Worsley; and whereas they were before obliged to be drawn up to the surface of the earth, at great inconvenience and expense, to be repaired at a workshop on Walkden Moor, they now come of themselves, in their course of business, to be repaired at the great dock yard, at Worsley.

The place where the inclined plane is constructed, is adapted in a singular way for the purpose. There is a bed of white rock, or grit, eight yards twelve inches deep, which dips one in four, lying exactly in the direction most convenient for the communication between the two levels; which bed of rock is hollowed into a tunnel, driven upon the rise of the metals, by blasting with gunpowder, and working it down with wedges and hammers. In this tunnel, formed through a rock, reaching from the lower to the higher level, the inclined plane is fixed; and, by its being in the heart of a rock, the whole workmanship can be pinned, secured, and compacted together at the top, bottom, and sides, most effectually an advantage which no inclined plane above ground can have, and which renders this a singular production, nowhere perhaps to be imitated.

The run of the inclined plane is one hundred and fifty-one yards, besides eighteen yards, the length of the locks at the north or upper end; and the fall is one in four, corresponding with the dip of the rock. Of these one hundred and fifty-one yards, about ninety-four yards are formed into a double waggon-way, in order to let two boats, namely, the empty and the loaded boats, pass up and down; and are divided by a brick wall, supporting the roof, in which are openings for a person to escape out of the way of the boats; which double waggon-way joins in one, about fifty-seven yards from the lower level. The whole width of the double waggon-way is nineteen feet; and of the single waggon-way, after the junction, ten feet. These waggon ways are supplied with iron rails, or gullies, laid on sleepers, down the whole run; and the height of the roof, above the iron rails, is eight feet.

At the top of the inclined plane there is a double lock, or rather two locks, side by side, formed in the heart of the same rock, which deliver the loaded boats from the higher level down the inclined plane, and receive the empty boats from the lower. The length of that part of the tunnel in which these are formed, is eighteen yards; the width or diameter twenty feet six inches; and the height of the roof, at the north end and above the locks, at dd, Pl. SS. fig. 10. twenty-one feet, to admit the break-wheel.

The bottom, or south end of the inclined plane, is six feet nine inches under the surface of the water, where the loaded boat floats off the carriage upon the canal of the lower level.

:

The depth of the locks, under water, at the north end, is four feet six inches; at the south end it is eight feet.

The wall between the locks is nine inches above the surface of the level water; its breadth is three feet.

The diameter of the horizontal mainshaft, upon which the rope works to let the loaded boats down, and to draw the empty boats up, is four feet eleven inches, and its circumference is fifteen feet five inches. The main rope is two inches and a half in diameter, and seven inches and a half in circumference. It is wrapped round with a small cord, of about an inch in circumference, for the length of about one hundred and five yards, to prevent its wearing, which it does chiefly when it drags upon the bottom, when at work, at the place where the waggon-ways unite; and, for the same parpose, rollers of eight inches' diameter are fixed at intervals down the run of the inclined plane. Moreover, a hollow cast-iron roller of eight inches and a half diameter is fixed across the west lock, parallel to the upper west lock-gate, and near the north end of the lock, but half a yard higher than the gate, in order to bear up the rope, and to prevent it from swagging.

A hold-fast rope is fastened to the mainrope, to stay each boat upon its waggon, as they go up or down. It is marked kk, in fig. 10. and its uses are more particularly detailed in the table of reference, at k k, to that plate.

Upon this horizontal main-shaft is a breakwheel, above mentioned, which regulates the motion of the loaded boat going down the inclined plane.

