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 INLAND TRANSIT. 
 
 ',r., 
 
 THE 
 
 PRACTICABILITY, UTILITY, AND BENEFIT 
 
 OF 
 
 RAILROADS; 
 
 THE COMPARATIVE ATTRACTION AND SPEED 
 
 OF 
 ON 
 
 A RAILROAD, NAVIGATION, AND TURNPIKE ROAD; 
 
 REPORT 
 
 OF A SELECT COMMITTEE OF THE HOUSE OF COMMONS ON 
 
 STEAM CARRIAGES, 
 
 WITH AN ABSTRACT OF THE EVIDENCE TAKEN BEFORE PARLIAMENT 
 ON THE BIRMINGHAM RAILROAD BILL; WITH THE PREAMBLE; 
 
 ALSO, 
 
 THE PLANS, SECTIONS, AND ESTIMATES 
 
 OF THE 
 
 PROJECTED GB.ANB SOUTHERN AN2> 
 NORTHERN RikII.ROi^DS. 
 
 .-,f..^ 
 
 .^^-7^ 
 
 By N^ W. CUNDY, Civil Engineer. 
 
 ^ctontr C'tiition* 
 
 LONDON: 
 
 PUBLISHED BY 
 
 G. HEBERT, 88. CHEAPSIDE; T. EGKRTON, 30. CHARING CROSS; 
 AND J. RIDGWAY, 16i). PICCADILLY. 
 1834. 
 Price Seven Sliillinys and Sixpence.
 
 LoNDOK : 
 
 Printed by A. Spottiswoode, 
 New- Street- Square.
 
 
 TO 
 
 THE LANDOWNERS, CULTIVATORS, 
 MANUFACTURERS, MERCHANTS, AND BANKERS 
 
 OP 
 
 iBvm IBntauh 
 
 My Lords and Gentlemen, 
 The march of science and the mind of man 
 have opened new lights in the field of domestic 
 improvements. The construction of Railroads 
 is a new era in our history; and the beneficial 
 effects already produced by all the Railroads 
 established, give sufficient guarantee for their 
 
 to 
 
 extension. 
 
 I venture to submit to your consideration 
 the expanded advantages that would emanate 
 from the establishment of five railroads from 
 the metropolis ; viz. — a Northefm, Eastern, 
 
 A 2
 
 IV DEDICATION. 
 
 Southern, Western, and Midland. Thesp Rail- 
 roads would connect the great agricultural, 
 grazing, and manufacturing districts, with a 
 proximity to trade, like a single community. 
 
 These Railroads would extend agriculture 
 and manual labour, and send forth the produce 
 of the soil, the loom, and the factory, to the best 
 markets, at a third of the former expence, and 
 by giving cheapness extend consumption, to the 
 benefit of all. 
 
 I respectfully lay the following pages before 
 you, pointing out some of the advantages and 
 effects of Railroads and Steam transits, for your 
 perusal and kind indulgence. 
 
 I have the honour to be, 
 
 My Lords and Gentlemen, 
 Your devoted and faithful servant, 
 
 N. W. CUNDY. 
 
 I/)ndo)u December, 1833.
 
 CONTENTS. 
 
 Description of the projected Railroads, and the Effect of 
 Tunnehng, &c. 
 
 Attraction and Comparative Speed of a Steam Engine on a 
 Railroad, Navigation, and a Turnpike Road. 
 
 Report of the Select Committee of the House of Commons 
 on Steam Carriages. 
 
 The Minutes of Evidence, and the Preamble of the Bir- 
 mingham Railroad Bill, &c. &c. 
 
 Plan, Section, and Estimate of the Grand Southern Railroad, 
 from London, by Horsham, to Brighton, Portsmouth, and 
 Southampton. 
 
 Plan, Section, and detailed Estimates of the Grand Northern 
 Railroad to York, with Branches to Norwich, Nottingham, 
 Lincoln, Sheffield, Leeds, and Hull. 
 
 The Advantages of the projected Northern, Eastern, 
 Southern, Western, and Midland Railroads, to the Land- 
 owners and Commercial Men, duly considered.
 
 INLAND TRANSIT. 
 
 The usefulness of railroads is now admitted by all 
 classes of the people ; and the beneficial results have 
 been apparent to the landowner, cultivator, and 
 trader, wherever they have been established. The 
 construction of railroads, like other things, requires 
 experience, practice, and reHection. The railroads 
 that have been constructed, have not been exe- 
 cuted upon the best model or form that might 
 have been adopted, although designed by engineers 
 of great talent, taste, and powers of mind ; and 
 nothing but practical experience could have shown 
 the results now obtained. The Manchester and 
 Liverpool railroad, in my opinion, is constructed 
 too narrow both in the trams and the space between 
 them, and the sharp curvations in that road should 
 be avoided, if possible, as well as the sedant inclined 
 planes : the level on the line should be divided as 
 equal as possible in the distance. 
 
 The curvation produces considerable friction on 
 the flanches of the wheels, which impedes the velocity 
 of the carriage, as well as the uphill, and strains the 
 action of the machinery, and causes a considerable 
 additional consumption of fuel by the delay. 
 
 The Darhngton and Stockton railway is about 
 forty miles in length, and has been in work eight 
 years. It was first constructed in a single tram 
 or line of rails ; but the directors soon found that a 
 single line of road was not sufficient to transport 
 their increasing trade. They have lately added double
 
 2 INLAND TRANSIT. 
 
 trams or lines of road, witli a number of inlets and 
 outlets on each side of the line, by which they have 
 now avoided all obstructions. 
 
 I would respectfully call the attention of the 
 reader and the public to the reports and evidence 
 of the directors of the above railroads, given in evi- 
 dence on the London and Birmingham Railroad 
 Bill, in the last session of Parliament, which will 
 be found herein, with the estimates of expense, 
 revenue, and proceedings on that interesting and 
 important incorporation, as well as the advantages of 
 the Liverpool and Manchester railroad ; also the 
 Darlington and Stockton, with their respective ex- 
 pense, revenue, and benefit. 
 
 There are seven other railroads now projected ; 
 viz. 1st, the London, and Birmingham, and Liver- 
 pool, called the Midland railway; 2d, the London and 
 Greenwich, which has been since designed to Dover, 
 now called the Eastern railway ; 3d, the London 
 and Southampton railway ; 4th, the London, Bath, 
 and Bristol, called the Great Western railway ; 
 5th, the London and Brighton railway ; 6th, the 
 Grand Southern railway, from London to Horsham, 
 Arundel, Portsmouth, and Southampton, and from 
 Horsham to Shoreham and Brighton ; 7th, the 
 Grand Northern railway, from London to York, 
 with several branches to Norwich, Nottingham, 
 Sheffield, Leeds, Hull, &c. 
 
 There are two or three other projects in contem- 
 plation ; a branch from the Western to the town of 
 Windsor, and another in Leicestershire. 
 
 1st, — The London and Birmingham Railroad 
 Company was incorporated in the last session of 
 Parliament. This design, will, no doubt, prove a great 
 national benefit ; it will give extensive and lasting 
 advantages to the landowners, farmers, graziers,
 
 INLAND TRANSIT. 3 
 
 manufacturers, mineralogists, and merchants in the 
 midland counties, and the metropolis. 
 
 This line of" country is not very favourable for such 
 a work : the distance on the line from London to 
 Birmingham is 112 7nileSy and Birmingham is situated 
 about 365j€et above London, and the highest sum- 
 mit on the line is 418 Jeet^ at Tring, 30 miles from 
 London. 
 
 The greatest rise is about 16 feet per mile, in 
 several parts of the line. The railroad will be con- 
 structed with 10 tunnels. The first tunnel will be 
 ^2 miles from London ; the second at Harrow Weald, 
 13J miles ; the third at Watford ; the fourth near 
 Tring, 30 miles ; the fifth at Leighton Buzzard ; 
 tiie sixth, seventh, and eighth, at Weedon ; the ninth 
 at Kilsby; and the tenth at Berkswell, — making 
 together about 8 miles of tunnel on this line j 
 
 Width of railway on embankments - 28 feet. 
 
 Viz. — Double lines of rails, each line being 
 
 five feet wide - - - 10 
 
 Space between the two lines - 6 
 
 Space outside the lines, 6 feet on each 
 
 side - - - 12 
 
 28 
 Width on the cuttings - - 30 - 
 
 One foot additional being allowed on each side for 
 
 a drain. 
 
 This line of railroad may be considered perfectly 
 practicable ; but, owing to the general rise and fall 
 of the country, as appears by the section of the pro- 
 jected railroad, with 10 tunnels, must necessarily be 
 expensive in its construction and maintenance in re- 
 pairs, lighting the tunnels, and attendants ; although 
 I believe that Messrs. Stephenson, the engineers, have 
 selected the best line of country between London and 
 Birmingham for the design. 
 
 B
 
 4 INLAND TRANSIT. 
 
 Unless they had taken the line by Oxfbrd,Tame,ancl 
 thence between AVarvvick and Stratford-upon-Avon, 
 to Birmingham. This line may be two or three miles 
 longer in point of distance, but would avoid the tun- 
 neling, and a better level and under strata would be 
 found ; as well as the traffic in coaching, &c. from the 
 West of England, Cheltenham, Gloucester, Worcester, 
 Kidderminster, Tewkesbury, Stratford, Warwick, and 
 Oxford, at a considerable less expense. 
 
 The estimated expense is 2,205,352/., and the an- 
 nual revenue, when completed, is 793,407/. This may 
 appear, to some, a considerable outlay of capital; but 
 I respectfully submit, that it will prove one of the 
 most beneficial designs ever projected in England. It 
 opens a grand, safe, and expeditious line of transit 
 through the midland country, by which science, 
 manual labour, agriculture, manufactures and com- 
 merce, will be extended beyond the power of man 
 to contemplate, and a flood of prosperity will return, 
 hitherto unknown to civilised man. 
 
 2d. — The London and Greenwich Railway 
 Company was incorporated by act of Parliament, 
 on the 17th May, 1833. Distance of this line is 
 about 3|; miles on a tide level ; estimated expense 
 is 400,000/. ; the annual revenue about 105,550/. ; 
 and the expense of conducting, wear and tear, &c. of 
 the railroad, is 23,550/. per year. It may be considered 
 that the London and Greenwich railway is only the 
 commencement of the Great Eastern railway to Dover. 
 This design is novel ; it is proposed to be constructed 
 upon arches about twenty feet high, from London 
 Bridge to Greenwich, on a tide level the whole of the 
 way ; designed by George Landman, Esq. the engi- 
 neer, who has laboured hard with Mr. Walters, the se- 
 cretary, whose conduct deserves public thanks. The 
 engineer, no doubt, has reflected well upon the cause
 
 INLAND TRANSIT. 5 
 
 and effect of liis design : the design upon arches 
 must be considered a very considerable additional 
 expense, and this estimate cannot be taken as an 
 average expense of railroad ; the average expense of 
 railroads is within 8000/. to 10,000/. per mile on the 
 level. This line of railroad is intended to pass His 
 Majesty's arsenal at Woolwich, and from thence to 
 Gravesend, and to cross the river Medway below 
 Chatham, and thence to Dover, with a branch by 
 Eltham to the vale of the Medway, to Tunbridge 
 and Maidstone, which can be constructed without a 
 tunnel. I feel confident that the line over the river 
 Medway below Chatham is objectionable, inasmuch 
 as the Government will not consent to a brido-e being; 
 thrown across that river below Chatham. The line 
 by Eltham, Riverhead, Maidstone, to Dover, is about 
 seventy-nine miles in distance, and a much better 
 line of country, and will prove a lasting benefit to 
 the landowners, cultivators, farmers, and hop-growers 
 of Kent: it will enable them and travellers to 
 execute their respective interests, without any delay, 
 at one half of their former expenses. 
 
 3d. — The railroad is designed by Francis Giles, Esq., 
 civil engineer, from London to Southampton. Distance 
 of this line is within eighty miles ; and the engineer's 
 estimate expense, 1,000,000/.; and the probable re- 
 venue is estimated, when completed, at 374,4,51/. 8s. 6d, 
 per annum ; and the annual expense of repairs for 
 conducting the railroad at 56,000/. The line is from 
 Lambeth, and to pass by Kingston, Weybridge, Ba- 
 singstoke, and Winchester, to Southampton ; the 
 levels of that line of country are not favourable for 
 a railroad ; the summit level is 380 feet above Lon- 
 don. This inclined plane rises tdcenty-two feet per 
 mile, for about eleven miles on the line. I consider
 
 6 INLAND TRANSIT. 
 
 that Mr. Giles has selected the best Hue between 
 London and Basnigstoke ; and is exceedmgly wise in 
 not recommending a tunnel through the long summit 
 between Basingstoke and Winchester, of nineteen 
 miles ; and the line appears to me, without a tun- 
 nel, impracticable. According to the law of rail- 
 roads, as will be found in theory and practice, no 
 railroad for despatch of business, speed, and safety, 
 should rise more than from twelve to fourteen feet 
 per mile. The law of gravity, propulsion, and 
 speed, will be found to be obstructed about one hour 
 in every two feet rise, in twenty miles ; so that the 
 speed of a steam engine that could perform thirty 
 miles an hour on the level, will be reduced to less 
 than five miles per hour, upon a rise of twenty feet 
 per mile. And the Great Western Railway is proposed 
 to pass almost parallel with the Southampton, from 
 London to Basingstoke, Reading, and Newbury, would 
 reduce the estimated traffic on the Southampton line 
 considerably. And it appears, by the estimate of traf- 
 fic, that the revenue chiefly depends upon the coach 
 trade on the line to Basingstoke. Southampton is a 
 beautiful town, and a place more for fashion than 
 trade, and this line can never be made a line of des- 
 patch or speed, owing to the rapid rise and fall of the 
 country; consequently, the Southampton railroad 
 cannot be considered a national object. 
 
 The 4th railroad in progression is the Grand Wes- 
 tern Line, between London, Batli, and Bristol ; the line 
 of distance is about 122 miles. This line of country 
 is very favourable for a railway, about sixty miles on 
 the line from London. This great national work is 
 projected by Mr. J. E. Brunei, who is the engineer to 
 the company, and who has investigated that line of 
 country ; and I feel no doubt, from Mr. Brunei's ac- 
 tivity and talent, that he has selected the best line
 
 INLAND TRANSIT. 7 
 
 for the purpose that can be found. But the hilly 
 country for twenty miJes to the east of Bath, whicli 
 is from 7OO to 1000 feet higli above the Jevel of 
 Bath, forms ahnost an insurmountable barrier to a 
 raih'oad. 
 
 Mr. Brunei proposes a tunnel through those hills 
 whose under strata is composed of chalk and freestone 
 of easy and safe cutting. But there are decided ob- 
 jections to tunneling for raihoads at the depth and 
 length here required. First, the tunnel must be 
 many miles long, without light and air, except arti- 
 ficial air and light, perhaps gas lights. The want of 
 atmospheric air, combined with the combustion of 
 gas, smoke, and steam, will render the tunnel almost 
 incapable of human existence. x\nd, secondly, the 
 condensed or compressed air in the tunnel, if it is only 
 a mile long, will give a formidable resistance to the 
 speed of the propelling engine and train of carriages, 
 that would require more than double the power to 
 propel tliem, compared with the power on the same 
 level in the open air ; and if a carriage enter at 
 the other end at the same time, it will act like two 
 balls in a tube*, the one would repel the other. 
 Thirdly, in driving a tunnel, of the presumed depth 
 of only 600 or 7OO feet below the surface of that 
 country, is considerably below the level of several 
 great springs, that form the head of the rivers Isis, 
 the Kennet, and the Avon ; iind cutting across the 
 country by the projected tunnel would, no doubt, 
 tap these powerful springs, which would drain all the 
 high country, and convert the projected tunnel into 
 a river. 
 
 The line from Bath to Bristol is about twelve miles 
 
 * I am aware that air shafts may be made, and that tunnels can 
 be arched, in clay or sandy under strata at a great expense. 
 
 B 3
 
 8 INLAND TRANSIT. 
 
 in length, and may be considered almost tide level ; 
 and that part of the design may be easily executed, 
 at a moderate expense. Both stone and iron, in 
 abundance, is at hand ; two of the chief materials for 
 constructing railroads. This work, if executed, would 
 confer a lasting benefit on the country. The en- 
 gineer's estimated expense is 2,550,300/., and revenue 
 about 747,752/. Us. 
 
 5th. — There are two projected lines from London 
 to Brio;hton and Shoreham. The first line from Lon- 
 don, Croydon, Mersham, St. Leonard's, to Shoreham 
 and Brighton, is about fifty-four miles on the line 
 of distance projected by Mr. Vingnolds, civil en- 
 gineer, and designed to commence from the Elephant 
 and Castle, Newington, and to run from thence 
 to Norwood and Croydon, Merstham and St. Leo- 
 nard's Forest, to Shoreham and Brighton. In the 
 above line, Mr. Vingnolds has designed two tunnels ; 
 the first tunnel is intended to pass under the Beulah 
 Spa, from Norwood to Croydon, about two miles and 
 a half. The summit at Croydon will be I70 feet 
 above the tide at London Bridge, and will rise from 
 Croydon, about twenty feet per mile, to Merstham 
 summit. Merstham summit will be 360 feet above 
 the tide ; and another tunnel to pass into the vale of 
 the Mole, thence by the County Oak, to St. Breval's 
 and St. Leonard's Forest and Bramber, to Shoreham 
 and Brighton. There are three decided objections in 
 constructing a railroad on this line : Jlrst^ a railroad 
 could be carried from London to Croydon, by Toot- 
 ing and Mitcham Commons, on an easy inclined 
 plane, without a tunnel ; secondly^ a tunnel under tlie 
 Beulah Spa will drain away all the water in that dis- 
 trict, and the same will happen at Merstham ; and, 
 thirdlijy the high elevation of the two summits at 
 Merstham and St. Breval's Forest, with the rapid falls
 
 INLAND TRANSIT. 9 
 
 on the line, would rentier a railroad useless, as to 
 speed and carriage of heavy loads, with very consider- 
 able extra cutting on the line. 
 
 The second line is from London to Brighton and 
 Slioreham, projected by Messrs. Rennie, civil engi- 
 neers, to commence at Kensington Common, and 
 run from thence to Tooting and Mitcham Commons, 
 to Carshalton ; thence between Merstham and Rei- 
 gate, by Horley, and Crawley, and Hand Cross, 
 to Brighton ; and from Brighton to Shoreham. The 
 summit of this line is about 500 feet above the tide 
 at London Bridge. Distance on the line about fifty 
 miles to Brighton, and six to Shoreham, making 
 together fifty-six miles. The first ten miles is an 
 excellent progressive level, and firm ground ; but the 
 rise and fall of that line of country from Carshalton 
 to Brighton appear to be impracticable for the con- 
 struction of a railroad, for travelling or the carrying 
 of goods, or any other useful purpose, which I under- 
 stand Messrs. Rennie purpose to obviate, by con- 
 structing four tunnels under the four high summits, on 
 their projected line, to save distance^ and the passing 
 over hills from 7OO to 800 feet high ; by their section, 
 the length of tunnels together will be about ten miles 
 on the line to be cut throughout, an under strata of 
 chalk,/reestone, loam, clay, sandstone, and gravel, in 
 some places, 200 to 300 feet below the surface of 
 the country, besides considerable extra cutting on 
 the line, and the enormous expense of the tunnels. 
 
 The tunneling would, no doubt, tap the Great 
 Surrey and Sussex springs, which rise above the level 
 of the projected tunnels, which springs form the heads 
 of the rivers Mole, Wey, Arran, Adur, Medway, 
 and Derwent. All these rivers take their course near, 
 or immediately in the line of the projected railway ; 
 and it is more than probable that by tapping these 
 
 B 4
 
 10 INLAND TRANSIT. 
 
 springs, the line of railway would become converted 
 into a river to Brighton, and that the uplands would 
 be drained of their waters, by tapping the springs 
 below. 
 
 These waters pass through veins in the earth, both 
 on hiffh ijjround and low levels, like the construction 
 
 or? ' 
 
 of the veins in the human body ; and all practical men 
 know, that if a vein or artery is opened in the foot, it 
 will let out all the blood in the head ; and if there 
 were no other reason, the tunneling for so long a dis- 
 tance, with the obstruction of the air in the tunnel, 
 and tlie combustion of gas, steam, smoke, and sulphur, 
 renders, in my opinion, this design impracticable. 
 The expense is estimated at 850,000/., and the reve- 
 nue about 130,000/. per annum. It also appears by 
 the law of gravity and propelling power of a movable 
 steam engine, the rise, and long progressive inclined 
 planes here designed, no travelling engine would ex- 
 ceed the speed of the present Brighton coaches ; and 
 questionable, from the experiments made on the Man- 
 chester and Liverpool railroad, that an engine, with 
 travelling machinery, could be constructed to go up 
 hill, twenty-five feet per mile, at the speed of five 
 miles an hour, as I shall hereafter refer to the re- 
 spective experiments tried on a railroad, and the com- 
 parative speed on the level, the progressive rise, or up 
 hill and down hill, with its several effects, loads, de- 
 lays, and advantages. 
 
 I feel no doubt but Messrs. Rennie have, long since, 
 reflected upon all the above consequences ; but I, with 
 great respect, venture, for the public good, to differ in 
 opinion with them on the line and construction of their 
 projected railway ; and more })articularly so, xvJien 
 they know that there is a line of country about the 
 same distance with practicable levels, and that a rail- 
 road can be constructed fiom London, to Shoreham
 
 INLAND TRANSIT. 11 
 
 and Brighton, without a tunnel. They have given 
 notice to Pailiament, and Padiament will investigate 
 the merits of all the above projects. 
 
 6th, — Is the Grand Southern railway, projected by 
 myself. I now consider that the science of con- 
 structing railroads with the aid of locomotive en- 
 gines, has already outstripped both the speed and 
 national utility of canals 5 and having the know- 
 ledge of the line of country between London and 
 Portsmouth and Brighton, from my former surveys 
 in the grand ship canal to Portsmouth, I, in Sep- 
 tember, announced my intention to lay a plan before 
 the public, of a railroad between London and Hor- 
 sham and Portsmouth, with a branch from Horsham, 
 to^ Shoreham and Brighton ; finding that line of 
 country, from its levels, well calculated for a rail- 
 road, there being but two summits over which the 
 line would have to pass, at Epsom Common, IJOfeet, 
 and the other on the Holm Wood, 200 feet above the 
 tide at London Bridge, and on this line no tunneling 
 would be required ; see plan and section. The 
 utility of this design is too apparent to require a 
 long comment, and would avoid the objections of the 
 two other projected lines, both as to tunnels, levels, 
 and draining the upland country of all its water ; 
 while it would give to the landowaier, trader, tra- 
 veller, merchant, and Government, the advantages 
 of proximity of the whole southern coast, to the me- 
 tropolis, in time of war or peace, by the speed and 
 safety of a well-constructed railroad, without delay 
 or danger. My estimate of this great work is about 
 1,500,000/. and revenue about 500,000/. per annum 
 when comp)leted. 
 
 As this work is of great national importance, I 
 have not thought it right to press the subject now,
 
 12 INLAND TRANSIT. 
 
 but shall wait another session of Pailiament, with all 
 its details, &c. &c. 
 
 7th. Grand Northern Railroad from London to YorJi 
 and Leeds, tdth Branches to Norwich, Nottingham, 
 Sheffield, and Hull. (^See Plan and Section). 
 
 With the view of accomplishing this desirable 
 object, the direct line of country has been surveyed, 
 and found so favourable, that but little extra cutting 
 would be required, about 150 miles of the distance 
 (which is within IQO miles) being nearly tide level. 
 
 It is proposed to commence the projected railroad 
 at Kingsland, near Shoreditch, and to run thence by 
 Tottenham and Waltham to Bishop's Stortford (with 
 short branches to Hertford and Ware), to proceed 
 from Bishop's Stortford by Saffron Walden and Lin- 
 ton to Cambridge, Peterborough, Stamford, Gran- 
 tham, Newark, Lincoln, Gainsborough, and Snaith, 
 meeting the Leeds railroad at Selby, and thence to 
 York, with a branch from Cambridge by Newmarket, 
 Bury, and Thetford to Norwich, distant about sixty 
 miles. 
 
 This work, when accomplished, will immediately 
 give to the great northern agricultural and manufac- 
 turing counties all the advantages of proximity to 
 the metropolis, by the speedy transit of a railroad. 
 
 The advantages of railroads were proved in the 
 last session of Parliament by a great number of land- 
 owners, cultivators, manufacturers, and merchants. 
 They were found to have conferred the highest be- 
 nefit on the public, more particularly to those on the 
 line, land having increased in value from 30 to 50 
 per cent, wherever railroads have been established ; 
 in addition to which, it appeared to be a fact, that 
 the proprietors of the Liverpool and the Darlington
 
 INLAND TRANSIT. 13 
 
 railroads had already shared from 1.5 to 20 per cent, 
 upon their extensive outlay and experiments, and 
 that their business has been increasing every week. 
 
 It cannot admit of doubt that great advantage 
 would accrue to landowners, cultivators, breeders, 
 and dealers in grain, cattle, &c. in the countries 
 through which this railroad would pass, by the fa- 
 cility they would find in transmitting their timber, 
 coals, stone, iron, lime, bricks, grain, hay, straw, 
 flour, cattle, sheep, calves, pigs, butter, butcher's 
 meat, and all other landed produce to the London 
 markets, at the rate of 20 miles an hour, without loss 
 or damage, and at a third of the former expense. 
 
 This railroad will prove of incalculable advantage 
 to the manufacturers of Norwich, Bury, Peterbo- 
 rough, Ely, Stamford, Nottingham, Newark, Lincoln, 
 Sheffield, Barnsley, Wakefield, Bradford, Leeds, Hull, 
 and Glasgow, and the other northern districts, by 
 enabling them to send their goods by a rapid transit 
 to the metropolis at a small expense, and receive by 
 back carriage the raw materials necessary for their 
 respective trades. 
 
 By official returns, it appears that about one half 
 of the home produce of grain, flour, malt, cattle, 
 sheep, calves, pigs, meat, poultry, and butter sent to 
 the London markets, arrives from the counties of 
 Hertford, Essex, Cambridge, Suffolk, Norfolk, Hun- 
 tingdon, Northampton, Rutland, Lincoln, Notting- 
 ham and York ; and that the average number of 
 sheep travelling this road weekly exceeds 11,000, 
 with other live stock in proportion ; besides which, 
 woollen and other piece goods, Sheffield hardware, 
 and other manufactures, are to be taken into ac- 
 count. 
 
 The proposed railway will also considerably benefit 
 the London merchants, brewers, distillers, hop factors,
 
 14 INLAND TRANSIT. 
 
 corn factors, mealmen, tea dealers, grocers, drapers, 
 publishers, and all other traders, who return in ex- 
 change to these districts, containing a population ex- 
 ceeding three millions and a half of people, articles 
 in their particular lines of equal consumption to the 
 metropolis. 
 
 It can be proved also, that the coach traffic 
 alone, between London and York, and 
 the intermediate line of country,amounts 
 to about per annum - - -d^ 550,500 
 
 That the carriage by vans and waggons 
 may be taken at half that amount, with- 
 out including posting and carriage of 
 mails, troops, and military stores - 275,250 
 
 The inland trade from the ports of Hull, 
 Boston, Holbeach, Spalding, Wisbeach, 
 Lvnn, LowestofFe, Yarmouth, and other 
 northern ports, and shipments of perish- 
 able goods, detained by contrary winds, 
 viz. fish, butter, cheese, meats, tallow, 
 hemp, flax, corn, &c. are estimated per 
 annum at - - - - 150,000 
 
 The carriage of the landed produce and 
 stock to the London markets, as above 
 described, would exceed per annum - 200,000 
 The general merchandise passing to and 
 from the above extensive manufacturing 
 district in the north and the metropolis 150,000 
 
 Making toojether an annual revenue of ^1,325,750 
 
 The estimated annual expense of conduct- 
 ing the railroad when completed is - 160,000 
 Interest on four millions of capital - 200,000 
 
 Making together an annual expense of ^^'360,000
 
 INLAND TRANSIT. 
 
 15 
 
 The engineer considers the line of country pecu- 
 liarly favourable for constructing a railroad, both in 
 its levels and the materials that are found on or near 
 the line : he is decidedly of opinion that a railroad 
 can be made at less expense on this than on any 
 other line of country in England of the same dis- 
 tance. 
 
 In conclusion, it is submitted that the revenue of 
 the projected railroad, when completed, will far 
 exceed the above estimate. No notice has been 
 taken of the great increase in coach traffic produced 
 by the railway, nor of the intermediate travelling 
 from town to town, and the districts to the north of 
 York, Glasgow, and Edinburgh. Nor should it be 
 forgotten, that long prior to the completion of the 
 outline, the traffic on the first fifty miles could not 
 fail to secure a revenue of 150,000/. per annum, 
 within eighteen months of its commencement. 
 
 A detailed Estimate of the Expense of the proposed Railroad, viz. 
 
 2000 acres of land, at per acre 100/. 
 
 Houses, buildings, and compensation 
 
 Bridges, culverts, drains, and masonry 
 
 Extra cutting, &c. 
 
 Blocks and sleepers, &c. 
 
 Ironwork for rails, bolts, pins, &c. 
 
 Ballasting and laying, ditto 
 
 Excavating, ditching, and fencing, &c. 
 
 12 water stations 
 
 12 intermediate pumps 
 
 50 engines complete 
 
 400 waggons, vans, and trucks 
 
 80 coaches complete - - - 
 
 Sheds, benches, and buildings 
 
 Branch from Cambridge to Norwich 
 
 Contingencies on the above works 
 
 ^200,000 1 ^ 
 
 260,000/ ^^460,000 
 
 450,000 
 
 
 160,000 
 
 - 
 
 160,000 
 
 
 350,000 
 
 - 
 
 160,000 
 
 - 
 
 400,000 
 
 ^5,000- 
 
 
 800 
 
 
 4,000 
 12,000 
 
 61,800 
 
 20,000 
 
 
 20,000 _ 
 
 
 - 
 
 800,000 
 
 - 
 
 350,000 
 
 Total expense ^3,437,000 
 
 Proposed capital 4,000,000/., in 80,000 shares of 50/. each.
 
 16 INLAND TRANSIT. 
 
 Enterprise, capital, and skill have, of late years, 
 been directed with extraordinary energy to the im- 
 provement of inland transport, and this important 
 instrument of national wealth and civilisation has 
 received a proportionate impulse. Effects are now 
 witnessed, which, had they been narrated a few years 
 since, could only have been admitted into the pages 
 of fiction, or volumes of romance. Who could have 
 credited the possibility of a ponderous engine of iron, 
 loaded with sev^eral hundred passengers and goods, in 
 a train of carriages of corresponding magnitude, and 
 a large quantity of water and coal, taking flight from 
 Manchester, and arriving at Liverpool, a distance of 
 above thirty miles, in httle more than an hour ? And 
 yet this is a matter of daily and almost hourly oc- 
 currence. Neither is the road on which this wondrous 
 performance is effected the most favourable which 
 could be constructed for such machines. It is sub- 
 ject to undulations and incurvations, which reduce 
 the average rate of speed much more than similar 
 inequalities affect the average rate on common roads. 
 The speed of transport thus attained, is not less 
 wonderful than the weights which this power is 
 capable of transporting. Its capabilities in this re- 
 spect far transcend the exigencies even of the two 
 greatest commercial marts in Great Britain. Loads, 
 varying from fifty to seventy tons, are transported at 
 the average rate of fifteen miles an hour ; but the 
 engines would appear to be in this case loaded below 
 their power ; and in a recent instance, a load — I 
 should rather say a cargo — of waggons, conveying 
 merchandise to the amount of 230 tons gross, trans- 
 ported from Liverpool to Manchester, at the av'erage 
 rate of twelve miles an hour. 
 
