Chapter 9

SeeManchester Town Records(2 vols., Salem, 1889-1891), and D. F. Lamson,History of the Town of Manchester, 1645-1895(Manchester, 1895).

MANCHESTER,the largest city of New Hampshire, U.S.A., and one of the county-seats of Hillsboro county, on the Merrimac river, at the mouth of the Piscataquog river, (by rail) 18 m. S. of Concord and 57 m. N.N.W. of Boston. Pop. (1890), 44,126; (1900), 56,987; (1910 U.S. census) 70,063. Of the total population in 1900, 24,257 were foreign-born, including 13,429 French-Canadians; and 37,530 were of foreign parentage (both parents foreign-born), including 18,839 of French-Canadian parentage. Manchester is served by the Southern, the Western, the White Mountains, and the Worcester Nashua & Portland divisions of the Boston & Maine railroad, and by inter-urban electric lines. It is situated on a plain about 90 ft. above the Merrimac river (which is spanned here by three bridges), commands extensive views of the beautiful Merrimac valley, and covers a land area of about 33 sq. m. On the east side of the city are two connected lakes known as Lake Massabesic (30 m. in circumference). Manchester is known for the attractive appearance of the residence districts in which the factory operatives live, detached homes and “corporation boarding-houses,” instead of tenement houses, being the rule. The Institute of Arts and Sciences (incorporated in 1898) provides lecture courses and classes in science, art and music. Among the other public buildings and institutions are the United States Government building, the city-hall, the county-court-house, the city library (1854; the outgrowth of the Manchester Athenaeum, established in 1844), St Anselm’s College (R.C.), a Roman Catholic cathedral, four Roman Catholic convents, the Elliot hospital, the Sacred Heart hospital and the hospital of Notre Dame de Lourdes, the State industrial school, the State house of correction, the Gale home for aged women, an old ladies’ home (R.C.), St Martha’s home for working girls, the Manchester children’s home and four orphan asylums. In the largest of five public squares is a soldiers’ monument, consisting of a granite column 50 ft. high,surmounted by a statue of Victory. The city has two parks, and in one of them, overlooking the Merrimac, is a monument to the memory of General John Stark, who was born and was buried here. The water-supply is obtained from Lake Massabesic. Amoskeag Falls in the Merrimac are 55 ft. in height, and by means of hydraulic canals Manchester is provided with a fine water-power. Steam power is also used, and the city is by far the most important manufacturing centre in the state. It is extensively engaged in the manufacture of cotton goods, boots and shoes, worsted goods, hosiery and other knit goods, and locomotives; among the other manufactures are linen goods, steam fire-engines, paper, edge tools, soap, leather, carriages and beer. The value of the city’s factory products increased from $24,628,345 in 1900 to $30,696,926 in 1905, or 24.6%. In 1905 Manchester produced 24.8% of the total factory product of the state. Manchester ranks fifth among the cities of the United States in cotton manufacturing, and ninth among the cities of the country in the manufacture of boots and shoes.

On account of the abundance of fish in the river here, Amoskeag Falls and vicinity were a favourite resort of the Penacook Indians, and it is said that John Eliot, the “Apostle to the Indians,” preached to them here in the summer of 1651. The first white settlement within the present limits of Manchester was made in 1722 by Scottish-Irish immigrants at Goffe’s Falls, 5 m. below Amoskeag Falls. In 1723 a cabin was built by some of these immigrants at the greater falls, and gradually a small settlement grew up there. In 1735 Massachusetts granted to a body of men known as “Tyng’s Snow-Shoe Scouts” and their descendants a tract of land 3 m. wide along the east bank of the Merrimac, designated as “Tyng’s Township.” The Scottish-Irish claimed this tract as part of their grant from New Hampshire, and there arose between the rival claimants a bitter controversy which lasted until May 1741, when the courts decided against the Massachusetts claimants. In 1751 the territory formerly known as “Tyng’s Township,” and sometimes called “Harrytown,” with portions of Chester and Londonderry, was incorporated as a township under the name Derryfield; in 1810 the name was changed to Manchester, the change having been suggested by the town’s manufacturing possibilities; and in 1846 Manchester was chartered as a city. The first sawmill was erected as early as 1736, and during the years from 1794 to 1807 a canal was constructed around the Amoskeag Falls through which to carry lumber. As late as 1830 the town had a population of only 877, but in 1831 the Amoskeag Manufacturing Company was incorporated, the construction of hydraulic canals and the erection of cotton mills followed, the villages of Piscataquog and Amoskeag were annexed in 1853, and the population increased to 3235 in 1840, to 8841 in 1860, and to 33,592 in 1880.

Consult M. D. Clarke,Manchester, A Brief Record of its Past and a Picture of its Present(Manchester, 1875).

MANCHESTER,a former city of Chesterfield county, Virginia, U.S.A., (on the S. side of the James river), since 1910 a part of Richmond. Pop. (1900), 9715, of whom 3338 were negroes; (1906 estimate), 9997. It is served by the Atlantic Coast Line, the Seaboard Air Line, and the Southern railways, by electric lines to Richmond and Petersburg, and by numerous river boats. It is finely situated in a bend of the river, with about 2 m. of water front; on the heights above is Forest Hill park, a pleasure resort, and adjacent to it Woodland Heights, a beautiful residential district. From the surrounding country come much agricultural produce, coal, lumber, bricks and granite. There is a good harbour and excellent water power. Among the manufactures are paper, flour, cotton goods, leather, brick, railway supplies, &c. The value of the city’s factory products increased from $1,621,358 in 1900 to $3,226,268 in 1905, or 99%.

MANCHESTER SHIP CANAL.The advantage of a waterway for the conveyance of goods between eastern Lancashire and the sea is so obvious that so far back as the year 1721 Thomas Steers designed a plan for continuing to Manchester the barge navigation which then existed between Liverpool and Warrington. Parliamentary powers were then obtained to improve the rivers Mersey and Irwell from Warrington to Manchester by means of locks and weirs. This work was successfully carried out, and proved of great benefit to the trade of the district. The duke of Bridgewater, who had made a canal from his collieries at Worsley to Manchester, afterwards continued the canal to the Mersey at Runcorn; this extension was opened in 1722 and competed with the Mersey and Irwell navigation, both routes being navigated by barges carrying about fifty tons of cargo. The Liverpool & Manchester railway at a later date afforded further facilities for conveyance of goods, but the high rates of carriage, added to heavy charges at the Liverpool docks, prejudiced trade, and the question was mooted of a ship canal to bring cotton, timber, grain and other goods direct to Manchester without transshipment. The first plan was made by William Chapman in 1825, and was followed by one designed by Henry Palmer in 1840, but it was not until the year 1882 that the movement was originated that culminated in the opening of the Manchester Ship Canal by Queen Victoria on the 21st of May 1894.