Two

The number of iron teeth, or cogs, in the spur-wheel, which is fastened to the side of the break-wheel, is three hundred and se venty-two; and the little nut-wheel, No. 3. fig. 2. which sets it in motion, contains eleven teeth, or cogs. The nut-wheel is supported by two uprights from the pillar to the roof, and works between them. winches or handles, No. 44. fig. 2. on its axis, put the main-shaft, d d, fig. 1. or No. 1. fig. 2. in motion. The power of both united enables a man, who uses a force equal to forty pounds weight, to set forward two tons upon the waggon-road: and this force multiplied at the winches or handles, may be used to set forward the loaded boat out of one lock, and to bring the empty boat into the other. The boats being thus put in motion, the little nut-wheel is disengaged from the main-shaft, by a slide drawing the little nut sideways, so as to disengage the teeth, or cogs, from the cogs of the spurwheel. The weight of four tons going down bring up about one.

The spur-wheel, however, which is fastened to the break-wheel, No. 2. fig. 11. is sel dom nsed, as it is occasionally only put in motion to regulate the stretch of the ropes when new, and to draw the light boat into

the lock, when, at any time, it may happen to be over-weighted with materials, such as mortar, props, slabs, &c. for the use of the higher level collieries; and will not move of itself, upon a balance, out of the lower level. The length of the carriage, or cradle, is thirty feet; its width is seven feet four inches. It moves upon four solid cast-iron rollers, which run upon cast-iron plates; on one side of each of which there are iron crests, which stand two inches higher than the plates, and prevent the carriage from running off the road.

The weight of neat coal, contained in the loaded boat, is about twelve tons: the boat weighs about four tons; and the carriage, or cradle, in which the boat is placed, when conveyed down the inclined plane, is about five tons in all, about twenty-one tons.

At this inclined plane, thirty loaded boats are now let down with ease, in about eight hours; that is to say, four boats are let down in a little more than an hour. The boats used in these collieries are of different sizes and dimensions; some will carry seven, some eight and a half, some twelve tons.

The weight of neat coal, independently of the weight of the carriage and boats, which is let down the inclined plane, in twelve-ton boats, in eight hours, will consequently be three hundred and sixty tons. The weight of the carriage, suppose five tons, let down in the same time, will be one hundred and fifty tons; and the weight of the boat, suppose four tons, thirty times down, in eight honrs, will be one hundred and twenty tons: in all six hundred and thirty tons down in eight hours.

The weight of the carriage thirty times up, and thirty boats up, in eight hours, will be

Carriage, at 5 tons, 30 times up
Boat, at 4 tons, 30 times up

=

150 tons = 120 tons

In all 270 tons up in eight hours. So that there will be 630 tons down,

270 tons up. In all 900 tons moved at the inclined plane, in eight hours; exclusive of an indeterminate quantity of materials occasionally brought up for the use of the high er level collieries.

The various feeders which are loosened by opening the coals in the higher level collieries, as well as three sufficient reservoirs, which may occasionally be resorted to, and used in a dry season, keep the higher level always to its height, and afford a constant supply of water to fill the locks, for the purpose of working the inclined plane.

This inclined plane was begun in September, 1795: it was finished, and in use, in October, 1797.

Of this, as of most of his other great works, the duke of Bridgewater was himself the planner and contriver: to project greatly, and to execute completely, are the perfection of genius.

The singularity of the place in which it is constructed; the original boldness of the design; the ingenuity and mechanism displayed in planning and executing it; the dispatch with which it has been finished; the simplicity, beauty, and harmony of its parts, tending to one united whole; and, above all, the perfection to which it is proved to have been brought, now that it is practically in use, render it equally astonishing with any other of the stupendous works which have been so ably planned, and so successfully executed, by the first projector and patriotic father of inland navigation. •