 The astonishment with which such performances
 
 INLAND TRANSIT. 17 
 
 must be viewed might be somewhat quahfied, if the 
 art of transport by steam on railways had been ma- 
 tured, and had attained that full state of perfection, 
 which such an art is always capable of receiving from 
 long experience, aided by great scientific knowledge, 
 and the unbounded application of capital. But such 
 is not the present case. The art of constructing 
 locomotive engines, so far from having attained a 
 state of maturity, has not even emerged from its 
 infancy. So complete was the ignorance of its 
 powers which prevailed even among engineers, pre- 
 vious to the opening of the Liverpool railway, that 
 the transport of heavy goods was regarded as the 
 chief object of the undertaking, and its principal 
 source of revenue. The incredible speed of trans- 
 port, effected even in the very first experiments in 
 1830, burst upon the public, and on the scientific 
 world, with all the effect of a new and unlooked-for 
 phenomenon. On the unfortunate occasion which 
 deprived this country of Mr. Huskisson, the wounded 
 body of that statesman was transported a distance of 
 about fifteen miles in twenty-five minutes, being at 
 the rate of thirty-six miles an hour. The revenue 
 of the road arising from passengers since its opening, 
 has, contrary to all that was foreseen, been nearly 
 double that which has been derived from mer- 
 chandise. So great was the want of experience in 
 the construction of engines, that the company was 
 at first ignorant, whether they should adopt large 
 steam-engines, fixed at different stations on the line, 
 to pull the carriages from station to station, or tra- 
 velling engines, to drag the loads the entire distance. 
 Having decided on the latter, they have, even to the 
 present moment, laboured under the disadvantage 
 of the want of that knowledge which experience
 
 18 INLAND TRANSIT. 
 
 alone can give. The engines have been constantly 
 varied in their weight and proportions, in their mag- 
 nitude and form, as the experience of eacli successive 
 month has indicated. As defects became manifest 
 they were remedied ; improvements suggested were 
 adopted ; and each quarter produced engines of such 
 increased power and efficiency, that their prede- 
 cessors were abandoned, not because they were worn 
 out, but because they had been outstripped in the 
 rapid march of improvement. Add to this, that only 
 one species of travelling engine has been effectively 
 tried ; the capabilities of others remain still to be 
 developed ; and even that form of engine which has 
 received the advantage of a course of experiments on 
 so grand a scale to carry it towards perfection, is far 
 short of this point, and still has defects, many of 
 which it is obvious time and experience will remove. 
 If, then, travelling steam-engines, with all the im- 
 perfections of an incipient invention — with the want 
 of experience, the great parent of practical improve- 
 ments — with the want of the common advantage of 
 the full application of the skill and capital of the 
 country — subjected to but one great experiment, 
 and that experiment limited to one form of engine, 
 and conducted, as I shall presently show, not on the 
 wisest principles, nor with the most liberal policy ; — 
 if, under such disadvantages, the effects to which 1 
 have referred have been produced, what may we not 
 expect from this extraordinary power, when the 
 enterprise of the country is unfettered, — when greater 
 fields of experiments are opened, — when time, in- 
 genuity, and capital, have removed the existing im- 
 perfections, and have brought to light new and more 
 powerful principles ? This is not mere speculation 
 on possibilities, but refers to what is in a state of
 
 INLAND TRANSIT. 19 
 
 actual progression. Railways are in progress be- 
 tween the points of great intercourse in the United 
 Kingdoms, and travelUng steam-engines are in pre- 
 paration in every quarter for the common turn- 
 pike roads ; the practicabiHty and utility of that 
 application of the steam-engine, having not only been 
 established by experiment to the satisfaction of their 
 projectors, but proved before the legislature so con- 
 clusively, as to be taken for the foundation of Par- 
 liamentary enactments, and upon which large capital 
 may be safely invested. 
 
 The important commercial and political effects at- 
 tending such increased facility and speed in the trans- 
 port of persons and goods, which were proved before 
 Parliament in the sessions of 1831, 1832, and 1833, 
 are too obvious to require any very extended no- 
 tice here. A part of the price (and in many cases 
 a considerable part) of every article of necessity or 
 luxury, consists of the cost of transporting it from 
 the producer to the consumer ; and, consequently, 
 every abatement or saving in this cost, must produce 
 a corresponding reduction in the price of every 
 article transported ; that is to say, of every thing 
 which is necessary for the subsistence of the poor, or 
 for the enjoyment of the rich, of every comfort, and 
 of every luxury of life. The benefit of this will 
 extend, not to the consumer only, but to the pro- 
 ducer : by lowering the expense of transport of the 
 produce, whether of the soil or of the loom, a less 
 quantity of that produce will be spent in bringing 
 the remainder to market, and, consequently, a greater 
 surplus will reward the labour of the producer. The 
 benefit of this will be felt even more by the agri- 
 culturist than by the manufacturer; because the 
 proportional cost of transport of the produce of the
 
 20 INLAND TRANSIT. 
 
 soil is greater than that of manufactures. If SOO 
 quarters of corn be necessary to raise 400, and 100 
 more be required to bring the 400 to market, then 
 the net surphis will be 100. But if by the use of 
 steam-carriages the same quantity can be brought to 
 market with an expenditure of 50 quarters, then the 
 net surplus will be increased from 100 to 150 quarters 
 profit ; and either the profit of the farmer, or the 
 rent of the landlord, must be increased by the same 
 amount ; the same applies to cattle, &c. 
 
 But the agriculturist would not merely be bene- 
 fited by an increased return from the soil already 
 under cultivation. Any reduction in the cost of 
 transporting the produce to market would call into 
 cultivation tracts of inferior fertility, and uncultivated 
 land, the returns from which would not at present 
 repay the cost of cultivation and transport of manure. 
 Thus land would become productive which is now 
 waste, and an effect would be produced equivalent to 
 adding so much fertile soil to the present extent of 
 the country. It is well known that land of a given 
 degree of fertility will yield increased produce by the 
 increased application of ca})ital manure and labour. 
 By a reduction in the cost of transport, a saving will 
 be made which may enable the agriculturist to apply 
 to tracts already under cultivation the capital thus 
 saved, and thereby increase their actual production. 
 Not only, therefore, would such an effect be attended 
 with an increased extent of cultivated land, but also 
 with an increased degree of cultivation in that which 
 is already productive ; and manual labour would be 
 extended, and the poor and county rates reduced. 
 
 It has been said that in Great Britain there are 
 above a million of horses engaged in various ways in 
 the transport of passengers and goods, and that to
 
 INLAND TRANSIT. 21 
 
 support eacli liorse requires as much land as would 
 upon an average support eight men. If this quan- 
 tity of animal power were displaced by steam-engines, 
 and the means of transport drawn from the bowels of 
 the earth, instead of being raised upon its surface, 
 then, supposing the above calculation correct, as 
 much land would become available for the support 
 of iiuman beings as would suffice for an additional 
 population of eight millions ; or, what amounts to the 
 same, would increase the means of support of the 
 present population by about one third of the present 
 available means. The land which now supports 
 horses for transport on turnpike roads would then 
 support men, or produce corn for food, and the horses 
 return to agricultural pursuits. 
 
 The objection that a quantity of land exists in the 
 country capable of supporting horses alone, and that 
 such land would be thrown out of cultivation, scarcely 
 deserves notice here. The existence of any con- 
 siderable quantity of such land is extremely doubtful. 
 What is the soil which will feed a horse, and not feed 
 oxen, cows, or sheep, or produce food for man ? But 
 even if it be admitted that there exists in the country 
 a small portion of such land, that portion cannot 
 exceed, nor indeed equal, what would be sufficient 
 for the number of horses which must after all con- 
 tinue to be employed for the purposes of husbandry, 
 pleasure, and in a variety of cases where steam must 
 necessarily be inapplicable. It is to be remembered, 
 also, that the displacing of horses in one extensive 
 occupation, by diminishing their price, must neces- 
 sarily increase the demand for them in others. 
 
 The reduction in the cost of transport of manufac- 
 tured articles, by lowering their price in the market, 
 will stimulate their consumption. This observation 
 
 c 2
 
 2^ INLAND TRANSIT. 
 
 applies, of course, not only to the consumer at home, 
 but to foreign markets. In the latter, we already, in 
 many branches of manufacture, command a monopoly. 
 The reduced price which we shall attain by cheap- 
 ness and facility of transport will still further extend 
 and increase our advantages. The necessary conse- 
 quence will be an increased demand for manufactur- 
 ing population ; and this increased population again 
 reacting on the agricultural interests, will form an in- 
 creased market for that species of agricultural produce. 
 So interwoven and complicated are the fibres which 
 form the texture of the highly civilised and artificial 
 community in which we live, that an effect produced 
 on any one point, is instantly transmitted to the most re- 
 mote and apparently unconnected parts of the system. 
 The two advantages of increased cheapness and 
 speed, besides extending the amount of existing traf- 
 fic, call into existence new objects of commercial in- 
 tercourse. For the same reason that the reduced 
 cost of transport, as I have shown, calls new soils 
 into cultivation, it also calls into existence new mar- 
 kets for manufactured and agricultural produce. The 
 great speed of transit, which has been proved to be 
 practicable, must open a commerce between distant 
 points in various articles, the nature of which does not 
 permit them to be preserved so as to be fit for use 
 beyond a certain time. Such are, for example, many 
 species of vegetable and animal food, which, at pre- 
 sent, are confined to markets at a very limited distance 
 from the grower or feeder. The truth of this observ- 
 ation is manifested by the effects which have followed 
 the intercourse by steam on the Irish Channel. The 
 western towns of England have become markets for 
 a prodigious quantity of Irish produce, which it had 
 been previously impossible to export. If animal
 
 INLAND TRANSIT. 23 
 
 food be transported alive from the grower to the con- 
 sumer, the distance of the market is limited by the 
 power of the animal to travel, and the cost of its sup- 
 port on the road. It is only particular species of 
 cattle which bear to be carried to market on common 
 roads and by horse carriages. But the peculiar na- 
 ture of a railway, the magnitude and weight of the 
 loads which may be transported on it, and the pro- 
 digious speed which may be attained, render the 
 transport of cattle, meat or fish of every species, to al- 
 most any distance, both easy and cheap. In process of 
 time, when the railway system becomes extended, the 
 metropolis and populous towns will therefore become 
 markets, not, as at present, to districts within limited 
 distances of them, but to the whole country within 
 200 miles of the metropolis. 
 
 The moral and political consequences of so great a 
 change in the powers of transition of persons and 
 intelligence from place to place, are not easily cal- 
 culated. The concentration of mind and exertion 
 which a great metropolis always exhibits, will be ex- 
 tended in a considerable degree to the whole realm. 
 The same effect will be produced as if all distances 
 were lessened in the proportion in which the speed 
 and cheapness of transit are increased. Towns, at 
 present removed some stages from the metropolis, 
 will become its suburbs ; others, now at a day's 
 journey, will be removed to its immediate vicinity ; 
 business will be carried on with as much ease between 
 them and the metropolis, as it is now between distant 
 points of the metropolis itself. The ordinary habit- 
 ations of various classes of citizens engaged in active 
 business in the towns, will be at what now are re- 
 garded considerable distances from the places of their 
 occupation. The salubrity of cities will thus be in- 
 
 c 3
 
 2i INLAND TRANSIT. 
 
 creased, by superseding the necessity of heaping the 
 inhabitants together, story upon story, within a con- 
 fined space ; and by enabling the town population to 
 spread itself over a larger extent of surface, without 
 incurrinjij the inconvenience of distance. Let those 
 wlio discard speculations like these as wild and im- 
 probable, recur to the state of public opinion, at no 
 very remote period, on the subject of steam naviga- 
 tion. Within the memory of persons who have not 
 yet passed the meridian of life, the possibility of tra- 
 versing by the steam-engine the channels and seas 
 that surround and intersect these islands, was re- 
 garded as the dream of enthusiasts. Nautical men 
 and men of science rejected such speculations with 
 equal incredulity, and with little less than scorn for 
 the understanding of those who could for a moment 
 entertain them. Yet we have witnessed steam-en- 
 gines traversing, not these channels and seas alone, 
 but sweeping the face of the waters round every coast 
 in Europe, and even ploughing the great oceans of 
 the world. If steam be not used as the only means 
 of connecting the most distant habitable points of our 
 planet, it is not because it is inadequate to the accom- 
 phshment of that end, but because local and acci- 
 dental causes limit the supply of that material from 
 which at the present moment it derives its powers. 
 But that power is at this moment being accomplished : 
 a steam packet of 1000 tons burthen is now building at 
 New York, to be propelled by an engine of 260 horse 
 power, with double paddles, designed as a passage 
 vessel between New York and Liverpool, and to carry 
 1000 passengers every trip, a distance of about 3500 
 miles across the Atlantic, in twelve days, without re- 
 gard to wind, weather, or tides, at the rate of fifteen 
 miles an hour, this may be considered a floating island.
 
 INLAND TRANSIT. 25 
 
 I propose, in the present article, to lay before you 
 some account of the means whereby the effects above 
 referred to have been produced ; of the manner and 
 degree in which the public have availed themselves of 
 these means J and of the improvements of which they 
 seem to me to be susceptible. 
 
 In considering the means of inland transport, there 
 are two distinct points to which I should solicit at- 
 tention, viz. the road, and the power of traction or 
 imjmlsion. A road is a contrivance by which the re- 
 sistance opposed to a body moving on the surface of 
 the earth, arising from the inequalities of that surface, 
 may be diminished ; and as it diminishes that resist- 
 ance, in the same proportion does it accomplish its 
 object. The power of traction or impulsion is effi- 
 cient in proportion to its intensity, and the rate at 
 which it is capable of exerting that intensity in refer- 
 ence to time. On the iyitensity of the power depends 
 the resistance it can overcome, and this intensity is 
 therefore proportional to the load. On the rate at 
 which this power can be produced and exerted, de- 
 pends the speed which is attainable by it. 
 
 The roads most commonly used are those of water, 
 or canals ; those of stone, or turnpike roads ; and 
 those of iron, or railroads. In all these species of 
 roads, the first and most necessary quality is, that 
 the line should be as nearly as possible level. As 
 this, however, cannot be perfectly attained, there 
 are contrivances peculiar to each kind of road, by 
 which the difficulty attending the want of perfect 
 level may be overcome. But as such contrivances 
 constitute the greatest expense, whether in the ori- 
 ginal construction of the road, or in working upon it 
 after it has been constructed, that course should always 
 
 c L
 
 26 INLAND TRANSIT. 
 
 be selected for the line which offers the fewest pos- 
 sible inequalities, and those the smallest in amount. 
 
 Canals possess advantages over all other roads, in 
 being able to support an almost unlimited amount of 
 load. The pressure on the wheels of carriages on a 
 railroad is limited by the strength of the rail, and is 
 seldom more than about three tons upon each wheel. 
 The pressure on the wheels of carriages on a turn- 
 pike road is limited by the strength of the crust of the 
 road. On the broad wheels of the heaviest waggons 
 the pressure never exceeds two tons ; but the weight 
 capable of being sustained by a canal is only limited 
 by the magnitude of the boats which the breadth of 
 the canal allows to float upon it. In fact, the weiglit 
 of the boat audits cargo is equal to the weight of tlie 
 water which is displaced by the part of the boat im- 
 mersed in the canal. 
 
 In considering the power of traction or impulsion 
 necessary to move a body, whether on a canal or on 
 a road, I must carefully distinguish that force which 
 is requisite to put the body from a state of rest into a 
 state of motion, from that which is requisite to sus- 
 tain the motion when once imparted to it. If a body 
 were sustained by a surface perfectly level and per- 
 fectly smooth, so as to oppose no resistance whatever 
 to motion upon it, without friction, the body once put 
 in motion by an impulse would continue to move for 
 a considerable time, without the application of any 
 further impulsion or traction. But such a surface as is 
 here supposed has no practical existence : although, 
 as already explained, it is the object of roads of every 
 kind to approach as near to this imaginary limit as 
 possible. 
 
 The continual power of traction necessary to sustain 
 the motion of a body, tiierefbre, arises from the re-
 
 INLAND TRANSIT. ^7 
 
 sistance produced by the action of the body on the 
 road ; and it is only by investigating the nature of 
 this resistance, and its law, that the necessary qualities 
 in the drawing or impelling power can be fully under- 
 stood. As the presence of resistance on the road 
 does not supersede the necessity of the first impulse, 
 it follows that every mass which is to be moved, re- 
 quires a much greater exertion of power at starting 
 than subsequently ; but, as this exertion is continued 
 only for a short period, I may omit its consideration, 
 when that purpose is to investigate the power neces- 
 sary to keep it in constant action. 
 
 The power of traction necessary to sustain the 
 progressive motion of a boat floating on a liquid 
 arises from the resistance of the liquid lying im- 
 mediately before the boat. It is necessary that 
 the vessel should divide the fluid which lies in its 
 way ; and the force necessary to move this with the 
 speed of the vessel must be supplied by the power of 
 traction or impulsion, whatever that power may be. 
 It will be sufficiently obvious, on consideration, that 
 the quantity of liquid which is thus driven or divided 
 before the vessel, depends, not on the whole mag- 
 nitude of the vessel, but on the magnitude of the 
 transverse section of that part of the vessel which is 
 beneath the surface of the liquid. It is true that this 
 conclusion requires some modification in practice, and 
 that the shape of the vessel and other circumstances 
 should be taken into account, in accurate calculations; 
 but the resistance mainly depends, as above stated, on 
 the transverse section, and may be considered, ccvteris 
 paribus^ proportional to that section. Now, the more 
 rapidly the vessel is moved, the more rapidly the liquid 
 must be removed before it, and, therefore, the greater 
 the force necessary to impel it in this manner ; and
 
 28 INLAND TRANSIT. 
 
 hence a double speed requires that tlie liquid should 
 
 be impelled with almost a double force. But besides 
 this, it is to be considered, that when the vessel acquires 
 a double speed, it moves in the same time through a 
 double space, and therefore must impel a double 
 quantity of the liquid. Since, therefore, it impels a 
 double quantity i and every portion of that with almost 
 a double force, the resistance which it has to overcome 
 must be increased in a threefold proportion. Hence 
 we see, that to give a vessel moving in a liquid a 
 double velocity, requires that the power of traction or 
 impulsion should be increased in a threefold propor- 
 tion. In the same manner, it will be easily made out, 
 even by the general reader, that a threefold velocity 
 will require about sixfold power of traction or impul- 
 sion, and so on ; the resistance and the necessary 
 power of traction increasing not merely in the propor- 
 tion of the speed, but in the proportion of what arith- 
 meticians call the square of the speed. 
 
 Even this statement must be received in a quali- 
 fied form, and limited in its application to moderate 
 rates of motion ; because it is demonstrable, that 
 there is a practical limit of speed, beyond which a 
 vessel cannot be impelled through a fluid, and that 
 limit is by no means a wide one. Notwithstanding 
 the application of the immense power of steam to ves- 
 sels plying between points of great intercourse, I be- 
 lieve that a greater speed than from ten to twelve 
 miles an hour has never yet been attained independ- 
 ently of the effect of currents. 
 
 To the power of impelling a vessel through water 
 we see, therefore, that there is a narrow limit ; but if 
 this limit be narrow as applied to vessels in the open 
 sea, it is still more so when applied to vessels in con- 
 fined channels, such as canals. Iii this case the
 
 INLAND TRANSIT. J^9 
 
 theoretical reasoning above given would require 
 great modification ; and the resistance, which in 
 practice is in every case greater than in tlie propor- 
 tion of the square of the velocity, is considerably 
 above that proportion in the case of canals. Expe- 
 riments have been made by Mr. Bevan on the resist- 
 ance to vessels moved at different speeds in water, 
 and we find by them that a vessel moved on the 
 Paddington Grand Junction Canal, at the rate of 
 2j miles an hour, loaded with 21 tons, required a 
 force of traction amounting to 77 ^bs. ; while the 
 same vessel moved at the rate of something less than 
 4 miles an hour, required a force of traction amount- 
 ing to 308 lbs. Thus, while the speed was increased 
 in a somewhat less proportion than 21 to 4, the re- 
 sistance was increased in the proportion of 21 to 10. 
 Experiments made by Mr. Walker on the London 
 Docks give the resistance also in a greater propor- 
 tion than that of the square of the velocity. Many 
 other facts confirm this conclusion ; but a singular 
 anomaly appears to have been presented by some 
 experiments made on the Forth and Clyde Canal in 
 July, 1830. A twin-boat, loaded with 5 tons, 16 cwt. 
 44 lbs., and dragged by horses, was furnished with 
 an instrument by which the force of traction was 
 measured, and it was found, that at and under eiiiht 
 miles an hour, the resistance was in conformity with 
 the principle just explained, but that when higher 
 rates of speed were attained, although the resistance 
 increased, it did not increase in nearly so rapid a 
 proportion. This arose from the circumstance of the 
 boat-speed having been more raised or less draft 
 in the water by the effect of traction on the bank at 
 the high speed. But be this as it may, the deviation 
 fiom the lau^ takes place in such extreme cases, and
 
 30 INLAND TRANSIT. 
 
 I 
 
 under such peculiar circumstances, that no general 
 conclusion can be safely drawn from it. I can ven- 
 ture to affirm, that a similar result would not be 
 found to attend the propulsion of a boat by a steam- 
 engine acting on paddle-wheels. 
 
 From what has been stated, it appears that the 
 resistance to the motion of a vessel in a liquid does 
 not increase in proportion with the weight of the 
 vessel and its cargo. Two vessels of equal transverse 
 section, but different lengths, may have very dif- 
 ferent weights, and yet suffer nearly equal resistance 
 from the liquid in which they are moved. This 
 forms a very important circumstance favourable to 
 transport by canals, as compared with transport on 
 other roads. On roads, the resistance is always in 
 proportion to the weight ; and by combining this 
 circumstance with what has been already explained 
 respecting the dependence of the resistance on 
 the velocity, it will be easily perceived, that the 
 most advantageous mode in which canals can be 
 used is in the transport of very great weights at a 
 very low speed. Indeed, independently of the limit 
 of speed imposed by the law of resistance, there are 
 other circumstances connected with canals which 
 render any considerable rate of motion inapplicable 
 to them ; and one of the principal of these is, the 
 wear and even destruction of the embankments, 
 which would be produced by the rapid flow of water 
 caused by boats propelled through them at any rapid 
 rate of motion ; although I am of opinion that a light 
 steam boat can be propelled with more speed on 
 a canal than on the sea, with equal force. But 
 when a carriage is drawn or impelled along a hard 
 and level road, the motion which it receives from the 
 first impulse would continue undiminished for a short
 
 INLAND TRANSIT. 31 
 
 time, if the road and the faces of the wheels were 
 perfectly smooth, and no resistance of the air. Tliis 
 is a consequence of one of the first and most simple 
 properties of matter, — mertia ; that property in 
 virtue of which a body would remain for ever at rest, 
 if not put into a state of motion by the action of 
 some external force. But the formation of a per- 
 fectly smooth road, and of perfectly smooth wheels 
 to move on that road, is impracticable in this country. 
 The surface of the road and the surface of the wheels, 
 whatever is their materials, or with whatever care 
 they may be constructed, will be covered with as- 
 perities ; which will obstruct the motion of the car- 
 riage in proportion to their number and magnitude, 
 and in proportion to the weight with which the car- 
 riage presses upon them. The more these asperities 
 are removed, therefore, the less will be the force of 
 traction necessary to continue the motion of a car- 
 riage loaded with a given weight. Experiments 
 made on an extensive scale by Coulomb, Ximenes, 
 and other philosophers, have established satisfactorily, 
 that, when the quality of the road and of the wheels 
 are the same, the resistance of the motion of the car- 
 riage, arising from the roughness of the road, will 
 always be in proportion to the weight of the carriage. 
 A double weight will oflfer double resistance, a triple 
 weight a triple resistance, and so on. The same 
 experiments establish another consequence, materially 
 affecting all questions respecting the work performed 
 on roads. This result is, that the resistance to the 
 motion of a carriage is altogether independent of the 
 velocity of that motion ; and that, whatever be the 
 speed at which the carriage moves, the resistance 
 will sufier no change. Indeed, any slight change
 
 INLAND TRANSIT. 
 
 which may have been indicated, ratlier shows a dimi- 
 nution of resistance with increased speed ; but for 
 practical purposes the resistance may be regarded as 
 constant, and quite independent of the velocity. I 
 therefore infer, that the power of traction necessary 
 on level roads, whether they be roads of stone or 
 roads of iron, will always be in proportion to the 
 load, and independent of the speed. 
 
 This becomes one of the most striking features of 
 difference between the effects in favour of roads and 
 against canals. In the latter, every increase of speed 
 renders a proportionate increased power of traction 
 necessary ; while in the former no increased power 
 of traction whatever is needed. If a carriage be 
 propelled on a road ten miles in five hours, or ten 
 miles in one hour, the power of traction must be 
 precisely the same in both cases ; but if a boat be 
 propelled on a canal ten miles in one hour, the power 
 of traction must be more than ten times that which 
 would be necessary to carry it ten miles in five hours. 
 This observation will be equally applicable to turn- 
 pike roads and railroads, as compared with canals ; 
 and it will lead to the inference that there is a limit- 
 ing speed, at which the effect of canals must equal 
 the effect of a hard level road travelled by a carriage ; 
 and that below this limit the canal has the advantage, 
 while, above it, the advantage lies with the road. As 
 the resistance to the boat in the water has an imme- 
 diate dependence on its rate of motion, it follows, 
 that by reducing that rate of motion without limit, 
 the resistance may be also reduced in a proportionate 
 limit; while, on the other hand, the resistance to a 
 carriage moving on a railroad, being independent of 
 tlie speed, the reduction of speed can cause no dimi-
 
 INLAND TRANSIT. 33 
 
 nution in the resistance. It is therefore possible to 
 assign such a velocity to a boat moved on a canal, 
 that the resistance will exactly eqaal the resistance of 
 the road to the carriage loaded with a weiglit equal 
 to that of the boat. 
 
 Now, as the resistance of a canal below this limit 
 will be less, while the resistance of the road will 
 remain the same, it follows that at lower velocities 
 the canal, caHeris paribus, will present less resistance 
 to the force of traction. On the other hand, by in- 
 creasing the speed beyond the limit assigned, the 
 resistance of the canal increases faster than the square 
 of the velocity, while the resistance of the road suf- 
 fers no increase whatever. Hence, above this limit, 
 the road will possess considerable advantage over a 
 canal. 
 
 But besides this, the resistance of the road to the 
 carriage increases in the direct proportion of the 
 weiglit of the load ; while the resistance of a canal to 
 the boat is, comparatively speaking, but slightly in- 
 creased by an increase of the weight. From these 
 circumstances it is easy to infer, that very great 
 weights, moved at very low velocities, require a less 
 DOwer of traction on canals than on common roads. 
 But, on the other hand, when the speed is increased, or 
 when the load is more moderate in its amount, the ad- 
 vantage of a common road prevails, and more especi- 
 ally with reference to the increase of speed. The 
 greatest speed at which canals can be advantageously 
 worked is from two to two and a half miles an hour. 
 Now, we shall see hereafter, that when adequate 
 moving powers are applied, even with very consider- 
 able weights, the speed attainable, without loss of 
 advantage on roads, bears a large proportion to this.
 
 S4i INLAND TRANSIT. 
 
 Railroads are contrivances for obtaining a surface 
 for the wheels of carriages to roll upon, smoother 
 than the surface of a turnpike road, whether Mac- 
 adamised or paved. To accomplish this, bars of iron 
 are constructed of a suitable length, and laid upon 
 the road, so that they present upwards a smooth sur- 
 face ; their extremities resting upon large blocks of 
 stone firmly imbedded in the earth, called sleepers. 
 These iron bars, which are called r^ails^ are firmly 
 connected end to end, and extend from sleeper to 
 sleeper along the whole line of road, so as to form 
 one continuous smooth track or line of iron surface, 
 upon which the wheels of the carriage roll. Two 
 parallel tracks of these bars are placed at a distance, 
 corresponding to that of the width of the wheels of 
 the carriage intended to run upon them. The wheels 
 are constructed with a ledge of iron projecting at 
 right angles to the faces of their tires, which as they 
 roll catches the inner surface of the rail, so as to 
 prevent the carriage from slipping off at either side. 
 There are several forms of rails in use, some have a 
 saddle edge to receive the vec of the wheel. 
 
 When the surfaces of the tire and the rail are clean, 
 the resistance which they present is extremely small, 
 owing to the hardness of the material of which they 
 are composed, and the smoothness of which its sur- 
 face is susceptible. Two parallel tracks of rails upon 
 which the wheels of the same carriage roll are called 
 *' a single line of railway." In order to enable car- 
 riages on such a line moving in contrary directions 
 to pass one another, retiring places called sideings 
 are provided at certain intervals, into which a car- 
 riage may be turned, so that one may wait till an- 
 other passes. This provision is indispensable where
 
 INLAND TRANSIT. 35 
 
 the points of intercourse are connected only by a 
 single line ; but, in cases of great intercourse, two 
 lines are sometimes provided for carriages moving in 
 opposite directions, in which the delay produced by 
 carriages meeting in opposite directions is avoided. 
 
 The power of traction required on a well-con- 
 structed level railway is generally estimated at the 
 240th part of the load drawn. The smallness of 
 this proportion gives rise to a consequence of great 
 practical importance when inclined planes occur ; as 
 must always be the case at points where the level of 
 the country road changes. In addition to the ordi- 
 nary resistance of the rails, the power of traction in 
 ascending must overcome the tendency of the load 
 to descend by its gravity. This tendency, as is well 
 known, bears a proportion to the load equivalent to 
 the elevation of the plane. If the plane rise 1 foot 
 in 100, the tendency of a load of 100 tons to descend 
 will be J ton. Upon this principle, if the plane rise 
 1 foot in 240, the power of traction, compared with 
 that which is necessary upon a level, will be double. 
 An ascent of 2 feet in 240, or 1 in 120, will require 
 a three-fold power of traction ; an ascent of 3 feet 
 in 240, or 1 in 80, will require a four-fold power of 
 traction, and so on. Hence it is obvious how enor- 
 mously the drawing power must be increased even by 
 the slightest incurvation. An ascent of 1 in 240, or 
 17 feet in 1400 yards, which requires the power of 
 traction to double its energy, is scarcely perceptible 
 to the eye j and the rise of 1 in 96 at Rainhill, on 
 the Manchester line, which is barely perceivable, re- 
 quires the power of traction to increase its intensity 
 in nearly a four-fold proportion. It follows, there- 
 fore, that whatever agent may be employed as a pro- 
 pelling power on a railroad having incurvations upon 
 
 D
 
 36 INLAND TRANSIT. 
 
 it, however inconsiderable, must be susceptible of 
 varying its energy and speed within very wide limits. 
 This constitutes one of the greatest practical difficul- 
 ties which the railroad system has to encounter. 
 
 Upon common turnpike roads or paved streets, 
 this inconvenience is less than on railroads. The 
 power of traction necessary on these roads is very 
 variable, owing to the want of uniformity in their 
 surfaces; but on a level Macadamised road it is 
 estimated, on an average, by Mr. Gurney, as a 12th 
 part of the weight of the load. Thus a carriage, 
 weighing 12 cwt., would require a power of traction of 
 1 cwt. ; a carriage weighing 6 tons requires a power of 
 traction amounting to half a ton, and so on. The in- 
 creased power of traction required by an ascent on a 
 turnpike road is estimated exactly in the same manner 
 as for railroads. An ascent of 1 foot in 12 will add to 
 the power of traction necessary on a level an in- 
 creased power amounting to one-twelfth of the load, 
 and thus such an ascent would require the power of 
 traction to be doubled ; but all ascents less abrupt 
 than 1 in 12 would not require the power of traction 
 to be increased in so great a degree as double its 
 amount on the level. It therefore follows, that so 
 great a susceptibility of increase is not necessary in 
 the powers of traction used on common roads in 
 cases of ascent, as in those used on railroads. This 
 arises not from any advantage possessed by common 
 roads compared with railroads, but from the very 
 reverse. The increase to the power of traction re- 
 quired by an ascent on a common road, is exactly 
 the same in amount as that which would be required 
 by an ascent of the same elevation on a railroad. But 
 the power of traction necessary on a level common 
 road is so great, that the increase caused by an ele-
 
 INLAND TRANSIT. 37 
 
 vation becomes no considerable addition ; while the 
 power of traction on a level railroad is so small, that 
 the increase produced by the smallest inclination is 
 severely felt. 
 
 That a railroad should be effective, it is therefore 
 necessary that a propelling power should be used 
 capable of great variation in its intensity, or that ad- 
 ditional powers of traction should be provided at 
 every inclination, or, finally, that, in the original con- 
 struction of the road, a level be maintained as near 
 as possible, and in no case should the inclination 
 exceed 14 feet in a mile. Valleys must, therefore, 
 be traversed by embankments or aqueducts, and hills 
 intersected by artificial chasms of open cutting. To 
 penetrate them by tunnels, except in very rare cases 
 and short distances, is inexpedient ; for the travelling 
 steam-engine generally used on railroads cannot be 
 used in a tunnel, owing to the air being rendered 
 unfit for breathing by the effect of the fire. Besides 
 the resistance that the air in the tunnel will give to 
 the carriage passing through it, even were tunnels 
 practicable, the great original expense of construction 
 forms a strong objection. 
 