In determining the plan of the canal the main point which arose was whether it should be made with locks or whether it should be on the sea-level throughout, and therefore tidal. The advantage of a still waterway in navigating large steamers, and the facilities afforded by one constant water-level for works on the banks and the quick discharge of goods at the terminal docks at Manchester, secured the adoption of the plans for a canal with locks as designed by Sir E. Leader Williams. The fresh-water portion of the canal extended between Manchester and Runcorn, while from the latter place to Garston it was proposed to improve the upper Mersey estuary by constructing training walls and dredging to form a deep central channel. Parliamentary powers to construct the canal were sought in the session of 1883, when the bill passed the committee of the House of Commons but was rejected by the committee of the House of Lords. Brought forward again the next year, it was passed by the Lords but thrown out by the Commons. The opposition from Liverpool and the railway companies was very strong; to meet to some extent that of the former, a continuation of the canal was proposed from Runcorn to Eastham along the Cheshire side of the Mersey, instead of a trained channel in the estuary, and in this form the bill was again introduced in the session of 1885, and, notwithstanding strong opposition, was passed by both houses of parliament. The cost of this contest to promoters and opponents exceeded £400,000, the various committees on the bill having sat over 175 days. Owing to difficulties in raising the capital the works were not begun until November 1887.The total length of the canal is 35½ m. and it may be regarded as divided into three sections. From Eastham to Runcorn it is near or through the Mersey estuary for 12¾ m., and thence to Latchford near Warrington, 8¼ m., it is inland; both these sections have the same water-level, which is raised by high tides. At Latchford the locks stop tidal action, and the canal is fed by the waters of the rivers Mersey and Irwell from that point to Manchester, 14½ m. from Latchford. The canal begins on the Cheshire side of the Mersey at Eastham, about 6 m. above Liverpool. The entrance is well sheltered and adjoins a good low-water channel communicating with the Sloyne deep at Liverpool. Three entrance locks have been provided close to and parallel with each other, their length and width being 600 by 80, 350 by 50, and 150 by 30 ft. These locks maintain the water-level in the canal nearly to mean high-water level (14 ft. 2 in. above the Liverpool datum); when the tide rises above that height the lock gates are opened and the tide flows up to Latchford, giving on high spring tides an additional depth of water of about 7 ft. On the ebb tide this water is returned to the Mersey through large sluices at Randles Creek and at the junction of the river Weaver with the canal, the level of the canal thus being reduced to its normal height. The canal throughout to Manchester has a minimum depth of 28 ft.; the depth originally was 26 ft., but the lock sills were placed 2 ft. lower to allow of the channel being dredged to 28 ft. when necessary. The minimum width at bottom is 120 ft., allowing large vessels to pass each other at any point on the canal; this width is considerably increased at the locks and other parts. The slopes are generally about 1½ to 1, but are flatter through some portions; in rock-cutting the sides are nearly vertical. From Eastham to Runcorn the canal is alternately inland and on the foreshore of the estuary, on which embankments were constructed to act as dams and keep out the tide during the excavation of the canal, and afterwards to maintain the water-level at low water in the estuary; both sides are faced with heavy coursed stone. The material for the embankments was principally clay excavated from the cuttings. In some places, where the foundation was of a porous nature, sheeting piles of timber had to be used. At Ellesmere Port, where the embankment is 6200 ft. long on sand, 13,000 whole timber sheeting piles 35 ft. long were driven, to secure the base of the embankment on each side; water jets under pressure through 1½ in. wrought-iron pipes were used at the foot of each pile to assist the sinking, which was found most difficult by ordinary means. At the river Weaver ten Stoney roller sluices are built, each 30 ft. span, with heavy stone and concrete piers and foundations; at Runcorn,where the river Mersey is narrow, a concrete sea-wall 4300 ft. long was substituted for the embankment. At various points under the canal cast-iron siphon pipes were laid to carry off any land drainage which was at a lower level than the canal; the largest of these siphons were constructed to allow the tidal and fresh water of the river Gowy to pass under the canal at Stanlow Point, between Eastham and Ellesmere Port. Two 12-ft. siphons are there placed close together, built of cast-iron segments; they are each 400 ft. long, and were laid on concrete 4 ft. below the bottom of the canal. From Runcorn to Latchford the canal is nearly straight, the depth of cutting varying from 35 to 70 ft., partly in rock, but generally in alluvial deposit. The whole length of the canal passes through the New Red Sandstone formation, with its overlying beds of gravel, clay, sand and silt, which gave much trouble during the progress of the work; retaining walls of stone and brickwork had to be built in these places to maintain the sides of the canal from slips and injury from the wash of steamers.The canal from Latchford to Manchester is in heavy cutting through the valleys of the rivers Mersey and Irwell. As these rivers are circuitous in course, only very small portions could be utilized in forming the canal; a line as nearly straight as possible was therefore adopted, and involved many crossings of the river channels. During the whole progress of the work these had to be kept open for the discharge of floods and land water, and in some places temporary cuts of considerable length had to be made for the same object. In November 1890 and December 1891 high winter floods covered the whole of the river valleys, filling many miles of the unfinished canal and causing great damage to the slopes. Altogether 23 m. of canal had to be pumped out to enable the work to be completed. After the cuttings between the river channels were finished, the end dams were removed, and the rivers Irwell and Mersey were turned into the new channel now forming the upper portion of the ship canal. The total rise to the level of the docks at Manchester from the ordinary level of the water in the tidal portion of the canal below Latchford locks is 60 ft. 6 in.; this is obtained by an average rise of about 15 ft. at each of the sets of locks at Latchford, Irlam (7½ m. nearer Manchester), Barton (2 m. farther) and Mode Wheel (3½ m. above Barton locks at the entrance to the Manchester docks). For the greater part of this last length the canal is widened at bottom from 120 ft., its normal width, to 170 ft., to enable vessels to lie at timber and other wharves without interfering with the passage of large vessels to or from the docks. The locks are in duplicate, one being 600 ft. long by 65 ft. wide, the other 350 ft. long by 45 ft. wide, with Stoney’s sluices adjacent. They are filled or emptied in five minutes by large culverts on each side with side openings into the lock. Concrete with facings of blue Staffordshire brick is largely used, and the copings, sills, hollow quoins and fender courses are of Cornish granite. The lock gates are constructed of greenheart timber. The sluices near the locks take the place of the weirs used in the old Mersey and Irwell navigation; they are 30 ft. span each, four being generally used at each set of locks. In ordinary seasons any water not used for lockage purposes passes over the tops of the sluices, which are kept closed; in flood times the sluices are raised to a height which will pass off floods with a comparatively small rise in the canal. There are eight hydraulic installations on the canal, each having duplicate steam-engines and boilers; the mains exceed 7 m. in length, the pressure being 700 ℔ to the inch. They work the cranes, lifts and capstans at the docks, lock gates and culvert sluices, coal tips, swing bridges and aqueduct.At Barton, near Manchester, the Bridgewater canal crosses the river Irwell on the first navigable aqueduct constructed in England. It was the work of James Brindley, and since it was built at only sufficient height to allow of barges passing under it, means had to be found to allow of this important canal being maintained, and yet to permit steamers to use the ship canal below it. Brindley’s canal is on one level throughout its whole length, and as its water supply is only sufficient for the flight of locks by which it descends at Runcorn to the Mersey, locks down to the ship canal would have involved the waste of a lock of water on each side and caused serious delay to the traffic. Sir E. Leader Williams surmounted the difficulty by means of a swing aqueduct for the Bridgewater canal, which when closed enables the traffic to pass as before, while it is opened to allow of ships crossing it on the lower level of the ship canal. The water in the swing portions of the aqueduct when opened is retained by closing gates at each end, similar gates being shut at the same time across the fixed portion of the aqueduct. The swing portion is a large steel trough carried by side girders, 234 ft. long and 33 ft. high in the centre, tapering 4 ft. to the ends; the waterway is 19 ft. wide and 6 ft. deep. The whole works on a central pier with similar arrangements to the largest swing bridges on the canal; it has two spans over the ship canal of 90 ft. each. It is somewhat singular that the first fixed canal aqueduct in England should, after the lapse of 136 years, be replaced by the first swing aqueduct ever constructed. The swing aqueduct is moved by hydraulic power, and has never given any trouble in working, even in times of severe frost. The weight of the movable portion, including the water, is 1600 tons.The manner of dealing with the five lines of railways that were cut through by the canal was one of importance, both in the interests of the travelling public and the trade on the canal; they are all lines with a heavy traffic, including the main line of the London & North Western railway near Warrington, with its important route to Scotland. Swing bridges, although in use on some lines to cross navigations, are dangerous and inconvenient, and high-level deviation lines were adopted for each railway crossing the canal. No such alteration of a railway had been previously sanctioned by parliament, and it was only the importance of a ship canal to Manchester that secured the requisite powers against the strong opposition of the railway companies. Embankments were made close to and parallel with the old lines, beginning about a mile and a quarter from the canal on each side, the canal itself being crossed by viaducts which give a clear headway of 75 ft. at ordinary water-level. Vessels with high masts trading on the canal are provided with telescopic or sliding top-masts. The gradients on the railways rising up to the viaducts are 1 in 135. The span of the viaducts is so arranged as to maintain the full width of the canal for navigation; and as the railways generally cross the canal on the skew, this necessitated girders in some cases of 300 ft. span. There are nine main roads requiring swing bridges across the canal; all below Barton have a span giving a clear waterway of 120 ft. The width of these bridges varies with the importance of the roads from 20 to 36 ft., and they are constructed of steel, their weight ranging from 500 to 1000 tons each. They work on a live ring of conical cast-iron rollers and are moved by hydraulic power supplied by steam, gas or oil engines. The Trafford Road bridge at the docks at Manchester is the heaviest swing bridge on the canal; being of extra width, it weighs 1800 tons.The canal being virtually one long dock, wharves at various points have been erected to enable chemical or manufacturing works to be carried on, widenings being provided where necessary. At Ellesmere Port coal tips and sheds have been erected, and the canal is in direct communication with the docks there as well as at Weston Point and Runcorn, where a large trade is carried on with the Staffordshire Potteries and the Cheshire salt districts. At Partington branches from the railways connect the canal with the Yorkshire and Lancashire coal-fields, and the canal is widened out 65 ft. on each side for six hydraulic coal tips. At Mode Wheel there are extensive abattoirs and lairages, erected by the Manchester Corporation; also large petroleum oil tanks, graving dock and pontoons, cold-air meat stores and other accommodation for traffic. At Manchester the area of the docks is 104 acres, with 152 acres of quay space, having over 5 m. of frontage to the docks, which are provided with a number of three-storey transit sheds, thirteen seven-storey and seven four-storey warehouses, and a large grain silo. The London & North Western and Lancashire & Yorkshire railway companies and the Cheshire Lines Committee have made branch lines to the docks, the railways and sidings at which are over 30 miles in length. Much traffic is also carted, or dealt with by inland canals in direct communication with the docks. The substitution of a wide and deep canal, nearly straight, for comparatively shallow and narrow winding rivers, and the use of large sluices in place of fixed weirs to carry off the river water, have been of great advantage to the district in greatly reducing the height of floods.The total amount of excavation in the canal, docks and subsidiary work amounted to over 54 million cub. yds., nearly one-fourth of which was sandstone rock; the excavated material was used in forming the railway deviation embankments, filling up the old beds of the rivers and raising low lands near the canal. As many men were employed on the works as could be obtained, but the number never exceeded 17,000, and the greater part of the excavation was done by about eighty steam navvies and land dredgers. For the conveyance of excavation and materials, 228 miles of temporary railway lines were laid, and 173 locomotives, 6300 wagons and trucks, and 316 fixed and portable steam-engines and cranes were employed, the total cost of the plant being nearly £1,000,000. The expenditure on the works, including plant and equipment, to the 1st of January 1900, was £10,327,666. The purchase of the Mersey and Irwell and Bridgewater navigations (£1,786,651), land and compensation (£1,223,809), interest on capital during constructions (£1,170,733), and parliamentary, superintendence and general expenses brought up the total amount to £15,248,437.The traffic on the canal gradually increased from 925,659 tons in 1894 to 2,778,108 tons in 1899 and 5,210,759 tons in 1907. After its opening considerable reductions were made in the railway rates of carriage and the charges at the Liverpool docks in order to meet the lower cost of conveyance by shipping passing up it. The result has been of great advantage to the trade of Lancashire and the surrounding districts, and the saving in the cost of carriage, estimated at £700,000 a year, assists manufacturers to meet the competition of their foreign opponents who have the advantage of low rates of carriage on the improved waterways of America, Germany, France and Belgium. Before the construction of the canal, large manufacturers had left Manchester to establish their works at ports like Glasgow, where they could save the cost of inland carriage. Since its opening, new industries have been started at Manchester and along its banks, warehouses and mills that were formerly empty are now occupied, while nearly 10,000 new houses have been built for the accommodation of the workpeople required to meet the enlarged trade of the city.For further details see Sir Bosdin Leech,History of the Manchester Ship Canal(Manchester, 1907).