References to Plate 88. fig. 10. a to b, dip of the metals and waggon-road on the under-ground inclined plane. From b, on the lower level, to the mouth of the tunnel, is three miles; A, the east lock; B, the west lock; C, represents a section of the lock: the dotted line shows the horizontal depth, and the black line under it, the slope upon which the waggon-wheels run to receive the loaded boat, or to bring the empty boat into the lock; d, d, the main-shaft, four feet eleven inches diameter, upon which the ropes work to wind the boats up and down; and here also the break-wheel is fastened on, together with a spur-wheel, and a nut-wheel. See fig. 11. No. 1: e, a passage between the higher level and the locks; f, f, a loaded boat going down, and an empty boat going up the under-ground inclined plane; G, a brick wall, from the sole to the top of the inclined plane, in order to give additional support to the roof; h, h, h, h, openings through the brick wall G, into which a person may step out of the way of the boats at the time they are passing up and down; i, a bell, which is rung by the rope dotted to b, upon the lower level, at the bottom of the under-ground inclined plane, to give notice when the empty boat is upon the waggon, or cradle, and when the men below are ready, that the loaded boat may be let down by the men above; k, k, hold-fast ropes fastened to the main ropes and hooked on to a ring at the south end of each boat, as it goes up or down, in order to stay the boats upon, the waggon or cradle, that they may not swag, or slip off. These holdfast-ropes are spliced on to the end of the main-ropes, and run above and between the two bridleropes when they are fastened to the iron uprights, which are upon each side of the waggons, or cradles; and they run over the north end of the boat, to be hooked on to the south end; 7, 7, the bridle-ropes fastened to the main-ropes at O, and secured to two

iron uprights upon each side of the waggon, or cradle: 0,0, the places where the main-ropes, the bridle-ropes, and the holdfast-ropes, are fastened all together.

No. 1, an open space driven into the side of the lock A, to which a pit is sunk from the higher level, in order to convey the water out of the locks down to the lower level, and also to force a current of fresh air into the lower level collieries: No. 2, a paddle to let the water out of the lock A, into the pit No. 1; No. 3, a paddle to let the water out of the lock B, through a culvert, represented by dotted lines, under the lock A, into the pit No. 1; No. 7, 7, paddles in the lock-gates, to let the water out of the higher level into the locks; No. 8, 8, the two north lock-gates, one to each lock, which turn upon the heels of the gates, and swing round when they are opened or shut; No. 10, 10, two stops or cloughs, one to each lock, which serve as lock-gates to the south end, and are raised and let down by a windlass; S, a stop, which is used occasionally when the lock-gates want repairing; T, the place where the boats which are to pass to or from the lower single waggon-way are directed, at pleasure, into either part of the double waggon-way, by a moveable iron sleeper or plate at that point, upon which sleeper or plate the wheels of the boat-carriage or cradle run.

Fig. 11; 1, main-shaft, on which the rope laps; 2, break-wheel, on one side of which the spur-wheel is fastened; 3, nut-wheel, out of geer, but which slides into the spurwheel, when used to draw the empty boat into the lock occasionally, and which is supported by two uprights from the pillar to the roof; 4, 4, winches or handles, to work the nut and spur-wheel; 5, 5, the main-ropes fastened to the boats, and which are lapped to prevent their wearing; 6, the spur-wheel, which is fastened on one side of the breakwheel; and on which break-wheel is a strong iron-jointed timber brace, which, according to the pressure given thereto by the man who attends it, will allow the loaded boat to descend quick or slow, or detain it in its passage; 7,7, paddles in the lock-gates, to let the water out of the higher level into the lock; 8, a hollow cast-iron roller, to prevent the main-ropes from swagging; 9, shroudwheel, to prevent the ropes going over the end of the main shaft, slipping off, jerking, or breaking. This stands three inches above the main-shaft.

To INCLIP. v. a. (in and clip.) To grasp; to enclose; to surround (Shak.).

To INCLOISTER. v. a. (in and cloister.) To shut up in a cloister.

To INCLOUD. v. a. (in and cloud.) To darken; to obscure (Shak.)

To INCLUDE. v. a. (includo, Latin.) 1. To enclose; to shut in. 2. To comprise; to comprehend (Bacon).

INCLUDING, in botany, a term applied to the calyx. An inclosing calyx. Shutting up

and concealing the corol. As in Phalaris, Including sleep. Includens somnus. When alternate leaves approximate to the stalk during the night, so that the flower or tender twig is protected between them.