 A turnpike road, on the other hand, is usually car- 
 ried in a winding course, through an undulating 
 country, avoiding hills of great acclivity ; and though 
 the length will be thereby increased, yet the total 
 expenditure of the power of traction will be dimi- 
 nished.* The power of traction necessary on common 
 roads in different states of repair, or differently con- 
 structed, is subject to great variation. Experiments 
 
 * I am not aware whether any comparative estimate has 
 been made of the expense of original construction and repairs of 
 turnpike roads and railroads. We suspect that the result of such 
 a calculation would be more favourable to railroads than is 
 generally supposed. 
 
 D 2
 
 38 INLAND TRANSIT. 
 
 on this power were made by the direction of the com- 
 missioners for the Holyhead Road, with a view to 
 ascertain the best mode of constructing and repairing 
 that road. The result of these experiments shows 
 that the power of traction over a level well-con- 
 structed pavement, varies from 32 to 39 lbs. for every 
 ton. A waggon, weighing 21 cwt. 8 lbs., drawn 
 over a well-laid pavement in Piccadilly, required 
 a power of traction, varying from 33 to 40 lbs. In a 
 place where the pavement was uneven, and worked 
 into holes, the power was increased to 48 lbs. ; but 
 it may be assumed, that the power of traction on the 
 best laid pavement — such as that which may be seen 
 before the new buildings in the Strand, and in Par- 
 liament Street, when newly paved — is at the rate of 
 about 32 lbs. to the ton. On a broken stone surface 
 of old flint road, the traction is about 64 lbs., being 
 double that of a pavement. On a gravel road, the 
 power of traction is nearly 150 lbs. to the ton ; on a 
 broken stone road, having a rough pavement found- 
 ation, the traction is 45 lbs. to the ton. 
 
 From these results, it appears that Mr. Gurney*s 
 estimate of the comparative traction on railroads and 
 common roads is not supported by experiment. The 
 traction on a railroad being about 9 lbs. in the ton, 
 and that on the best laid pavement being 32, the 
 latter is three and a half times the former. The trac- 
 tion on a well-made stone surface of old flint road is 
 about seven times the traction on a railway. On a 
 gravel road, it is about fifteen times, and on a broken 
 stone road, with a rough pavement foundation, it is 
 about five times the traction of the railway. I may 
 not be, perhaps, far from the truth in assuming that 
 the average traction of level turnpike roads, in the 
 summer or frosty season, is about twelve times that
 
 INLAND TRANSIT. 39 
 
 of railroads ; and consequently that the same power 
 acting on a railroad, will always draw or impel twelve 
 times the load which it can transport on a common 
 road. But I am decidedly of opinion that a steam 
 coach or carriage cannot be used on turnpike roads 
 in the winter season, more particularly after a sharp 
 frost, on a new road ; and the repairs of the old road 
 will cause that resistance at all times, that will render 
 the attempt useless. 
 
 Having noticed the different kinds of roads over 
 which inland transit is effected, I shall now con- 
 sider the powers of traction, or the motive forces 
 which are used on these roads. These are at present 
 either that of horses or steam-engines. 
 
 The law which regulates the expenditure of animal 
 strength in labour, has never yet been accurately 
 ascertained by observation ; nevertheless, there are 
 certain general facts known respecting it, which, 
 though not capable of being reduced to a mathema- 
 tical expression, are yet sufficiently defined to lead to 
 useful conclusions. In all cases where a horse is used 
 as the means of transit, he must, besides the load 
 which he bears, move the weight of his own body, 
 and a great portion of his strength is thus employed. 
 This portion is found to increase at a rapid rate with 
 the velocity, so that as the speed of his motion in- 
 creases, the quantity of power which he can spare to 
 his load is as rapidly diminished. In fact, between 
 the load which he bears, and the speed with which 
 he is capable of moving it, there is a certain relation, 
 which, if it could be ascertained exactly, and expressed 
 mathematically, would give the whole theory of ani- 
 mal power considered as a mechanical agent. There 
 are two obvious limiting states, between which, at some 
 intermediate point, the effect of the horse's power is 
 
 D 3
 
 40 INLAND TRANSIT. 
 
 a maximum. There is a certain load which the ani- 
 mal is barely able to support, but unable to move with 
 any useful speeds On the other hand, there is a cer- 
 tain speed, at which the animal is barely able to move 
 his own body, but unable to support any useful load. 
 In both these cases, his useful effect as an agent of 
 labour, vanishes ; and between these limits, it varies 
 according to different proportions. An empyrical 
 formula, assigned by Euler, and quoted by numerous 
 mechanical writers, comes perhaps sufficiently near 
 the practical effects for our purposes.* Let us sup- 
 pose that the greatest speed of which a horse is capable 
 when unloaded, is fifteen miles an hour, and the great- 
 est load which he is capable of bearing without 
 moving with any useful speed, to be divided into 225 
 equal parts ; — then the load which he is capable of 
 bearing at fourteen miles an hour, will be one of these 
 equal parts ; that which he is capable of bearing at 
 thirteen miles an hour will be four of these parts ; at 
 twelve miles an hour, nine of them, and so on ; the 
 load being expressed by the squares of the successive 
 integer numbers increasing as the speed with which 
 he moves is decreased. By multiplying the load by 
 the speed, the useful effect is obtained ; and by this 
 mode of calculation, it would follow that the greatest 
 effect of horse power is obtained when the animal 
 moves at one third of that rate which is the greatest 
 of which he is capable when unloaded ; and that the 
 load which he bears at that speed will be four-ninths 
 of the greatest load which he is capable of bearing 
 with any useful motion for two hours. From this 
 we may infer generally, that in the use of animal 
 
 * Let L be the greatest load which the horse can bear 
 without moving, and V his greatest speed without a load ; then 
 if X be any load, and y the corresponding speed, we shall have 
 
 V2a;=(V-j/)'-'L.
 
 INLAND TRANSIT. 41 
 
 power, as a mechanical mover, advantage is lost with 
 every increase of speed beyond a very moderate limit; 
 and that at certain rates, and those not high in de- 
 gree, all usefid effects disappear. 
 
 It is found in practice, that a waggon used on a 
 turnpike road, and loaded to the amount of eight tons, 
 may be drawn by horses, at the rate of two miles and 
 a half an hour, — the horses working for eight hours 
 daily. Thus the performance of a horse in this way will 
 amount to one ton transported twenty miles a-day. A 
 mail-coach, weighing two tons, and travelling at the 
 rate of ten miles an hour, may be worked on a line of 
 road in both directions by a number of horses equal to 
 the number of miles. Thus, the performance of each 
 horse would amount to two tons carried two miles 
 daily, or four tons carried one mile. In the case, how- 
 ever, of horses working in this way, it appears, by a 
 petition of coach proprietors presented to the House 
 of Commons, that it is necessary to renew the stock 
 every third year ; from whence we must infer that 
 the animal is overworked. 
 
 From what has been explained, respecting the re- 
 sistance of fluids, and from the relation which I have 
 shown to subsist between the speed of horses and the 
 performances which they are able to effect, it will be 
 apparent that that rate of motion which renders the 
 resistance of a fluid least injurious to the effect pro- 
 duced, is also that speed at which a horse can work 
 with the greatest possible effect. This speed is from 
 two and a half to three miles an hour ; and I accord- 
 ingly find, that when horse power is used to propel a 
 boat on a canal, the eflect is a maximum at that rate 
 of motion ; but if a higher rate be attempted, I find, 
 as might be easily anticipated from the principles al- 
 ready laid down, that the diminution of effect takes 
 
 D 4
 
 42 INLAND TRANSIT. 
 
 place in an immensely rapid proportion. Even if the 
 resistance of a fluid were not increased, the effect of a 
 horse's power, by the condition of his nature, would 
 be materially reduced by every increase of speed; 
 and, on the other hand, even were a horse capable of 
 working with the same effect at an increased speed, 
 the resistance of a fluid, increasing in a greater pro- 
 portion than the square of the speed, would impair 
 the total eflfect. But, in fact, these two causes co- 
 operate ; and both theory and experience agree in the 
 result, that horse power at greater speed than about 
 three miles an hour, is altogether incompatible with 
 any useful effect upon canals ; and ten miles an hour 
 on turnpike roads, for any useful purpose. 
 
 To render intelligible the advantages which attend 
 the use of steam as a moving power in the transit 
 of loads over land, w hether by canals or roads, it will 
 be necessary to premise a few observations respecting 
 the steam-engine. It is a universal property of mat- 
 ter, that by the application of heat, so as to raise its 
 temperature, it suffers an increase in its magnitude. 
 Also in different substances, when certain tempera- 
 tures are attained by the application of fire or other 
 methods of heating, they undergo a change of form. 
 Solids, at certain temperatures, are converted into 
 liquids ; and liquids, in like manner, when heated to 
 certain degrees, become aeriform fluids or gases. 
 These changes are familiar to every one in the ordi- 
 nary phenomena attending water. Below the tem- 
 perature of 32° of the common thermometer, that sub- 
 stance exists in the solid form, and is called ice. 
 Above that temperature, it passes into the liquid 
 state, and is called water ; and when raised to the 
 temperature of 212°, under ordinary circumstances, 
 it passes into the aeriform state, and is called steam.
 
 INLAND TRANSIT. 43 
 
 It is to this last change that I wish at present princi- 
 pally to call the attention of the reader. In the tran- 
 sition of water from the liquid state to the state of 
 vapour or steam, an immense change of bulk takes 
 place. In this change, a solid inch of water enlarges 
 its size about I7OO times, and forms I7OO solid inches 
 of steam. This expansion takes place accompanied 
 with a certain force of pressure, by which the vapour 
 has a tendency to burst the bounds of any vessel 
 which contains it. The steam which fills I7OO solid 
 inches, at the temperature of 212°, will, if cooled 
 below that temperature, return to the liquid form, 
 and occupy only one solid inch, leaving 1699 solid 
 inches vacant ; and, if it be included in a close vessel, 
 leaving the surfaces of that vessel free from the inter- 
 nal pressure to which they were subject before the 
 return of the water to the liquid form. If it be pos- 
 sible, therefore, alternately to convert water into 
 vapour by heat, and to reconvert the vapour into 
 water by cold, I shall be enabled alternately to sub- 
 mit any surface to a pressure equal to the elastic force 
 of the steam, and to relieve it from that pressure, so 
 as to permit it to move in obedience to any other 
 force which may act upon it. Or again, suppose that 
 we are enabled to expose one side of a movable body 
 to the action of water converted into steam, at the mo- 
 ment that we relieve the other side from the like pres- 
 sure by reconverting the steam which acts upon it 
 into water, the movable body will be impelled by the 
 unresisted pressure of the steam on one side. When 
 it has moved a certain distance in obedience to this 
 force, I suppose that the effects are reversed. Let the 
 steam which pressed it forwards be now reconverted 
 into water, so as to have its action suspended ; and at 
 the same moment, let steam raised from water bv
 
 4>4f INLAND TRANSIT. 
 
 heat be caused to act on the other side of the movable 
 body ; the consequence will obviously be, that it will 
 now change the direction of its motion, and return in 
 obedience to the pressure excited on the opposite 
 side. Such is, in fact, the operation of an ordinary 
 low pressure steam-engine. The piston or plug which 
 plays in the cylinder is the mover to which we have 
 I'eferred. The vapour of water is introduced upon 
 one side of that piston at the moment that a similar 
 vapour is converted into water on the other side, and 
 the piston moves by the unresisted action of the 
 steam. When it has arrived at the extremity of the 
 cylinder, the steam w^hich just urged it forward is 
 reconverted into water, the piston is relieved from 
 its action, and returns again to the bottom of the 
 cylinder, by which a partial motion is continued. At 
 the same moment, a fresh supply of steam is intro- 
 duced upon the other side of the piston, and its 
 pressure causes the piston to be moved in a direction 
 contrary to its former motion. Thus, the piston is 
 moved in the cylinder alternately in the one direction 
 and in the other, with a force equivalent to the pres- 
 sure of the steam which acts upon it. A strong metal 
 rod proceeds from this piston, and communicates 
 with proper machinery, by which the alternate mo- 
 tion of the piston backwards and forwards, or up- 
 wards and downwards in the cylinder, may be com- 
 municated to whatever body is intended to be moved. 
 The power of such a machine will obviously depend 
 on the dimensions of the boiler, and on the magnitude 
 of the piston or the movable surface which is ex- 
 posed to the action of the steam, and partly on the 
 pressure or temperature of the steam itself. The ob- 
 ject of converting the steam into water by cold, upon 
 that side of the piston towards which the motion takes
 
 INLAND TRANSIT. 45 
 
 place, is to relieve the piston from all resistance to the 
 moving power. This renders it unnecessary to use 
 steam of a very high pressure, inasmuch as it will have 
 no resistance to overcome, except the friction of the 
 piston with the cylinder, and the ordinary resistance 
 of the load which it may have to move. Engines 
 constructed upon this principle, not requiring, there- 
 fore, steam of a great pressure, have been generally 
 called * low-pressure engines.* The re-conversion of 
 the steam into water requires a constant and abun- 
 dant supply of cold water, and a fit apparatus for 
 carrying away the water which becomes heated, in 
 cooling the steam, and for supplying its place by a 
 fresh quantity of cold water. It is obvious, that such 
 an apparatus is incompatible with great simplicity 
 and lightness, nor can it be applied to cases where 
 the enofine is worked under circumstances in which 
 a fresh supply of water cannot be had. 
 
 The re-conversion of steam into water, or, as it is 
 technically called, the condensation of steam, is, how- 
 ever, by no means necessary to the effective operation 
 of a steam-engine. From what has been above said, 
 it will be understood that this effect relieves the piston 
 of a part of the resistance which is opposed to its mo- 
 tion. If that part of the resistance were not removed, 
 the pressure of steam acting upon the other side 
 would be affected in no other way than by having a 
 greater load or resistance to overcome ; and, if that 
 pressure were proportionately increased, the effective 
 power of the machine would remain the same. It 
 follows, therefore, that if the steam upon that side of 
 the piston towards which the motion is made were 
 not condensed or expelled, the steam urging the pis- 
 ton forwards on the other side would require to have 
 a degree of intensity greater than the steam in a low-
 
 46 INLAND TRANSIT. 
 
 pressure engine, by the amount of the pressure of the 
 uncondensed steam on the other side of the piston. 
 
 An engine working on this principle has, therefore, 
 been called a high pressure engme. Such an engine 
 is relieved from the incumbrance of all the condensing 
 apparatus and of the large supply of cold water ne- 
 cessary for the reduction of steam to the liquid form ; 
 for, instead of being so reduced, the steam is, in this 
 case, simply allowed to escape into the atmosphere. 
 The operation, therefore, of high-pressure engines 
 will be readily understood. The boiler producing 
 steam of a very powerful pressure, is placed in com- 
 munication with a cylinder furnished in the usual 
 manner with a piston ; the steam is allowed to act 
 upon one side of the piston, so as to impel it from the 
 one end of the cylinder to the other. When it has ar- 
 rived there, the communication with the boiler is re- 
 versed, and the steam is introduced on the other side 
 of the piston, while the steam which has just urged 
 the piston forwards is permitted to escape into the 
 atmosphere. It is evident, that the only resistance to 
 the motion of the piston here, is the pressure of that 
 portion of steam which does not escape into the air ; 
 which pressure will be equal to that of the air itself, 
 inasmuch as the steam will continue to escape from 
 the cylinder as long as its elastic force exceeds that 
 of the atmosphere. In this manner the alternate 
 motion of the piston in the cylinder will be continued ; 
 the efficient force which urges it being estimated by 
 the excess of the actual pressure of the steam from 
 the boiler above the atmospheric pressure. The su- 
 perior simplicity and lightness of the high-pressure 
 engine must now be apparent, and these qualities re- 
 commend it strongly for all purposes in which the 
 engine itself must be moved from place to place j for
 
 INLAND TRANSIT. 47 
 
 this improvement we are indebted to Mr. Perkins's 
 talented genius. 
 
 The steam-engine, therefore, consists of two dis- 
 tinct parts, — the boiler, which is at once the ge- 
 nerator and magazine of steam, and the cylinder with 
 its piston, which is the instrument by which this 
 power is brought into operation and rendered effective. 
 The amount of the load or resistance which such a 
 machine is capable of moving, depends upon the in- 
 tensity or pressure of the steam produced by the 
 boiler, and on the magnitude of the surface of the 
 piston in the cylinder, and the machinery upon which 
 that steam acts. The rate or velocity of the motion 
 depends, not on the power or pressure of the steam, 
 but on the rate at which the boiler is capable of ge- 
 nerating it. Every stroke of the piston consumes a 
 cylinder full of steam ; and, of course, the rate of the 
 motion depends upon the number of cylinders of 
 steam which the boiler is capable of generating in a 
 given time. These are two points which it is essential 
 should be distinctly understood, in order to compre- 
 hend the relative merits of the boilers used in travel- 
 ling steam-engines, or steam carriages. 
 
 The motion which is primarily produced in a 
 steam-engine, is a reciprocating or alternate motion of 
 the piston from end to end of the cylinder ; but the 
 motion which is necessary to be produced for the 
 purposes to which the engine is applied, is rarely or 
 never of this nature. This primary motion, there- 
 fore, is almost always modified by some machinery 
 interposed between the piston and the object to be 
 moved. The motion most generally required is one 
 of rotation, and this is accomplished by connecting 
 the extremity of the piston-rod with a contrivance 
 constructed on the revolving axle, called a crank.
 
 48 INLAND TRANSIT. 
 
 This contrivance does not differ in principle from the 
 common winch, or from the key wliich winds a clock. 
 The motion of the piston-rod backwards and forwards 
 turns such a winch. At each termination of the 
 stroke, the piston, from the peculiar position of the 
 crank, loses all power over it. To remedy this, two 
 cylinders and pistons are generally used, which act 
 upon two cranks placed on the axle at right angles to 
 each other ; so that at the moment when one of the 
 pistons is at the extremity of its stroke, and loses its 
 power upon one crank, the other piston is at the 
 middle of its stroke, and in full operation on the other 
 crank. By these means an unintermitting force is 
 kept in action. 
 
 So far as relates to the capability or power of the 
 steam-engine, no difficulty attends its application to 
 inland navigation. Either low pressure or high pres- 
 sure engines may be applied to this purpose. Light- 
 ness and space are of some importance, but not so 
 indispensable as to exclude low-pressure engines from 
 the barges on canals or rivers, if they were preferable 
 upon other accounts. There are, however, obstacles 
 of a nature independent of the qualities of the steam- 
 engine, which seem to preclude the use of steam as a 
 moving power upon canals, except in very rare in- 
 stances. The agitation of the water produced by any 
 impelling power which acts in the manner of paddle- 
 wheels or oars, as at present constructed, is found to 
 be very destructive to the banks. Attempts have 
 been made to remove this inconvenience by placing 
 a paddle-wheel in the centre of the stern, acting as 
 much as possible in the middle of the canal ; and 
 various contrivances have been sun-pested for feather- 
 ing the paddles, so as to cause a diminished agitation 
 in the water. None of these contrivances have, how-
 
 INLAND TRANSIT. 49 
 
 ever, succeeded ; and, except in the great ship canals 
 in Scotland, steam-boats have not been generally 
 adopted. 
 
 One of the principal causes of the advantage which 
 steam posseses over horse power, arises from the cir- 
 cumstance that speed does not diminish efficiency. A 
 given quantity of steam, whether produced and ex- 
 pended slowly or quickly, will cost the same sum, 
 and will perform the same work ; but this is quite 
 otherwise with horses, as has been already explained. 
 The same quantity of actual laboL;r executed in a 
 short space of time, requires a far greater expenditure 
 of horse power than if it were performed at a slower 
 rate ; and hence it follows, in the comparison of the 
 effects of steam power with that of horses, that the 
 advantage of the former is slight, when slow rates of 
 motion only are considered. To give the steam- 
 engine its full advantage, if worked upon canals, it 
 would, therefore, be necessary to propel the boat at a 
 greater speed than 2^ miles an hour, — the rate at 
 which horses can work with the greatest effect. But 
 here again an obstacle is interposed, depending upon 
 the nature and structure of canals. A boat moving 
 in a canal at a higher rate than 3 miles an hour, is 
 found to produce such a surge and motion of the 
 water, as to injure or even destroy the embankments, 
 unless in canals of considerable width, such as the 
 great Caledonian Canal. Were the steam-engine, 
 therefore, applied to propel boats upon any of the or- 
 dinary canals, it would be necessary to limit the speed 
 to that rate at which the steam-engine competes with 
 horses with the least advantage. It is probable that, 
 even under these circumstances, in most situations, 
 steam power would be found more economical than 
 that of horses. As the other circumstances, however.
 
 50 INLAND TRANSIT. 
 
 already alluded to, have hitherto excluded the use of 
 the steam-engine upon canals, and, as far as I can now 
 see, are likely to continue its exclusion, it is super- 
 fluous here to discuss the comparative merits of its 
 power and that of horses. We must for the present 
 regard the latter as the only power practically avail- 
 able upon canals for general use, and this power 
 generally limited to a speed not exceeding 3 miles an 
 hour. 
 
 It is not necessary here to notice particularly the 
 application of a steam-engine upon great rivers and 
 ship canals. There, it has no rival as a moving 
 power, at any speed within twelve miles an hour, and 
 its application is not restricted by any of those diffi- 
 culties which attach to ordinary canals. 
 
 There are tw^o methods by which the steam-engine 
 may be applied to a great advantage to draw or 
 impel carriages on a road. At certain stations, 
 placed at convenient intervals, there may be fixed 
 steam-engines which act upon ropes extending along 
 the road ; and by working these ropes, may draw 
 any wheel carriages which are attached to them. 
 In this manner, carriages may be drawn from station 
 to station, on a straight line of road upon which 
 engines of this kind may be provided. The other 
 method in general use consists in drawing the car- 
 riages by a travelling steam-engine, which impels 
 itself together with its load. In the former metliod, 
 large and powerful low-pressure, or condensing 
 engines, are admissible ; because they are stationary, 
 their weight and complexity are not limited, and a 
 sufficient supply of water may generally be provided 
 at the several stations. The travelling steam-engines 
 must, however, be liglit in their weight, small in their 
 bulk, and simple in their structure. For this reason,
 
 INLAND TRANSIT. 51 
 
 as well as because the transport of a large quantity 
 of cold water could not be conveniently effected, 
 high-pressure engines alone are preferable to all 
 others for locomotive purposes ; and even with these, 
 it is necessary to resort to extraordinary means to 
 combine sufficient powers of steam for the loads that 
 it is necessary to draw, with a sufficient heating 
 power to produce that steam, in the quantity neces- 
 sary to maintain the speed at which the engine is 
 capable to travel. 
 
 A travelling steam-engine is placed like an ordin- 
 ary carriage, upon four wheels. The axle of one 
 pair of these wheels is furnished with cranks, as 
 already described ; which cranks or driving wheel 
 are worked by the pistons of the cylinders of the 
 engine, so as to keep the axles in a constant state of 
 rotation. Upon this axle the wheels are fixed so as 
 to be incapable of turning independent of the axle, 
 as the wheels of a carriage do ; consequently, when 
 the engine causes the axle to revolve, it necessarily 
 causes the wheels fixed upon that axle also to revolve. 
 The pressure of the wheels upon the road gives them 
 a certain degree of adhesion, so that they are inca- 
 pable of slipping. When the axle is turned by the 
 engine, the carriage must therefore advance as the 
 wheels revolve. One stroke of the piston corre- 
 sponds to one revolution of the wheels j and in one 
 revolution of the wheels, the carriage advances 
 through a space equal to their circumference ; con- 
 sequently every stroke of the piston propels the car- 
 riage along the road, through a space equal to the 
 circumference of the working wheels. It is ap- 
 parent, therefore, that the speed or rate of motion of 
 the carriage will depend on the rate at which the 
 
 E
 
 52 INLAND TRANSIT. 
 
 boiler is capable of supplying sufficient power of 
 steam to the cylinder. 
 
 There are two distinct methods of placing the 
 loads upon the engine ; one, by placing it on the 
 same carriage with the engine itself; and the olher, 
 by causing the carriage which bears the engine to 
 drao; after it other carriaoes containiuiji; the load. 
 The latter method has been invariably adopted upon 
 railroads. On common roads, some projectors prefer 
 the one method, some the other. Whichever me- 
 thod be adopted, the pressure necessary to be 
 exerted on the piston, must depend upon the power 
 of the steam to overcome the resistance which the 
 load opposes to its progressive motion upon the 
 road; and this resistance again depends partly on 
 the nature of the road and its inclination to the level, 
 and partly on the weight of the load. Upon level 
 railroads, as has been already observed, the same 
 power is capable of impelling at least twelve times 
 as great a load as upon a good Macadamised turnpike 
 road. 
 
 The combination of lightness, power, and speed, 
 which is indispensable to the efficiency of travelling 
 steam-engines, requires that the boilers should be so 
 contrived that a small quantity of water should be 
 exposed to a great heating power. As the furnace 
 must necessarily be small, the fuel must, therefore, 
 be kept in fierce combustion ; and for this purpose a 
 powerful draft of air must be maintained through it. 
 The difficulty of accomplishing this, long obstructed 
 the progress of this invention ; but a fortunate appli- 
 cation of the waste steam which escaped from the 
 cylinder, after having urged the piston, and which 
 had been previously useless, solved this imj)ortant 
 problem. This steam was carried off by the chim-
 
 INLAND TRANSIT. 53 
 
 ney of the engine ; and being introduced into it 
 through a confined jet presented upwards, formed a 
 powerful steam-blast up the chimney, and a draft of 
 corresponding power was consequently produced 
 through the furnace. This admirable contrivance 
 forms one of the most important features in the 
 recent improvements of locomotive engines. Its 
 efficiency will be more fully appreciated when it is 
 considered, that in proportion to the velocity of the 
 engine, the discharge of steam from the cylinder will 
 be more rapid, and thus the draft in the furnace will 
 be most powerful at the moment when its power is 
 most wanted. 
 
 An unlimited power of draft in the furnace being 
 thus obtained, a fire of adequate intensity may 
 always be supported. The next object is to expose 
 the water to the action of this fire, under the most 
 advantageous circumstances. A great variety of 
 contrivances have been from time to time suffoested 
 for the attainment of this end. All, however, con- 
 sist in subdividing the water by some means or 
 other, so as to expose an extensive surface of it to 
 the action of the fire. Some have distributed the 
 water in small tubes, through and around which the 
 fire plays. Others have disposed it between thin 
 plates of metal, upon the external surface of which 
 the fire acts, so that a number of thin sheets of water 
 are exposed upon both sides to the action of the fire. 
 Others again have proposed to place the water be- 
 tween two cylinders, nearly equal to one another, so 
 as to have a thin cylindrical shell of water between 
 them, the fire acting both inside and all round the 
 cyUnders. A number of such concentrical cylin- 
 drical shells of water may thus be exposed to the 
 action of the furnace ; the space between the con- 
 
 E 2
 
 54 INLAND TRANSIT. 
 
 centrical cylinders forming the flues. Others }3ro- 
 pose to place the water in flat horizontal pans, 
 disposing it in thin strata, the lower surface of which 
 should be exposed to the action of the fire, the 
 upper forming the evaporating surface. It would be 
 impossible, were it even expedient, within the limits 
 of this article, to explain the details of all these 
 various contrivances. I shall, therefore, confine my 
 observations to one or two of those which have 
 either come into practical use, or which I consider 
 to be on the point of doing so. 
 
 The locomotive engines constructed by Mr. Ste- 
 phenson, and used on the Liverpool and Man- 
 chester railroad, consist of a cylindrical boiler placed 
 upon its side ; the furnace being at one end, and 
 the chimney at the other. This boiler has circular 
 ends, and its length (seven feet) from end to end, 
 is traversed by about 100 copper tubes, each an 
 inch and a half in diameter. These tubes form the 
 only communication between the furnace and the 
 chimney; and tlierefbre through them the draft 
 from the furnace towards the chimney must pass. 
 The furnace is a square chamber, of considerable 
 size, the back of which is connected with the end 
 of the boiler. Tiie sides and top, as well as part 
 of the front, are formed of a double plating of 
 iron, with a small intermediate space. The bottom 
 contains the grate-bars which support the fuel. The 
 space between the plating just mentioned, is filled 
 with water, which communicates with the water in 
 the boiler ; and every part of this intermediate space 
 being below the level of the water in the boiler, 
 must necessarily be always filled. 
 
 Under these circumstances it will be apparent, 
 that tiic surface of fire on the grate-bars is upon
 
 INLAND TRANSIT. 55 
 
 every side surrounded by a sheet of water, upon which 
 its radiant heat acts. The blast of air which rises 
 through the grate-bars, and passes through the 
 burning fuel, is carried by the draft through the 100 
 tubes which traverse the boiler longitudinally. This 
 highly heated air, in passing through the tubes, 
 imparts its heat to the water in the boiler by which 
 they are surrounded ; and when it issues into the 
 chimney, it is reduced to nearly the same tempera- 
 ture as the water itself. By these means, the greatest 
 portion of the heat, whether radiated by the fire, or 
 absorbed by the ah' which passes through it, is 
 imparted to the water; the shell of water surrounding 
 the furnace receiving the radiant heat, while the 
 water surrounding the tubes and the boiler receives 
 as large a portion of the heat absorbed by the air as 
 can be communicated to it. The shell of water sur- 
 rounding the furnace upon which the heat acts being 
 below the level of the water in the boiler, and being 
 generally heated somewhat more highly than that 
 water, has a tendency to ascend, a current is accord- 
 ingly established, running from the intermediate 
 space surrounding the furnace to the cylindrical 
 boiler, and a corresponding returning current must 
 of course take place. Thus there is a constant cir- 
 culation of water between the spaces surrounding the 
 furnace and cylindrical boiler. 
 
 A close chamber of some magnitude is constructed 
 at the opposite end of the boiler under the chimney, 
 and in this chamber are placed the working cylin- 
 ders. In the earlier engines used on the railroad, 
 these cylinders were placed outside the boiler, and 
 were consequently exposed to the atmosphere. A 
 considerable portion of heat was thus lost, the saving 
 
 of which was completely accomplished by transferring 
 
 E S
 
 56 INLAND TRANSIT. 
 
 the cylinders into the chamber under the chimney 
 just mentioned. This chamber receiving in the first 
 instance the hot air which rushes from the tubes, 
 and the exterior surfaces of the cylinders being ex- 
 posed to its action, their temperature is maintained 
 at nearly the same point as the water in the boiler. 
 
 These engines are placed upon four wheels, the 
 greater part of the weight, however, usually resting 
 upon two. Thus in an engine weighing eight tons, 
 five tons rest upon the large wheels, and three on the 
 less. The axle of the greater wheels is cranked, and 
 they are kept in a state of rotation by the engine. 
 In some engines, however, the pistons work the four 
 wheels, and in this case the wheels are of equal size, 
 and subject to equal portions of the weight. 
 
 At the time when extensive lines of railroad are in 
 progress, calling into action many millions of capital, 
 and the welfare and property of thousands, and when 
 other lines not less extensive are in contemplation, 
 it would be extremely desirable, were it possible, to 
 give an estimate of the regular- expense of maintain- 
 ing and working a railway, which has been already 
 successfully established, and the advantages arising 
 from it as a great comercial speculation. But there 
 are circumstances attending the Liverpool railway 
 which render such an estimate impracticable. The 
 proceedings of the company and their engineer, from 
 the moment when the earth was first opened on the 
 projected line, to the present time, cannot be justly 
 regarded in any other light than as a series of experi- 
 ments, each successful in itselfj but eacli only the 
 forerunner of improvements by which the previous 
 methods and expedients were superseded. And this 
 was naturally to have been expected, when it is 
 considered, that no great experiment of this nature
 
 INLAND TRANSIT. 57 
 
 was ever before tried ; for although raihxxuls, to the 
 number of about sixty exist throughout the kingdom, 
 the majority of which are of earlier date than the Li- 
 verpool line, yet they were worked chiefly by horses ; 
 and though, in a few cases, locomotive engines were 
 used, their application was never thought of in the 
 manner and to tiie extent or advantage to which the 
 ambition and enterprise of the Liverpool projectors 
 have aspired. Knowledge was therefore to be gained ; 
 and gained it could not be, but at the price of that 
 succession of comparative course of human experi- 
 ence. 
 
