these would involve crossing Morecambe Bay, with its notorious tidal quicksands. The Furness Railway directors collectively, led by Burlington, were not keen to take responsibility for this risky project although the Lancaster and Carlisle Railway was considering it. In 1847, a group led by Brogden and his three eldest sons began to promote a rail link between Ulverston and Carnforth, on the Lancaster–Carlisle line and they eventually obtained the Ulverston and Lancaster Railway Act (Royal Assent on 24 July 1851). The directors were: John (sen.) John (jun.) Alexander, Henry, James Garstang (Alexander's father-in-law) and Joseph (later Sir Joseph) Paxton. The line was planned by McClean and Stileman at in length of which comprised embankments and viaducts across tidal water. Much of this was sand running to a depth of 30 to . Work on the line was not in full progress until September 1853. McClean and Stileman had resigned as engineers the previous February and were replaced by James Brunlees. The viaducts over the Kent and Leven were designed and built by W & J Galloway & Sons of Manchester. Brunlees had already completed a similar project and went on to achieve great eminence. He worked again with Brogdens on: the Solway Junction Railway, the Mont Cenis Pass Railway and New Zealand railways. He worked again with the Galloways on Southport Pier. In 1851 Brogdens had been poised to take over the Furness Railway itself and a draft agreement was made between Burlington and John Brogden senior but the F.R. directors refused to ratify it. Thus Burlington's fellow directors saved him and his family from losing a great prize and prevented the Brogdens from gaining it. However, as the expensive work proceeded Brogdens ran short of money and had to ask the Furness Railway for financial assistance. As the FR legally could not do this, two of their directors made a loan of £50,000 in their personal capacities. The line was opened on 26 August 1857. Gross expenditure was over £410,000. Brogdens were struggling financially and in 1858 approached the Furness for another loan but declined to accept the stringent conditions demanded. Finally in 1862 Brogdens sold the U&L to the existing Furness Railway having made little or no direct profit. This railway link however was critical to the later industrial development of Barrow-in-Furness and its locality and mining interests. It also caused silt to build up in former tidal