INCLUSIVE. a. (inclusif, French.) 1. Enclosing; encircling (Shak.). 2. Comprehended in the sum or number.

INCLUSIVELY. ad. (from inclusive.) The thing mentioned reckoned into the account. From Sunday to Sunday inclusively; that is, taking both Sundays into the reckoning. INCOAGULABLE. a. (in and coagulable.) Incapable of concretion.

INCOEXISTENCE.s.(in and coexistence.) The quality of not existing together (Locke). INCO'G. ad. (corrupted by mutilation from incognito, Latin.) Unknown; in private (Addison).

INCOGITANCY. s. (incogitantia, Latin.) Want of thought (Boyle).

INCOGITATIVE. a. (in and cogitative.) Wanting the power of thought (Locke.) INCO'GNITO. ad. (incognitus, Latin.) In a state of concealment (Prior).

INCOHERENCE. 8. (in and coherence.) INCOHE'RENCY. J 1. Want of cohesion; looseness of material parts (Boyle). 2. Want of connexion; incongruity; inconsequence of argument; want of dependance of one part' upon another (Locke).

INCOHERENT. s. (in and coherent.) 1. Without cohesion; loose (Woodward). 2. Inconsequential; inconsistent; having no dependance of one part on another (Locke). INCOHERENTLY. ad. Inconsistently; inconsequentially (Broome).

INCOLUMITY. s. (incolumitas, Latin.) Safety; security (Howel). INCOMBUSTIBILITY. s. (from incombustible). The quality of resisting fire (Ray). INCOMBUSTIBLE. a. (incombustible, Fr.) Not to be consumed by fire (Wilkins).

INCOMBUSTIBLE CLOTH. See ASBESTUS. INCOMBUSTIBLES, in chemistry, those substances which are incapable of burning, or which do not emit light and heat on their union with oxygen.

INCOMBUSTIBLENESS. 8. (from incombustible.) The quality of not being wasted by fire.

INCOME. 5. (in and come.) Revenue; produce of any thing (South).

INCOMMENSURABILITY. s. (from incommensurable.) The state of one thing with respect to another, when they cannot be compared by any common measure.

INCOMMENSURABLE. a. (in, con, and mensurabilis, Latin.) Not to be reduced to any measure common to both (Watts).

INCOMMENSURABLE lines, or numbers, or quantities in general, are such as have no common measure, or no line, number, or quantity of the same kind, that will measure or divide them both without a remainder. Thus, the numbers 15 and 16 are incommensurable, because, though 15 can be measured

by 3 and 5, and 16 by 2, 4, and 8, there is yet no single number that will divide or measure them both.

INCOMMENSURABLE IN POWER, is said of quantities whose 2d powers, or squares, are incommensurable. As 2 and 3, whose squares are 2 and 3, which are incommensurable.

INCOMMEN/SURATE. a. (in, con, and mensura, Latin.) Not admitting one common measure (Holder).

To INCOMMODÁTE. \ v. a.(incommodo, To INCOMMO’DE. Latin.) To be inconvenient to; to hinder or embarrass without very great injury (Woodward). INCOMMODIOUS.a.(incommodus, Lat.) Inconvenient to; vexatious without great mischief (Hooker).

INCOMMODÍOUSLY. ad. Inconveniently; not at ease.

INCOMMO'DIOUSNESS. 8. (from incommodious.) Inconvenience (Burnet). INCOMMODITY. 8. (incommodité, Fr.) Inconvenience; trouble (Wotton). INCOMMUNICABILITY. 8. (from incommunicable.) The quality of not being impartible.

INCOMMUNICABLE. a. (incommunicable, French.) 1. Not impartible; not to be made the common right, property, or quality of more than one (Stillingfleet). 2. Not to be expressed; not to be told (South).

INCOMMUNICABLY. ad. (from incommunicable.) In a manner not to be imparted or communicated (Hakewill).