 It is well known, that in order to stimulate the en- 
 terprise of the country, and to ascertain the form of 
 engine best adapted for their purposes, the directors 
 of the company, early in the year 1829, proposed a 
 prize of .500/. for the best locomotive engine, which 
 should be produced under certain stipulated con- 
 ditions. This proposal led to a public tria!, at which 
 engines of three distinct forms were produced ; one 
 by Mr. Robert Stephenson, son of the engineer of the 
 railway; another by Messrs. Braithwaite and Ericson ; 
 and a third by Mr. Timothy Hackworth. Two 
 others were present, but did not undergo any part of 
 the trial. Mr. Stephenson's engine fulfilled all the 
 conditions proposed by the directors, and underwent 
 the whole of the trial : the other two also fulfilled the 
 conditions, but failed, from divers causes, before un- 
 dergoing that experimental test which was required 
 by the judges. The prize was accordingly with jus- 
 tice awarded to Mr. Stephenson, Jun. 
 
 There can be no doubt that this method of exciting 
 competition produced a favourable effect at the time ; 
 and most probably the enterprise would not have com- 
 menced with the same degree of success without some 
 
 E 4
 
 58 INLAND TRANSIT. 
 
 O 
 
 such expedient. Nevertheless, it has had also some hi- 
 JLirioLis consequences. It will be easily understood, that 
 an engine may possess great powers and capability of 
 improvement, and yet fail upon a single trial ; or it 
 may fail even from accidental causes, unconnected with 
 any defect either in its principle or in its details. The 
 complete success of the engine furnished by Mr. Ste- 
 phenson appears at once to have fascinated the direc- 
 tors ; and whether intentionally or not, the fact is 
 indisputable, that the monopoly of engines has ever 
 since been secured to the manufacturer of this parti- 
 cular form of machine. Even when Mr. Stephenson 
 was unable himself to supply engines as fast as the 
 company required them, and other engine-makers 
 were employed, it w^as under the most rigorous con- 
 ditions, to construct the engines upon the same prin- 
 ciple and in the same form, or nearly so, as that 
 which Mr. Stephenson had adopted.* Experience, the 
 great parent of all invention and improvement, so far 
 as the railroad afforded it, has thus been exclusively 
 confined to one particular form of engine. Under the 
 influence of this, a succession of improvements, as 
 might have been expected, have been made by the in- 
 genious inventors of the engine above described. 
 These improvements consist partly in the relative pro- 
 portion and strength of the parts, and partly in the ar- 
 rangement of the cylinders and their action upon the 
 wheels ; but all have been suggested by the results of 
 experiments, upon such a scale as was altogether un- 
 attainable, by any part of the vast stock of national 
 talent excluded from the road by those measures of 
 the directors, which limited the engines employed 
 
 * Mr. Bury, of Liverpool, has made some engines for the com- 
 pany. He has been allowed to depart from Mr. Stephenson's 
 model in some trifling particulars.
 
 INLAND TRANSIT. 59 
 
 to a single form, without deviation. The whole en- 
 terprise of the country was therefore paralysed, in as 
 far as the powers of this road were concerned ; with 
 the exception of one individual, who was fortunate 
 enough to obtain a field of exertion, which it must be 
 admitted he did not fail adequately to improve. It is 
 true that upon some occasions the Directors have 
 signified that they were willing to receive proposals 
 for engines of other forms, but upon the condition 
 that their performance should be in no degree in- 
 ferior to those of the engines used on the road at the 
 time of making such proposals. It is scarcely neces- 
 sary to point out the impolicy and injustice of such 
 conditions, when I consider the advantage possessed 
 by one engineer, in having the exclusive experience 
 of the road as his guide. It would perhaps have 
 been not only a more liberal, but a more wise policy 
 in the Directors, to have encouraged the inventive 
 genius of the country, by affording it in some degree 
 those opportunities and advantages which the pos- 
 session of so grand an instrument as their railroad 
 placed in their hands ; and this might have been 
 done in such a prudent way as would not have ex- 
 posed them to the charge of unduly rendering the 
 property of the Company subservient to the visionary 
 speculations of unpractised persons. 
 
 At the commencement of the undertaking, the 
 fuel consumed was at the rate of about 2 lbs. per ton 
 per mile ; and the engines were considered as suited 
 to draw about three times their own weight. Im- 
 provements, however, have been successively intro- 
 duced during the last two years, which have reduced 
 the consumption of fuel in a very considerable degree. 
 I am not able to speak of the actual consumption of 
 fuel in regular work, at this moment. However,
 
 60 INLAND TRANSIT. 
 
 several experiments, in which the consumption of 
 coke was actually observed ; and these experiments, 
 made at different periods, may be easily compared 
 one with another. In the experiment made with the 
 Rocket, constructed by Mr. Stephenson at the opening 
 of- the railw^ay, the consumption of fuel was found to 
 amount to 1^ lb. of coke per ton per mile, exclusive 
 of the weight of the engine and tender. Tiiis rate 
 of consumption was reduced, by increasing the num- 
 ber of tubes in the boiler and other means, to 1 lb. 
 per ton per mile ; and more recent experiments have 
 been made, which I have had the advantage of wit- 
 nessing, and in which a further reduction was 
 accomplished. 
 
 The load which the engines are capable of drawing 
 in proportion to their w^eight, has also been found 
 greatly to exceed that which at first was thought to 
 be the limit of their power. An engine weighing 8 
 tons is now in ordinary cases loaded to the amount 
 of about 100 tons gross ; but even this is below its 
 power of traction ; as will appear by the following 
 experiments which were made on the railroad during 
 the present year. 
 
 " No. 1. Engine, Victonj; weight 8 tons, 2 cwt., of which 
 5 tons, 4 cwt. are on the working wheels ; cylinder, 1 1 inches; 
 stroke, 16 inches diameter; working wheels, 5 feet." 
 
 " 5th May, 1832. Tl)is engine drew from Liverpool to 
 Manchester (30 miles) in I liour and 34 minutes, 20 loaded 
 waggons, weighing gross, 92 tons, 19 cwt. 1 quarter; con- 
 sumption of coke, 929 lbs. net ; was assisted up Ilainhill plane, 
 1| mile, by the Samson. 
 
 Speed on the level, - - 18 miles an hour. 
 
 Fall of 4 feet in a mile, - - 21.50. 
 
 6 in do. - - 25.50. 
 
 Rise of 8 feet in do. - - 17.G3. 
 
 Level sheltered from wind - - 20 
 
 " N.B. — Moderate wind direct a-head; slipped on Chat- 
 moss, and retarded two or three minutes.
 
 INLAND TRANSIT, 61 
 
 " 8th Ma}', same engine drew 20 waggons ; weight, gross, 
 90 tons, 7 cwt. 2 quai'ters, to Manchester, in 1 hour and 41 
 minutes; stopped to water, &,c. 11 minutes, halfway, not in- 
 cluded in the above; consumption of coke, 1,040 lbs., under 
 the same conditions as first experiment. 
 
 Speed on the level, - - 17-78 miles an hour. 
 
 Fall of 4 feet in a mile, - - 22 
 
 5 teet do., - - 22.25 
 
 Rise of 8 feet do., - - 15 
 
 " N.B. — High wind a-head ; connecting rod worked hot^ 
 being keyed too tight; on arriving at Manchester, pistons 
 found so loose in cylinders that steam blew through, owing to 
 the extra strain up hill. 
 
 " Oil the 29th of May, the engine called the Samson 
 (weighing 10 tons 2 cwt., with 14 inch cylinders, and 16 inch 
 stroke; wheels, 4 feet 6 inches diameter, both pair being 
 worked by the engine; steam, 50 lbs. pressure on the square 
 inch of the piston 130 tubes), was attached to, with 50 wag- 
 gons, laden with merchandise, net weight 1 50 tons. The 
 engine, with this load, travelled from Liverpool to Man- 
 chester, 30 miles in 2 hours and 40 minutes, exclusive of 
 delays for oiling and watering, &c., being at the rate of nearly 
 12 miles an hour. The speed varied according to the in- 
 clinations of the road. Upon a level it was 12 miles an hour; 
 upon a descent of 6 feet in a mile, it was 16 miles an hour; 
 upon a rise of 8 feet in a mile, it was about 9 miles an hour. 
 The weather v/as calm, the rails very wet, but the wheels did 
 not slip, even in the slowest speed, — except at starting, the 
 rails being at that place soiled and greasy with the slime and 
 dirt to which they are always exposed at the stations. The 
 coke consumed in this journey, exclusive of what was used in 
 getting up the steam, was 1762 lbs., being at the rate of a 
 quarter of a pound per ton per mile." 
 
 From these experiments, compared with former 
 results, it must be apparent in how progressive a 
 state the art is, of manufacturing and working loco- 
 motive engines ; and liow difficult it is in such cir- 
 cumstances to make any estimate which may form 
 a fair ground of calculation in future undertakings. 
 When the advancement of this art is so rapidly pro- 
 ceeding a major limit, beyond which the expenses 
 cannot pass ; and this limit may be readily deduced
 
 C^ INLAND TRANSIT. 
 
 from the published half yearly reports of the Liver- 
 pool company. I consider it the more necessary to 
 refer to these reports, and to quote their results, 
 because of the various erroneous statements which 
 have been put into circulation by parties who imagine 
 they have interests counter to railways. 
 
 It appears that regular traffic upon the railway 
 commenced on the l6th of September 1830; and 
 a report was published of the operations for 3^ 
 months, up to the 31st of December, 1830. It farther 
 appears, that during that period the profits of the 
 Company amounted to 14,432/. 19^. 5d. Hence, 
 taking the capital invested in this work, and expe- 
 riments at a million, which is very nearly its amount, 
 the profits during the first 3^ months were at the 
 rate of about five per cent. By subsequent reports, 
 it appears, that for the half year ending the 30th of 
 June, 183*2, the profits were above six per cent.; 
 and for the half year ending 31st of December, 
 1831, at the rate of more than eight per cent. The 
 amount of the half" year terminating on the 30th of 
 June, 1832, I believe is not yet published; but it 
 appears from the report published in March last, 
 that a considerable increase of trade took place in 
 the coaching department in the twelve weeks ending 
 the 23d of March, as compared with the corre- 
 sponding period in the last year, and that a like in- 
 crease was observed in the traffic in merchandise, 
 and traffic increasing every week. 
 
 I may therefore fairly assume, that the profits 
 upon this undertaking have not yet attained that 
 limit at which they will probably fix themselves. The 
 rate at which they will^ increase, must, no doubt, be 
 accelerated by the improvements which are daily 
 in progress in the art of constructing locomotive
 
 INLAND TRANSIT. 63 
 
 engines ; and improvements which extend to every 
 part of their operation, as well as the consumption of 
 fuel, the wear and tear of materials, the cost of ma- 
 nufacture, &c. The expenses of the Company have 
 hitherto been also increased by the circumstance of 
 the engines being started with loads inferior to their 
 power. This disadvantage has been lately, in a 
 certain degree, remedied, by their combining loads 
 of passengers and goods, in each cargo. 
 
 The name of a high-pressure engine was long in this 
 country a bugbear, and a sound connected with some 
 undefined and unintelligible notion of danger. It 
 would be very easy to show that the causes which 
 produce the explosion of boilers are not confined in 
 their operation to high pressure engines ; that they 
 depend upon circumstances altogether unconnected 
 with the temperature or pressure at which the steam 
 is raised; and, consequently, that such accidents 
 when they do occur, which is very rarely, are as 
 likely to happen in the one class of engines as the 
 other. But the best and most intelligible proof 
 which can be given of the groundlessness of this ap- 
 prehension, is the fact, that for a period of nearly 
 three years, during which travelling and traffic have 
 continued on the railway, and numerous high-pres- 
 sure engines have been constantly at work upon it, 
 no accident has ever yet occurred from explosion or 
 from any cause depending on the pressure of the 
 steam. Boilers have burst, it is true; but in burst- 
 ing they have been attended with no other effect 
 than that of extinguishing the fire, and suspending 
 the journey. Two or three accidents to passengers 
 have occurred, but in every case they have been pro- 
 duced by the want of the most ordinary care on the 
 part of the sufferer, and in only one instance have
 
 64 INLAND TRANSIT. 
 
 they been fata], althougli nearly a million of passen- 
 gers have travelled upon the road. If the number 
 of accidents which have occurred be compared with 
 those which occur upon a mail-coach road with the 
 same number of passengers, the comparison will 
 exhibit in a clear light the superior security for life 
 and limb afforded by the substitution of steam-engines 
 on railroads for horses. 
 
 As might be expected under such circumstances, 
 upon occasion of trials of this kind, complaints have 
 been made, and charges of unfair proceedings have 
 been brought against those employed upon the road. 
 The engine men of the Company, and those under 
 them, it is said, upon such occasions screwed down 
 or overloaded the safety-valves of Mr. Stephenson's 
 engines, with a view to give them an unfair ad- 
 vantage ; and have secretly inflicted injuries upon 
 those competing with them, for tlie purpose of dis- 
 abhng them, or impairing tlieir performance. I 
 believe that such complaints have come before the 
 directors, and that tliey have been found not always 
 groundless. The offender, it is said, has been some- 
 times dismissed. 
 
 I now take leave of this topic, recommending to 
 the directors to consider whether the continuance 
 of the system complained of be consistent with the 
 real interests of their constituents ; and the genius of 
 the country, and bringing it to bear upon one of the 
 noblest undertaking's which Eno-land or anv other 
 country in the present or any former age has beheld ; 
 — by considering wliether it be not advisable not 
 only to be free fiom suspicion, but to be free even 
 from the appearance of it ; — by considering whether 
 it be expedient that the same individual who is the 
 engine maker should be the engine judge ; and
 
 INLAND TRANSIT. 65 
 
 whether tlie directors, being themselves carriers, 
 should not exercise those functions with great cau- 
 tion and prudence, in which their peculiar situation 
 renders it necessary that they should act as judges 
 over other carriers competing with them. The 
 conduct oC the directors may have been unimpeach- 
 able ; — the conduct of the engineer may have been 
 free trom blame. I make no charge against either ; 
 but the public generally will never believe in the 
 purity of the one, or the blamelessness of the other, 
 until the strong appearances which circumstances of 
 their own creating have raised against them be re- 
 moved. 
 
 The next step in the progressive improvement of 
 the art of inland transit, is the adaptation of the 
 steam-engine to propel carriages on common roads. 
 The practicability and advantage of the same power 
 on railroads leads necessarily to enquire, whether 
 there is any and what difference in the quality of 
 railroads and turnpike roads, which would render a 
 power of traction so profitable on the one impracti- 
 cable on the other. I have seen that the resistance 
 to the rolhng motion of a carriage on a well-con- 
 sti'ucted turnpike road may be fairly estimated, cceteris 
 paribuSy at about twelve times the resistance on a rail- 
 road. It follows, therefore, that whatever be the 
 power of traction used, it will be capable of drawing 
 a load of proportionally less amount on the turnpike 
 road. The surface of a turnpike road is necessarily 
 more uneven than that of a railroad ; and, therefore, 
 subject to greater variation in the resistance which 
 it offers to the power of traction. A level railroad 
 may be considered as presenting a nearly uniform 
 resistance ; and whatever impelling power is used 
 upon it, it need be susceptible of no change in its 
 intensity. The want of the same evenness on the 
 
 I
 
 66 INLAND TRANSIT. 
 
 surface of a turnpike road, the different states of repair 
 in which different parts of it must necessarily be at 
 any given time, but, above all, the fact that the 
 rolhng of the carriages themselves is the means by 
 which the road is for the most part formed, con- 
 solidated and rendered smooth, make it necessary 
 that any power of traction used upon it shall be sus- 
 ceptible, as occasion may require, of considerably 
 varied energy. A newly made Macadamised road, 
 presenting a surface of loose broken stones, offers a 
 resistance several times greater than the same road 
 when its surface is worn smooth. Now, as parts of 
 every road are subject occasionally to be in this state, 
 that relation between the power of traction and the 
 load must be observed, which is suited to the most 
 difficult part of the road, as well the effects of a 
 thaw, after a severe frost to be encountered. 
 
 I have explained that the effect of incurvations 
 on a road will obstruct the speed, whether it be a 
 railroad or a turnpike road, — but that the increased 
 resistance offered by them on turnpike roads, bears 
 a much smaller proportion to the resistance on the 
 level, than is the case in railroads. The increased 
 power, therefore, required by them, is not so great 
 proportionaUi/ on turnpike roads as on railways; 
 and it may be doubted, whether such increase on the 
 regular mail-coach roads will often exceed that which 
 is necessary to overcome the inequalities of resistance 
 presented by the causes already explained on levels. 
 
 From the peculiar mode in which the steam-engine 
 is used in propelling carriages, it follows that no power 
 of traction, however intense, can be available beyond 
 the adhesion of the impelling wheels with the surface 
 of the road, which amount to double the weight of the 
 carriage propelled ; since that adhesion forms as it 
 were the fulcrum or purchase by which the moving
 
 INLAND TRANSIT. 67 
 
 power is enabled to propel the carriage. Like the resist- 
 ance to the rolling motion, this adhesion is subject to 
 much greater variation on common roads than on rail- 
 roads ; and to ascertain its practical power, that point 
 must be taken at which its efficiency is at its lowest 
 limit. This power of adhesion was Jong supposed to 
 be so slight on common roads, that no considerable 
 load could be impelled by its means. But more 
 recent experience has proved that it is abundantly 
 sufficient, under all ordinary circumstances, not only 
 to propel the carriage, whose load rests upon the 
 working wheels, but also to drag other carriages 
 loaded in its train, ten times its weight on a railroad. 
 An obstacle was also anticipated to the practic- 
 ability of this adaptation of the steam-engine, from 
 the supposition that carriages thus constructed and 
 propelled would occasion so rapid a wear and destruc- 
 tion of the turnpike roads, as to render the expenses of 
 the repairs greater than any advantages to be derived 
 from them could compensate. This objection, how- 
 ever, has also proved illusory. On the occasion of a 
 steam-carriage being worked on the road between 
 Gloucester and Cheltenham, for some months in the 
 year 1831 ; those interested in turnpike roads pro- 
 cured the legislature to pass various acts of par- 
 liament, imposing prohibitory tolls on carriages pro- 
 pelled by machinery. A petition for the repeal of 
 those acts was immediately elicited from Mr. Gurney, 
 then the most enterprising and successful of the 
 steam- carriage projectors. A committee of the 
 House of Commons was appointed to receive evi- 
 dence and to report on this petition ; the result of 
 which, was the report to which I have already al- 
 luded, and the consequent repeal of the prohibitory 
 toll acts. By the evidence laid before this committee 
 
 F
 
 68 INLAND TRANSIT. 
 
 it was satisfactorily established, not only that carriages 
 propelled by steam were not more injurious than car- 
 riages drawn by horses, but that they were consider- 
 ably less so. To adapt horse coaches to move with 
 the speed necessary for travelling, and for despatches, 
 the tires of the wheels should be of very limited 
 breadth; and latterly, they are even constructed 
 with a round surface, instead of a flat one, towards 
 the road ; the section of the tire by a plane through 
 the axle, and at right angles to the wheel, being a 
 semicircle or elongated semi-ellipse. In either case 
 such a wheel must cut up the best and hardest road. 
 The wheels of steam-carriages on the other hand, are 
 most efficient, when constructed with a broad tire, 
 the tires never being less than four or five inches in 
 breadth ; and, according to tlie plans of some pro- 
 jectors, extending even to six or eight inches. The 
 tires being truly cylindrical and not dished, the 
 wheels act upon the road in the manner of rollers, 
 and, instead of wearing it, rather tend to consolidate 
 and render it smooth and firm. Thus a steam-car- 
 riage, compared with a horse carriage, in as far as 
 relates to the wheels only, is much less injurious to 
 the road, if, indeed, it can be said to be injurious at 
 all. But a stronger testimony is furnished in favour 
 of steam-carriages by the fact established before the 
 committee, — that the principal part of the wear of 
 roads proceeds, not from wheels but from horses. 
 Indeed, a very slight consideration might have caused 
 this fact to have been foreseen. If the nature of the 
 action of a wheel 2J inches broad rolling along the 
 road, be compared with the pounding and digging of 
 the iron-shod feet of horses, the question will be 
 readily understood. 
 
 From what has been above stated, the qualities
 
 INLAND TRANSIT. 69 
 
 necessary to adapt a locomotive engine to propel 
 carriages on turnpike roads may be easily inferred. 
 Since the resistance of a given load to a propelling 
 power is greater in a twelve-fold proportion than on 
 a railroad, it follows, that with the same power the 
 load drawn must be proportionally or twelve times 
 less. But since a part of this load is the weight of 
 the engine itself, and since this weight must bear 
 some proportion to the entire load, it follows, that 
 engines of equivalent power, to be adapted to com- 
 mon roads, must be lighter than those used on rail 
 roads. But again, this consideration extends to the 
 fuel and water as well as to the engine and boiler. 
 Since a less quantity of water and fuel can be trans- 
 ported, a fresh supply must be taken in at shorter 
 stages, of 6 or 8 miles. The railroad engines can 
 travel about ^0 miles without w^atering, and 30 
 without taking in fuel on a level railroad. 
 
 Tlie steam coaches on common roads must be sup- 
 plied with water and fuel every stage of 6 or 8 miles. 
 The furnace being necessarily smaller and less power- 
 ful than those used in locomotive engines on rail- 
 roads, the steam can be generated with sufficient 
 abundance and rapidity, only by exposing to the 
 action of the fire a much greater quantity of surface, 
 in proportion to the whole quantity of water, than is 
 attempted in engines on railways ; and it is in the 
 attainment of this object that the ingenuity of steam- 
 carriage projectors has been for the most part dis- 
 played. It may, therefore, be interesting and useful 
 at the present time, when we are on the eve of 
 witnessing four attempts of steam-carriages on com- 
 mon roads, and when the practicability of the pro- 
 ject has been recognised, and the conditions of its 
 tolls regulated by the legislature, to describe one or 
 
 F 2
 
 70 INLAND TRANSIT. 
 
 two of those machines which seem to be most ripe 
 for practical operation. 
 
 The earliest and most enterprising projector in this 
 adaptation of the powers of the steam-engine was Mr. 
 Goldsworthy Gurney. To his perseverance and sa- 
 gacity tlie pubhc are indebted for the removal of 
 many erroneous prejudices, which long obstructed 
 the progress of this invention, and discouraged the 
 mechanical skill of the country from taking a direction 
 so beneficial in its effects as this improvement in 
 transport. By journeys, in an experimental carriage, 
 between London and Bath, and frequent trips in 
 various directions near the metropolis, Mr. Gurney 
 gave incontestible experimental proof of the prac- 
 ticability of impelling a carriage on a turnpike road 
 by a steam-engine, with a speed equal to that of the 
 swiftest four-horse coach. He proved, also, that the 
 objection was groundless, that the working wheels 
 would slip round without propelling the carriage ; 
 and that a similar objection, that such a carriage 
 could not be driven up considerable hills, was also 
 unfounded. His experimental carriage, though ex- 
 tremely rude and ill-constructed, and subject to many 
 defects, ascended without difficulty, all the hills be- 
 tween London and Bath, as well as the hills on 
 various roads round London, including Stamford 
 Hill, and the hill which ascends from Kentish Town 
 to Highgate, called old Highgate Hill. The last 
 ascent rises at the rate of one foot in twelve 
 from the foot to the corner of the terrace at Holly 
 Lodge. From this point to the top, it is more steep, 
 rising one foot in nine. So steep a hill as this never 
 occurs on any of the lately constructed mail-coach 
 
 roads in England.
 
 INLAND TRANSIT. J I 
 
 These experiments took place about the year 
 18'26; since which time the engine of Mr. Gurney 
 has undergone very considerable improvements ; and 
 this machine may now be considered to have attained 
 a state of perfection which fits it for immediate use 
 for light loads, as a means of transport for passengers 
 and goods, for short stages, but never can pay its 
 expense for construction and conducting it like all 
 the others, but on railroads it can be used to ad- 
 vantage. 
 
 The grate-bars of the furnace in this engine, are a 
 series of parallel tubes stretching from the front to 
 the back, and sloping slightly upwards. In the front 
 these tubes are fastened in the side of a strong metal 
 cylinder, which extends across the front under the 
 door of the fire-place. The extremities of the same 
 tubes at the back of the grate are connected with the 
 ends of a corresponding series of upright tubes, 
 which, in fact, form the back of the furnace. The 
 upper extremities of these last tubes are connected 
 with the extremities of a third series, which form the 
 roof of the furnace, sloping slightly upwards from the 
 back towards the front. In the front, their extre- 
 mities are fastened in the side of a strong metal 
 cylinder, which extends across the front of the fire- 
 place over the fire-door, and corresponds with the 
 other cylinder already described. These two cylin- 
 ders are connected by two large upright metal tubes, 
 one placed at each side of the fire-door, and forming 
 the sides of tlie front of the furnace. From this 
 description, it will be easily perceived, that the tubes 
 and cylinders which surround the furnace, afford the 
 means of a complete circulation round it, communi- 
 cating freely with each other at tlieir several points 
 of connection. The cylinder, which is placed above 
 
 F 3
 
 7^ INLAND TRANSIT. 
 
 the fire-door, communicates by large tubes with 
 another vessel, which is removed from the furnace, 
 and called a separator, for a reason which will pre- 
 sently be explained. 
 
 Now, suppose the cylinders above and below the fire- 
 door, and the system of tubes surrounding the furnace, 
 which communicate with them, to be filled with water, 
 and a quantity of fuel in a state of combustion placed 
 upon the tubes at the bottom of the furnace which 
 form the grate bars. The heat radiated from this fire, 
 plays on every side upon the tubes forming the back 
 and roof of the furnace, — on the cylinders already 
 mentioned above and below the fire-door in front, — 
 and on the upright tubes at each side of the fire-door. 
 Whatever quantity of heat may pass downwards is 
 received by the water in the tubes forming the bars 
 of the grate. The spaces between the tubes forming 
 the roof and back of the grate are stopped ; with the 
 exception of a small space at the lowest part of the 
 back, where the spaces between the tubes are open, 
 and lead to the flue which carries oflT the draft. This 
 flue passes immediately behind the tubes in the back, 
 and is conducted over the tubes in the roof. The 
 air, which, passing through the fuel, maintains it in 
 vivid combustion, and becomes intensely heated, is 
 thus conducted in contact with that side of the tubes 
 forming the back and roofi which is not exposed to 
 the action of radiant heat. As it passes, it imparts a 
 portion of its heat to the water in these tubes, and 
 finally issues at a reduced temperature into the chim- 
 ney. Such is the contrivance by wliich every portion 
 of the caloric given out by the combustion of the 
 fuel is communicated to the water. 
 
 The water in the tubes forming the roof of tlie fur- 
 nace, being more advantageously exposed to the
 
 INLAND TRANSIT. JS 
 
 action of the fire, becomes more intensely heated, and 
 acquires a tendency to ascend. It is to give play to 
 this tendency, that the tubes in the roof are placed in 
 a direction sloping upwards, as already described. 
 The position of the tubes forming the grate-bars is 
 attended with a like effect. When the engine is in 
 operation, therefore, the water in the boiler is kept in 
 a state of prodigiously rapid circulation round the 
 furnace. The water in the tubes forming the grate- 
 bars, rushes constantly from the front towards the 
 back of the furnace ; thence it ascends with rapidity 
 through the upright tubes at the back, and passes 
 from them with equal speed through the tubes in the 
 roof, into the cylinder placed above the fire-door, — » 
 a corresponding descending current being continually 
 maintained from this cylinder through the vertical 
 tubes at each side of the fire-door. The steam bub- 
 bles which are formed in the tubes surrounding the 
 furnace are carried with this circulating current into 
 the cylinder above the fire-place ; whence ascending 
 by their levity, they pass into the vessel already men- 
 tioned called the separator. The boiler is kept con- 
 tinually filled by a force-pump, which injects water 
 into one of the cylinders which surround the fire- 
 door. 
 
 One of the most obvious advantages of this ar- 
 rangement is, that every part of the metal exposed 
 to the action of the fire, not excepting the grate-bars 
 themselves, is in contact with a rapid stream of water. 
 As fast, therefore, as the metal receives heat from 
 the fire it imparts tliat heat to the water ; and can 
 never itself receive that excessive temperature which 
 would cause its destruction by burning ; besides 
 which, all the heat which would thus be expended in 
 producing an iiijurious effect is here consumed in 
 
 F 4
 
 74 INLAND TRANSIT. 
 
 producing steam. The form of every part of tlie 
 boiler being cylindrical, is that which, mechanically 
 considered, is most flivourable to strength. I cannot 
 conceive the possibility that a boiler of this kind, pro- 
 perly constructed, and previously proved in the usual 
 way, could, under any supposable circumstances, 
 explode. 
 
 When the steam passes from the cylinder above 
 the fire-door to the separator, it is charged with water 
 suspended in it in minute subdivision, — an effect 
 called by engineers priming. If the water thus me- 
 chanically combined with the steam, were allowed to 
 pass through the engines, several injurious effects 
 would be produced ; among which may be mentioned 
 the waste of all the heat which that water would 
 carry with it. This is a defect common, in various 
 degrees, to all the locomotive engines, except the 
 one now under consideration. The purpose of the 
 separator is to disengage or separate the water from 
 the steam in which it is mechanically suspended ; and 
 this is accomplished merely by allowing it to descend 
 by its gravity to the bottom of the separator. It col- 
 lects there, and is thence conducted back to the 
 boiler to be circulated again. 
 
 The next contrivance which claims notice in this 
 machine is the method of blowing the fire. I have 
 already explained the means adopted in the railway 
 engines for accomplishing this, by throwing the waste 
 steam from the cylinders into the chimney. This, 
 however, is attended with a puffing noise, arising from 
 the sudden blasts of steam ejected by the alternate 
 strokes of the piston, and which is increased by the 
 form of the chimney, and the aperture by which they 
 escape. Such a noise would be inconvenient and 
 objectionable. Yet to put aside the use of the waste
 
 INLAND TRANSIT. 7^ 
 
 steam in the production of draft, would be to sacrifice 
 the greatest excellence attained in the construction 
 of steam-engines since the discovery of separate con- 
 densation ; beside which this important improvement 
 may very justly be placed. The difficulty has, how- 
 ever, been overcome without the sacrifice of so great 
 an advantage. Instead of allowing the puffs of steam 
 ejected from the cylinders to pass directly to the flue, 
 Mr. Gurney conducts them to a chamber or recept- 
 acle, which serves a purpose analogous to that of the 
 chamber between the upper boards of a forge bellows, 
 converting the intermitting puffs into a steady and 
 continuous blast. The steam compressed in the 
 chamber just mentioned, escapes in a number of 
 small jets presented upwards in the chimney ; creat- 
 ing a constant and effective draught through the fire, 
 unaccompanied by any noise. 
 
 Such are the more obvious qualities of Mr. Gur- 
 ney's steam-engine, of which it would not be con- 
 sistent with the limits of this article to ffive a more 
 detailed analysis, but which the reader will find more 
 fully described in several published works. 
 
 I am aware of but three other locomotive engines 
 which are in a sufficiently fbrw^ard state to give early 
 promise of being practically exhibited on the road. 
 These are the inventions of Dr. Church of Birmins:- 
 ham, Mr. Hancock of Stratford, Essex, and Mr. James 
 Fraser, Hackney Road, London. 
 
 In the engine of Dr. Church, a circular fire-grate 
 is surrounded by a number of upright tubes about 
 three or four feet in height, and bent at the top, so 
 as to return downwards in a siphon form. These 
 tubes are made to serve the purpose of flues, in the 
 same manner as those which traverse the Manchester 
 engines. They are contained witliin other tubes of
 
 75 INLAND TRANSIT. 
 
 somewhat great diameter, so that a small space is 
 included between the two concentric cylindrical sur- 
 faces. This space being filled with water, the fire is 
 surrounded by a vast number of thin cylindrical shells 
 of water, the exterior surfaces of which are exposed 
 to the action of radiant heat, while the interior sur- 
 faces receive heat from the air which has passed from 
 the fuel, and is carried off into the atmosphere. 
 