The total length of the canal is 35½ m. and it may be regarded as divided into three sections. From Eastham to Runcorn it is near or through the Mersey estuary for 12¾ m., and thence to Latchford near Warrington, 8¼ m., it is inland; both these sections have the same water-level, which is raised by high tides. At Latchford the locks stop tidal action, and the canal is fed by the waters of the rivers Mersey and Irwell from that point to Manchester, 14½ m. from Latchford. The canal begins on the Cheshire side of the Mersey at Eastham, about 6 m. above Liverpool. The entrance is well sheltered and adjoins a good low-water channel communicating with the Sloyne deep at Liverpool. Three entrance locks have been provided close to and parallel with each other, their length and width being 600 by 80, 350 by 50, and 150 by 30 ft. These locks maintain the water-level in the canal nearly to mean high-water level (14 ft. 2 in. above the Liverpool datum); when the tide rises above that height the lock gates are opened and the tide flows up to Latchford, giving on high spring tides an additional depth of water of about 7 ft. On the ebb tide this water is returned to the Mersey through large sluices at Randles Creek and at the junction of the river Weaver with the canal, the level of the canal thus being reduced to its normal height. The canal throughout to Manchester has a minimum depth of 28 ft.; the depth originally was 26 ft., but the lock sills were placed 2 ft. lower to allow of the channel being dredged to 28 ft. when necessary. The minimum width at bottom is 120 ft., allowing large vessels to pass each other at any point on the canal; this width is considerably increased at the locks and other parts. The slopes are generally about 1½ to 1, but are flatter through some portions; in rock-cutting the sides are nearly vertical. From Eastham to Runcorn the canal is alternately inland and on the foreshore of the estuary, on which embankments were constructed to act as dams and keep out the tide during the excavation of the canal, and afterwards to maintain the water-level at low water in the estuary; both sides are faced with heavy coursed stone. The material for the embankments was principally clay excavated from the cuttings. In some places, where the foundation was of a porous nature, sheeting piles of timber had to be used. At Ellesmere Port, where the embankment is 6200 ft. long on sand, 13,000 whole timber sheeting piles 35 ft. long were driven, to secure the base of the embankment on each side; water jets under pressure through 1½ in. wrought-iron pipes were used at the foot of each pile to assist the sinking, which was found most difficult by ordinary means. At the river Weaver ten Stoney roller sluices are built, each 30 ft. span, with heavy stone and concrete piers and foundations; at Runcorn,where the river Mersey is narrow, a concrete sea-wall 4300 ft. long was substituted for the embankment. At various points under the canal cast-iron siphon pipes were laid to carry off any land drainage which was at a lower level than the canal; the largest of these siphons were constructed to allow the tidal and fresh water of the river Gowy to pass under the canal at Stanlow Point, between Eastham and Ellesmere Port. Two 12-ft. siphons are there placed close together, built of cast-iron segments; they are each 400 ft. long, and were laid on concrete 4 ft. below the bottom of the canal. From Runcorn to Latchford the canal is nearly straight, the depth of cutting varying from 35 to 70 ft., partly in rock, but generally in alluvial deposit. The whole length of the canal passes through the New Red Sandstone formation, with its overlying beds of gravel, clay, sand and silt, which gave much trouble during the progress of the work; retaining walls of stone and brickwork had to be built in these places to maintain the sides of the canal from slips and injury from the wash of steamers.

The canal from Latchford to Manchester is in heavy cutting through the valleys of the rivers Mersey and Irwell. As these rivers are circuitous in course, only very small portions could be utilized in forming the canal; a line as nearly straight as possible was therefore adopted, and involved many crossings of the river channels. During the whole progress of the work these had to be kept open for the discharge of floods and land water, and in some places temporary cuts of considerable length had to be made for the same object. In November 1890 and December 1891 high winter floods covered the whole of the river valleys, filling many miles of the unfinished canal and causing great damage to the slopes. Altogether 23 m. of canal had to be pumped out to enable the work to be completed. After the cuttings between the river channels were finished, the end dams were removed, and the rivers Irwell and Mersey were turned into the new channel now forming the upper portion of the ship canal. The total rise to the level of the docks at Manchester from the ordinary level of the water in the tidal portion of the canal below Latchford locks is 60 ft. 6 in.; this is obtained by an average rise of about 15 ft. at each of the sets of locks at Latchford, Irlam (7½ m. nearer Manchester), Barton (2 m. farther) and Mode Wheel (3½ m. above Barton locks at the entrance to the Manchester docks). For the greater part of this last length the canal is widened at bottom from 120 ft., its normal width, to 170 ft., to enable vessels to lie at timber and other wharves without interfering with the passage of large vessels to or from the docks. The locks are in duplicate, one being 600 ft. long by 65 ft. wide, the other 350 ft. long by 45 ft. wide, with Stoney’s sluices adjacent. They are filled or emptied in five minutes by large culverts on each side with side openings into the lock. Concrete with facings of blue Staffordshire brick is largely used, and the copings, sills, hollow quoins and fender courses are of Cornish granite. The lock gates are constructed of greenheart timber. The sluices near the locks take the place of the weirs used in the old Mersey and Irwell navigation; they are 30 ft. span each, four being generally used at each set of locks. In ordinary seasons any water not used for lockage purposes passes over the tops of the sluices, which are kept closed; in flood times the sluices are raised to a height which will pass off floods with a comparatively small rise in the canal. There are eight hydraulic installations on the canal, each having duplicate steam-engines and boilers; the mains exceed 7 m. in length, the pressure being 700 ℔ to the inch. They work the cranes, lifts and capstans at the docks, lock gates and culvert sluices, coal tips, swing bridges and aqueduct.

