Remarks on the Proposed Railway Between Birmingham and London E-Book

anonymous

• Herausgeber: Booksell-Verlag
• Kategorie: Lebensstil
• Sprache: Englisch

Veröffentlichungsjahr: 2019

Beschreibung

In "Remarks on the Proposed Railway Between Birmingham and London," the anonymous author presents a compelling examination of the burgeoning railway proposals of the early 19th century in England. The text is a rich blend of practical insights and speculative considerations, showcasing the author'Äôs mastery of persuasive rhetoric, as well as a deep understanding of the technological and economic implications of railway development at the time. This treatise reflects the broader literary context of the Industrial Revolution, highlighting not only the transformative potential of transport innovation but also the societal debates surrounding public and private enterprise. The anonymity of the author adds an intriguing layer to the text, suggesting a voice that might represent a collective concern or a critical observer from the expanding middle class of the period. The author'Äôs insightful remarks could stem from personal experience or vested interests in the burgeoning railway industry, hinting at the passion and foresight required to engage with such a transformative initiative during a time of rapid change. Their insights incorporate the contemporary socioeconomic landscape, making this work a significant contribution to discussions of public infrastructure. This book is highly recommended for readers interested in the crossroads of technology, economics, and society, revealing the foundational arguments that shaped modern transportation. It serves not only as a historical document but also as a relevant discourse for contemporary debates on infrastructure development, making it a must-read for historians, economists, and those fascinated by the evolution of public transport.

Leseprobe

Anonymous

Remarks on the Proposed Railway Between Birmingham and London

Published by Good Press, 2022

[email protected]

EAN 4064066152178

Table of Contents

REMARKS, &c.

APPENDIX.

No. I.

No. II.

REMARKS,&c.

Table of Contents

Without minutely inquiring into the origin of the different modes of conveyance at present existing in this country and others for passengers and goods, I shall content myself with asking, Why were canals first established? and What was the great benefit arising from them, which caused so much as fifteen hundred miles in extent to be executed in less than a quarter of a century, at a cost of nearly twenty millions of money, and for the most part during a time of war, when the highest rate of taxation prevailed?

Previously to the establishment of canals,—roads, waggons and horses were the means employed for the conveyance of goods; and the speed which they accomplished was greater than the average speed afterwards obtained by canals. But notwithstanding this advantage, it was found, that to carry a ton weight of grain, coal, or merchandize one hundred miles cost upwards of 6l. Hence materials and goods, whose weight bore a great proportion to their value, could only be conveyed a few miles from the spot where they were raised or manufactured; and thus, sources of wealth that have since been highly productive and profitable were shut up and useless. Baron Dupin in his excellent work on the Commercial Power of Great Britain, published 1825, states, “Up to 1756 England had not a single line of artificial navigation; she possessed for communication by land, only a small number of roads injudiciously cut and ill kept up. Of a sudden an individual conceives the idea to profit by the general impulsion which industry had received, by cutting a canal to carry to Manchester the product of his mines. Shortly afterwards, a town which thrives, and of which the exuberant wealth seeks everywhere productive outlets,—Liverpool,—aspires to still higher designs. She is the first to form and realize the project of opening a navigable channel between the Irish Sea and the German Ocean. Other channels even more extended are opened by degrees: thus, within the short space of half a century, a double row of canals is formed, both for great and small navigation, for the purpose of uniting together opposite seas; basins separated by numberless chains of hills and mountains; opulent ports; industrious towns; fertile plains; and inexhaustible mines;—and this presents a development of more than a thousand leagues in length, upon a portion of territory not equal to one-fourth of France! The roads which already existed are enlarged, are reconstructed with more art, and kept up with more care. New channels are thrown open to commerce, and a system of roads is now being formed, of which the total length is at present (1825) more than 46,000 leagues in England alone. Thanks to these works, at this moment, in the three kingdoms, 22,300 merchant-vessels, manned by 160,000 men, and capable of carrying two millions of tons of merchandize, are scarcely sufficient for the exportation of the superfluity of interior circulation, for the trade along the coast, and for the importation of those foreign products necessary to keep up a circulation so immense.”

As further instances of the effect produced by the same causes,—in 1740, before the establishment of canals, the iron manufactured in England and Scotland employed 59 furnaces, which produced annually 17,000 tons. In 1827 there were upwards of 280 furnaces, with an annual produce of 690,000 tons; during the intervening period canals were cut, connecting the iron districts with large towns and the ports. In 1750 there was but one smelting furnace in Staffordshire, making less than 2,000 tons of iron per annum. In 1827 there were 97 furnaces in that district only, making 216,000 tons per annum. The population of Staffordshire in 1750 was 160,000; it is now upwards of 350,000. In England in 1750 it was 6,017,000; it is now upwards of 13,000,000.

The total amount of the exports in 1750 was 7,772,039l.; in 1824 it was 56,234,663l. In 1760 the number of ships assessed in Liverpool was 1,245; in 1824, it was 10,001. These statements are sufficient to show the changes consequent upon the introduction of canals. It was found, that one horse upon a canal could convey twenty times what he could upon a road; and that what formerly cost six pounds to send a hundred miles, could by canals be sent for little more than one pound. Such is the traffic upon the Birmingham Canal alone, that at some periods there is a weight of goods and materials brought by 150 horses and boats, in one day, which by the roads would require 3,000 horses and 1,000 waggons. We find again that the population has more than doubled itself in three principal inland towns, viz. Birmingham, Manchester, and Leeds, since the establishment of canals.

But notwithstanding the advantages that have attended upon the introduction of canals, there are limits within which their utility is confined, and, as regards despatch, much confined. The canals as they are now constructed are adapted only to horse power, and are subject to the inconvenience of that slowness of travelling which arises from the great increased resistance of fluids to bodies moving in them, with only a very slight increase of velocity. Two horses may take a loaded boat of twenty-five tons at the rate of four miles per hour; but to obtain a velocity of twelve miles per hour, it would require twenty-seven horses. It is found that with a velocity of six miles per hour so great a surge or swell is produced in the water as to hazard the sinking of any boats that are passing.

The stoppages arising at the locks is very considerable. In the canals between Birmingham and London, every means are used to effect despatch; but still the quickest passage for the fly-boats is sixty hours. The distance is 153 miles, and there are 142 locks; nearly one-third of the time is lost in passing them; and while this is being done, one horse and four men are comparatively idle; the expenses of wages and keep however are going on. These expenses are incurred more particularly by the haulage; but in addition to them the tonnages are very high, and of necessity so, since the repairs of so many locks, cleaning and repairing canal, and above all, the raising of water to the summit-levels by steam-engines, must incur a great expense. The cost of this last operation may be guessed at, when it is known that for every boat that passes from London to Birmingham, a body of water of 120 tons weight has to pass through a difference of level of 1,140 feet. And yet in dry summers, notwithstanding the pains thus bestowed, the boats are frequently detained, for want of water, twelve, eighteen, and twenty-four hours in one trip.

Much, then, as the canals surpass the common roads, it appears that much remains to be done, if their peculiar disadvantages can be got rid of.