 While the subdivision of the water in its exposure 
 to the fire is effected by Dr. Church, by reducing it 
 to thin cylindrical shells, the same end is attained by 
 Mr. Hancock, by arranging it in thin flat plates. His 
 boiler consists of a number of thin plates of iron, 
 placed side by side, at a distance of about an inch 
 asunder. The water is contained between every 
 alternate pair of plates, whilst the fire acts between 
 the intermediate ones. It will be seen that in each 
 case a small quantity of water exposes a very exten- 
 sive surface to the fire. Mr. Hancock's arrangement, 
 however, is said to have obvious defects. Its form 
 being that of flat planes, exposed to a bursting force 
 at right angles to them, is that which of all others is 
 least conducive to strength ; and although, from pe- 
 culiar circumstances attending this boiler, the fact of 
 its bursting may not be attended with danger, yet its 
 liability to such an accident must be attended with 
 great inconvenience, and cannot be regarded other- 
 wise than a most fatal defect. Another defect, not 
 less important is, that a large portion of the metal 
 exposed to the action of fire contains steam and not 
 water, — a circumstance which should never be per- 
 mitted in any boiler, ~ but which is utterly destruc- 
 tive in boilers exposed to extremes of temperature 
 and pressure. The boiler of Dr. Church seems not 
 to be liable in the same degree to these objections ;
 
 INLAND TRANSIT. 77 
 
 but I cannot speak respecting it with the same con- 
 fidence, as the specification of his patent has not yet 
 been enrolled, neither has Mr. Fraser*s. 
 
 In both these boilers, the draft is produced by a 
 fanner worked by the engine. The inferiority of 
 this to the steam draft, and the great extent to which 
 it must rob the engine of its power, are so obvious 
 that I need not here enlarge upon them. 
 
 When it is considered that seven years have now 
 elapsed since the practicability of propelling a car- 
 riage on a common road by steam was established by 
 incontestible experiment, it will naturally be enquired, 
 why in a nation celebrated over the world for its 
 mechanical skill and commercial enterprise, and 
 abounding in capital, the project has not yet attained 
 a more advanced stage ? The facts detailed in the 
 pamphlet of Mr. Gurney, the title of which is placed 
 at the head of this article, will furnish a solution of 
 this question satisfactory to the reader, and little cre- 
 ditable to some parties, whose conduct is there 
 brought before the public. 
 
 It appears that after several years of indefatigable 
 exertion, during which he had to encounter and 
 refute the innumerable objections urged against the 
 scheme, — such as the expense, the public annoy- 
 ance, the removal of horses from employment, the 
 putting of coachmen, &c., out of bread, and all the 
 hackneyed topics by which great improvements in 
 machinery have been ever opposed, — Mr. Gurney, 
 at length, succeeded in getting a steam carriage esta- 
 blished as a public conveyance between Gloucester 
 and Cheltenham in February, 1831. It commenced 
 running on the 21st of that month, and continued 
 until the 22d of June, — a period of four months — 
 during which it performed the journey of nine miles
 
 78 INLAND TRANSIT. 
 
 between these places, a level road, regularly fbiir 
 times a day. It carried in this time upwards of 3000 
 passengers without a single accident, at a greater 
 speed than that of horse coaches, and at half their 
 fares. The value of the coke expended in this per- 
 formance was about 50/., — giving an annual rate of 
 150/. for fuel. A horse coach to perform the same 
 work, going at a rate of from eight to nine miles an 
 hour, would have required eighteen horses constantly 
 to be maintained. 
 
 The evidence afforded by an experiment continued 
 for such a period was not to be resisted ; and it car- 
 ried conviction to the minds of those who fancied 
 their interests would be affected by the impending 
 change. The project was now to be opposed, not 
 by fair objections, but by any means which unscru- 
 pulous men will resort to in a desperate emergency. 
 Agriculturists, trustees of roads, coach proprietors, 
 coach drivers, grooms, stable boys, — all were imme- 
 diately up in arms. Not a day passed without gross 
 misstatements being industriously and extensively 
 circulated, with a view to deter passengers from 
 choosing the new mode of conveyance. The con- 
 tinuance, however, of successful journeys giving 
 constantly the lie to such reports, deprived them of 
 their poison. The next measure was of a more ef- 
 fectually mischievous and atrocious character. On 
 the 22d of June, a considerable space of the road, 
 about four miles from Gloucester, was found to be 
 overlaid with heaps of loose stones, to the depth of 
 eighteen inches. The road at this place, and indeed 
 generally, was at the time in the most excellent 
 order. The horse carriages in crossing the stones 
 thus laid down were compelled to unload ; the steam- 
 carriage, not being built with that degree of strength,
 
 INLAND TRANSIT. 79 
 
 necessary to encounter so extraordinary a strain, had 
 its working axle-tree broken the second time it 
 crossed the stones. 
 
 The purpose of laying down the stones was not to 
 be mistaken ; and the proprietor of the steam-car- 
 riage was strongly urged to adopt some legal mode 
 of redress against the parties wilfully committing 
 such an act for the purpose of obstructing him. In 
 reply, he stated that he would decline any hostile 
 proceeding, and that he *' felt only pity and contempt 
 for those who could resort to such means for prevent- 
 ing a great national undertaking.'* 
 
 He, hereupon, determined to strengthen the wheels 
 of his carriage, so as to be enabled to encounter any 
 similar obstacle which public or private malignity 
 might throw in his way. His proceedings, however, 
 were speedily arrested by the discovery that " an 
 immense number of turnpike bills had hastily passed 
 both Houses of Parliament, imposing on carriages 
 worked by machinery prohibitory tolls. In some 
 cases the tolls imposed amounted to 40^. at every 
 gate ; in others to 48^. ; and in some to 68^. ; and 
 as if it were a national object to prevent the possi- 
 bility of such engines being used, one of these acts 
 applied to the road between Cheltenham and Glou- 
 cester.'* 
 
 " Hitherto," says Mr. Gurney, " we had met the objections 
 and difficulties proposed, by physical demonstration ; but here 
 was a moral difficulty that could not be removed except upon 
 full investigation. I, therefore, in August petitioned parlia- 
 ment; a committee of the House of Commons was, in con- 
 sequence, immediately appointed to enquire into tlie subject. 
 The committee, like all parties unacquainted with the real 
 merits of the question, at first, I believe, considered the sub- 
 ject more visionary than real : how differently their minds were 
 affected in the progress of enquiry may be judged of, when it 
 is stated, that they soon applied for further powers, and deemed 
 the maUer worthy of close and deliberate investigation for
 
 80 INLAND TRANSIT. 
 
 three months. During that time some of the first statistical, 
 scientific, and engineering authorities gave voluntai-y evidence 
 on the subject. The Report, on the 12tli of October, was 
 brought up and ordered to be printed." 
 
 In the progress of their enquiry, the Committee ex- 
 tended their examination to the principal objections 
 which had been urged to the application of steam on 
 common roads. These were, the danger of explo- 
 sion, the annoyance to travellers, the fright occasioned 
 to horses by the noise of the machinery, and the 
 smoke and steam which escape at the chimney. The 
 committee state, that they are led to believe, by the 
 result of their enquiries, that the substitution of in- 
 animate for animal power on common roads, is one 
 of the most important improvements in internal com- 
 munication ever introduced ; that its practicability 
 has been fully established; that tolls to an amount 
 which would utterly prohibit the introduction of 
 steam-carriages have been imposed on some roads ; 
 that on others the trustees have adopted measures 
 which place such carriages in an unfair position com- 
 pared with ordinary coaches ; and that the causes of 
 these measures are two-fold, — 1st, A determination 
 on the part of the trustees to obstruct as much as pos- 
 sible the use of steam as a propelling power ; and, 2d, 
 Tlie misapprehension of its effects on roads. The 
 committee consider that legislative protection should 
 be extended to steam-carriages with the least possible 
 delay. Their Report goes on to say, — 
 
 " Without increase of cost, we shall obtain a power which 
 will insure a rapidity of internal conmiunication far beyond the 
 utmost speed of horses in draught. 
 
 " Nor are the advantages of steam power confined to the 
 greater velocity attained, or to its greater cheapness than 
 horse draught. In the latter, danger is increased, in as large 
 a proportion as expense, by greater speed. In steam power, 
 on the contrary, * there is no danger of being run away with,
 
 INLAND TRANSIT. 81 
 
 and that of being overturned is greatly diminished. It is diffi- 
 cult to control four such horses as can draw a heavy carriage 
 ten miles per hour, in case they are frightened, or choose to 
 run away ; and for quick travelling they must be kept in that 
 state of courage, that they are always inclined for running 
 away, particularly down hills, and at sharp turns of the road. 
 In steam, however, there is little corresponding danger, being 
 perfectly controllable, and capable of exerting its power in 
 reverse in "oin": down hills.' 
 
 " Steam has been applied as a power in draught in two 
 ways : in the one, both passengers and engine are placed on 
 the same carriage ; in the other, the engine carriage is merely 
 used to draw.the carriage in which the load is conveyed. In 
 either case, the probability of danger from explosion has been 
 rendered infinitely small, from the judicious construction of 
 boiler which has been adopted. 
 
 " The danger arising to passengers from the breaking of 
 the machinery need scarcely be taken into consideration. It 
 is a mere question of delay, and can scarcely exceed in fre- 
 quency the casualties which may occur with horses. 
 
 " It has been frequently urged against these carriages, that, 
 wherever they shall be introduced, they must effectually pre- 
 vent all other travelling on the road ; as no horse will bear 
 quietly the noise and smoke of the engine. 
 
 " The committee believe that these statements are un- 
 founded. Whatever noise may be complained of, arises from 
 the present defective construction of the machinery, and will 
 be corrected as the makers of such carriages gain greater ex- 
 perience. Admitting, even, that the present engines do work 
 with some noise, the effect on horses has been greatly exag- 
 gerated. All the witnesses accustomed to travel in these car- 
 riages, even on the crowded roads adjacent to the metropolis, 
 have stated, that horses are very seldom, if ever, frightened in 
 passing." 
 
 The committee conclude their report by the fol- 
 lowing summary of propositions, of the truth of which 
 they state that they liave received ample evidence : — 
 
 1. " That carriages can be propelled by steam on common 
 roads at an average rate of ten miles per hour. 
 
 2. " That, at this rate, they have conveyed upwards of 
 fourteen passengers. 
 
 3. " That their weight, including engine, fuel, water, and 
 attendants, may be under three tons. 
 
 4'. " That they can ascend and descend hills of consider- 
 able inclination with facility and safety.
 
 82 INLAND TRANSIT. 
 
 5. " That they are perfectly safe for passengers. 
 
 6. " That they are not (or need not be), if properly con- 
 structed, nuisances to the public. 
 
 7. " That they will become a speedier and cheaper mode 
 of conveyance than carriages drawn by horses. 
 
 8. " That, as they admit of greater breadth of tire than 
 other carriages, and as the roads are not acted on so in- 
 juriously as by the feet of horses in common draught, such 
 carriages will cause less wear of roads than coaches drawn by 
 horses." 
 
 Tlie proceedings which rendered necessary the 
 investigation instituted by the Parliamentary Com- 
 mittee, and which justified that committee in report- 
 ing " that they had ascertained that a determination 
 existed to obstruct as much as possible the progress 
 of an invention,'* which they declared to be *' one of 
 the most important improvements in internal com- 
 munication ever introduced," will, doubtless, excite 
 unquaUfied indignation. That the half-civilised po- 
 pulation of Ireland, after ages of misgovernment and 
 oppression, should view with distrust the factories of 
 English settlers, and shrink from a participation in 
 benefits, the nature and extent of which they cannot 
 appreciate, excites no surprise : if they obstruct or 
 occasionally destroy these means of their own civil- 
 isation, their defence is found in the irresponsibility 
 inferred by exclusion from instruction. That im- 
 provements in machinery, by which labour is super- 
 seded, sometimes excite to violence the lower classes 
 of hand artisans, is a matter of just condemnation; 
 but in this case also guilt has its palliation, in the 
 difficulty which uneducated persons find in perceiving 
 that the displacement of labour by machinery is only 
 apparent, or at least temporary, and that the final 
 and never-failing result is an increased demand for 
 hands. The momentary distress which every great 
 change in employment necessarily occasions in a
 
 INLAND TRANSIT. 83 
 
 manufacturing community is also a palliation which 
 should not be overlooked ; and it can scarcely be 
 expected that present inconvenience will always be 
 patiently borne by the labouring classes in the pros- 
 pect of future, and as they may think, uncertain 
 good. But we can find no such defence or palliation 
 for the concoctors of prohibitory toll bills, and for 
 the almost felonious conspirators against the public, 
 who rendered impassable the king's highway, with a 
 view to obstruct and defeat the efforts of those who 
 endeavoured to extend the means by which science 
 ministers to the use and enjoyments of society. The 
 same Parliament which had been formerly misled by 
 false statements, and entrapped into the enactment of 
 unjust laws, soon discovered its error, and exposed the 
 deception practised upon it, not only by retracing its 
 steps and repealing the laws previously enacted, but 
 by substituting for them measures of a directly oppo- 
 site tendency, — extending legislative protection to the 
 improvement which it was the object of the former 
 enactments to crush. No doubt that the offenders 
 will feel the rebuke implied in this proceeding ; and 
 that they will in future be deterred from resorting to 
 modes of annoyance and obstruction, which, though 
 they may elude the grasp of the law, cannot escape 
 the blight of public opinion, in a country where 
 freedom of discussion and the liberty of the press 
 are recognised and established. I have been since 
 informed that this invention and proceedings has 
 proved the ruin of the ingenious Mr. Gurney, who 
 has disposed of his carriage to Sir Charles Dance.
 
 84 
 
 REPORT 
 
 OF 
 
 THE RESULT OF AN EXPERIMENTAL JOURNEY 
 
 UPON THE 
 
 MAIL-COACH LINE OF THE HOLYHEAD ROAD, 
 
 In Lieutenant- Colonel Sir Charles Dance's Steam Carriage, 
 
 ON THE 1st OF NOVEMBER, 1833. 
 
 Public attention having been attracted to the practica- 
 bility of tiavelHng with locomotive engines upon ordinary 
 turnpike roads, by a report of a committee of the House of 
 Commons, of the 12th of October, 1831, stating that, in 
 the opinion of the committee, the practicability of such 
 mode of travelling had been fully established ,• and more 
 recently by a report of a journey to and from Brighton 
 having been successfully performed by Lieutenant-Colonel 
 Sir Charles Dance's steam carriage, as well as by the fact 
 that the same carriage was daily in use between London 
 and Greenwich, conveying numerous passengers through 
 the crowded suburbs of the metropolis without the slightest 
 inconvenience to the public ; we were desirous of personally 
 making an experiment of the facility with which a carriage 
 of that description could perform a journey of considerable 
 leiiiTth : and having selected the mail coach line of the 
 liolyhead road for the purpose of such experiment, we 
 made an arrangement with Sir Charles Dance for the use 
 of his carriage, on Friday, the 1st inst.
 
 85 
 
 tons. cwt. 
 The weight of the carriage, with the water, 
 
 coke, and three persons upon it, was about -35 
 The weight of the omnibus coach attached 
 
 to it----- - 10 
 
 The weight of the passengers, their luggage, 
 
 and some additional sacks of coke, about - 115 
 
 * Making the gross weight moved - - - - 6 
 
 * The motive power was an engine with two cylinders, 
 seven inches in diameter and sixteen inches stroke. The 
 pressure of steam on the tubes constituting the boiler, or 
 generator, was adjusted to lOOlbs. per square inch. 
 
 Before the carriage had proceeded six miles, one of the 
 tubes of which Sir Charles Dance's boiler is composed, was 
 found to leak so fast as to render repair absolutely neces- 
 sary: it was also apparent, that the size of the engine was 
 not sufficient to carry so great a weight along a heavy road 
 at any high velocity. 
 
 The weather was by no means favourable, there having 
 been much rain in the course of the night and morning, so 
 as to make the road heavy, added to which the winter 
 coating of new materials had in many places been laid upon 
 the road. Notwithstanding these obstacles, upon our 
 arrival at Stony Stratford, 52^ from town, it was found by 
 Messrs. Macneill and Carpmael, who had taken accurate 
 minutes of the loss of time occasioned by stoppages, that 
 the average rate of travelling had been seven miles per 
 hour. 
 
 Thus there can be no doubt, that, with a well constructed 
 engine of greater power, a steam carriage conveyance be- 
 tween London and Birmingham, at a velocity unattainable 
 by horses, and limited only by safety, might be maintained; 
 and it is our conviction that such a project might be under- 
 taken with great advantage to the public, more particularly 
 if, as might obviously be the case, without interfering with 
 
 * These facts have been ascertiincd by INIr. Josluia Field, Mr. John Mac- 
 neiU, and Mr. Alexander Gordon, civil engineers. 
 
 G 2
 
 86 
 
 the general use of the road, a portion of it were to be pre- 
 pared, and kept in a state most suitable for travelling in 
 
 locomotive steam carriages. 
 
 Thomas Telford, 
 
 John Rickman, 
 
 C. W. Pasley, 
 
 Bryan Donkin, 
 
 Timothy Bramah, 
 
 James Simpson, 
 
 John Thomas, 
 
 Joshua Field, 
 
 John Macneill, 
 
 Alexander Gordon, and 
 
 Wm. Carpmael, Civil Engineers. 
 
 This Report confirms my foregoing opinion, that 
 a steam carriage may be constructed to travel on 
 common roads, with very light loads. But they 
 cannot be made capable of transmitting goods and 
 passengers to any public or private advantage. If 
 the strength of the engine and carriage is increased, 
 the weight must be increased to eight or ten tons, 
 and eight or ten tons would break down the road, 
 on which they are designed to travel. 
 
 London, November, 1833.
 
 ^c 
 
 60
 
 DIRECTORS. 
 
 ILotiDon. 
 
 Isaac Solly, Esq. Chairman. 
 
 George Pearkes Barclay, Esq. Deputy Chairman' 
 
 Edmund Calvert, Esq. 
 
 Wm. T. Copeland, Esq. Aid. M. P. 
 
 James Gibson, Esq. 
 
 George Carr Glyn, Esq. 
 
 Pascoe St. Leger Grenfell, Esq. 
 
 Geo. G. Larpent, Esq. 
 
 Sir John Wm. Lubbock, Bart. 
 George Lyall, Esq. 
 John Lewis Prevost, Esq. 
 Henry Rowles, Esq. 
 Thomas Tooke, Esq. 
 Henry Warre, Esq. 
 Alexander Wilson, Esq. 
 
 John George Shaw Lefevre, Esq. 
 
 Richard Creed, Esq. Secretary,— Office, 69. Cornhill 
 
 Birmingham. 
 
 Edmund Peel, Esq. M. P. Chairman.^ 
 
 John Corrie, Esq. F. R. S. Deputy Chairman. 
 
 George Bacchus, Esq. 
 William Francis, Esq. 
 William Hawkes, Esq. 
 Arcliibald Kenrick, Esq. 
 Joseph Frederick Ledsam, Esq. 
 Daniel Ledsam, Esq. 
 James Pearson, Esq. 
 William Phipson, Esq. 
 
 Theodore Price, Esq. 
 
 Charles Shaw, Esq. 
 
 Timothy Smith, Esq. 
 
 William Hanbury Sparrow, Esq. 
 
 John Sturge, Esq. 
 
 John Turner, Esq. 
 
 Joseph Walker, Esq. 
 
 Capt. Constantine Richard Moorsom, R. N. Secretary, 
 Office, Birmingham. 
 
 London . 
 Birmingham 
 
 BANKERS. 
 
 Messrs. Glyn, Hallifax, Mills, & Co. 
 
 {Messrs. Moilliet, Smith, Pearson, & Moilliet. 
 The Birmingham Banking Company. 
 
 London . . 
 Birmingham 
 
 SOLICITORS. 
 
 Messrs. Tooke & Parker, 39. Bedford Row. 
 
 (Messrs. Barker & Son. 
 Messrs. Corrie & Carter. 
 
 ENGINEERS. 
 Messrs. George Stephenson & Son,
 
 89 
 
 " Whereas the making a Railway with proper Works and Con- 
 veniences connected therewith, for the Carriage of Passengers, Goods , 
 and Merchandise from London to Birmingham, will prove of great 
 public advantage, by opening an additional, cheap, certain, and expe- 
 ditious Communication between the Metropolis, the Port of London, 
 and the large manufacturing town and neighbourhood of Birmingham; 
 and will at the same time facilitate the means of transit and traffic for 
 Passengers, Goods, and Merchandize, between those places and the 
 adjacent districts and the several intermediate towns and places." 
 
 The Preamble to the Act for making a Railway from 
 London to Birmingham, of which the above is a copy, was 
 voted on the 1st of June by a large majority of the Com- 
 mittee of the House of Commons, to whom the Bill was 
 referred. On the 8th of July a majority of the Conmiittee 
 of the House of Lords resolved that the Allegations of the 
 same Preamble had not been proved. 
 
 The Directors, in publishing a selection from the evidence 
 which was given before the Committee of the Lords, have 
 proceeded on the conviction that the knov ledge of the sub- 
 ject which it is calculated to diffuse will act more powerfully 
 in removing those objections of influential persons which 
 occasioned the loss of the former Bill, than any arguments 
 which could be employed by the advocates of the Railway. 
 
 The Directors have confined their extracts exclusively to 
 the evidence given before the Lords' Committees ; in the 
 first place, because having been given on oath, it is less 
 diffuse than the evidence before the Committee of the 
 House of Commons ; and, in the second place, because the 
 Minutes having been printed at length by order of their 
 Lordships, it will be more easy to ascertain, by reference to 
 official documents, the general correctness of the present 
 publication. 
 
 G 4-
 
 90 
 
 Only so much of the evidence has been selected as imme- 
 diately relates to the following heads : — 
 
 First — As to the general utility of the Railway. 
 Second — As to the estimate of Cost. 
 Third — As to the Traffic. 
 
 Fourth — As to the practical effects of Railways already 
 constructed and in operation. 
 
 Although the portion of evidence thus selected is scanty 
 in comparison with the mass which was given in the course 
 of the proceedings on the Bill, the Directors feel confident 
 that it will be sufficient to dissipate the prejudices heretofore 
 entertained against the Railway, and that it will carry the 
 same conviction, as to the general utility of the under- 
 taking, to the minds of others which the original evidence 
 did to the minds of so many of the most distinguished 
 members of the Committees of both Houses ; a conviction 
 which induced the noble Chairman of the Committee of 
 the Lords (Lord Wharncliffe) so emphatically to declare at 
 the meeting of Peers, Members of the House of Commons, 
 and other persons favourably disposed to the undertaking, 
 at the Thatched House Tavern, on the 13th of July, at 
 which his Lordship presided — 
 
 " He must now say, upon hearing the evidence for the 
 Bill, that he was quite satisfied that this undertaking had 
 the character of a great national measure," and 
 
 " That of the many Bills of this description which had 
 come before him in the course of his parliamentary life, he 
 had never seen one passed by either House that was sup- 
 ported by evidence of a more conclusive character." 
 
 On this decisive testimony the Directors feel that they 
 might safely rest the case of the Railway ; but it is their 
 duty to add that the declaration of the noble Chairman was 
 echoed by the Chairman of the Committee of the Commons, 
 (Sir Gray Skipwith, Bart.) and by every member of the 
 Committees of both Houses present at the meeting, or who 
 has subsequently given the sanction of his name to the 
 resolutions which were then passed.
 
 91 
 
 CLASSIFICATION OF EVIDENCE. 
 
 A. (1.) Commerce. 
 
 Page Page 
 
 77. F.Barry 93 
 
 84.. H. Hemsley 95 
 
 86. F.Barnes 98 
 
 165. J.Dillon 99 
 
 70. O.Mason 101 
 
 76. E.T.Moore , 102 
 
 88. R.P.Westall 103 
 
 99. T. Badger 104- 
 
 London 
 Merchants, &c. 
 
 Birmingham 
 Merchants, &c. 
 
 "is'- 
 
 A. (2.) AgriciiltKre. 
 
 56. W.M.Warner 105 
 
 62. C. Whitworth 108 
 
 65. J.Sharp 109 
 
 67. 11. Attenborough Ill 
 
 143. W.Kay 113 
 
 A. (3.) Travelling and Carriage of Goods. 
 
 70. O.Mason 114 
 
 96. H. Cheetham 114 
 
 A. (4.) Conveyance of Bullion, Mails, Troops, and 
 
 Mililarij Stores. 
 
 145. J.Marshall 116 
 
 91. J. Moss 117 
 
 96. H. Cheetham 118 
 
 142. A. Godby 119 
 
 110. Lt..Gen. Sir J.W.Gordon,K.C.B. 120 
 
 B. Estimate of Cost. 
 
 102. R. Stephenson 122 
 
 156. H.R. Palmer 124 
 
 147. J. U. Rastrick 125
 
 92 
 
 C. Esliviale of I'vciffic. 
 
 Page Page 
 
 47. C. R. Moorsom 126 
 
 177. R.Creed 129 
 
 50. P.Lecount 132 
 
 D. P7'actical Effects of Railways already constructed 
 
 and in operation. 
 
 145. J.Forster 135 
 
 26. J. Pease 136 
 
 24. T.Lee , 139 
 
 19. H. Earle 141 
 
 91. John Moss 143 
 
 3. H. Booth 144 
 
 Note. — The Numbers to the left of the names denote the Page 
 where the evidence is to be found in the printed Minutes of 
 the Lords' Committees. 
 
 The Numbers to the right refer to the Page of the follow- 
 ing Abstract of Evidence.
 
 EVIDENCE. 
 
 Class A. (1.) — Cotmnerce, 
 
 Mr. Frederick Barry. — p. 77. 
 
 * 1. You are a shipbroker in London ? 
 I am. 
 
 2. And have been so many years ? 
 For twenty-five years. 
 
 3. Have you been in the habit of dispatching a great 
 number of ships in the course of that time ? 
 
 Yes. 
 
 4. To all quarters of the globe ? 
 
 To all quarters, but more particularly to Spain and 
 Portugal. 
 
 5. Are they loaded chiefly with manufactured goods ? 
 Yes, almost invariably. 
 
 6. Are these manufactured goods obtained in a great 
 measure from Birmingham ? 
 
 A great many of them ; some woollen manufactures come 
 from the north, but the principal part comes from Staf- 
 fordshire and Birmingham. 
 
 7. Are there particular ships appointed to sail on par- 
 ticular days from the port of London ? 
 
 There are particular days for a vessel to sail, and 
 whether the goods arrive or not we send our vessels away. 
 I am owner of a great many. 
 
 * The Numbers opposite the Questions denote their order in the printed 
 Minutes of the Lords' Comnuttees,
 
 94 
 
 8. You do not wait till the goods come? 
 
 We make arrangements with the merchants for a par- 
 ticular day, and whether the goods arrive or not we go. 
 
 9. At what periods do they go ? 
 
 There are fourteen days between the sailing of the one 
 and the other to Spain ; if to Lisbon, nine days ; and if to 
 the Havannah, we give them a month. 
 
 10. Do you know whether disappointments frequently 
 occur in consequence of goods not arriving? 
 
 Invariably, from a great many circumstances, arising 
 from the canal being stopped from freezing or for cleans- 
 ing, or from other casualties. 
 
 1 1 ;, The exporters from London often suffer considerable 
 inconvenience ? 
 
 Whether they be merchants or manufacturers they must 
 of necessity suffer. 
 
 1 2. And very materially ? 
 
 Of course. You may lose a market. Many of the 
 goods are bound for particular ports : some of them have 
 to be transhipped from Manilla. The Spanish ships sail 
 for Cadiz at a certain time, and if you do not get there 
 previous to the sailing of the annual vessels you must stop 
 till the next year. 
 
 1 3. Has that occurred often in your experience ? 
 Frequently ; very frecjuently, 
 
 14. Do not the shipowners suffer, as they lose the 
 freight? 
 
 Yes ; there must be a falling-off to them as well as to 
 the manufacturers. 
 
 15. Would this disadvantage be remedied by a more 
 speedy communication ? 
 
 I take it as common sense that the greater the expe- 
 dition the more benefit will be derived to all parties, where 
 certainty is to be had. 
 
 18. Would the construction of a Railroad between Lon- 
 don and Birmingham materially benefit the commerce of 
 this port ?
 
 95 
 
 All dispatch and facility must of necessity benefit the 
 port. Almost all the manufactures sent to Germany, the 
 north of Europe, and Russia, must of necessity travel 
 eastward, and every facility for briuf^ing them to London 
 would be a great advantage. 
 
 19. The losses and disappointments which you men- 
 tioned before would of course be obviated ? 
 
 In the course of the season many vessels take their 
 departure for the Baltic, and if the manufacturers are 
 thrown out two or three days they are thrown out the 
 whole winter, for the Baltic is frozen up, and they are 
 frozen in ; three or four days make all the alteration. 
 
 20. Do you often find that goods are stopped on the 
 canal by its being frozen ? 
 
 One night will stop them ; they are also more liable to 
 casualties ; they are stopped in cleaning. 
 
 21. How often in a year? 
 I believe twice. 
 
 22. Thev are sometimes shut up in the winter bv frost? 
 1 have known them six or seven weeks. 
 
 23. During the time there is a cessation of the supply ? 
 Many of the articles will not bear the expence of land 
 
 carriage ; the season operates in some measure on land 
 carriage, but not so effectually as on water. Many articles 
 will not bear the expence, such as iron bars, and so on ; 
 we must bring them by water, or we cannot export them 
 at all. 
 
 24. In these cases you are obliged to wait till the canals 
 are open ? 
 
 In point of fact the value of the articles is so small that 
 they cannot bear the expence. 
 
 Mr. Henry Hemsley. — p. 84. 
 
 1. Do you reside in London? 
 I do.
 
 96 
 
 2. Are you a director of the Union Flint Glass Com- 
 pany ? 
 
 I am. 
 
 3. Is that company supplied with glass from Birming- 
 ham ? 
 
 We have factories there. 
 
 4. How many glasshouses have you in Birmingham ? 
 Eighteen. 
 
 5. How^ is glass at present sent from Birmingham to 
 London ? 
 
 By canal. 
 
 6. Tell us how many tons in the year ? 
 
 I believe about 1050; I have it from pretty correct 
 data. 
 
 7. Would the establishment of a Railroad be a very 
 creat advantage to the <Aass trade of Birmino;ham and 
 London ? 
 
 It would be a great advantage, inasmuch as it would 
 shorten the time of transits. 
 
 8. Is the glass sent by the fly boats, or the slow lx)ats ? 
 By boats of four days. 
 
 9. Is that what they call the fly boats ? 
 
 The fly boats; the quickest conveyance we have. 
 
 10. Do you suffer any commercial inconvenience in your 
 shipping orders by the delay ? 
 
 We suffer very considerably. It frequently happens 
 that ships are chartered or under enjiaffements to go out 
 on a certain day ; when the ship has not her full freight, 
 the owners of the vessel frequently, on their own account, 
 say they will take freight at a certain rate under the or- 
 dinary price ; any delay that then may arise loses us the 
 order if we cannot get up the goods ; if we had two days 
 we could frequently get them. From the peculiar nature 
 of glass manufacture the orders are received on a Monday 
 morning, and we cannot possibly make them till Thursday ; 
 by the jnesent conveyance we cannot get them till Monday, 
 and almost all these ships sail on a Saturday. The ships
 
 97 
 
 sail frequently three or six weeks from each other ; and 
 although a vessel may be going in the interval she will not 
 take tiiem at a freight which will make it a profitable 
 speculation. Many of our goods are conveyed by coasting 
 vessels, and these coasting vessels always take their de- 
 parture on a Saturday ; our goods arrive on a Monday, and 
 thus we lose a week. I could amplify instances; but the 
 general nature of our trade is, that we cannot make them 
 till Thursday, and we do not get them till Monday. 
 
 11. Suppose the Railroad to be established, would goods 
 arrive in time for the ships on Saturday ? 
 
 Yes. We receive orders for the foreign market for pe- 
 culiar patterns on Monday ; we can make the glass and have 
 it in London ready to be shipped on Saturday. We fre- 
 quently lose orders because we cannot do that. 
 
 12. The great advantage of this proposed Railroad will 
 be the rapidity of communication? 
 
 Yes. 
 