At Barton, near Manchester, the Bridgewater canal crosses the river Irwell on the first navigable aqueduct constructed in England. It was the work of James Brindley, and since it was built at only sufficient height to allow of barges passing under it, means had to be found to allow of this important canal being maintained, and yet to permit steamers to use the ship canal below it. Brindley’s canal is on one level throughout its whole length, and as its water supply is only sufficient for the flight of locks by which it descends at Runcorn to the Mersey, locks down to the ship canal would have involved the waste of a lock of water on each side and caused serious delay to the traffic. Sir E. Leader Williams surmounted the difficulty by means of a swing aqueduct for the Bridgewater canal, which when closed enables the traffic to pass as before, while it is opened to allow of ships crossing it on the lower level of the ship canal. The water in the swing portions of the aqueduct when opened is retained by closing gates at each end, similar gates being shut at the same time across the fixed portion of the aqueduct. The swing portion is a large steel trough carried by side girders, 234 ft. long and 33 ft. high in the centre, tapering 4 ft. to the ends; the waterway is 19 ft. wide and 6 ft. deep. The whole works on a central pier with similar arrangements to the largest swing bridges on the canal; it has two spans over the ship canal of 90 ft. each. It is somewhat singular that the first fixed canal aqueduct in England should, after the lapse of 136 years, be replaced by the first swing aqueduct ever constructed. The swing aqueduct is moved by hydraulic power, and has never given any trouble in working, even in times of severe frost. The weight of the movable portion, including the water, is 1600 tons.

The manner of dealing with the five lines of railways that were cut through by the canal was one of importance, both in the interests of the travelling public and the trade on the canal; they are all lines with a heavy traffic, including the main line of the London & North Western railway near Warrington, with its important route to Scotland. Swing bridges, although in use on some lines to cross navigations, are dangerous and inconvenient, and high-level deviation lines were adopted for each railway crossing the canal. No such alteration of a railway had been previously sanctioned by parliament, and it was only the importance of a ship canal to Manchester that secured the requisite powers against the strong opposition of the railway companies. Embankments were made close to and parallel with the old lines, beginning about a mile and a quarter from the canal on each side, the canal itself being crossed by viaducts which give a clear headway of 75 ft. at ordinary water-level. Vessels with high masts trading on the canal are provided with telescopic or sliding top-masts. The gradients on the railways rising up to the viaducts are 1 in 135. The span of the viaducts is so arranged as to maintain the full width of the canal for navigation; and as the railways generally cross the canal on the skew, this necessitated girders in some cases of 300 ft. span. There are nine main roads requiring swing bridges across the canal; all below Barton have a span giving a clear waterway of 120 ft. The width of these bridges varies with the importance of the roads from 20 to 36 ft., and they are constructed of steel, their weight ranging from 500 to 1000 tons each. They work on a live ring of conical cast-iron rollers and are moved by hydraulic power supplied by steam, gas or oil engines. The Trafford Road bridge at the docks at Manchester is the heaviest swing bridge on the canal; being of extra width, it weighs 1800 tons.

The canal being virtually one long dock, wharves at various points have been erected to enable chemical or manufacturing works to be carried on, widenings being provided where necessary. At Ellesmere Port coal tips and sheds have been erected, and the canal is in direct communication with the docks there as well as at Weston Point and Runcorn, where a large trade is carried on with the Staffordshire Potteries and the Cheshire salt districts. At Partington branches from the railways connect the canal with the Yorkshire and Lancashire coal-fields, and the canal is widened out 65 ft. on each side for six hydraulic coal tips. At Mode Wheel there are extensive abattoirs and lairages, erected by the Manchester Corporation; also large petroleum oil tanks, graving dock and pontoons, cold-air meat stores and other accommodation for traffic. At Manchester the area of the docks is 104 acres, with 152 acres of quay space, having over 5 m. of frontage to the docks, which are provided with a number of three-storey transit sheds, thirteen seven-storey and seven four-storey warehouses, and a large grain silo. The London & North Western and Lancashire & Yorkshire railway companies and the Cheshire Lines Committee have made branch lines to the docks, the railways and sidings at which are over 30 miles in length. Much traffic is also carted, or dealt with by inland canals in direct communication with the docks. The substitution of a wide and deep canal, nearly straight, for comparatively shallow and narrow winding rivers, and the use of large sluices in place of fixed weirs to carry off the river water, have been of great advantage to the district in greatly reducing the height of floods.

The total amount of excavation in the canal, docks and subsidiary work amounted to over 54 million cub. yds., nearly one-fourth of which was sandstone rock; the excavated material was used in forming the railway deviation embankments, filling up the old beds of the rivers and raising low lands near the canal. As many men were employed on the works as could be obtained, but the number never exceeded 17,000, and the greater part of the excavation was done by about eighty steam navvies and land dredgers. For the conveyance of excavation and materials, 228 miles of temporary railway lines were laid, and 173 locomotives, 6300 wagons and trucks, and 316 fixed and portable steam-engines and cranes were employed, the total cost of the plant being nearly £1,000,000. The expenditure on the works, including plant and equipment, to the 1st of January 1900, was £10,327,666. The purchase of the Mersey and Irwell and Bridgewater navigations (£1,786,651), land and compensation (£1,223,809), interest on capital during constructions (£1,170,733), and parliamentary, superintendence and general expenses brought up the total amount to £15,248,437.

The traffic on the canal gradually increased from 925,659 tons in 1894 to 2,778,108 tons in 1899 and 5,210,759 tons in 1907. After its opening considerable reductions were made in the railway rates of carriage and the charges at the Liverpool docks in order to meet the lower cost of conveyance by shipping passing up it. The result has been of great advantage to the trade of Lancashire and the surrounding districts, and the saving in the cost of carriage, estimated at £700,000 a year, assists manufacturers to meet the competition of their foreign opponents who have the advantage of low rates of carriage on the improved waterways of America, Germany, France and Belgium. Before the construction of the canal, large manufacturers had left Manchester to establish their works at ports like Glasgow, where they could save the cost of inland carriage. Since its opening, new industries have been started at Manchester and along its banks, warehouses and mills that were formerly empty are now occupied, while nearly 10,000 new houses have been built for the accommodation of the workpeople required to meet the enlarged trade of the city.

For further details see Sir Bosdin Leech,History of the Manchester Ship Canal(Manchester, 1907).

(E. L. W.)

MANCHURIA,the name by which the territory in the east of Asia occupied by the Manchus is known in Europe. By the Chinese it is called the country of the Manchus, an epithet meaning “pure,” chosen by the founder of the dynasty which now rules over Manchuria and China as an appropriate designation for his family. Manchuria lies in a north-westerly and south-easterly direction between 39° and 53° N. and between 116° and 134° E., and is wedged in between China and Mongolia on the west and north-west, and Korea and the Russian territory on the Amur on the east and north. More definitely, it is bounded N. by the Amur, E. by the Usuri, S. by the Gulf of Liao-tung, the Yellow Sea and Korea, and W. by Chih-li and Mongolia. The territory thus defined is about 800 m. in length and 500 m. in width, and contains about 390,000 sq. m. It is divided into three provinces, viz. Hei-lung-kiang or Northern Manchuria, Kirin or Central Manchuria, and Shēng-king or Southern Manchuria. Physically the country is divided into two regions, the one a series of mountain ranges occupying the northern and eastern portions of the kingdom, and the other a plain which stretches southwards from Mukden, the capital, to the Gulf of Liao-tung.

A system of parallel ranges of mountains, culminating in the Chinese Ch’ang pai Shan, “the long white mountains,” on the Korean frontier, runs in a north-easterly direction from the shores of the Gulf of Liao-tung. In its course through Eastern Manchuria it forms the watershed of the Sungari, Usuri and other rivers, and in the south that of the Ya-lu and many smaller streams. It also forms the eastern boundary of the great plain of Liao-tung. The mountains of this system reach their greatest height on the south-east of Kirin, where their snow-capped peaks rise to the elevation of 8000 ft. The scenery among them is justly celebrated, more especially in the neighbourhood of Haich‘ēng, Siu-yen and the Korean Gate.