INCOMMUNICATING. a. (in and communicating.) Having no intercourse with each other (Hale).

INCOMPACT. La. (in and compact.) INCOMPACTED. Not joined; not cohering (Boyle).

INCOMPARABLE. a. (incomparable, Fr.) Excellent above compare: excellent beyond all competition (Sidney. Dryden).

INCOMPARABLY. ad. (from incomparable.) 1. Beyond comparison; without competition (Hooker). 2. Excellently; to the highest degree (Addison).

INCOMPASSIONATE. a. (in and compassionate.) Void of pity, or tenderness. INCOMPATIBILITY. s. (properly incompetibility, in and competo, Latin.) Inconsistency of one thing with another (Hale).

INCOMPATIBLE. a. (rather incompetible, as it is sometimes written; in and competo, Latin.) Inconsistent with something else; such as cannot subsist or cannot be possessed together with something else (Suckling). INCOMPATIBLY. ad. (for incompetibly, from incompatible.) Inconsistently.

INCOMPETENCY. s. (incompetence, Fr.) Inability; want of adequate ability or quali fication (Boyle).

INCOMPETENT. a. (in and competent, Er.) Not suitable; not adequate; not proportionate (Dryden).

INCOMPETENTLY. ad. (from incompetent.) Unsuitably; unduly.

INCOMPLETE. a. (in and complete.) Not perfect; not finished (Hooker).

INCOMPLETE FLOWER, in botany. Qui caret perianthio aut corolla. An incomplete flower is destitute either of the perianth or coroll. In Delin. Pl. it is made synonymous with apetalous, as it is also by Vaillant. See IMPERFECT. Every apetalous flower is incomplete; but every incomplete flower is not apetalous. An imperfect flower wants one or both the essential parts; an incomplete flower wants one or both the covers.

INCOMPLETENESS. 8. (from incomplete.) Imperfection; unfinished state (Boyle). INCOMPLIANCE. s. (in and compli ance.) 1. Untractableness; impracticableness; contradictious temper (Tillotson). 2. Refusal of compliance (Rogers).

INCOMPOSED. a. (in and composed.) Disturbed; discomposed; disordered (Howel). INCOMPO'SITE NUMBERS. See PRIMES. INCOMPOSSIBILITY. 8. (from incom possible.) Quality of being not possible but by the negation or destruction of something (More).

INCOMPO'SSIBLE. a. (in, con, and possible.) Not possible together; not possible but by the negation of something else. INCOMPREHENSIBILITŸ. 8. (incomprehensibilité, Fr.) Unconceivableness; superiority to human understanding.

INCOMPREHENSIBLE. a. (incomprehensible, French.) 1. Not to be conceived not to be fully understood (Hammond). 2. Not to be contained (Hooker). INCOMPREHENSIBLENESS.8.(from incomprehensible.) Unconceivableness (Watts). INCOMPREHE'NSIBLY. ad. (from incomprehensible.) In a manner not to be conceived (Locke).

INCOMPRESSIBLE. a. (incompressible, Fr.) Not capable of being compressed into less (Cheyne).

INCOMPRESSIBILITY. 8. (from incompressible.) Incapacity to be squeezed into less room.

For this pur

Water was, during a very long period, considered as a fluid perfectly unelastic; that is, unyielding, or incompressible; and this opinion was corroborated by an experiment of the Academy del Cimento in Italy. About a century and a half ago, the members of that academy endeavoured to ascertain whether water was capable of being compressed in any degree. pose they filled a hollow metallic sphere with that fluid, and stopped the aperture very accurately. This ball then was pressed in a proper machine, but no contraction could be observed, nor, indeed, was the apparatus capable of manifesting small degrees of compression. Hence they concluded that water was not capable of compression. This opinion prevailed until the year 1761, when the ingenious Mr. Canton discovered the compressibility of water, and of other liquids, which he immediately made known to the Royal Society. He took a glass tube, hav