 13. Besides that advantage, is there any other ? 
 Yes ; the saving of breakage. 
 
 14. What is your breakage at present? 
 
 Our average breakage is two and a half per cent. 
 I take it that 1050 tons made at Birmingham and con- 
 veyed by canal come to somewhere about 200,000/., on 
 which our average breakage is two and a half; I consider 
 that on the Railroad it would not be a half per cent. 
 
 27. If the Railroad existed, would it be necessary to 
 keep so large a stock in London as you do now ? 
 
 Not half the amount. 
 
 28. Therefore less capital would be employed ? 
 
 Less capital. A number of our orders are for patterns 
 that we never keep in stock, which are of peculiar make 
 and shape. 
 
 29. W^hen you speak of missing the opportunities for 
 foreign orders by delay of communication, do you speak of 
 circumstances which occur frequently, or are they rare ? 
 
 They occur almost every v^eek ; 1 expect it this week in
 
 98 
 
 an order for Bombay. The ship is to sail on the 5th or 
 6th of July ; it will be impossible to get the goods up 
 by that time ; we could get them here by the Saturday if 
 there was a Railway. 
 
 Mr. Frederick Barnes. — p. 86. 
 
 1. Are you a wholesale ironmonger ? 
 I am. 
 
 2. Have you an establishment in Fenchurch-street ? 
 I have. 
 
 3. And also an establishment at Birmingham ? 
 I have. 
 
 4. Have you occasion to transmit orders for different 
 description of goods to Birmingham ? 
 
 Daily. 
 
 5. Are you concerned in the export trade ? 
 I am. 
 
 6. Do you receiv3 some of the packages up by coach ? 
 Three or four every day from different manufactories, 
 
 and always one or two from our own house. 
 
 7. Do you ever find that packages which you require to 
 be conveyed by coach are in consequence expensive ? 
 
 Very frequently. 
 
 8. Is that a considerable embarrassment to your trade ? 
 Very much so. 
 
 9. Have you had packages refused by the Albion, the 
 Emerald, or the Greyhound ? 
 
 Yes. The answer was, " Mr. Barnes, you would not 
 like to travel in a coach with 800 or 900 lbs. on the top of 
 it or in the boot." 
 
 10. Have you sustained any loss by it in your business? 
 Vei"y decidedly ; in fact it has been the ruin of our 
 
 business. 
 
 11. Can you give any instances? 
 
 I have now an order for a quantity of goods which, if I 
 could get up in the course of two or three days from this.
 
 99 
 
 would be in time for shipment, otherwise they must lie in 
 my warehouse for a month or six weeks, or two months. 
 
 1 2. The rapid transit of these goods by means of a Rail- 
 road would enable you to effect those orders on which you 
 at present have these difficulties ? 
 
 Yes. I sent the order on Thursday night; they would 
 not be able to make the glass till Monday ; it will be posi- 
 tively ready on Tuesday, and if I could get it on Wednesday 
 morning it would be in sufficient time. It is for Deme- 
 rara, and I must bring it up by coach to get it in time. 
 They are shades for candlesticks, and I cannot send the 
 candelabras out without the shades. 
 
 Three months ago I had a large order for arms; it is 
 not for me to say where they were going ; but they were 
 wanted directly ; I did not get them all in time, and many 
 were thrown on my hands, although I shipped some of 
 them at three o'clock on Saturday. 
 
 17. Do you then, in point of fact, find from experience 
 that expedition and certainty as to the article you want to 
 export is of the greatest importance to you in your trade ? 
 
 It is most invaluable to us. 
 
 18. If a Railroad was established between Birmingham 
 and London, would it be a considerable benefit to your 
 trade ? 
 
 Certainly ; I am quite sure my business would increase 
 very considerably. 
 
 Mr. John Dillon. — p. 165. 
 
 1 . Are you a silk manufacturer in the city of London ? 
 Yes. 
 
 2. Are you in partnership with Mr. Morrison, the mem- 
 ber for Ipswich ? 
 
 I am. 
 
 3. Have you long been extensively engaged in the 
 Coventry and Manchester trade ? 
 
 For some years. 
 
 H
 
 100 
 
 4. How are the great mass of the labouring population 
 of Coventry employed ? 
 
 Chiefly in the manufacture of ribands. 
 
 5. Do almost all these manufactures come to London ? 
 A very large proportion. 
 
 6. What proportion ? 
 Nine tenths, I should say. 
 
 Y. In the article of riband, is a correct and speedy com- 
 munication with the market desirable ? 
 
 It is quite indispensable ; it is a fancy article, and de- 
 pends on fashion, so much so that they are always sent by 
 coach, which is an expensive mode of conveyance, except 
 by waggon or wharf. 
 
 8. Is it necessary to hold frequent personal communica- 
 tion with the seat of manufacture ? 
 
 It is very desirable. 
 
 9. Have you ever been inconvenienced in consequence 
 of the inadequacy of the present conveyance for that 
 purpose ? 
 
 We have been inconvenienced in this way : if we have 
 an order for a general assortment of goods, and we happen 
 not to have ribands, for sample, we are obliged to keep the 
 whole of the goods until we write to Coventry ; it now 
 requires two days and nights before we can write to 
 Coventry and get the supply that we require. 
 
 10. If you had the accommodation to write to Coventry 
 and receive an answer in the evening, would that be a great 
 advantage ? 
 
 A ffreat advantage to our business and to all our cus- 
 tomers generally ; a particular advantage to London, where 
 the coaches leave in the morning and few in the middle of 
 the day, to be able to receive an article from Coventry 
 within the twelve hours ; if it be only thirteen, one hour 
 more, it compels us to wait till the next morning, the 
 twenty-four hours. 
 
 12. From experience, you have no hesitation in stating
 
 101 
 
 that the Raih'oad would be an immense gain to your trade, 
 and trade generally ? 
 
 I have no hesitation in saying the gain to our trade, and 
 to trade generally, would be very great. 
 
 Mr. Oliver Mason. — p. 70. 
 
 1. Where do you live ? 
 At Great Malvern. 
 
 2. Where have you resided principally ? 
 
 For the last twenty-three years at Birmingham. 
 
 3. Were you high bailiff for Birmingham last year ? 
 I was. 
 
 4. How many years have you been a merchant at Bir- 
 mingham ? 
 
 Twenty-three years. 
 
 8. Do you think that increased communication between 
 Birmingham and London would be a great advantage to 
 the merchants? 
 
 Yes ; we should experience great benefit as merchants. 
 We are often put to great loss, and cannot execute orders, 
 by not getting them up in sufficient time. If you lose the 
 opportunity of shipping by a vessel that sails only once a 
 year from a port you lose the order. I have experienced 
 considerable difficulty by that. The correspondent says, 
 if you can ship my goods by such a vessel, send me the order; 
 and if you cannot get them ready you lose in the trade. 
 
 9. Do you consider the canal and waggon communica- 
 tion sufficient to enable the merchants to execute their 
 orders with promptitude and certainty ? 
 
 As to canal communication, there is great inconvenience 
 fi'ora stoppages. I remember an instance in which I 
 engaged to ship a quantity of goods to London, and I had 
 an action brought against me for the freight of those goods, 
 which were detained by a stoppage in the canal, and I was 
 called on to pay the freight. 
 
 H 2
 
 102 
 
 10. In addition to that, the goods were returned on your 
 hands ? 
 
 Of course they were. 
 
 16. If the celerity of deHvery was increased by a Rail- 
 road communication, would that be an advantage in your 
 competition with the foreigner? 
 
 It would be a great benefit to the manufacturer. 
 
 54. Do you know, of your own knowledge, that you did 
 lose orders in consequence of the length of time it took to 
 send your goods from Birmingham to London, Liverpool, 
 or any other place of shipment? 
 
 I think there were three instances; one about a week 
 before Christmas ; we had three instances in which we 
 might have executed orders for 1500/. if we could have 
 executed them in time for shipment. 
 
 Mr. Edward Tilsley Moore. — p. 76. 
 
 1 . Do you reside in Birmingham ? 
 I do. 
 
 2. Are you a merchant ? 
 I am. 
 
 3. Have you experienced any loss or inconvenience in 
 the sale of goods from frost or other impediments in the 
 communication now established? 
 
 I have, from frost. 
 
 4. State the instance. 
 
 Some goods of mine were kept from the 24th of De- 
 cember, 1829, till the 20th of February in the following 
 year. When the goods arrived out, 1'200/. worth were 
 rejected as being out of time, and I was compelled to make 
 a new arrangement, by which my returns made eighteen 
 months instead of nine. 
 
 8. In j-our opinion, would a cheap, certain, and expe- 
 ditious conveyance by Railroad from Birmingham to Lon- 
 don be a material service to the Birmingham manufacturer?
 
 103 
 
 It would materially assist the manufacturer in the exe- 
 cution of his foreign orders. I am unable to execute an 
 order for a vessel which sails on the 14th of July; I can- 
 not get the goods for the 10th, which is the last day on 
 which a boat sails from Birmingham. 
 
 9. If you had a Railroad, could you execute the order ? 
 
 If I could get twenty-four hours more time I could exe- 
 cute the order. 
 
 Mr. Richard Purkess Westall. — p. 88. 
 
 1. Are you a linen-draper at Birmingham? 
 I am. 
 
 2. Where do you get your silk mercery, haberdashery, 
 and drapery goods from ? 
 
 The bulk of them from London. 
 
 14. If the proposed Railroad was to take place, would 
 that be an advantage to you, and persons concerned in the 
 same trade ? 
 
 A very decided advantage. 
 
 15. Both in point of rapidity and cheapness of convey- 
 ance? 
 
 In both points. 
 
 16. Is expedition in the execution of an order in your 
 trade of great importance? 
 
 Of considerable importance. 
 
 17. Is it of that importance that you have goods such as 
 you mention conveyed by coach at so heavy a cost as you 
 allude to? 
 
 The majority of goods received from the London market 
 we have by coach ; in consequence of the necessity to have 
 them delivered at an early period, in consequence of the 
 change of fashion, we prefer paying treble or quadruple to 
 get them by coach. 
 
 18. Are you obliged to make frequent journeys for the 
 purpose of purchasing ? 
 
 Yes ; we go twenty-four times a year. 
 
 H 3
 
 104. 
 
 19. Would the expedition of the Railroad save you time 
 in these journeys ? 
 
 Unquestionably. 
 
 20. Would you come more frequently? 
 
 We probably should; we should be compelled to come 
 more frequently. The additional expedition would be a 
 motive for keeping a less stock of goods, and would con- 
 sequently bring us to the market more frequently. 
 
 ^1. You would require less capital by keeping less goods? 
 
 Decidedly. 
 
 Mr. Thomas Badger. — p. 99. 
 
 1. Do you live at Dudley, Mr. Badger? 
 I do. 
 
 2. Are you a magistrate for the counties of Worcester 
 and Stafford? 
 
 I am. 
 
 3. In what manufacture are you engaged ? 
 
 Nails and glass, and other hardwares, as well as flint 
 glass. 
 
 6. Would a more expeditious delivery of goods than 
 now exists be a benefit to the glass and nail trade ? 
 
 Undoubtedly. 
 
 7. To which would it be the greatest gain ? 
 To glass. 
 
 8. Does it come within your knowledge that some of the 
 manufacturers have established houses in London where 
 they keep large stocks ? 
 
 Two of the largest houses have. 
 
 9. Is that to enable them to supply them with the glass 
 they order? 
 
 It is. 
 
 10. If there was increased communication, would it en- 
 able glass-blowers to dispense with these large stocks ? 
 
 I think it would. 
 
 11. Would the proposed Railroad be advantageous on 
 these grounds ?
 
 105 
 
 Most undoubtedly. 
 
 23. Are you acquainted with the state of the neighbour- 
 ing poor in your neighbourhood ? 
 
 I am. 
 
 26. Would the money to be expended in completing the 
 Railroad be a gain to the neighbouring poor in your 
 district ? 
 
 Most desirable ; of immense service. 
 
 Class A. (2.) — Agriculture. 
 
 Mr. W. Meade Warner. — ^p. 56. 
 
 1. Are you a farmer ? 
 I am. 
 
 3. Do you occupy any land near Leighton Buzzard ? 
 I do. 
 
 4. How many acres ? 
 
 Nearly 200 ; and about 400 in Oxfordshire. 
 
 6. How near is this land to the proposed line of Rail- 
 road? 
 
 Within a few poles ; about a furlong. 
 
 7. Do you consider the proposed Railroad of advantage 
 or disservice to your land there ? 
 
 A most essential service. 
 
 8. In what way do you think it would be advantageous 
 to yourself and other farmers through whose land it passes? 
 
 There can be no question at all that the system of farm- 
 ing a grass land, in particular, would be in a considerable 
 decree changed ; we should be able to send to London a 
 different kind of produce, and much better. 
 
 15. Are you prevented from sending many lambs to the 
 London market from the difficulty of sending them by the 
 road? 
 
 H 4
 
 106 
 
 Yes ; so early as we should otherwise send them. 
 
 17. Is it of importance to send lambs early to market? 
 
 It is of importance to send them early in the season, as 
 the ewe would feed off earlier. 
 
 19. If a Railroad was established, would they be sent by 
 you and other farmers ? 
 
 No doubt of it. 
 
 21. Does the same observation relate to calves that ap- 
 plies to lambs ? 
 
 Exactly. 
 
 22. In respect to any dairy farms, would it be an advan- 
 tage to the keepers of them to be able to transmit milk and 
 butter to the London market? 
 
 I have been a dairyman nearly twenty years, and have 
 forty or fifty cows. 
 
 23. Would it be of advantage to have a Railroad to 
 transmit dairy produce to the London market? 
 
 Very great. In perishable goods the rule is, that the 
 sooner it is given to the consumer so much the better. 
 
 25. How many head of cattle pass weekly through Hock- 
 liffe? 
 
 In the heavy seasons about 1500. 
 
 26. Is that to London ? 
 Yes. 
 
 27. About how many sheep ? 
 
 On the parallel line of road to the proposed Railway 
 there are not fewer than 10,000 weekly, all for the London 
 markets. 
 
 28. What is the cost of sending cattle up to London 
 from your neighbourhood ? 
 
 The charges of the road and selling expenses put toge- 
 ther is 105. We estimate about 7s. for the road expenses; 
 that is about forty miles. 
 
 30. Are the cattle injured from being driven up ? 
 Very much ; incalculable. 
 
 31. Supposing that even the cost was increased of trans- 
 mitting cattle by the Railroad, would it be of advantage to
 
 107 
 
 the farmer or not, in your opinion, to have them conveyed 
 by this means, instead of having them driven in the ordi- 
 nary way ? 
 
 Then it would be a great advantage. Sometimes the 
 poor things are driven till their feet are sore ; and the 
 effect of that is, that they are sold on the road for what 
 they can get. It is often the case that they drive many of 
 them till they have not a foot to stand on. 
 
 34. What is charged per score for the driving of sheep? 
 A shilling a head for about forty miles. 
 
 35. Do the same observations you have made previously, 
 apply to sheep as well as the other beasts ? 
 
 Exactly the same ; I scarcely ever see a drove of cattle 
 pass without I see tired ones. They are constantly left 
 at every town on the road, where they are sold for what 
 thev will fetch. 
 
 36. Have you ever had offers made to you to supply 
 any part of London with milk ? 
 
 I have. 
 
 37. Have you been able to comply with that ? 
 No. 
 
 38. For what reason ? 
 
 On account of the want of conveyance. 
 
 51. Is it your opinion as a farmer, from the knowledge 
 that you have of the neighbourhood, that a Railroad esta- 
 blished on the proposed line would be an advantage to the 
 two farms ? 
 
 That opinion alone has brought me here. My property 
 lies in land. I am a proprietor as well as occupier. I 
 believe my estates along the line would be increased in 
 value 30 per cent. 
 
 52. Do you believe it would be an advantage to tlie 
 consumer as well as the producer of the produce ? 
 
 Very great.
 
 108 
 
 Mr. Charles Whitworth. — p. 62. 
 
 1. You are an inhabitant of Northampton ? 
 Yes, I am. 
 
 2. Are you a farmer and landowner ? 
 Both a farmer and landowner. 
 
 3. Are you also engaged in trade in Northampton? 
 Yes, I am. 
 
 4. Have you ever seen a Railroad ? 
 
 I have been on the Railroad between Manchester and 
 Liverpool. 
 
 5. Have you seen cattle conveyed on the Railroad ? 
 I have seen both beasts and pigs. 
 
 6. After cattle have been conveyed on a Railroad, do 
 they land in a good state ? 
 
 I have seen both pigs and beasts landed, and they came 
 out as fresh as if they came fi'om the field. 
 
 10. Do you know of any meat being sent from North- 
 ampton to London ? 
 
 A very great deal. 
 
 11. Are you aware of any inconvenience or loss that has 
 occurred to that meat ? 
 
 I speak from experience. I had meat sent from North- 
 ampton, and I had no return whatever for it ; it became 
 putrid, and it was thrown away. 
 
 12. Do you attribute that to the inadequacy of the speed 
 of the conveyance? 
 
 It could not go up in sufficient time to get into the 
 market while it was good ; that often happens in summer 
 time, in weather like this. 
 
 37. You are an occupier and owner of land ? 
 Yes. 
 
 38. To what extent ? 
 
 I am an owner of 800 acres. I occupy only one. 
 
 39. Are the 800 acres in Northamptonshire ? 
 In Northamptonshire and Buckinghamshire.
 
 109 
 
 40. Near the line of this Railway ? 
 
 The Railway will go only one mile across it ; there are 
 300 acres in a ring fence which it goes right across. 
 
 41. What is your opinion as to the effect of the Rail- 
 road on the value of that land ? 
 
 My opinion is, it will increase the value. 
 
 42. Have you any doubt on the subject ? 
 No doubt. 
 
 43. What do you think would be the reason of its in- 
 creasing in value ? 
 
 By the facility of conveyance of any thing that is wanted 
 to be sent to it, or any thing that is wanted to be taken 
 awav. 
 
 44. The communication by which produce may be ex- 
 ported fi'om the farm ? 
 
 Yes. Then I should say that we could get manure 
 from the London market, and now we cannot get it within 
 some miles. 
 
 45. From what place do you think of obtaining the 
 manure ? 
 
 From London. 
 
 Mr. John Sharp. — p. Q5, 
 
 1 . I believe you are a butcher by trade ? 
 I am. 
 
 2. WTiere have you carried on the business ; in London, 
 or in the country ? 
 
 In High Street, Mary le-bone, for forty years. 
 
 3. Have you been in the habit of receiving beasts from 
 the country for slaughter? 
 
 Lhave been in the habit of buying beasts at Smithfield 
 all the time, weekly. 
 
 5. The value of beasts is lessened considerably by the 
 journey ? 
 
 Much, undoubtedly ; when the animal is fatigued and is 
 overdriven, he becomes feverish, and his looks become not
 
 110 
 
 so good, and he loses weight by the length of the journey 
 and the fatigue. 
 
 9. Do beasts suffer more from length of journev, or from 
 the time they are away from their usual pasture ? 
 
 Certainly, the longer they are away from comfortable 
 food and comfortable pasture, the longer they are on the 
 road, the more are they deteriorated in point of quality, 
 generally ; always some ; sometimes more, sometimes less. 
 
 10. Their coming in a shorter time would of course be 
 an advantage? 
 
 Beasts that come a short journey, well taken care of, do 
 not suffer so much as those that come long journeys. 
 15. Do sheep also suffer from being driven? 
 They do in proportion to beasts. 
 
 17. Do calves come from any distance from London, or 
 is the supply confined to a limited distance from London? 
 
 I think the farthest distance may be thirty miles; the 
 principal part of the veal of the best quality comes by 
 land carriage ; that is our mode ; I think very few come 
 more than thirty miles. 
 
 18. What distance does the dead meat come if that is 
 now sent up ? 
 
 It depends on the season of the year and the weather ; 
 at this season of the year, from long journeys and the 
 warm weather, it will spoil. In this season of the year 
 the dead meat comes a short distance ; in winter, when the 
 season will permit, it comes 100 miles. 
 
 19. State how the dead meat is spoilt by the weather 
 and the delay ? 
 
 If the weather comes in hot it is often the case that a 
 great quantity of meat is spoilt. 
 
 20. As to lambs, are they sent at a great distance from 
 London ? 
 
 Some are sent a great distance. 
 
 21. What is the distance? 
 
 I know of some lambs coming 80 or 90 miles.
 
 Ill 
 
 Mr. Robert Attenborough. — p. 67. 
 
 1. What are you? 
 A farmer. 
 
 2. And grazier ? 
 Yes. 
 
 3. Where do you reside ? 
 At Braybrooke. 
 
 4. How far is that from London ? 
 Eighty miles. 
 
 5. Are you in the habit of attending Smithfield market? 
 Yes. 
 
 6. How often ? 
 
 Once a week, from now till Christmas, 
 
 7. How long does it take you to perform the journey to 
 and from? 
 
 Twelve hours up and down. 
 
 8. You are a salesman as well as a grazier ? 
 Yes. 
 
 9. What time does it take you to and from, and to trans- 
 act business in London ? 
 
 Three whole days and one night ; I go down in the 
 night; generally come up on Saturday; then it takes me 
 three days and nights. 
 
 10. If you do not come on Saturday, it takes you two 
 days and nights? 
 
 Yes ; I get home at four o'clock in the morning. 
 
 11. Do many other graziers and salesmen come from 
 that neighbourhood ? 
 
 Yes. 
 
 12. What is the expense of coach hire for each journey? 
 It is 1/. 12s. inside, and one guinea out. 
 
 13. The same to return ? 
 Yes. 
 
 14. If there was a conveyance in your neighbourhood, 
 with double the speed of travelling, at a reduction of price,
 
 11^2 
 
 that would be a great convenience to you and persons in 
 your trade ? 
 
 Yes; I have considerable business to attend to at home 
 as a farmer. 
 
 15. Would the proposed Railroad, if carried into effect, 
 be of advantage to you and persons in your situation ? 
 
 Not as a salesman ; but I think it would as a farmer and 
 grazier. 
 
 17. Tell me in what instance it would be serviceable to 
 
 you? 
 
 I think we could get our produce to market at a cheaper 
 rate, and with less waste. I consider our cattle waste con- 
 siderably by being driven up. 
 
 18. What is the present cost of driving up cattle from 
 you to London ? 
 
 Seven shillings in summer. There are people who drive 
 them for 6s. 6d. It is 85. in winter. 
 
 19. What advance of price would you be willing to pay 
 rather than have your cattle suffer the deterioration of being 
 driven to London ? 
 
 I would pay 10s. a head more. 
 
 25. Would a Railroad be equally serviceable for send- 
 ing dead meat which had been slaughtered in the country? 
 Yes. 
 
 30. What is the charge for driving a sheep ? 
 One shilling a head. 
 
 31. How much additional charge would you be willing 
 to incur to have your sheep conveyed ? 
 
 I think more in proportion to the sheep, because they 
 are longer on the road. 
 
 32. Your opinion as a farmer is, that you would be will- 
 ing to pay more for sheep than beasts ? 
 
 I have always understood that a sheep driven eighty 
 miles wastes 8 lbs. ; that is a stone. 
 
 33. At how much a stone ? 
 
 About 4s. 6d. a stone ; of course there would be a litde 
 waste if you travel by the Railroad.
 
 113 
 
 36. Are you acquainted with the Northampton market? 
 
 Yes. 
 
 39. Do you think that additional buyers would be in- 
 duced to attend the market if there was a Railroad convey- 
 ance in that neighbourhood ? 
 
 Yes ; I consider so. It is now brought there principally 
 by corn dealers, and sent to market again by boat. 
 
 47. Do you not hold two farms ? 
 Yes. 
 
 48. Are those two farms your own property, or held for 
 any body else? 
 
 I hold one as an executor for my brother, and the other 
 I rent. 
 
 49. Do you suppose if this Railroad was established 
 that it would be an advantage to you, farming those two 
 farms ? 
 
 I consider it would, particularly to one I occupy as trus- 
 tee for my brother; it passes very near to it. 
 
 50. Would the value of the farm be raised, in your opi- 
 nion, by having the Railroad pass it ? 
 
 1 think so. 
 
 Mr. William Kay. — p. 143. 
 
 I . Where do you reside ? 
 At Tring. 
 
 10. Near the line of the proposed Railroad? 
 I believe about a mile and a half from it. 
 
 II. Does the Railroad go through any land of yours ? 
 It does. 
 
 13. You do not suppose that any inconvenience would 
 result from the Railroad passing through your land ? 
 
 Not so far as I am a judge. 
 
 14. Do you conceive that your estate would be increased 
 in value by the passage of the Raih'oad ? 
 
 I should think it is most likely. 
 
 1 5. Have you any doubt of it ? 
 Not any.
 
 114 
 
 Class A. (3.) — Travelling and Cariiage of 
 
 Goods. 
 
 Mr, Oliver Mason, i?i continuation. — p. 70. 
 
 1 9. You say you reside at Malvern at present ? 
 I do. 
 
 20. When you have occasion to come to London, how 
 many hours are you on the road ? 
 
 I come up from Worcester by the evening coach in six- 
 teen hours and a half. 
 
 21. What is the expense of travelling by that convey- 
 ance? 
 
 It costs me, including the usual fees, 43s. 
 
 22. If the proposed Railroad was established between 
 Birmingham and London, would you make that your 
 means of passage from Malvern to London ? 
 
 Yes. I could go from Malvern to Birmingham in three 
 hours for lOs., and then I should be five hours and a half 
 by the Railroad, which would make nine hours, for which 
 I should have to pay \l. 25. ; that would be 32s. instead 
 of 4.3s. 
 
 23. And a saving of seven hours in time? 
 Yes. 
 
 25. How many miles is Malvern from Birmingham? 
 Thirty-four. 
 
 Mr. H. Cheetham. — p. 96. 
 
 1. Are you a cotton manufocturer in the neighbourhood 
 of Manchester ? 
 
 I am. 
 
 2. Are you well acquainted with Manchester and the 
 neighbouring towns ? 
 
 I am.
 
 115 
 
 11. What is the fare per coach from Manchester to 
 London now ? 
 
 Four guineas inside, including guard and coachman. 
 
 1 2. What is the expense of posting ? 
 From Is. 3d. to Is. 6d. per mile. 
 
 13. Do you know that persons who travel from Man- 
 chester to Chester go by the Railroad to Liverpool? 
 
 I do. 
 
 14. How much is that round? 
 Twelve or thirteen miles. 
 
 15. Do they save much time and money? 
 
 Yes. I recollect at the last election for the county we 
 sent voters by the Railrotid to save expense. 
 
 16. Are you acquainted with the trade of Nottingham 
 and Leicester ? 
 
 I am. 
 
 17. Do goods go from thence by coach conveyance to 
 London ? 
 
 Yes; they are obliged to send them by coach on account 
 of the expedition. 
 
 20. Accordino; to the effects of the Manchester and Liver- 
 pool line, do you anticipate that great benefit will accrue 
 to Manchester, from a saving of six hours' communication 
 between London and Manchester? 
 
 Yes; and also from the reduction of expense. Between 
 Liverpool and Manchester it has been a reduction to me of 
 150/. per annum on the conveyance of cotton alone. To 
 the Manchester spinner there has been a considerable re- 
 duction on the article of coal ; as much as 25. per ton, or 
 20/. per cent. 
 
 21. Has the communication by canal been improved 
 since the establishment of the Railroad between Liverpool 
 and Manchester ? 
 
 Very much. 
 
 24. Do you know the time at present occupied by the 
 coach from Leicester to London ? 
 About eleven hours.
 
 116 
 
 25. But calculating if the Railroad is executed, what 
 time would be occupied? 
 
 It appears by the calculation that passengers would join 
 the Raih'oad at Rugby, getting from Rugby to Leicester 
 by coach, and the distance would be completed in about 
 six hours and a half. 
 
 26. Do you know the expense of coming from Leicester 
 to London by coach now ? 
 
 About 21. or 2/. 2s. 
 
 27. Have you made an estimate of the tolls demanded 
 by the Railroad company? 
 
 It comes to about one guinea. 
 
 29. What time is occupied in coming from Nottingham 
 by coach? 
 
 From fifteen to sixteen hours. 
 
 30. Have you made a calculation of the time occupied 
 in coming by Rugby? 
 
 Joining Rugby in the same way, it would be completed 
 in eleven hours ; a saving of fiom six to seven liours. 
 
 31. What is the expense of fare by coach from Not- 
 tingham ? 
 
 It costs 355. 
 
 32. But calculating the expense by Rugby? 
 
 It costs about 255. ; the greatest part of the lace made 
 in Nottingham is forwarded by either van or coach ; the 
 saving that accrues to a passenger also accrues to the lace. 
 
 Class A. (4.) — Conveyance of Bullion, Mails, 
 Troops, and Military Stores. 
 
 Mr. James Marshaix. — p. 145. 
 
 1. Are you the secretary to the provincial bank in 
 Ireland ? 
 I am.
 
 117 
 
 2. Do you know that large quantities of bullion have 
 often been forwarded by the Bank of England to Liverpool 
 for transmission to Ireland ? 
 
 I believe it would be more correct to say that it is ob- 
 tained from the Bank of England by us to be sent to Ireland. 
 
 3. Do you send that to Liverpool ? 
 
 To Liverpool and to Holyhead occasionally. 
 
 4. What time is occupied in the carriage of the bullion? 
 The direct course of post from London to Dublin is 
 
 thirty-six hours, provided the packet can sail immediately, 
 
 5. Suppose you had the means of communication by a 
 Railroad to Birmingham, which would save six hours in 
 the conveyance of the bullion, do you think that would be 
 of great importance? 
 
 The saving of six hours would, on many occasions that I 
 have witnessed, have been of very great importance. 
 
 6. Do such occasions sometimes arise, from peculiar 
 circumstances ? 
 
 Yes; circumstances peculiar to Ireland, for some years 
 back, from political causes, have occasioned sudden de- 
 mands for gold, which we have been obliged to supply very 
 suddenly. 
 
 7. When an hour's time would have been of great 
 importance ? 
 
 It might, certainly. 
 
 Mr. John Moss, Director of the London and Manchester 
 
 Hailtva^. — p. 91. 
 
 1. Do you live at Liverpool? 
 I do. 
 
 2. You are well acquainted with Liverpool, Manchester, 
 and the county of Lancaster ? 
 
 Very well. 
 
 9. Tell us whether, in your judgment, it would be of the 
 greatest possible advantage to Liverpool if the mail arrived 
 there on the morning next after it left London ? 
 
 Of the greatest possible advantage. 
 
 I 2
 
 118 
 
 10. You are aware of the rate at which locomotive 
 engines travel? 
 
 Yes. 
 
 11. Can they easily command twenty miles an hour? 
 Yes. 
 
 12. With certainty and precision? 
 Yes. 
 
 59. Do you go the same rate by night as by day ? 
 Exactly the same. 
 
 13. Calculating on a Railroad all the way, what time 
 would the mail leaving London arrive in Liverpool ? 
 
 In about eleven hours. 
 
 14<. Is it contemplated to have a Railroad from Bir- 
 mingham to Liverpool ? 
 
 It is quite arranged for it. 
 
 21. If the mail arrived at Liverpool at seven o'clock in the 
 morning, could they arrive the same evening at Dublin ? 
 
 Perfectly well. 
 
 52. Do you know any thing of the transport of bullion 
 from Manchester to Liverpool ; has bullion been sent ? 
 
 Certainly. 
 
 53. In a considerable quantity ? 
 A considerable quantity. 
 
 54. Do you know whether that has been found of great 
 advantage to the bankers ? 
 
 It has been a great service to every one. 
 
 Mr. H. Cheetham, in continuation. — p. 96. 
 
 3. What is the market-day at Manchester ? 
 The principal market-day is on a Tuesday. 
 
 4. At what time does the mail arrive at Manchester ? 
 At four in the afternoon. 
 
 5. Do the foreign letters arrive in time for the market ? 
 All the foreign letters arrive at a time when the market 
 
 is over. 
 
 6. If the mail could be expedited six hours, would that 
 be a great advantage ?
 
 119 
 
 It would be a great advantage in this respect : all the 
 country manufacturers who attend the market, the foreign 
 letters not coming in, in time to be delivered that morning, 
 are obliged to stand over until next market-day ; the 
 country manufacturer sometimes loses the order, and it is 
 obliged to be given to a Manchester manufacturer. 
 
 7. Has this circumstance for a long time been the sub- 
 ject of complaint ? 
 
 Very much so. 
 