The three principal rivers of Manchuria are the Sungari, Mutan-kiang and Usuri already mentioned. Of these the Sungari, which is the largest, rises on the northern slopes of the Ch’ang pai Shan range, and runs in a north-westerly direction to its junction with the Nonni, from which point it turns north-east until it empties itself into the Amur. It is navigable by native junks above Kirin, which city may also be reached by steamer. In its long course it varies greatly both in depth and width, in some parts being only a few feet deep and spreading out to a width of more than a mile, while in other and mountainous portions of its course its channel is narrowed to 300 or 400 ft., and its depth is increased in inverse ratio. The Usuri rises in about 44° N. and 131° E., and after running a north-easterly course for nearly 500 m. it also joins the Amur. The Mutan-kiang takes its rise, like the Sungari, on the northern slopes of the Ch’ang pai Shan range, and not far from the sources of that river. It takes a north-easterly course as far as the city of Ninguta, at which point it turns northward, and so continues until it joins the Sungari at San-sing. It is navigable by junks between that city and Ninguta, though the torrents in its course make the voyage backwards and forwards one of considerable difficulty. Next in importance to these rivers are the Liao and Ya-lu, the former of which rises in Mongolia, and after running in an easterly direction for about 400 m. enters Manchuria in about 43° N., and turning southward empties itself into the Gulf of Liao-tung. The Ya-lu rises in Korea, and is the frontier river of that country.

Provinces and Towns.—Mukden, or as it is called by the Chinese Shēng-king, the capital city of Manchuria, is situated in the province of Shēng-king, occupies a fine position on the river Hun-ho, an affluent of the Liao, and is a city of considerable pretensions. Liao-yang, which was once the capital of the country, is also in the province of Shēng-king. The other cities in the province are Kin-chow-fu on the west of the Gulf of Liao-tung; Kin-chow, on the western extremity of the Liao-tung peninsula; Kai-ping, on the north-western shore of the same peninsula; Hai-chēng, on the road from Niu-chwang to Mukden; Ki-yuen, a populous and prosperous city in the north of the province; and Sing-king, east of Mukden, the original seat of the founders of the present dynasty. The most important commercial place, however, is the treaty port of Niu-chwang, at the head of the Gulf of Liao-tung. According to the custom-house returns the value of the foreign imports and exports in the year 1880 was £691,954 and £1,117,790 respectively, besides a large native trade carried on in junks. In 1904 the value of foreign imports had risen to £2,757,962, but the exports amounted to £1,742,859 only, the comparatively low figure being accounted for by the Russo-Japanese war.

The province of Kirin, or Central Manchuria, is bounded on the N. and N.W. by the Sungari, on the S. by Shēng-king and Korea, on the W. by Mongolia, and on the E. by the Usuri and the maritime Russian province. It contains an area of about 90,000 sq. m., and is entirely mountainous with the exception of a stretch of plain country in its north-western corner. This plain produces large quantities of indigo and opium, and is physically remarkable for the number of isolated conical hills which dot its surface. These sometimes occur in a direct line at intervals of 15 or 20 m., and elsewhere are scattered about “like dish-covers on a table.” Kirin, the capital of the province, occupies a magnificent position, being surrounded on the north, west and south by a semicircular range of mountains with the broad stream of the Sungari flowing across the front. The local trade is considerable. A-She-ho, on the Ashe, with a population of 60,000; Petuna (Chinese, Sing-chung), on the Sungari, population 30,000; San-sing, near the junction of the Sungari and Mutan-kiang; La-lin, 120 m. to the north of Kirin, population 20,000; Harbin or Kharbin and Ninguta are the other principal cities in the province.

Hei-lung-kiang, or Northern Manchuria, which contains about 195,000 sq. m., is bounded on the N. and N.E. by the Amur, on the S. by the Sungari, and on the W. by the Nonni and Mongolia. It is traversed by the Great and Lesser Khingan mountains and their offshoots. This province is thinly populated, and is cultivated only along the lines of its rivers. The only towns of any importance are Tsitsihar and Mergen, both situated on the Nonni and Khailar in the west.

Climate, Flora, Fauna.—The climate over the greater part of the country varies between extremes of heat and cold, the thermometer ranging between 90° F. in the summer and 10° below zero in the winter. As in the north of China, the rivers are frozen up during the four winter months. After a short spring the heat of summer succeeds, which in its turn is followed by an autumn of six weeks’ duration. The great plain in Shēng-king is in many parts swampy, and in the neighbourhood of the sea, where the soil emits a saline exudation such as is also common in the north of China, it is perfectly sterile. In other parts fine crops of millet and various kinds of grain are grown, and on it trees flourish abundantly. The trees and plants are much the same as those common in England, and severe as the weather is in winter the less elevated mountains are covered to their summits with trees. The wild animals also are those known in Europe, with the addition of tigers and panthers. Bears, wild boars, hares, wolves, foxes and wild cats are very common, and in the north sables are found in great numbers. One of the most noticeable of the birds is the Mongolian lark (Melanocorypha mongolica), which is found in a wild state both in Manchuria and in the desert of Mongolia. This bird is exported in large numbers to northern China, where it is much prized on account of its extraordinary power of imitation. The Manchurian crane is common, as also are eagles, cuckoos, laughing doves, &c. Insects abound, owing to the swampy nature of much of the country. The rivers are well stocked with fish, especially with salmon, which forms a common article of food. In such immense shoals do these fish appear in some of the smaller streams that numbers are squeezed out on to the banks and there perish.Products and Industries.—In minerals Manchuria is very rich: coal, gold, iron (as well as magnetic iron ore), and precious stones are found in large quantities. Gold mines are worked at several places in the northern part of Manchuria, of which the principal are on the Muho river, an affluent of the Amur, and near the Russian frontier. Mines are also worked at Kwanyin-shan, opposite the Russian frontier town of Radevska, and at Chia-pi-kou, on an affluent of the upper Sungari. Indigo and opium are the most lucrative crops. The indigo plant is grown in large quantities in the plain country to the north of Mukden, and is transported thence to the coast in carts, each of which carries rather more than a ton weight of the dye. The poppy is cultivated wherever it will grow, the crop being far more profitable than that of any other product. Cotton, tobacco, pulse, millet, wheat and barley are also grown.Population.—The population is estimated as follows for each of the three divisions:—Province of Shēng-king (Fēng T’ien)4,000,000Province of Kirin6,500,000Province of Hei-lung-kiang2,000,000————Total12,500,000Communications.—Four principal highways traverse Manchuria. The first runs from Peking to Kirin via Mukden, where it sends off a branch to Korea. At Kirin it bifurcates, one branch going to San-sing, the extreme north-eastern town of the province of Kirin, and the other to Possiet Bay on the coast via Ninguta. The second road runs from the treaty port of Niu-chwang through Mukden to Petuna in the north-western corner of the Kirin province, and thence to Tsitsihar, Mergen and the Amur. The third also starts from Niu-chwang, and strikes southward to Kin-chow at the extremity of the Liao-tung peninsula. The fourth connects Niu-chwang with the Gate of Korea.The original Manchurian railway was constructed under an agreement made in 1896 between the Chinese government and the Russo-Chinese bank, an institution founded in 1895 to develop Russian interests in the East. The Chinese EasternManchurian Railways.Railway Company was formed by the bank under this agreement, to construct and work the line, and surveys were made in 1897, the town of Harbin being founded as headquarters for the work. The line, which affords through communication from Europe by way of the Trans-Siberian system, enters Manchuria near a station of that name in the north-west corner of the country, passes Khailar, and runs south-east, near Tsitsihar, to Harbin. Thence the main line continues in the same general direction to the eastern frontier of Manchuria, and so to Vladivostok. In 1898 Russia obtained a lease of the Liao-tung peninsula, and a clause of this contract empowered her to connect Port Arthur and Dalny (now Tairen) with the main Manchurian railway by a branch southward from Harbin. In spite of interruption caused by the Boxer outbreak, through communication was established in 1901. Under the Russo-Japanese treaty of August 1905, after the war, supplemented by a convention between Japan and China concluded in December of the same year, Japan took over the line from Port Arthur as far as Kwang-chēng-tsze, now known as the Southern Manchurian railway (508 m.). Branches were promoted (a) from Mukden to Antung on the Ya-lu, to connect with the Korean system, and (b) from Kwang-chēng-tsze to Kirin. The rest of the original Manchurian system (1088 miles) remains under Russian control. In the south-west of Manchuria a line of the imperial railways of Northern China gives connexion from Peking, and Branches at Kou-pang-tsze to Sin-min-ting and to Niu-chwang, and the link between Sin-min-ting and Mukden is also under Chinese control. The lines now under Russian control were laid down, and remain, on the 5 ft. gauge which is the Russian standard; but after the Russian control of the southern lines was lost the gauge was altered from that standard.

