A GENERAL IRON RAIL-WAY,

LAND STEAM-CONVEYANCE,

" It has been remarked that Rail-ways have hitherto been confined,
almost exclusively, to coal works and other mines; and that inventions,
whose only recommendation are simplicity and usefulness, are often suffered
to lie long in a state of public neglect, whilst others, of no real utility, being
pertinaciously blazoned forth by interesied or blinded partisans, are readily
adopted."�Recs' Cyclopaedia.

" No local interests, no partialities must be allowed to interfere ; and
although petty conflicts might be sustained, they must all yield to this mea-
sure of great public utility."�Lord Liverpool.

" Soon shall thy arm, unconquer'd Steam ! afar
Drag the slow barge or drive the rapid car ;
Or on wide waving wings expanded bear
The flying chariot through the fields of air."

" My time indeed has been chiefly employed in facilitating the commu-
nication between different places within land by means of roads and canals :
in regard to both which great undertakings, I find we are as yet r.ot a
great deal farther advanced than children beginning to u-flffi."

" Kvery discovery and improvement in Mechanics gives employment to
hundreds of all classes of the community.�James Watt, the sou of a school-
master in an obscure village, has done more real good to the people of
Great Britain, than all the statesmen she has produced since the Revolution."

Mechanic's Magazine, No. 55.

See my communication to the Mechanic's Magazine Nos. 19 and 51_;Gentleman's ditto for May and October 1824; Monthly ditto for June and
October 1824; European ditto for August 1824.

A GENERAL IRON RAIL-WAY,

LAND STEAM-CONVEYANCE;

TO SUPERSEDE THB NECESSITY OF HORSES IN ALL
PUBLIC VEHICLES:

ITS VAST SUPERIORITY IN EVERY RESPECT,

OVER ALL THE PRESENT PITIFUL METHODS OF CONVEYANCE

BY TURNPIKE ROADS, CANALS, AND

EVERV SPECIES OF INFORMATION

RAIL-ROADS AND LOCO-MOTIVE ENGINE-.

WITH MAPS- J\D TLATES ILLUSTRATIVE OF THE FLAS.

LONDON:
PUBLISHED BY BALDWIN, CRADOCK, AND JOY,

TO BE HAD OF ALL BOOKSELLERS.

Hi -w''".' V^:- -�-»■ '-4

* *
�h BiUieth. Rhen.-TiMJ, -i-

* Vir. CI. G.'Moll, *

* *
****************

C. Baldwin. Printer,
New B ridse-street, London,

Address to the Public.......................... rii

Circular Letter.................................... xi

Advertisement .................................... xiil

Petitions to His Majesty's Ministers.................. xvii

Petition to the Board of Agriculture.................. xx

Petition to the Corporation of the City of London ,..... xxi

Explanation of the Draughts of a General Iron Kail-way .. xxiii

Observations on a General Iron Rail-way.............. 1

Abstract Statement of the Comparative Difference between

Horse and Mechanic Power........................ 76

EXTRACTS.
No. I. Mr. Blenkinsop's Patent Steam Carriage and Rail-
way ...................................... 78

II. From Martin's Circle of the Mechanical Arts.... 79

III. Partington on the Loco-motive Engine.......... 87

Mr. Jessop's First Report to the Committee of the
Promoters of the intended Rail-
way from the Cromford Canal to

Peak Forest Canal............ 92

------,--------- Second Report on the same..;..... 101

Prefatory Remarks to the Fourth Extract...... 108

IV. M<=Adam on Roads.......................... 110

V. From the Report of the Committee of the House of

Commons on Highways and Turnpike Roads.... 115
VI. Abstract of Retunisof Turnpike Trustsround London 119

VII. Abstract of Minutes of Evidence taken in 1819 ... . 120
VIII. Parliamentary Report on the Turnpike Roads of the

United Kingdom ..............,........... J2:>

No. IX. W. Wickens, on the Improvement of Roads .... 1B2

X. A Statement of the Value of Canal Property___ 140

XI. On Canals................................ 141

XII. Parliamentary Report on Steam Navigation .... 149

XIII. Parliamentary Report on Steam-packets........ 152

XIV. A Letter signed Agricola.................... 157

Sundry Recent Extracts from Newspapers.............. 161

As these observations were written for the
sole purpose of pointing out the most effec-
tual method of improving the internal com-
munication of tljis country, it may not be
irrelevant to recommend this work to public
notice purely on account of its advocating
the adoption of measures that would contri-
bute to the accommodation of every indivi-
dual, and, consequently, of all classes of
society.

The great success which has already at-
tended the establishment of steam-packets,
must, eventually, serve to brush away the
prejudice of the most obstinate in favor of
our present turnpike-roads, which have no-
thing, save folly and extravagance, to recom-
mend them.

The superior importance of land-steam-
conveyance compared with steam-navigation;

the incredible facility of draught which im-
proved rail-ways afford to mechanic power ;
the numerous advantages attending; this
scheme, and its vast economy, demand the
consideration and support of all persons en-
gaged in commerce and agriculture.