 8. If six hours were saved in the communication be- 
 tween London and Birmingham, do you contemplate that 
 great advantage would result to Rochdale, Halifax, Brad- 
 ford, and Leeds ? 
 
 Yes. 
 
 9. Have you also a great communication between Man- 
 chester and Glasgow ? 
 
 A good deal. 
 
 10. The saving of time between Birmingham and Lon- 
 don would be a saving of time between Birmingham and 
 Glasgow ? 
 
 The Glasgow mail leaves Manchester an hour after the 
 London mail comes in. 
 
 Mr. Augustus Godby. — p. Ii2. 
 
 1. Are you employed in the Post-office? 
 I am. 
 
 2. In what department ? 
 
 The secretary to the Post-office for Dublin. 
 
 8. Suppose that the Railroad now projected was carried 
 into execution, would it not be a great advantage to convey 
 the mails for Portpatrick, Liverpool, and Holyhead by a 
 conveyance that would save six hours by the direct line ? 
 
 An earlier arrival at Liverpool and Manchester would 
 be a great advantage, and Glasgow also ; I do not know 
 that it would be of any great advantage to Portpatrick. 
 
 9. But it would be to Glasgow, Liverpool, and Man- 
 chester ? 
 
 _ n 
 I O
 
 120 
 
 An earlier arrival of six hours at Manchester or any 
 great commercial town would be of great advantage where 
 the present arrival is after seven in the morning. 
 
 12. Are you aware that the communication with Ireland 
 would be facilitated by these means ? 
 
 If it was continued to Liverpool, certainly. 
 
 14. The mail arrives in Manchester now about four in 
 the afternoon ? 
 
 About four o'clock. 
 
 15. Six hours' saving would bring it in at ten in the 
 morning ? 
 
 Yes ; that would be a great convenience. 
 
 16. It arrives at Liverpool at six in the evening? 
 Yes. 
 
 17. This would bring it in at noon? 
 It would. 
 
 18. At Glasgow, what time does it now arrive ? 
 Four in the afternoon. 
 
 19. And at Edinburgh the same time ? 
 It now arrives there at half-past one. 
 
 Lieutenant General Sir James Willoughby Gordon, 
 Baronet, K. C. B. — p. 110. 
 
 1. Are you the Quarter-master General ? 
 I am. 
 
 2. Have you been informed of a proposed line of Rail- 
 way to be taken from London to Birmingham ? 
 
 A plan of the Railroad has been laid before me, and I 
 have looked at it. 
 
 3. Would it pass near Weedon? 
 Yes. 
 
 4. Is there not a considerable depot for troops, as well 
 as military stores, at Weedon ? 
 
 There is. 
 
 5. Particularly for military stores ? 
 Both for troops and stores.
 
 121 
 
 6. In your judgment, would a Railroad passing near 
 that depot afford considerable facilities for the purpose of 
 the transport of military stores ? 
 
 It certainly would afford very great facilities for the more 
 rapid conveyance of military stores. 
 
 7. In your opinion, would that be beneficial to the 
 public service ? 
 
 Certainly ; very beneficial. 
 
 8. With respect to troops, would it not, in cases of 
 emergency, afford opportunity for the more rapid convey- 
 ance of troops ? 
 
 In cases of emergency it would be very desirable to send 
 troops by that mode of conveyance, which would be very 
 rapid and safe ; in cases not of emergency it is my opinion 
 that troops should not be conveyed by either canal, or 
 carriage, or Railroad, but that they should be made to 
 perform one of the most efficient parts of military duty, to 
 march. In cases of emergency, where bodies of military 
 men require to be assembled suddenly for the public 
 service on any given spot, then I should say that a rapid 
 conveyance is very desirable, and by Railroad certainly ; I 
 have practised it on the Railroad between Liverpool and 
 Manchester with very great effect, and benefit to the 
 public service. 
 
 9. If a Railroad was extended from London to Liverpool, 
 do you imagine that that would be, in cases of emergency, 
 of great importance to the public service ? 
 
 Wherever the civil services require a body of troops to 
 be assembled on any given spot, every facility that could be 
 afforded to me to place them on that spot rapidly would be 
 very desirable. 
 
 10. Such emergencies have frequently occurred ? 
 They have occurred, and will in all countries not be of 
 
 unfrequent occurrence. 
 
 11. On these occasions you have had recourse to the 
 most expeditious communication you had ? 
 
 Yes. 
 
 I *
 
 122 
 
 22. Do you not think that a rapid communication with 
 Birmingham might expose the stores to some danger ? 
 
 None whatever ; no military stores are placed there 
 without a competent force to protect them against any 
 attempt to spoil them ; there is always a competent force 
 for that purpose at Weedon, and every other place where 
 military stores are deposited. 
 
 23. There is so good a protection at Weedon that it 
 would take a considerable number of persons to effect 
 that? 
 
 Considerable. 
 
 24. More than could be brought from Birmingham by 
 the Railroad? 
 
 No persons could get there except by the Railroad or 
 by marches, and no assembly of persons could get to 
 Weedon except by two pretty long marches. 
 
 25. Suppose these persons were to get possession of the 
 Railroad carriages, and bring 300 or 400 persons to 
 Weedon, to make an attack on the stores, do you think 
 they would be successful against the protection there af- 
 forded ? 
 
 No, nor forty times the number. 
 
 Class B. — Estimates of Cost, 
 
 Mr. Robert Stephenson. — p. 102. 
 
 1 . You are a civil engineer ? 
 I am. 
 
 2. Have you examined this proposed line ? 
 I have. 
 
 25. Have you considered the cost which would be ne- 
 cessary to effect this work ? 
 I have. 
 
 111. Is the whole aggregate of {the) items {of expense) 
 2,205,352/. ? 
 It is.
 
 123 
 
 112. In works of this description, is it usual to put a 
 considerable amount for contingencies ? 
 
 Usually ten per cent. 
 
 113. Have you added to this a sum exceeding ten per 
 cent. ? 
 
 The amount of contingencies at ten per cent, would be 
 205,000/. ; I have put it at 294,648/. 
 
 114. Which makes the sum altogether 2,500,000/.? 
 It does. 
 
 115. Look at this paper, and tell me whether the estimate 
 is correct ? 
 
 It is. 
 
 ABSTRACT OF ESTIMATE. 
 
 Excavations and Embankments 
 
 Tunnelling 
 
 Masonry. — Tliis item is increased in consequence of" 
 an agreement with the Commissioners of the Me- 
 tropolitan roads to add to some of our bridges in 
 width and height, also an agreement with the trus- 
 tees of the Radcliffe Library estates to increase 
 the nimiber of arches in the Wolverton Viaduct, 
 and also an addition of two bridges over the 
 Avon near Brandon to avoid the diversion of the 
 river 
 
 Rails, chairs, keys, and pins 
 
 Blocks and sleepers 
 
 Ballasting and laying rails 
 
 Fencing at 740^. per mile 
 
 Land 
 
 Six water stations at 500/ 
 
 Six intermediate pumps 
 
 Offices, &c. requisite at each end of the line, for con- 
 venience of passengers, &c., and walling for enclosing 
 the space for depflt 
 
 Forty locomotive engines, 1000/. 
 
 300 waggons at 30/ 
 
 Sixty coaches at 200/ 
 
 } 
 
 Contingencies 
 
 Estimate 
 
 proved in the 
 
 House of 
 
 Commons. 
 
 £ 
 779,000 
 250,286 
 
 350,574 
 
 212,940 
 
 102,960 
 
 102,960 
 
 76,032 
 
 1,874,752 
 
 250,000 
 
 3,000 
 
 600 
 
 16,000 
 
 40,000 
 
 9,000 
 
 12,000 
 
 2,205,352 
 294,648 
 
 2,500,000
 
 124 
 
 388. Your estimate all the way through is made on two 
 lines ? 
 
 Yes, it is ; except that every five miles there is a side- 
 place or entrance. 
 
 389. From which any carriage may turn out and come 
 in again ? 
 
 Yes. 
 
 390. Do you conceive that in 112 miles, where you will 
 not only carry passengers but sheep and pigs, and people- 
 are to be allowed to come on from all sorts of side-places, 
 that two lines can be enoufjh ? 
 
 I am quite sure about that. 
 
 391. What makes you sure about it? 
 
 It is possible to carry more goods and do more business 
 on two lines of Railroad than there is any probability of 
 coming between London and Birmino'ham. 
 
 Mr. HexVry Robinson Palmer. — p. 156. 
 
 1 . Are you a civil engineer ? 
 I am. 
 
 2. Are you the engineer to the London Dock Company ? 
 I am. 
 
 5. Have you carefully examined the proposed line of 
 Railroad from London to Birmingham ? 
 
 I have. 
 
 1 1 . At what sum do you estimate the cost of the work, 
 exclusive of contingencies ? 
 
 1,893,788/. 
 
 14. Do you know at what sum the land is valued? 
 The land is valued at 250,000/. 
 
 15. What would that make your whole estimate? 
 
 Mr. Stephenson having estimated the whole cost at 
 2,500,000/., I have supposed that that sum would be 
 raised for the purpose of the whole work, and have there- 
 fore assumed the difference between my estimate and that 
 sum as an item, which I distinguish as contingencies, which
 
 125 
 
 is about 356,000/. being a larger sum tiian is usually al- 
 lowed for contingencies on public works. 
 
 16. In allowing the sum of 356,000/., do you conceive it 
 would be required ? 
 
 Certainly not ; I think the prices I have put on the 
 work thi'oughout will be such as to be sufficient without the 
 aid of that. 
 
 17. Do the contingencies come to nineteen per cent.? 
 About nineteen per cent, on the cost of the work. 
 
 Mr. John U. Rastrich. — p. 14'7. 
 
 1. You have been a civil engineer for some years ? 
 I have. 
 
 2. You have had some experience in the construction of 
 Railroads ? 
 
 Yes. 
 
 5. Have you gone over Mr. Stephenson's estimate ? 
 I have. 
 
 6. Have you been over the whole of the line of Railroad 
 estimated by Mr. Stephenson? 
 
 I have. 
 
 7. Have you taken pains to calculate whether or not the 
 
 estimate he has made is correct or not ? I 
 
 I consider his estimate a great deal more than what I 
 should have calculated it at. 
 
 8. You think the works might be done on the line from 
 Birmingham to London for less expense than he has 
 estimated ? 
 
 Yes, I do think so. 
 
 34. What is the whole amount of your estimate? 
 
 The amount of my estimate, independent of contin- 
 gencies, is 1,875,527/. I have added the remainder to 
 make up 2,500,000/.; that makes the contingencies '! 
 
 374,473/. 
 
 35. Then you have added so large a sum to make your 
 estimate come up to Mr. Stephenson's ?
 
 126 
 
 Yes, certainly. 
 
 36. Does that include the purchase of land ? 
 No, it does not: the purchase of land is 250,000/. — the 
 whole together is 2,500,000/. 
 
 Class C. — Estimate of Traffic. 
 
 Captain C. Richard Moorsom, R. N. — p. 47. 
 
 1. Have you made a calculation of the number of per- 
 sons travelling by coach on the I'oads near the proposed 
 Railroad ? 
 
 I have. 
 
 2. Founded on the Stamp Office returns ? 
 Founded on the Stamp Office List of licensed coaches.
 
 127 
 
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 128 
 
 Notes explanatory of the preceding Table. 
 
 1 . That coaches now run between London and the places specified in the 
 first column. — Stamp Office Returns. 
 
 2. That they make the number of journeys per week mentioned in the se- 
 cond column. — Stamp Office Returns. 
 
 3. That the average number of passengers in each journey is nine for the 
 coaches and five for the mails, being the numbers mentioned in the third 
 column. 
 
 ? 4. That, consequently, the number of passengers per week between London 
 and the places mentioned in the first column is the number stated in the 
 fourth column. 
 
 5. That the number of miles now travelled by each coach each journey 
 (not including any distance beyond Birmingham) is that which is stated in 
 the fifth column. 
 
 6. That reason, and the experience of the Liverpool and INIanchester Rail- 
 way, show that all passengers vAW travel the whole or a part of their journey 
 on the Railway whenever they can save time and expense by doing so. 
 
 7. That in all the journeys mentioned in the first column, time and ex- 
 pense will be saved to passengers by their joining the Railway at some part 
 of its course, instead of proceeding by the present roads now in use. 
 
 8. That the places at which it will be most convenient for passengers per- 
 forming the journeys mentioned in the first column, to join or leave the Rail- 
 way by existing roads, will be the places mentioned in the sixth column. 
 
 9. That upon this principle the number of miles on the Railway which 
 will be travelled by each passenger in each of the journeys mentioned in the 
 first column will be the number mentioned in the seventh column. 
 
 10. That the aggregate number of miles on the Railway which will be 
 travelled by the passengers in each of the journeys mentioned in the first 
 column will amount per week (by multiplj-ing the number in the fourth co- 
 lumn by the number in the seventh column) to the number mentioned in the 
 eighth column. 
 
 H. That, consequently, the aggregate number of miles on the Railway 
 travelled by the passengers in all the journeys mentioned in the first column 
 will amount per week to 569,808 miles, and for the wliole year to 29,630,016 
 miles. 
 
 12. That if the charge for travelling on the Railway be 2d. per head per 
 mile, the gross annual income of the Railway from passengers only, who now 
 go by public conveyances, will be 246,916/. 16s.
 
 129 
 
 4. What is the result of that calculation in money? 
 246,916/. 16s. 
 
 5. Have you also an estimate of what the I'esult would 
 be if a duty was to be levied on Railroad carriages, cor- 
 responding with that now levied on coaches on the com- 
 mon road ? 
 
 If a duty was levied on them corresponding with the 
 duty paid to government on coaches, it would amount to a 
 farthing per head per mile, which would be a gross sum of 
 31,000/. a year on that calculation. 
 
 6. If a duty was imposed, the 31,000/. would have to 
 be deducted from the 246,000/. ? 
 
 No ; I apprehend that charge would be additional to the 
 charge put down there. It would make a difference of 
 2s. 6d. or 3s. on the cost to an individual soing: from Bir- 
 minirham to London. 
 
 n 
 
 Mr. Richard Creed. — p. 177. 
 
 1. Are you the secretary to the London and Birming- 
 ham Railway Company? 
 
 I am. 
 
 2. Have you examined the information and evidence 
 supplied by Mr. Hart, Mr. Holman, Mr. Shackel, Mr. 
 Partridge, Mr. Attenborough, and Mr. Warner, of the 
 traffic on the road by coaches, posting, canal boats, &c.? 
 
 Yes. 
 
 3. What do you calculate that the conveyance of the 
 different articles and persons would amount to at Railroad 
 prices ? 
 
 At Railroad prices it would amount to 244,858/. 8s. lOd. 
 
 4. Is that calculation made on the prices inserted in the 
 schedule of tolls to be taken by the proposed Act ? 
 
 It is. 
 
 5. Have you looked at Captain Moorsom's calculation 
 as to the coach traffic of passengers by Railroad prices? 
 
 I have.
 
 130 
 
 6. How much is that? ' * 
 246,916/. 165. 
 
 7. Is that calculated at two-pence a mile for each pas- 
 senger, as proposed to be levied by the Act ? 
 
 It is so stated in Captain Moorsom's account. 
 
 8. In that statement is there any estimate of parcels con- 
 veyed by the coaches for the intermediate distances ? 
 
 There is no allowance. 
 
 9. Only the parcels from Birmingham to London, and 
 from London to Birmingham ? 
 
 Only there. 
 
 10. Is there any calculation for goods and parcels that 
 come by vans and carts ? 
 
 None. 
 
 11. Are the goods that come from Liverpool and Man- 
 chester, Derbyshire and Leicestershire, anil the surround- 
 ing counties, included ? 
 
 There is no allowance made for them, and there is also 
 no allowance made for the increase in the carriage of meat, 
 fish, dairy produce, eggs, and garden produce. 
 
 12. Have you examined the evidence given by Mr. Earle, 
 Mr. Moss, and Mr. Booth, relative to the increase of 
 traffic on the Liverpool and Manchester line? 
 
 Yes, I have. 
 
 13. Taking this evidence as your data, what do you cal- 
 culate would be the increased traffic on the proposed line 
 of Railroad ? 
 
 Mr. Booth states tliat the increase has been in the ratio 
 as to passengers of 1200 to 450'*; it may be assumed, 
 therefore, that the number of passengers by the London 
 and Birmingham would be doubled. 
 
 14. Then you take it in a less proportion than the actual 
 increase? 
 
 Mr. Booth's statement is nearly in the proportion of 
 three to one ; I have taken it as two to one. 
 
 * 
 
 See pp.143, 144. q.27.29.
 
 131 
 
 15. Upon that assumed increase on the actual calculated 
 traffic of goods, passengers, and parcels, what do you 
 make the ajjo-refiate amount of revenue derived from these 
 sources? 
 
 738,692^. Os. lOd. 
 
 16. Was the paper that you hold in your hand drawn 
 up by yourself? 
 
 It was. 
 
 1 7. Does it contain the result of the calculations which 
 you have detailed ? 
 
 It does.
 
 133 
 
 SUMMARY OF TRAFFIC AT RAILWAY PRICES. 
 
 Statement A. (coach traffic) 
 
 Statement B. (other traffic) 
 
 Mr. Henry Booth, in his evidence before the 
 Lords' Committee, states, that the number of 
 passengers on the Liverpool and Manchester 
 Railway is nearly three times what it was by 
 coaches between Liverpool and Manchester be- 
 fore the Railway was opened, or in the propor- 
 tion of 1200 to 450. 
 
 £ s. d. 
 
 246,916 16 
 244,858 8 10 
 
 491,775 4 10 
 
 It may be presumed, therefore, that at least twice " 
 the average number of the passengers by 
 coaches in statement A. would travel by the >■ 
 Railway between London and Birmingham ; 
 sav 
 
 246,916 16 
 
 Total £ 
 
 738,692 10 
 
 Amounting to seven hundred and thirty-eight the 
 and ninety-two pounds and ten-pen 
 
 usand six hundred 
 ce. 
 
 2d. 
 3d. 
 
 Richard Creed. 
 
 Note. — Statement B. does not include: — 
 
 1st. Parcels by coaches for intermediate distances. 
 
 Vans, market carts, and gigs. 
 
 Fly boats conveying Liverpool, Manchester, Derby- 
 shire, and Leicestershire goods which enter the line at 
 different places between London and Birmingham, and 
 only go part of the distance. 
 
 Nor is any allowance made for the considerable increase, 
 which may certainly be calculated upon from the car- 
 riage of meat, fish, dairy produce, and eggs, and of 
 other articles, not now carried to any extent by the 
 existing modes of conveyance. 
 
 Mr. Peter Lecount. — p. 50. 
 
 1. Have you made yourself acquainted with the traffic 
 on the great roads between London and Birmingham ? 
 
 I have. 
 
 14. Will you have the goodness to look at this Paper, 
 and tell me whether that contains the result of your calcu- 
 lation ? 
 
 It does. 
 
 18. Did you also ascertain the tonnage on the canal ? 
 
 I did. 
 
 K 2 

 
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 135 
 
 20. What portion have you omitted ? 
 All heavy goods of every kind, and included only what 
 went by the fly boats — general goods. 
 
 Class D. — Practical Effects of Raikvays. 
 
 Mr. James Forsteu. — p. 145. 
 
 1. Are you a broker in the city of London ? » 
 Yes, I am. 
 
 2. Are you well acquainted with the value of Canal and 
 Railroad property ? 
 
 Yes. 
 
 3. Will you be kind enough to state whether since the 
 opening of the Liverpool and Manchester Railroad the 
 Canal property has increased or diminished in value? 
 
 The Leeds and Liverpool Canal, which is the canal 
 with which it was expected it would interfere the most, has 
 increased in value. 
 
 4. Do you know whether the Leeds and Liverpool 
 Canal opposed the application for the Railroad ? 
 
 They did. 
 
 5. Did they do that at considerable expense ? 
 I believe at a very large expense. 
 
 6. And did they do that under an apprehension that the 
 Railroad would be found to be prejudicial to the canal ? 
 
 Yes, I believe they did. 
 
 7. Are you able to state to the committee whether it has 
 been found to be so or not ? 
 
 No, it has not. 
 
 8. Will you be good enough to state what were the 
 dividends of the Leeds and Liverpool canal in the year 
 1829? 
 
 20/. per annum- 
 
 9. Can you inform the committee what they are now ? 
 
 K 3
 
 136 
 
 At present they remain the same as they were in 1829, 
 but a large sum of money has been expended in paying 
 off the debt. 
 
 10. Is the income considerably greater now than it was 
 previous to the existence of the Railroad ? 
 
 Yes ; it is considerably greater now, and is improving 
 half-yearly. 
 
 Mr. Joseph Pease, Director of the Stockton arid 
 Darlington Haikvaj/. — p. 20. 
 
 1. Where do you live ? 
 At Darlington. 
 
 2. Are you connected with the Stockton and Darlington 
 Railway ? 
 
 I am. 
 
 3. In what capacity are you ? 
 
 I have been a Director to the Company from its form- 
 ation. 
 
 4. How long is it since it was formed ? 
 In the year 1822. Ten years. 
 
 5. Has it been in constant operation since that time ? 
 The Railroad has been in operation seven years. 
 
 6. During the whole time have you been connected 
 with it as a Director ? 
 
 Yes. 
 
 7. Have you directed your attention to the effect that 
 Railway has had on the landed property through which 
 it passes and adjoins ? 
 
 I consider that I have pretty closely. 
 
 8. Have you known any thing of the negotiations that 
 have taken place with the landowners who have purchased 
 property? 
 
 I believe I have been privy to every one of them. 
 
 9. Have the landowners received full compensation for 
 every damage done or could be done to them by the line 
 of Railroad ?
 
 137 
 
 In the course of forty miles we never had but two 
 appeals to the sessions ; every other case was adequately 
 compromised. 
 
 10. Do you know any instance in which any landowner 
 of the present day considers his land injured by the passage 
 of the Railroad through it ? 
 
 I am not aware of the existence of one case. 
 
 11. Do you know whether the advertisements for the 
 letting of farms or the sales of estates contain any thing 
 relating to the Railroad ? 
 
 It is invariably stated either that the Railroad passes 
 through the said estate or near to it ; I believe invariably. 
 
 12. Those advertisements are put forward by sellers ? 
 Yes. 
 
 13. You need hardly be asked if they consider it is an 
 advantage ? 
 
 They consider it as an enhancement of the value of the 
 property. 
 
 14. Can you enumerate any instance in which a parti- 
 cular advantage is given to landholders by the line of 
 Railroad passing through their property, or near to 
 
 them? 
 
 The Stockton and Darhngton Railway have paid great 
 sums to landowners for gravel, for timber, and stone 
 taken out of their estates, for the making of bricks and a 
 variety of other purposes ; they have paid very large sums. 
 
 16. Independent of the sums paid to the landholders for 
 the oround taken ? 
 
 Entirely independent of the sums. 
 
 17. Has there been an advantage derived to the roads in 
 the neighbourhood from diminishing the quantity of traffic 
 
 upon them ? 
 
 As reo-ards the turnpike roads, I consider they are all of 
 them in a much better state of repair, and as to their funds, 
 than they were prior to the construction of the Railway. I 
 do not know of an exception. 
 
 18. Is that from the diminution of the traffic on them ? 
 
 K 4
 
 138 
 
 Of the diminution of that khid of traffic which is most 
 injurious. 
 
 19. Are the landowners and the tenants benefited by 
 the reduction in the rates ? 
 
 I have conversed with many of them, who acknowledge 
 the simis paid to the parochial and other rates are very 
 large. 
 
 20. They are benefited then by it ? 
 I take that for granted. 
 
 21. To what extent do you pay parochial and other rates ? 
 We are assessed on the amount of our net income. 
 
 22. To what yearly amount in round numbers? 
 
 I find it impossible, unprepared as I am, to do that ; in 
 some parishes it is about half of the whole rates. 
 
 23. That is, half of the rates of some of the parishes is 
 borne by the Company ? 
 
 Yes ; and some more than that. 
 
 24. Do you consider that the Railroad does any injury 
 to the game on the property ? 
 
 We have never had but one complaint, four years ago ; 
 the Company put down the objection, — the cause of the 
 objection. 
 
 29. Are you a landowner yourself in the neighbourhood 
 of the Railroad ? 
 
 Yes, I am. 
 
 30. How near does it pass to your property ? 
 
 I have one small estate which it intersects in two equal 
 parts, nearly. 
 
 31. Does it pass near to the homestead ? 
 
 It passes through the inclosure in which the homestead 
 stands. 
 
 32. Have, then, you or the landowners been benefited 
 in respect of draining by the Railroad passing ? 
 
 I have, by the cutting fourteen to sixteen feet deep 
 through, that I have sunk myself; and I observe where 
 there were cuttings the landowners do avail themselves of 
 them as drains.
 
 139 
 
 33. Has the rent of that property you speak of, through 
 which it passes, — has that been increased or decreased 
 since the establishment of the Raih*oad ? 
 
 I consider it has increased one fifth. 
 
 36' Have you known any instance in which there has 
 been a reduction of the rent in consequence of the Railway 
 having passed through the farm ? 
 
 I have not been able to meet with such an instance. 
 
 47. The Company have made an increase to this line in 
 some places beyond what was originally intended ? 
 
 It was intended for a single way ; it is now made double. 
 
 48. Were they obliged to treat with the landowners for 
 a large quantity of land ? 
 
 With a very large proportion of them. 
 
 49. Have you paid on those treaties an increased value 
 upon the land from what you would have paid before the 
 line was established at all ? 
 
 Invariably. 
 
 50. To what amount will you say ? 
 
 I should say we have never objected to pay an advanced 
 price of fifty per cent. 
 
 51. In consequence of the increased value from the 
 Railroad ? 
 
 We were quite aware of the increased value to the 
 owner. 
 
 52. You made no objection to that? 
 No, none. 
 
 Mr. Thomas Lee. — p. 24. 
 
 1. What is your business? 
 An architect and surveyor. 
 
 2. Where do you reside ? 
 
 At Chitty Mill near Manchester. 
 
 3. Are you employed by several gentlemen of property 
 in that neighbourhood to superintend their estates ? 
 
 Yes.
 
 140 
 
 4. Do you know the property of Colonel Lee at Newton? 
 Yes. 
 
 6. Is Mr. Trafford a gentleman by whom you are em- 
 ployed ? 
 
 Yes. 
 
 7. Can you tell the committee whether, in an agricul- 
 tural point of view, Mr. Traffbrd's and Colonel Lee's pro- 
 perty has been improved or deteriorated by the Railroad 
 passing through ? 
 
 It has been improved. 
 
 8. Have you found that the farmers have been benefited 
 in the line? 
 
 Yes, at Newton. 
 
 9. Have Colonel Lee and Mr. Trafford let their lands at 
 higher rents in consequence of the Railroad ? 
 
 Both of them. 
 
 10. Have you taken any yourself at an increased rent? 
 Yes. 
 
 1 1 . In what proportion ? 
 About three acres. 
 
 12. At what increase ? 
 Double the original rent. 
 
 13. Do the farmers send their produce to Liverpool and 
 Manchester ? 
 
 Milk goes regularly. 
 
 14. Is that sold at a price greater than they could obtain 
 in the neighbourhood ? 
 
 I think they get a farthing a quart more than they used 
 to do. 
 
 24. Has the land on Colonel Lee's property in the site 
 of the Railroad been occupied for building? 
 
 Not a great deal at present, but it is expected ; and there 
 has been a very large hotel in consequence of the Raihoad 
 passing. He might have sold it for 15,000/. 
 
 27. Can you tell the committee what the poor rates of 
 Newton are? 
 
 One rate at 6d. in the pound produced 95/.
 
 14.1 
 
 28. How many rates are there in the year? 
 Eight. 
 
 29. What proportion of the rates do the Railway pay? 
 20/. 7s. out of every rate. 
 
 30. That is about one fourth ? 
 Yes. 
 
 31. Has the Railway produced additional claimants on 
 the poor rate ? 
 
 I think not. 
 
 32. Do you conceive that the establishment of the Rail- 
 way between Birmingham and London would produce 
 great advantage to the land proprietors in the line ? 
 
 I consider it would. 
 
 60. What is the cost of timber by the Railroad ? 
 I only pay 5s. for timber; we used to pay 85. 4rf. 
 
 61. You have been asked whether you limited the im- 
 provement on Colonel Lee's property to building villas 
 and so on ? 
 
 No; manufactories as well. I have built a foundery since, 
 and another is in progress. 
 
 62. Do you not conceive that the agricultural part of 
 the community in that district will also be benefited to a 
 great extent by the Railroad ? 
 
 I do. 
 
 Mr. LIardman Earle, Director of the Liverpool and 
 Mmichester Hailixiay. — p. 18. 
 
 1. Are you a merchant at Liverpool ? 
 I am. 
 
 2. Are you a Director of the Liverpool and Manchester 
 Railroad ? 
 
 Yes. 
 
 3. How long have you been so ? 
 For the last three years. 
 
 10. Do you know a house in the neighbourhood of 
 Liverpool called Spekeland ? 
 Yes ; it belongs to my mother.
 
 H2 
 
 11. How near is it to the Railroad ? 
 Five or six hundred paces. 
 
 1 2. What is the size of that house ? 
 It is a large mansion. 
 
 13. What did it cost building? 
 
 The house and grounds about 12,000/. 
 
 14. Have you experienced any inconvenience from re- 
 siding in that house since the Railway was constructed? 
 
 I have not resided there myself; I have been there of 
 course very frequently, and I can say no inconvenience 
 whatever has been expressed. 
 
 15. Are the grounds infested by people in consequence 
 of the passage of the locomotive engine ? 
 
 No. 
 
 16. Is there any thing offensive in it? 
 Nothing whatever. 
 
 1 7. Is there any smoke ? 
 None whatever. 
 
 18. Is there any noise ? 
 
 No ; you can hear when the carriages arrive ; it is 
 rather an object of interest to persons residing there. 
 
 19. Do you know other houses of considerable extent in 
 that part ? 
 
 I know several ; I visit them. 
 
 20. Are you able to say whether the inhabitants of those 
 houses are annoyed ? 
 
 I am enabled to say they do not consider them a nui- 
 sance; I have been there, and I should not have been 
 aware of it if I had not heard of it. 
 
 31. At the commencement of the undertaking of the 
 Manchester and Liverpool Railroad, were you, or were 
 you not, a determined oj)ponent of that measure? 
 
 Yes ; my mother was a petitioner against the Bill, and I 
 appeared as evidence against it. 
 
 32. From all you have subsequently seen you, would no 
 longer oppose the construction of Railroads at all?
 
 143 
 
 I certainly should not ; my opinion is entirely changed, 
 from what I have seen. 
 
 33. Are you of opinion that the construction of a Rail- 
 road between Birminijham and London would be of great 
 public utility? 
 
 Yes, undoubtedly. 
 
 36. Do you know of any instance in which this Railway 
 has gone through farming land, in which the value of that 
 land has been raised or depreciated? 
 
 Wherever there is any thing like a station it is im- 
 proved in value ; you see advertisements recommending 
 a site because the Manchester and Liverpool line runs near 
 it or through it. 
 
 38. Do you know of any instance in which land has been 
 depreciated ? 
 
 No, I do not; I think I can say positively not on the 
 line of the Liverpool and Manchester Railway. 
 
 Mr. J. Moss, Director of the Liverpool and Manchester 
 Railvcai/ {in continuation). 
 
 40. Did you know the late Mr. Hey wood of Manchester ? 
 Very well. 
 
 41. Did he oppose the Manchester and Liverpool Rail- 
 road ? {the Linejirst proposed.) 
 
 Yes. 
 
 42. Did he afterwards complain of its not passing 
 throuffh his land ? 
 
 He complained very much of it. 
 
 43. Did you make any alteration afterwai'ds, to accom- 
 modate him ? 
 
 No, we did not. 
 
 44. Lord Derby and Lord Sefton objected very much 
 to that [lijie) ? 
 
 Very strongly. 
 
 45. Has there not been a scheme for another Railroad ? 
 Yes.
 
 14.4 
 
 4-6. Was that to pass through Lords Derby and Sefton's 
 land ? 
 
 Yes ; they both consented. They threw us back the 
 first year, and we lost such a line as we could never get 
 again ; since which they consented to another line going 
 through their property. 
 