Products and Industries.—In minerals Manchuria is very rich: coal, gold, iron (as well as magnetic iron ore), and precious stones are found in large quantities. Gold mines are worked at several places in the northern part of Manchuria, of which the principal are on the Muho river, an affluent of the Amur, and near the Russian frontier. Mines are also worked at Kwanyin-shan, opposite the Russian frontier town of Radevska, and at Chia-pi-kou, on an affluent of the upper Sungari. Indigo and opium are the most lucrative crops. The indigo plant is grown in large quantities in the plain country to the north of Mukden, and is transported thence to the coast in carts, each of which carries rather more than a ton weight of the dye. The poppy is cultivated wherever it will grow, the crop being far more profitable than that of any other product. Cotton, tobacco, pulse, millet, wheat and barley are also grown.

Population.—The population is estimated as follows for each of the three divisions:—

Communications.—Four principal highways traverse Manchuria. The first runs from Peking to Kirin via Mukden, where it sends off a branch to Korea. At Kirin it bifurcates, one branch going to San-sing, the extreme north-eastern town of the province of Kirin, and the other to Possiet Bay on the coast via Ninguta. The second road runs from the treaty port of Niu-chwang through Mukden to Petuna in the north-western corner of the Kirin province, and thence to Tsitsihar, Mergen and the Amur. The third also starts from Niu-chwang, and strikes southward to Kin-chow at the extremity of the Liao-tung peninsula. The fourth connects Niu-chwang with the Gate of Korea.

The original Manchurian railway was constructed under an agreement made in 1896 between the Chinese government and the Russo-Chinese bank, an institution founded in 1895 to develop Russian interests in the East. The Chinese EasternManchurian Railways.Railway Company was formed by the bank under this agreement, to construct and work the line, and surveys were made in 1897, the town of Harbin being founded as headquarters for the work. The line, which affords through communication from Europe by way of the Trans-Siberian system, enters Manchuria near a station of that name in the north-west corner of the country, passes Khailar, and runs south-east, near Tsitsihar, to Harbin. Thence the main line continues in the same general direction to the eastern frontier of Manchuria, and so to Vladivostok. In 1898 Russia obtained a lease of the Liao-tung peninsula, and a clause of this contract empowered her to connect Port Arthur and Dalny (now Tairen) with the main Manchurian railway by a branch southward from Harbin. In spite of interruption caused by the Boxer outbreak, through communication was established in 1901. Under the Russo-Japanese treaty of August 1905, after the war, supplemented by a convention between Japan and China concluded in December of the same year, Japan took over the line from Port Arthur as far as Kwang-chēng-tsze, now known as the Southern Manchurian railway (508 m.). Branches were promoted (a) from Mukden to Antung on the Ya-lu, to connect with the Korean system, and (b) from Kwang-chēng-tsze to Kirin. The rest of the original Manchurian system (1088 miles) remains under Russian control. In the south-west of Manchuria a line of the imperial railways of Northern China gives connexion from Peking, and Branches at Kou-pang-tsze to Sin-min-ting and to Niu-chwang, and the link between Sin-min-ting and Mukden is also under Chinese control. The lines now under Russian control were laid down, and remain, on the 5 ft. gauge which is the Russian standard; but after the Russian control of the southern lines was lost the gauge was altered from that standard.

History.—Manchu, as has been said, is not the name of the country but of the people who inhabit it. The name was adopted by a ruler who rose to power in the beginning of the 13th century. Before that time the Manchus were more or less a shifting population, and, being broken up into a number of tribes, they went mainly under the distinctive name of those clans which exercised lordship over them. Thus under the Cbow dynasty (1122-225B.C.) they were known as Sewshin, and at subsequent periods as Yih-low, Wuh-keih, Moh-hoh, Pohai, Nüchih and according to the Chinese historians also as Khitan. Throughout their history they appear as a rude people, the tribute they brought to the Chinese court consisting of stone arrow-heads, hawks, gold, and latterly ginseng. Assuming that, as the Chinese say, the Khitans were Manchus, the first appearance of the Manchus, as a people, in China dates from the beginning of the 10th century, when the Khitans, having first conquered the kingdom of Pohai, crossed the frontier into China and established the Liao or Iron dynasty in the northern portion of the empire. These invaders were in their turn overthrown two centuries later by another invasion from Manchuria. These new conquerors were Nüchihs, and therefore direct ancestors of the Manchus. On assuming the imperial yellow in China their chief adopted the title of Kin or “Golden” for his dynasty. “Iron” (Liao), he said, “rusts, but gold always keeps its purity and colour, therefore my dynasty shall be called Kin.” In a little more than a century, however, the Kins were driven out of China by the Mongols under Jenghiz Khan. But before the close of their rule a miraculous event occurred on the Chang-pai-Shan mountains which is popularly believed to have laid the seeds of the greatness of the present rulers of the empire. Three heaven-born maidens, so runs thelegend, were bathing one day in a lake under the Chang-pai-Shan mountains when a passing magpie dropped a ripe red fruit into the lap of one of them. The maiden ate the fruit, and in due course a child was born to her, whom she named Aisin Gioro, or the Golden. When quite a lad Aisin Gioro was elected chief over three contending clans, and established his capital at Otoli near the Chang-pai-Shan mountains. His reign, however, was brief, for his subjects rose and murdered him, with all his sons except the youngest, Fancha, who, like the infant Haitu in Mongolian history, was miraculously saved. Nothing is recorded of the facts of Aisin Gioro’s reign except that he named the people over whom he reigned Manchu, or “Pure.” His descendants, through the rescued Fancha, fell into complete obscurity until about the middle of the 16th century, when one of them, Nurhachu by name, a chieftain of a small tribe, rose to power. Nurhachu played with skill and daring the rôle which had been played by Jenghiz Khan more than three centuries before in Mongolia. With even greater success than his Mongolian counterpart, Nurhachu drew tribe after tribe under his sway, and after numerous wars with Korea and Mongolia he established his rule over the whole of Manchuria. Being thus the sovereign of an empire, he, again like Jenghiz Khan, adopted for himself the title of Ying-ming, “Brave and Illustrious,” and took for his reign the title of T’ien-ming. Thirteen years later, in 1617, after numerous border fights with the Chinese, Nurhachu drew up a list of “seven hates,” or indictments, against his southern neighbours, and, not getting the satisfaction he demanded, declared war against them. The progress of this war, the peace hastily patched up, the equally hasty alliance and its consequences, being matters of Chinese history, are treated in the articleChina.

Manchuria was claimed by Russia as her particular sphere of interest towards the close of the 19th century, and in the course of the disturbances of 1900 Russian troops occupied various parts of the country. Eventually a Manchurian convention was arranged between China and Russia, by which Russia was to evacuate the province; but no actual ratification of this convention was made by Russia. The Anglo-German agreement of October 1900, to which Japan also became a party, and by which it was agreed to “maintain undiminished the territorial condition of the Chinese empire,” was considered by Great Britain and Japan not to exclude Manchuria; but Germany, on the other hand, declared that Manchuria was of no interest to her. The Anglo-Japanese treaty of 1902, however, was ostensibly directed towards the preservation of Manchuria in Chinese hands. British capital has been invested in the extension of the Chinese Northern railway to Niu-chwang, and the fact was officially recognized by an agreement between Great Britain and Russia in 1899. One result of the Russo-Japanese War was the evacuation of Manchuria by the Russians, which, after the conclusion of peace in 1905, was handed over by Japan to China.

See H. E. M. James,The Long White Mountain(London, 1888); D. Christie,Ten Years in Manchuria(Paisley, 1895); F. E. Younghusband,The Heart of a Continent: a Narrative of Travels in Manchuria(London, 1896); P. H. Kent,Railway Enterprise in China(London, 1907).

(R. K. D.)

