At 8.35 the tube was nearing the Anglesea pier, and at this moment the expectation of the spectators was greatly increased, as the tube was so near its destination: and soon all fears were dispelled, as the Anglesea end of the tube passed beyond the pier, and then the Britannia pier end neared its appointed spot, and it was instantly drawn back close to the recess, so as to rest on the bearing intended for it. There was then a pause for a few minutes, while waiting for the tide to turn: and when that took place, the huge bulk floated gently into its place on the Anglesea pier, rested on the bearing there, and was instantly made fast, so that it could not move again. The cheering, till now subdued, was loud and hearty, and some pieces of cannon on the shore gave token, by their loud booming, that the great task of the day was done." The tube, when in position, was lowered down upon its bearings on the pier by opening valves in the pontoons, which thus sunk sufficiently to ease them of their load. The work of raising the tube to its position, 100 feet above high water mark, was a much slower operation, and was attended with serious difficulties. Hydraulic presses were used for the purpose, placed at the top of the piers; two smaller ones, which had served to raise the Conway Bridge, being at one end, and a much larger press, made for the occasion, being fixed at the other. The immense tube was lifted by chains fixed to the heads of the presses, and two steam engines, of 40-horse power each, were employed to force the water into the cylinders. The diameter of the ram of the largest hydraulic press was 20 inches, and the pressure upon it was equal to 2¼ tons on each circular inch. The tube was raised by successive lifts of 6 feet each, and, as it was lifted, the space was built in with masonry for its ultimate bearing. During the operation of lifting, the bottom of the cylinder of the large hydraulic press burst out, and fell on the top of the tube, in which it made a considerable indentation. Mr. Stephenson had provided against the possibility of such accident, by having blocks of wood, an inch thick, introduced under the tube as it was elevated, and these blocks arrested its fall, or it would otherwise have been dashed to pieces. Even the small fall of an inch did considerable injury. This accident caused some delay, but the other tubes were in the meantime progressing, and the completed bridge was opened for public traffic on the 21st of October, 1850.