 47. Do you know Bold Hall? 
 Very well. 
 
 48. Is it a fine house ? 
 Yes, it is. 
 
 49. Is that near to the Liverpool and Manchester ? 
 Yes ; he complained very much that we made a complete 
 
 bend, to avoid his property. 
 
 50. Did he afterwards wish you to cut off the bend, and 
 go nearer by a straight line ? 
 
 We arranged with him, and he said he had no objection 
 to the alteration of the line. 
 
 51. You agreed to go nearer his premises? 
 Much nearer to his house. 
 
 Mr. Henry Booth, Treasurer of the Liverpool a?id 
 Ma?ic/iester Raikvay. — p. 3. 
 
 I . Are you acquainted with the Manchester and Liver- 
 pool Railway? ^ 
 
 I am treasurer. 
 
 9. What is the total number of passengers carried within 
 the last twenty-one months ? 
 780,000. 
 
 I I . What is the average per day ? 
 About 1200. 
 
 12. What is the distance of the Railroad from Liverpool 
 to Manchester ? 
 
 The Railway is thirty miles long, as near as may be. 
 
 13. What is the time the first class of the carriages per- 
 form that distance ? 
 
 An hour and a half.
 
 145 
 
 14-. The second class? 
 Two hours. 
 
 15. You say upwards of 700,000 were conveyed within 
 the last twenty-one months ; pray has any more than one 
 fatal accident occurred during that time ? 
 
 Only one. 
 
 16. How did that occur? 
 
 It was a man in the second class of carriages, who 
 insisted on jumping out, against the remonstrance of those 
 who were near it : he jumped out, and was lamed, and 
 died. 
 
 1 7. Ajrainst the remonstrance of those who conducted it ? 
 Yes. 
 
 18. How many accidents altogether have occurred with 
 the number of passengers that have been conveyed ? 
 
 Three or four, altogether. 
 
 1 9. Three or four, and only one fatal ? 
 Yes. 
 
 20. What is the price of the conveyance of persons by 
 the first class of conveyance? 
 
 Five shillings ; there is one coach, the mail, which is extra, 
 
 21. What is the price of the conveyance of each by the 
 second ? 
 
 3s. 6d. each. 
 
 23. At any time during the severe weather (1830-1831) 
 were carriages prevented from passing on the Railroad by 
 means of the weather ? 
 
 No, not once. 
 
 24. How many regular coaches were there on the road 
 previous to the establishment of the Railroad between 
 Liverpool and Manchester? 
 
 About twenty-two coaches ; regular coaches. 
 
 27. Have you made a calculation of the number of 
 passengers conveyed by them per day, backwards and 
 forwards ? 
 
 The greatest number they would hold was about 700 ; 
 the average might be 450, perhaps.
 
 U6 
 
 29. The number of passengers conveyed by these coaches 
 amount to about one third the number conveyed by the 
 Railroad ? 
 
 Something more than that; the 1200 I have spoken of 
 included road passengers. 
 
 30. Nearly one third, or somewhat more than one third, 
 of the number conveyed by the Railroad ? 
 
 Yes. 
 
 3 1 . What is the inside fare by these coaches ? 
 
 It varied a good deal ; but it was about ten shillings 
 inside and six shillings out. 
 
 34. What time did it take to convey them ? 
 
 Four hours in the best description of weather, and four 
 and a half in others. 
 
 38. Now to what do you attribute the increased number 
 of passengers on the Railroad, compared with the coaches ? 
 
 From the cheapness and great expedition and ease of 
 conveyance ; for really there is no fatigue in travelling by the 
 Railroad. 
 
 42. Then if there were a Railroad established between 
 two such towns as London and Birmingham, have you 
 any reason to doubt an equal increase of travelling by 
 passengers would take place ? 
 
 I think most probably it would ? 
 
 62. Has the value of land increased or decreased since 
 the Railroad has been open ? 
 
 It is a matter of notoriety that it has increased. 
 
 63. Do you know any instance in which land has been 
 depreciated in value ? 
 
 No, I do not know of one. 
 
 72. Do you know an instance of troops being transmitted 
 with great facility along the Manchester and Liverpool 
 Railroad ? 
 
 Yes ; we carried troops : we took a whole regiment at 
 the beginning of the year ; there were 800, with a large 
 quantity of baggage, which was necessary to be shipped to 
 Ireland.
 
 14-7 
 
 73. What was the time occupied, from the time they 
 embarked in the carriages till they embarked at the ships at 
 Liverpool ? 
 
 Little more than three hours ; they were about two 
 hours on the way, and went down to the ship's side. 
 
 74. And embarked immediately ? 
 Yes. 
 
 78. How many persons are constantly in employ on the 
 Manchester and Liverpool Railway ? 
 Between 700 and 800. 
 
 83. What were the receipts of the Railroad up to the 
 end of last year; the 31st of December 1831 ? 
 
 The gross receipts for the twelvemonth ending the 
 31st of December were 155,502/., the disbursements 
 84,405/. 
 
 84. What was the balance of clear profit ? 
 71,097/. 
 
 85. What was the amount of the last dividend paid to 
 the subscribers ? 
 
 Four and a half per share. 
 
 86. That is the half-yearly dividends ? 
 Yes. 
 
 87. Then nine per cent, is the yearly dividend ? 
 In that proportion. 
 
 88. Is that on the 100/. share? 
 Yes. 
 
 89. Do you know at what price the 100/. shares sell in 
 the market ? 
 
 About 200/. 
 
 90. Now, in consequence of the novelty of the Liverpool 
 and Manchester Railroad, were the expenses that were 
 incurred increased ? 
 
 Yes ; they were heavier than they would have been if we 
 had had more experience. 
 
 91. Do you think that a company undertaking a Railroad 
 of the same kind, with the advantage of your experience 
 
 L
 
 U8 
 
 I 
 
 before them, would be justified in calculating it at less 
 expense than you incurred ? 
 
 Yes, I think they would. 
 
 99. Do you know the amount contributed in poor's rates 
 by the company to the parishes through which it passes ? 
 
 About 4,000/. per annum. 
 
 7 1 . What description of goods are there, besides cottons, 
 carried along the Railway ? 
 
 Sugar, coffee, rum, corn, and flour in very considerable 
 quantities, and bacon, and almost every description of 
 merchandise. 
 
 APPENDIX. 
 
 ( I. ) 
 
 Extract from the Minutes of the Proceedings of the Lords 
 
 Committees^ 8th July. 
 
 Mr. Follett is heard to sum up the evidence in support of 
 the allegations of the preamble. 
 
 The counsel referring in his address to the number of owners 
 who had formerly dissented, but who are now assenting ; and 
 the Commitee requiring evidence upon this point, Mr. George 
 Morris Barker says he is authorised to state, tliat the following 
 persons are now assenting to the measure : namely, George 
 Harris Thomas Caldecott, Richard Lee of Kilsby, Willliam 
 Hart, and Thomas Payne ; and that William Butlin desires to 
 be considered neutral. 
 
 Mr. William Smith, solicitor to the opponents of the bill, 
 says he is authorised to state, that the following gentlemen 
 are now dissenting to the measure ; namely, Thomas Grimston 
 Bucknall Estcourt, Esquire, and Francis Dancer, Esquire. 
 
 Mr. Samuel Carter then states, that Thomas Fountain, who 
 appears in the list as an owner of property on the line, is dead, 
 and that the property is now gone among his three sons, Tho- 
 mas, William, and Newland Fountain ; Thomas and William as- 
 sent to the measure, and Newland dissents. The witness further 
 states, that Mr. Marsden Miles now assents, and that Mr. Wil- 
 liam Miles is neuter.
 
 14.-9 
 
 Mr. Charles Parker says he is authorised to state, that Col. 
 Henry Samuel Eyre now assents : he also states, that the Dean 
 and Chapter of Christchurch, Oxford, have consented to with- 
 draw their dissent, provided Henry Young, their lessee of 
 the property on the line, should consent; and that Henry Young 
 does assent. 
 
 A letter from the treasurer of the Dean and Chapter of 
 Christchurch, to Messrs. Tooke and Parker, solicitors to the 
 bill, stating, that upon certain terms they will withdraw their 
 dissent, provided their lessee, Henry Young, should consent 
 to the measure, is read. 
 
 A letter from Henry Young to Messrs. Tooke and Parker, 
 assenting to the bill, is read. 
 
 Mr. Harrison submits, that the terms referred to in the letter 
 of the Dean and Chapter should be stated. 
 Mr. Follett is heard to object to the same. 
 Mr. Harrison is heard in reply. 
 
 Mr. Parker, being asked what is the quantity of the land in 
 question, says, eight acres and a half. 
 
 The letter of the treasurer to the Dean and Chapter of 
 Christchurch is, by leave of the Committee, withdrawn, and 
 Henry Young alone is considered to have assented as to his 
 freehold property. 
 
 Mr. George Morris Barker states, that John JefFcoat assents. 
 
 Mr John Carter says he is authorised to state, that the fol" 
 lowing persons are now assenting ; namely, Mary Heme, Anne 
 Heme, Abraham Herbert, Sarah Ray, and William Griffin, and 
 also William Wall Brown for himself and for his co-trustees. 
 
 The letter from William Wall Brown is read. It being ob- 
 jected, that he cannot assent for his co-trustees under that 
 letter, the letter is, by leave of the Committee, withdrawn. 
 
 Certain letters, authorising the said witnesses to signify the 
 assent of some of the said individuals to the measure (produced 
 by these witnesses), are read. 
 
 Mr Follett is heard in continuation of his summing up, and 
 closes his address. 
 
 The Counsel and Parties are directed to withdraw. 
 
 After discussion ; 
 
 It is moved, that the case for the Promoters of the Bill 
 having been concluded, it does not appear to the Committee 
 that they have made out such a case as would warrant the 
 forcing of the proposed Railway through the lands and pro- 
 perty of so great a proportion of dissentient landowners and 
 proprietors. 
 
 L 2
 
 150 
 
 Objected to ; 
 
 The question is put thereupon? 
 
 Resolved in the Affirmative. 
 
 Moved, That the allegations of the Preamble have been 
 proved. 
 
 The question is put thereupon ? 
 
 Resolved in the Negative. 
 
 The Counsel and Parties are called in, and the Counsel are 
 informed of the Decision of the Committee. 
 
 The Counsel and Parties are directed to withdraw. 
 
 Ordered, That the Lord in the Chair do report the Decision 
 of the Committee to the House; and that the Committee have 
 not proceeded further in the consideration of the Bill. 
 
 ( II. ) 
 
 Meeting of Peers, Memhen; of the House of Co7m)w?/s, and 
 other Persons, favourahlij disposed to the London and Bir- 
 mingham Railisoay, held at the Thatched House Tavern, 
 on Friday the 13th July, 1832. 
 
 The Right Hon. LORD WHARNCLIFFE in the Chair. 
 
 The Chairman opened the business by observing that the 
 meeting was held to take into consideration the circumstances 
 which occasioned the ftiilure of the London and Birminirham 
 Railway Bill, and the propriety of some expression of opinion 
 as to what further proceedings may be expedient with respect 
 to it. 
 
 The Earl of Denbigh then rose and moved — 
 
 " That, in the opinion of this meeting, a Railway from London 
 to Birmingham will be productive of very great national 
 benefit." 
 
 Sir J. Skiptvitli, M. P. seconded tlie motion, and stated that 
 no person who duly considered the subject could doubt that 
 the proposed Railway would have been extremely beneficial 
 to the great towns it was intended to unite, to the districts 
 through which it would have passed, and the nation at large.
 
 151 
 
 The resolution was then put, and carried unanimously. 
 
 The Earl of Aylesford moved the second Resolution — 
 
 " That the Bill for effecting this important object having passed 
 the House of Commons after a long and rigorous examination 
 of its merits, it must be presumed that its failure in the 
 House of Lords has arisen from apprehensions on the part 
 of the landowners and proprietors respecting its probable 
 effect on their estates, which this meeting firmly and con- 
 scientiously believe to be ill-founded." 
 
 This Resolution was seconded by Sir Edward D. Scott, Bart. 
 M. P. 
 
 Lord Wharncliffe. Before I put this Resolution, I think it 
 right to make a ievf observations. There can be no doubt 
 that to this apprehension of the landowners the failure of the 
 Bill must be attributed. The gentlemen who consulted me be- 
 fore I consented to take the chair in the Committee, will re- 
 member that I pointed out to them the difficulty which so great 
 a proportion of dissentient landowners would offer to the pass- 
 ing of the Bill ; and I begged it might be understood that I 
 went into the Committee entirely unpledged. 
 
 I must now say, that upon hearing the evidence for the Bill, 
 I was quite satisfied that this undertaking had the character of 
 a great national measure — not a scheme, like many formed in 
 1825, for the purpose of profit and traffic in shares — though 
 no doubt it was formed and prosecuted with a view of local 
 benefit to the great towns of London and Birmingham. Having 
 carefully sifted the evidence, I confess I was prepared to sup- 
 port the Bill, unless something should be advanced on the part 
 of the opponents to alter my opinion. I think it right likewise 
 to add, that of the many Bills of this description which have 
 come before me in the course of my parliamentary life, I never 
 saw one passed by either House that was supported by evidence 
 of a more conclusive character. 
 
 Of the utility of such a measure no one in the least acquainted 
 with the nature of trade can entertain a doubt — a speedy com- 
 munication with the ports of shipment or places of consumption, 
 is of vital importance to the manufacturer — there can be no 
 doubt that such a mode of communication as this was proposed 
 to be will be extended not only to Birmingham but to Liver- 
 pool, to Lancashire, Yorkshire, and all the manufacturing dis- 
 tricts of the North, and will be productive of great national 
 benefit. Still 1 must contend that it is the business of the 
 legislature to protect the property of the parties through whose 
 lands the line would pass, to assure itself that all practicable 
 measures have been taken to satisfy those persons whose pro- 
 
 L 3
 
 152 
 
 perty is to be invaded, and who, I must think, ought never to 
 be hurried and forced, but rather wooed and won. 
 
 Gentlemen, I have the greatest hopes th^t in the future pro- 
 gress of the business such conduct will be pursued, and if so, 
 I am quite ready to say that it shall have my best assistance in 
 Parliament; — could 1 suppose that a different line of conduct 
 would be adopted, and threats and intimidations had recourse 
 to, I should feel compelled to oppose the measure both in Par- 
 liament and out of it. But I have great confidence that none 
 but conciliatory measures will be pursued, and in that case the 
 promoters of the Bill may rely upon my best exertions in their 
 favour. 
 
 F. Larvlei/, Esq. M. P. I should not have ventured to address 
 this meeting, had I not diligently and studiouslj' attended, as 
 was my duty, the proceedings on the Bill in the Committee of 
 the House of Commons every day it sat, and therefore am 
 more favourably circumstanced even than your Lordship for 
 forming a judgement on the subject, having heard not only 
 the evidence in favour of the measure, but all that could be 
 alleged against it ; and I can safely say, and say it with more 
 confidence as my opinion perfectly coincides with that of your 
 Lordship, that 1 went into the Committee pained and grieved 
 that so many landed proprietors dissented from the measure, 
 and feeling, like your Lordship, that it was my duty to afford 
 them ever}^ protection ; but I came out of the Committee fully 
 convinced that the fears they entertained of injury to their pro- 
 perty, or interference with their comfort and convenience, were 
 entirely unfounded. I declare I would not otherwise have sup- 
 ported the measure as I have done. 
 
 There was one word which fell from your Lordship to which 
 I cannot forbear adverting ; I mean the word intimidation : and 
 I avow that if I saw any endeavour to use intimidation in sup- 
 port of this or any other measure, it should have my determined 
 opposition ; but knowing as I do most of the gentlemen who 
 are the principal promoters of this measure, I can assure your 
 Lordship they are the last men in the world who would attempt 
 to carry any measure by such means. 
 
 The second Resolution was then put and carried unani- 
 mously. 
 
 The Earl of Caledon moved the third Resolution, which was 
 seconded by J. H. Foley, Esq. M. P. 
 
 *♦ That consequently this meeting see no parliamentary or other 
 grounds for abandoning this great undertaking, convinced as 
 they are, that by timely explanations and a continuance of 
 judicious management, the difficulties which occurred in the
 
 153 
 
 progress of the Bill may be removed in the ensuing Session 
 
 of Parliament." 
 
 Lord Wharncliffe. Before I put the Resolution, I beg to 
 state that I have never seen a Committee in the House of Lords, 
 that attended more strictly to the examination of the points be- 
 fore them. When we had concluded the case of the promoters, 
 one of the Peers who opposed the Bill said, that notwithstand- 
 ing all that had been alleged in its favour, he could not make 
 up his mind to force this measure upon so many dissentient 
 landed proprietors, and he thought it right, for the saving both 
 of time and expense, to make a motion to that effect immedi- 
 ately. You are acquainted with the result of that motion; and 
 I must say, as far as I could judge from my own observations 
 and the best information I could obtain, a similar result would 
 have taken place had the Committee divided on any preceding 
 day of its sitting. 
 
 I make these observations in consequence of a rumour that 
 it was intended to impugn the decision of the Committee in the 
 House of Lords. I add, that had I observed the least unfairness, 
 I would myself have been the first to bring it before the House. 
 It has been the object of my whole life to prevent all such pro- 
 ceedings in every Committee I attended. His Lordship then 
 put the third Resolution, which was carried unanimously. 
 
 J. H. Foley, Esq. M. P. I beg to make a few observations on 
 the latter part of this Resolution. It is my earnest hope that 
 the effect of this meeting will be to produce a favourable result 
 to the measure on a future occasion. I live in the neighbourhood 
 with which this measure is particularly connected, and I know 
 most of the gentlemen who are concerned in promoting it, and 
 I am sure there are not more honourable men living. I attended 
 the whole of the case in the House of Commons, and firmly 
 believe there never was a measure more fairly brought forward. 
 There is a most intense interest about it in my own neighbour- 
 hood; a great depression has existed in the manufacture of 
 that district, and all were looking with anxiety for the success of 
 this measure, which it was hoped and believed would have tended 
 to afford them relief. I think its success would have caused 
 an excitement at this moment most peculiarly desirable. I trust 
 this Resolution will tend to remove any prejudices which may 
 exist against it, and at the earliest possible period to ensure its 
 success* 
 
 Thomas Paget, Esq. M. P. said he had been on the Com- 
 mittee of the House of Commons to which this measure had 
 been referred, and had been impressed with a deep conviction 
 of the benefits which would have resulted from it. At the same 
 time he quite agreed in the observation of the Noble Chairman, 
 and had no doubt the promoters of the measure would pursue 
 
 L 4
 
 154 
 
 the line of conduct which his Lordship recommended. It 
 might be of some service to state, that a Railway passed through 
 an estate of his own ; that at first he was opposed to it, but the 
 benefits, the pecuniary benefits, arising from the enhanced 
 value of the property, had been such as to convince him that 
 in opposing it he opposed his own interests, and he was satis- 
 fied that in the event other landowners would come to the same 
 conclusion. This observation of course did not apply to cases 
 in which the ornamented domains — the pleasure grounds — 
 the privacy — of gentlemen may be invaded ; their comforts 
 or even their feelings disregarded. On the proposed Railway 
 from London to Birmingham he believed not a single instance 
 of this nature occurred. No pains, no expense had been 
 spared to effect so desirable an object. Were all the facts 
 which had been given in evidence, as to the increased value of 
 lands from improved modes of communication, collected and 
 laid before the opposing proprietors, he was satisfied that time 
 and consideration would convince them that, in opposing the 
 Railway, they were influenced, in the language of the Resolu- 
 tion, by '* ill-founded apprehensions." 
 
 Colonel Torrens, M. P. My Lord, I entirely concur in the 
 judicious remarks which have been made with respect to the 
 necessity of avoiding intimidation, and I beg leave to say one 
 word, just to express my own opinion, that every species of 
 intimidation would not only be improper, but entirely unneces- 
 sary, because the utility of a measure of this kind rests upon 
 grounds so plain and so easily made out, that it only requires 
 a little time and a little plain statement of the question to con- 
 vince the landed proprietors on the line, who are now averse 
 to it. It is my opinion, and an opinion formed upon some re- 
 flection, that every thing which has a tendency to diminish the 
 cost of carriage of goods or agricultural produce, must have a 
 similar effect to that which would be produced by increasing 
 the fertility of the soil itself, and therefore the landowners in 
 this kingdom in particular are the persons most interested in 
 every thing that tends to cheapen and quicken carriage, [hear, 
 hear.) 
 
 Lord WharncUffe. I entirely concur in what has fallen from 
 the gentleman wlio has just spoken. In my judgment, there can- 
 not be a greater mistake, on the part of the landholders, than 
 to think a Railway through their lands would improve injurious 
 to them. On the contrary, it will tend to increase their con- 
 veniences and their rentals. I am convinced the promoters of 
 this measure, in its future progress, will take care it shall in- 
 terfere as little as possible even with the fi^ncied comfort of 
 proprietors. I add, that during the course of the proceedings 
 on the Bill, and since its failure, I have observed a disposition
 
 155 
 
 on the part of some who opposed it, to view it more favourably ; 
 and one who took a leading part in the opposition, has stated 
 to me his own wish to have formed some amicable arrangement, 
 but he found there were certain individuals who thought the 
 injury they should sustain would be such as would not admit 
 of remuneration ; he could not desert them, and was therefore 
 compelled, whatever might be his own inclination, to continue 
 his opposition. 
 
 J. Solly, Esq. May I be permitted, as Chairman of the Lon- 
 don Board of Directors of the proposed Railway, to thank your 
 Lordship for the observations you have done us the honour to 
 address to us. I am persuaded we shall never lose sight of 
 them in the future conduct of our great undertaking. Our 
 gratitude is likewise due to your Lordship and other Noble 
 Peers, as well as to Honourable Members of the House of 
 Commons, for their diligent and anxious attention during the 
 sitting of the Committees on the Bill, and their close examin- 
 ation of the great mass of evidence it was necessary to adduce. 
 For this voluntary addition to their other laborious duties, I 
 would beg to assure them we feel sincerely and deeply grateful. 
 
 Lord Wharncliffe then recommended that, as many persons 
 who would probably have been glad to join in these proceed- 
 ings, had not been able to attend the meeting, they should be 
 invited to add their signatures to the resolutions. He would 
 sign them on behalf of the meeting. 
 
 Edmund Peel, Esq. M. P. Chairman of the Birmingham Boards 
 I rise to move the thanks of this meeting to the Noble Lord 
 who has done us the honour to take the Chair, and in particular 
 for the valuable and most important observations he has ad- 
 dressed to us. Having taken an active part in the conduct of 
 this undertaking, I feel some diffidence in trespassing upon 
 your attention, lest I should be regarded as an interested 
 party ; but having for upwards of twenty-two years been en- 
 gaged in commercial affairs, I must be permitted to say, that 
 I do not think a measure was ever projected, calculated to 
 produce such great and beneficial effects as that which has 
 occasioned our present meeting. I can safely say, that the 
 results of the Liverpool and Manchester Railway have far ex- 
 ceeded the expectation of the parties who embarked in it. 
 Commercial men can safely appreciate the advantages of cheap, 
 certain, and rapid means of communication. With regard to 
 the apprehensions entertained — I am sure conscientiously — 
 by certain Noble Lords, of injury to their estates from the 
 Railway — time and reflection, I am convinced, will remove 
 them ; and the obstacles, which have for the present impeded 
 our great undertaking, will at no distant period entirely disap- 
 pear.
 
 156 
 
 The Earl of Denbigh seconded Mr. Peel's motion. 
 
 The Resolution was then put and carried unanimously. 
 
 Lord Wharncliff'e. It is not necessary for me to trouble you 
 with my thanks on this occasion : all 1 can say is, that in the 
 future progress of the measure I shall shew that 1 am very 
 sensible of your kindness. 
 
 The foregoing Resolutions ivere subscribed by the following Mem- 
 bers of the House of Peers, and of the House of Commons: — 
 
 iHem&ets of tlje t^ouse of IPccw. 
 
 The Rt. Hon. Lord WHARNCLIFFE, Chairman. 
 
 Rt. Hon. Marquis of Sligo. 
 Rt. Hon. Earl of Aylesford. 
 
 . Caledon. 
 
 — — ^ Denbigh. 
 
 Glengall. 
 
 Gosford. 
 
 Howe. 
 
 Limerick. 
 
 Rt. Hon. 
 
 Earl of Shannon. 
 Ranfurly. 
 
 Rt. Hon, 
 Rt. Hon. 
 
 Viscount Hood. 
 Lord Dinorben. 
 
 Lyttleton. 
 
 Mostyn. 
 
 Northwick. 
 
 iilembers of tijc 
 
 Sir G. Skipwith, Bart. Chairman 
 
 of the Conimittc :• 
 Arthur Atherley. 
 C. B. Baldwin. 
 Lord G. Bentinck. 
 John Browne. 
 C. Calvert. 
 O'Connor Don. 
 Sir J. M. Doyle. 
 T. S. Duncombe. 
 "Wynne Ellis. 
 J. H. Foley. 
 James Foster. 
 B. Heywood. 
 Hon. John Henry Knox. 
 John James Knox. 
 F. Lawley. 
 
 If?ou0e of iZTommons* 
 
 N. P. Leader. 
 C. S. Lefevre. 
 John Morrison. 
 
 F. W. Mullins. 
 Lord Nugent. 
 Daniel O'Connell. 
 T. Paget, 
 E. Peel. 
 J. S. Penleaze. 
 
 G. R. Phillips. 
 E. T. Ruthven.' 
 Sir E. D. Scott, Bart. 
 Charles Stewart. 
 Horace St. Paul. 
 Ralph Thicknesse. 
 Col. Torrens. 
 Charles Wynne.
 
 ynEJ-ttirrj 
 
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 157 
 
 In conclusion, then, it may be taken from the fore- 
 going facts and evidence, that raih'oads will prove a 
 great national benefit ; and tliat locomotive engines 
 are and can now be constructed at about one-fourth 
 of their former expense, and to travel on the levels 
 of the Greenwich railroad to Dover, the Western 
 railroad to Reading and Newbury, the projected grand 
 Southern railroad to Portsmouth, Shoreham, and 
 Brighton, and the grand Northern railroad to York, 
 safely, at the average speed of twenty-five to thirty 
 miles an hour, without tunnels or steep inclined planes. 
 A single engine is capable of propelling on such levels 
 from Go to 100 tons of goods and merchandise at the 
 speed of twenty miles per hour, as will appear by the 
 fact, that the engine called the Fire Fly travelled on 
 the Liverpool railroad 22,000 miles in successive days, 
 1.55 miles per day, at the expense in fuel of a half- 
 penny per mile. 
 
 The steepest part of the Liverpool railroad is at 
 Rain Hill, where it rises about eight feet per mile ; 
 and from all the experiments that have been hitherto 
 tried, a railroad, whose inclined plane exceeds ten to 
 twelve feet rise per mile, destroys the objects foj 
 which commercial railroads are designed; viz. speed of 
 travelling, and the transit of large cargoes of goods, 
 grain, and merchandise, at a small expense : there- 
 fore, I am of opinion that railroads will not do for 
 hilly countries, or cross roads ; and roads of small 
 traffic will be found inconvenient and too expensive 
 to afibrd a fair return for capital. 
 
 The science of constructing steam-engines is now 
 brought to maturity, so that an engine can be con-
 
 158 
 
 structed to produce a certain power ; and yet, every 
 year, new wonders are produced, not only in England, 
 but in France and America. 
 
 I have long since been of opinion that steam- 
 engines will shortly be superseded by another class of 
 engines, which will perform all that steam-engines 
 have hitherto done, without the danger of fire or 
 the bursting of boilers, and at one-fourth of the ex- 
 pense. 
 
 I have constructed a philosophical engine, designed 
 to perform the duties of the steam-engine, without the 
 aid of water, steam, or fire ; which, I feel, ere long, 
 will be brought into general use, and will give another 
 powerful impetus to navigation and inland transit, by 
 removing the stowage of coals and water, and the 
 danger of fire, on board of ships, and the public may 
 expect to see locomotive engines travelling on rail- 
 roads, with a train of carriages, at tlie speed of from 
 twenty to thirty miles an hour, without the aid of 
 steam or any apparent cause. 
 
 What the world wants to complete its education 
 are those sound principles of public economy, which 
 contribute most to promote national and individual 
 wealth and happiness, by removing the obstacles to 
 internal communication and the march of useful 
 knowledge, and establishing among us an inter- 
 change of commodities, according to the wants and 
 the capabilities of each community. 
 
 Ilailroads may be constructed in five points out of 
 London, to the great advantage of the public, like the 
 ancient Roman roads ; the Midland to Birmingham 
 and Liverpool, tlie Northern to York, the Eastern to 
 Dover, the Southern to Portsmouth, Shoreham, and 
 Brighton, and the Western to Bath and Bristol, with
 
 159 
 
 tributary branches from opulent towns and manufac- 
 tories on each respective line of railroad. I venture 
 to recommend these on public grounds only, no pri- 
 vate party feelings or private interest should intervene 
 or impede such important national designs. 
 
 When such extensive designs shall have been com- 
 pleted, the landowner, fixrmer, grazier, trader, manu- 
 facturer, and merchant will vie with each other, in 
 the lasting benefit, splendour, and glory which such 
 expanded views of science will send forth to the pro- 
 ductive classes and the consumers of the production 
 of the earth. 
 
 Extensive tracks of excellent land on each re- 
 spective line of railroad will be brought into culti- 
 vation. The agricultural labourer and artisan will 
 be called from the workhouse and prison to perma- 
 nent and profitable labour ; while the produce of the 
 loom and the manufacturer will be called into ex- 
 tensive demand by the additional consumption that 
 prosperity would give. Among the advantages that 
 these railroads would give is the extension of agricul- 
 ture ; more than a million of acres of productive 
 land would be brought into the foreground, and cul- 
 tivated, through which the projected railroads would 
 pass. Husbandry and labour would be extended ; 
 and the home growth of grain may be progressively 
 made equal to home consumption ; whereby the four 
 or five millions per year, now expended in the pur- 
 chase of foreign grain, may be expended in manual 
 labour and cultivation at home. 
 
 These railroads would contribute towards the poor 
 and county rates most essentially in every parish and 
 county throughout which they pass ; while manual 
 labour would be extended to the advantage of all j
 
 1(30 
 
 while they would confer the highest advantages to 
 the merchant, and trader, and mariner. It would 
 enable them to ship and transport their goods, wares, 
 and merchandise with despatch and certainty, would 
 remove the long complained of difficulty of valuable 
 shipments or cargoes delayed by contrary winds in 
 the north and southern channels, where large fleets, 
 fleets of 500 sail of merchant ships, have been 
 detained by contrary winds for six weeks, and 
 sometimes three months, with perishable cargoes, 
 viz. fish, fruits, butter, cheese, meat, eggs, corn, 
 oils, tallow, &c., which, by the aid of the rail- 
 roads, may be brought to the markets over land from 
 the Humber, Boston, Lynn, and Portsmouth, and 
 other of the outports, without the well-known danger 
 of shipwreck and loss of human life in rounding the 
 forelands of our northern and southern channels. 
 
 These exports and imports may be made by aid of 
 the railroads at Shoreham and Portsmouth in the 
 English Channel, and cannot be impeded by contrary 
 winds, or the peril of war, — also from the ports of 
 the Humber, Boston, Lynn, and Yarmouth, orLowes- 
 stofFe, on our northern coast, in the space of five 
 hours, at the rate of about 5s. per ton. Thus many 
 hundred valuable cargoes and human lives may be 
 saved from shipwreck and capture. 
 
 These railroads will give advantages to His Ma- 
 jesty's government in the immediate and certain 
 despatch of mails, couriers, troops, naval and military 
 stores, and other munitions of war, both abroad and 
 at home. 
 
 And, lastly, from the highly respectable classes of 
 the foregoing evidence, given by landowners, farmers, 
 graziers, salesmen, cornfactors, and others on the
 
 IGI 
 
 London and Birmingham railroad bill, in the last 
 session of Parliament, decides, that no class of His 
 Majesty's subjects are more interested than the land- 
 owners. In constructiiii]^ railroads, these railroads 
 will reduce the present burthen upon the land, the 
 poor and county rates, and extend manual labour 
 and the consumption of the produce of the soil, and 
 enable the cultivator and the productive classes to 
 send forth their goods and wares, wdth great facility, 
 at one third of the former expense, to the first markets 
 in the world. 
 
 THE END.
 
 London : 
 
 Printed by A. Spottiswoode, 
 
 New- Street- Square.
 
 
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