MANCINI, PASQUALE STANISLAO(1817-1888), Italian jurist and statesman, was born at Castel Baronia, in the province of Avellino, on the 17th of March 1817. At Naples, where he studied law and displayed great literary activity, he rapidly acquired a prominent position, and in 1848 was instrumental in persuading Ferdinand II. to participate in the war against Austria. Twice he declined the offer of a portfolio in the Neapolitan cabinet, and upon the triumph of the reactionary party undertook the defence of the Liberal political prisoners. Threatened with imprisonment in his turn, he fled to Piedmont, where he obtained a university professorship and became preceptor of the crown prince Humbert. In 1860 he prepared the legislative unification of Italy, opposed the idea of an alliance between Piedmont and Naples, and, after the fall of the Bourbons, was sent to Naples as administrator of justice, in which capacity he suppressed the religious orders, revoked the Concordat, proclaimed the right of the state to Church property, and unified civil and commercial jurisprudence. In 1862 he became minister of public instruction in the Rattazzi cabinet, and induced the Chamber to abolish capital punishment. Thereafter, for fourteen years, he devoted himself chiefly to questions of international law and arbitration, but in 1876, upon the advent of the Left to power, became minister of justice in the Depretis cabinet. His Liberalism found expression in the extension of press freedom, the repeal of imprisonment for debt, and the abolition of ecclesiastical tithes. During the Conclave of 1878 he succeeded, by negotiations with Cardinal Pecci (afterwards Leo XIII.), in inducing the Sacred College to remain in Rome, and, after the election of the new pope, arranged for his temporary absence from the Vatican for the purpose of settling private business. Resigning office in March 1878, he resumed the practice of law, and secured the annulment of Garibaldi’s marriage. The fall of Cairoli led to Mancini’s appointment (1881) to the ministry of foreign affairs in the Depretis administration. The growing desire in Italy for alliance with Austria and Germany did not at first secure his approval; nevertheless he accompanied King Humbert to Vienna and conducted the negotiations which led to the informal acceptance of the Triple Alliance. His desire to retain French confidence was the chief motive of his refusal in July 1882 to share in the British expedition to Egypt, but, finding his efforts fruitless when the existence of the Triple Alliance came to be known, he veered to the English interest and obtained assent in London to the Italian expedition to Massawa. An indiscreet announcement of the limitations of the Triple Alliance contributed to his fall in June 1885, when he was succeeded by Count di Robilant. He died in Rome on the 26th of December 1888.

MANCIPLE,the official title of the caterer at a college, an inn of court, or other institution. Sometimes also the chief cook. The medieval Latinmanceps, formed frommancipium, acquisition by purchase (seeRoman Law), meant a purchaser of stores, andmancipiumbecame used of his office. It is from the latter word that the O. Fr.mancipleis taken.

MANCUNIUM,the name often (though perhaps incorrectly) given as the Romano-British name of Manchester. Here, close to the Medlock, in the district still called Castlefield near Knott Mill, stood in Roman days a fort garrisoned by a cohort of Roman auxiliary soldiers. The site is now obscured by houses, railways and the Rochdale canal, but vestiges of Roman ramparts can still be seen, and other remains were found in 1907 and previous years. Traces of Romano-British inhabitation have been noted elsewhere in Manchester, especially near the cathedral. But there was no town here; we can trace nothing more than a fort guarding the roads running north through Lancashire and east into Yorkshire, and the dwellings of women-folk and traders which would naturally spring up outside such a fort. The ancient name is unknown. Our Roman authorities give both Mancunium and Mamucium, but it is not clear that either form is correct.

See W. T. Watkin’sRoman Lancashire; C. Roeder’sRoman Manchester, and the account edited by F. Bruton of the excavations in 1907.

(F. J. H.)

MANDAEANS,also known as Sabians, Nasoraeans, or St John’s Christians,1an Oriental sect of great antiquity, interesting to the theologian as almost the only surviving example of areligion compounded of Christian, heathen and Jewish elements on a type which is essentially that of ancient Gnosticism.

The Mandaeans are found in the marshy lands of South Babylonia (al-baṭāiḥ), particularly in the neighbourhood of Basra (or Bussorah), and in Khūzistān (Disful, Shuster).2They speak the languages of the localities in which they are settled (Arabic or Persian), but the language of their sacred books is an Aramaic dialect, which has its closest affinities with that of the Babylonian Talmud, written in a peculiar character suggestive of the old Palmyrene.3The existence of the Mandaeans has been known since the middle of the 17th century, when the first Christian missionaries, Ignatius a Jesu4and Angelus a Sancto, began to labour among them at Basra; further information was gathered at a somewhat later date by Pietro della Valle5and Jean de Thévenot6(1633-1667), and in the following century by Engelbrecht Kaempfer (1651-1716), Jean Chardin (1643-1713) and Carsten Niebuhr. In recent times they have been visited by A. H. Petermann7and Albrecht Socin, and Siouffi8published in 1880 a full and accurate account of their manners and customs, taken from the lips of a converted Mandaean. For our knowledge of their doctrinal system, however, we still depend chiefly upon the sacred books already mentioned, consisting of fragments of very various antiquity derived from an older literature.9Of these the largest and most important is theSidrā rabbā(“Great Book”), known also asGinzā(“Treasure”), consisting of two unequal parts, of which the larger is calledyamīnā(to the right hand) and the smallers’mala(to the left hand), because of the manner in which they are bound together. The former is intended for the living; the latter consists chiefly of prayers to be read at the burial of priests. As regards doctrine, the work is exhaustive; but it is diffuse, obscure, and occasionally self-contradictory, as might be expected in a work which consists of a number of unconnected paragraphs of various authorship and date. The last section of the “right-hand” part (the “Book of Kings”) is one of the older portions, and from its allusion to “the Persian and Arabian kings” may be dated somewhere betweenA.D.700 and 900. Many of the doctrinal portions may in substance well be still older, and date from the time of the Sassanids. None of the MSS., however, is older than the 16th century.10

The following sketch represents, as far as can be gathered from these heterogeneous sources, the principal features of the Mandaean system. The ground and origin of all things isPīrā, or more correctlyPērā rabbā(“the great abyss,” or fromפער, “to split,” cf. the Gnosticβυθός, or more probably cf. Heb.perī, “the great fruit”), associated with whom, and forming a triad with him, are the primal aeonsAyar zīvā rabbā, “the great shining aether,” andMānā rabbā d’eḳārā, “the great spirit of glory,” usually called simplyMānā rabbā. The last-named, the most prominent of the three, is the king of light properly so called, from whom the development of all things begins. From him emanatesYarděnā rabbā, “the great Jordan,” which, as the higher-world soul, permeates the whole aether, the domain of Ayar. Alongside ofMānā rabbāfrequent mention is made ofD’mūthā, his “image,” as a female power; the name “image of the father” arises out of the same conception as that which gives rise to the name ofἔννοιαamong the Greek Gnostics.Mānā rabbācalled into being the highest of the aeons properly so called,Hayyē Kadmāyē, “Primal Life,” and then withdrew into deepest secrecy, visible indeed to the highest but not to the lowest aeons (cf.ΣοφίαandΠροπάτωρ), yet manifesting himself also to the souls of the more pious of the Mandaeans after their separation from the body. Primal Life, who is properly speaking the Mandaean god, has the same predicates as the primal spirit, and every prayer, as well as every section of the sacred books, begins by invoking him.11The extremely fantastic delineation of the world of light by whichHayyē Kadmāyēis surrounded (see for example the beginning ofSidrā rabbā) corresponds very closely with the Manichaean description of the abode of the “king of the paradise of light.” The king of light “sits in the far north in might and glory.” The Primal Light unfolds himself by five great branches, viz. “the highest purest light, the gentle wind, the harmony of sounds, the voice of all the aeons, and the beauty of their forms,” all these being treated as abstractions and personified. Out of the further development and combination of these primary manifestations arise numerous aeons (‘Uthrē, “splendours,” fromעתר, “is rich”), of which the number is often stated to be three hundred and sixty. They are divided into a number of classes (kings, hypostases, forms, &c.); the proper names by which they are invoked are many, and for the most part obscure, borrowed doubtless, to some extent, from the Parsee angelology. From the First Life proceeds as a principal emanation the “Second Life,”Hayyē Tinyānē, generally calledYōshamīn. This last name is evidently meant to be Hebrew, “Yahweh of the heavens,” the God of the Jews being of a secondary rank in the usual Gnostic style. The next emanation afterYōshamīnis “the messenger of life” (Mandā d’hayyē, literallyγνῶσις τῆς ζωῆς), the most important figure in the entire system, the mediator and redeemer, theλόγοςand the Christ of the Mandaeans, from whom, as already stated, they take their name. He belongs to the heathen Gnosis, and is in his essence the same as the Babylonian Marduk.Yōshamīndesired to raise himself above the Primal Light, but failed in the attempt, and was punished by removal out of the pure aetherial world into that of inferior light. Mandā, on the other hand, continues with the First Life andMānā rabbā, and is called his “beloved son,” the “first born,” “high priest” and “word of life.” The “Life” calls into existence in the visible world a series of three great Helpers, Hibil, Shithil and Anōsh (late Judaeo-Babylonian transformations of the well-known names of the book of Genesis), the guardians of souls. The last son of the Second Life isHayyē t’līthayē, the “Third Life,” usually called father of the Uthrē (Abā d‘ ‘Uthrē,Abāthūr). His usual epithet is “the Ancient” (‘Aṭīqā), and he is also called “the deeply hidden and guarded.” He stands on the borderland between the here and the hereafter,like the mysteriousπρεσβύτης τρίτοςorsenex tertiusof Mani, whose becoming visible will betoken the end of the world. Abāthūr sits on the farthest verge of the world of light that lies towards the lower regions, and weighs in his balance the deeds of the departed spirits who ascend to him. Beneath him was originally nothing but a huge void with muddy black water at the bottom, in which his image was reflected, becoming ultimately solidified into P’tāhīl, his son, who now partakes of the nature of matter. The demiurge of the Mandaeans, and corresponding to the Ialdabaoth of the Ophites, he at the instance of his father frames the earth and men—according to some passages in conjunction with the seven bad planetary spirits. He created Adam and Eve, but was unable to make them stand upright, whereupon Hibil, Shithil and Anōsh were sent by the First Life to infuse into their forms spirit fromMānā rabbāhimself. Hibil, at the instance of the supreme God, also taught men about the world of light and the aeons, and especially gave them to know that not P’tāhīl but another was their creator and supreme God, who as “the great king of light, without number, without limit,” stands far above him. At the same time he enjoined the pair to marry and people the world. P’tāhīl had now lost his power over men, and was driven by his father out of the world of light into a place beneath it, whence he shall at the day of judgment be raised, and after receiving baptism be made king of the ‘Uthrē with divine honours.

