tunnel would start at a dip in the hill at Red Brook and the tunnel would be driven simultaneously from both ends. Steam engines would keep the works drained during construction. Outram was the site engineer and Brown was superintendent and surveyor. During July 1795, John Evans was appointed to manage boring the tunnel. By mid-1796, of tunnel had been cut, some of which had been lined. Considerable effort had been spent constructing small tunnels to supply waterwheels to raise spoil and water from intermediate adits. By the autumn, concerned that such work was expensive, Outram abandoned building extra workfaces and concentrated on boring out from both ends. Although cheaper, the completion date was extended. Other factors had slowed progress: a shortage of funding and poor working practices also contributed. Cutbacks in drainage provision hampered tunnelling as larger quantities of water entered the workings. In September 1797, Outram advised the committee that Thomas Lee, the contractor, had made large losses as a result of the difficulties and could not complete his contract. He was awarded more money for timber, an increased rate per yard for completion and an extra year in which to finish the tunnel. By mid-1799, of the tunnel had been finished and had been excavated, but not completed. In October 1800, the Peak Forest Canal Company, who were keen to trade, suggested a tram road should be built to bypass the tunnel until it was completed but no action was taken. The next tunnel contract failed to attract any takers and canal engineer John Varley, who had repaired parts of the canal which had been damaged by floods, was invited to work on the tunnel. Soon thereafter, mine owner Matthew Fletcher was asked for his opinion; he suggested that time could be saved by tunnelling in both directions from Redbrook pit, which was kept dry by a large steam engine. He estimated that it would cost £8,000 but a contractor could not be found and tunnelling continued from both ends. In 1801, Outram resigned after work had stopped for a lengthy period. Brown was dismissed. In late 1804, a sub-committee visited Harecastle Tunnel on the Trent and Mersey Canal, Butterley Tunnel on the Cromford Canal and the Norwood Tunnel on the Chesterfield Canal. It recommended that a towing path should be built through the tunnel but the extra cost and delay were not affordable. Desperately short of