The underworld is made up of four vestibules and three hells properly so called. The vestibules have each two rulers, Zartay and Zartanay, Hag and Mag, Gaf and Gafan, Anatan and Kin. In the highest hell rules alone the grisly king Sh’dūm, “the warrior”; in the storey immediately beneath is Giv, “the great”; and in the lowest is Krūn or Karkūm, the oldest and most powerful of all, commonly called “the great mountain of flesh” (Tūrā rabbā d’besrā), but also “the first-born of darkness.” In the vestibules dirty water is still to be met with, but the hells are full of scorching consuming fire, except Krūn’s domain, where is nought but dust, ashes and vacancy. Into these regions descended Hibil the brilliant, in the power ofMānā rabbā, just as in the Manichaean mythology the “primal man,” armed with the elements of the king of light, descends to a contest with the primal devil. Hibil lingers, gradually unfolding his power, in each of the vestibules, and finally passing from hell to hell reaches Karkūm. Hibil allows himself to be half swallowed by the monster, but is unhurt, and compels his antagonist to recognize the superiority ofMānā rabbā, the God of light, and to divulge his profoundest secret, the hidden name of darkness. Armed with this he returns through the successive hells, compelling the disclosure of every secret, depriving the rulers of their power, and barring the doors of the several regions. From the fourth vestibule he brought the female devil Rūhā, daughter of Kin, and set her over the whole four. This Rūhā, the mother of falsehood and lies, of poisoning and fornication is an anti-Christian parody of the Rūhā d’Qudshā (Holy Spirit) of the Syriac Church. She is the mother of Ur, the personified fire of hell, who in anger and pride made a violent onset on the world of light (compare the similar occurrence in the Manichaean mythology), but was mastered by Hibil and thrown in chains down to the “black water,” and imprisoned within seven iron and seven golden walls. By Ur, Rūhā, while P’tāhīl was engaged in his work of creation, became mother of three sets of seven, twelve and five sons respectively; all were translated by P’tāhīl to the heavenly firmament (like the Archons of Mani), the first group forming the planets and the next the signs of the zodiac, while the third is as yet undetermined. Of the names of the planets Estera (Ishtar Venus, also called Rūhā d’Qudshā, “holy spirit”), Enba (Nebo, Mercury), Sīn (moon), Kēwān (Saturn), Bīl (Jupiter), and Nirīg (Nirgal, Mars) reveal their Babylonian origin; Il or Il Il, the sun, is also known as Ḳādūsh and Adūnay (the Adonai of the Old Testament); as lord of the planetary spirits his place is in the midst of them; they are the source of all temptation and evil amongst men. The houses of the planets, as well as the earth and a second world immediately to the north of it, rest upon anvils laid by Hibil on the belly of Ur.

In the Mandaean representation the sky is an ocean of water, pure and clear, but of more than adamantine solidity, upon which the stars and planets sail. Its transparency allows us to see even to the pole star, who is the central sun around whom all the heavenly bodies move. Wearing a jewelled crown, he stands before Abāthūr’s door at the gate of the world of light; the Mandaeans accordingly invariably pray with their faces turned northward. The earth is conceived of as a round disk, slightly sloping towards the south, surrounded on three sides by the sea, but on the north by a high mountain of turquoises; behind this is the abode of the blest, a sort of inferior paradise, inhabited by the Egyptians who were saved from drowning with Pharaoh in the Red Sea, and whom the Mandaeans look upon as their ancestors, Pharaoh himself having been their first high priest and king. The total duration of the earth they fix at four hundred and eighty thousand years, divided into seven epochs, in each of which one of the planets rules. TheSidrā Rabbāknows of three total destructions of the human race by fire and water, pestilence and sword, a single pair alone surviving in each case. In the Mandaean view the Old Testament saints are false prophets; such as Abraham, who arose six thousand years after Nū(Noah) during the reign of the sun, Mīshā (Moses), in whose time the true religion was professed by the Egyptians, and Shlīmūn (Solomon) bar Davith, the lord of the demons. Another false prophet and magician was Yishu M’shīhā, who was in fact a manifestation of the planet Mercury. Forty-two years before his day, under King Pontius Pilate, there had appeared the true prophet Yahyā or John son of Zechariah, an incarnation of Hibil, of whose birth and childhood fantastic stories are told. Yahyā by a mistake gave baptism to the false Messiah, who had feigned humility; on the completion of his mission, after undergoing a seeming execution, he returned clothed with light into the kingdom of light. As a contemporary of Yahyā and the false Messiah Hibil’s younger brother Anōsh ‘Uthrā came down from heaven, caused himself to be baptized by Yahyā, wrought miracles of healing and of raising the dead, and brought about the crucifixion of the false Messiah. He preached the true religion, destroyed Jerusalem (“Urashlam,”i.e.“the devil finished it”), which had been built by Adūnay, dispersed over the world the Jews who had put Yahyā to death, and previous to his return into the worlds of light sent forth three hundred and sixty prophets for the diffusion of the true religion. All this speaks of intense hatred alike of Jews and Christians; the fasts, celibacy and monastic and anchoret life of the latter are peculiarly objectionable to the Mandaeans. Two hundred and forty years after the appearing of the false Messiah there came to the world sixty thousand saints out of Pharaoh’s world to take the place of the Mandaeans, who had been completely extirpated; their high priest had his residence in Damascus. The last false prophet was M’hammad or Ahmat bar Bisbat (Mahomet), but Anōsh, who remained close beside him and his immediate successors, prevented hostilities against the true believers, who claim to have had in Babylonia, under the Abbasids, four hundred places of worship. Subsequent persecutions compelled their withdrawal to ‘Ammāra in the neighbourhood of Wāsit, and ultimately to Khūzistān. At the end of the world the devil Ur will swallow up the earth and the other intermediate higher worlds, and thereupon will burst and fall into the abyss of darkness where, along with all the worlds and powers of darkness, he will ultimately cease to be, so that thenceforward the universe will consist of but one everlasting world of light.

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