Yet the Author begs to state unequivocally,
that as he has no other interest in this scheme
than what the public may confer upon him,
he hopes to be shielded from every attack of
prejudice, ignorance, and selfishness* which
are ever ready to thwart every improvement,
and will doubtless exert themselves to the
utmost against a plan calculated, as this is, to
promote the best interests of society.*

* " Although it is only of late years that steam has been
extensively applied to the propelling of vessels on water,
yet a knowledge of its capabilities for this purpose is of old
date. As far back as the 21st of December, 1736, Mr.
Jonathan Hulls took out a patent for < A new-invented
machine for carrying vessels or ships out of, or into, ally
harbour, port, or river, against wind and tide, or in a
calm ;' and in the following year, he published a pamphlet
at London, which is now extremely rare, detailing at
length the nature of his invention. In the introduction to
his pamphlet Mr. H. prophetically remarks, ' There is one
great hardship lies too commonly upon those who propose
to advance some new though useful scheme for the public

That opposition is laudable and necessary,
in many instances, cannot be denied, and
that no public measure ever was, or ever
will be, brought forward without encounter-
ing it, more or less, is perhaps equally true ;
such must be the case from the conflicting
interests of individuals; no obstacles, how-
ever, can long impede what is found essential
to general welfare, which is the intention of
the proposition now laid before the public,
by opening a permanent source of national
wealth to all our capitalists, and by affording
profitable labour to all the poor out of em-
ployment.

benefit, the world abounding more in rash censure than
in a candid and unprejudiced estimation of things: if a
person does not answer their expectations in every point,
instead of friendly treatment for good intentions, he too
often meets with ridicule and contempt.' We are willing to
think that there is less of this ungenerous feeling to be met
with now-a-days than formerly; and yet even at the present
time how many are the projects of genius for the benefit of
mankind, ivhichlie, th ■own aside, neglected and contemned P
How can we be certain that our children^ children may not
have as much cause to wonder at the stupidity of their grand-
sires, in not adopting some palpable improvements revealed to
them, as we have to wonder at the stupidity of ours in leaving
untried so fair an invention as the steam-boat."�Mechanics'
Magazine, No. 7, October 11, 1823.

On the publication of the Third Edition, in 1822,
the following Letter was extensively circulated in
London, Manchester, Liverpool, Leeds, 8$c. 8$c.

Your most serious attention and kind
patronage are solicited in behalf of this plan, which,
it is humbly presumed, may prove of the first im-
portance to all our capitalists, and amply remu-
nerate them for any advances they may make,
however considerable ; and at the same time prove
an annual saving of several millions to the nation,
by the general introduction of mechanic power, so
as completely to supersede the necessity of horse-
power in ail public waggons, stage and mail-
coaches, and post-chaises.

A careful and minute investigation of this mea-
sure, cannot fail to convince the whole country of
the abundance of wealth which might be reaped bv
each subscriber, and of the great benefit to arise
from a general reduction in the charges of carriage
and rates of fare, by which the intercourse of all
commercial and agricultural branches of society,

and indeed every communication, both in a public
and private point of view, are so materially af-
fected.

The exorbitant demands now made on the
public, for conveyance of goods and persons by
waggons and coaches, are caused principally* if
not altogether, by the enormous expence of a stock
of horses, the continual renewal of the stock, and
the intolerable expence of their keep.

After several years' close application to this
plan, I feel assured, when the public shall have
duly weighed and compared our present extrava-
gant and ruinous system of turnpike-roads, with
the infinitely superior speed, safety, and economy
of a general iron rail-way and steam-engines, that
the great advantage of mechanic-power, now so
well and practically understood, will gain universal
encouragement; it is only through the interest
each individual of society has in this national under-
taking, and the welfare of the public in general,
that I should have the confidence thus to entreat
your influence and support.

I remain, Sir,
■ Most respectfully,

Your obedient Servant,

LAND-STEAM CONVEYANCE,

TO SUPERSEDE THE NECESSITY OF HORSES IN ALh
PUBLIC VEHICLES.

The practical economy of steam-power is already
so fully proved, by its universal adoption in our
mining districts, in our manufactories, and on
board our packets, as to afford demonstrative evi-
dence of the numerous, but yet unforeseen, ad-
vantages which might daily be derived from its
general application to our inland conveyance.

By the establishment, of a General Iron Rail-way
in a direct line, the distance between the capital
and the manufacturing districts and principal cities
might be reduced one quarter, and in many cases
one third, instead of the ridiculously winding
course the stage and mail-coaches now daily run.

The permanent prosperity which would arise to
commerce from this rapid communication would
soon be felt in every corner of the United Kingdom.
The mails from London to Manchester, Liverpool,
and Leeds, might be conveyed within the space
of twelve hours, and those to Glasgow and Edin-
burgh within twenty-four: the ordinary stage-

coaches, caravans, and vehicles, for the convey-
ance of every description of merchandize, might
also be transported on the same improved principle.

The farmer would likewise greatly participate in
this national improvement. The land now required
to produce food for his horses might be cultivated
for other purposes far more profitable ; the various
products of the farm, as well as live stock of every
description, might be conveyed to any market, and
manures brought back, without employing a single
horse, in one half the time and at one half the
expence now incurred.

The introduction of fresh fish throughout the in-
terior of the kingdom would open a source of trade
to numerous individuals, and very essentially con-
tribute to the improvement of our fisheries, as well
as to the establishment of new ones. This branch
of commerce deserves most particular attention,
as forming a valuable nursery for our seamen.
. As a permanently improving source of revenue
to our capitalists, this plan would have no parallel ;
the diurnal returns, at the most moderate toil upon
each vehicle, would annually produce many mil-
lions ; indeed no limits can be assigned to the.
increase of wealth which this change in our inland
conveyance might produce; there is no branch of
agriculture, no branch of commerce, or of arts,
but would partake of its endless prosperity. In
support of this statement it is merely necessary to

remark, that one steam-engine, on an improved
rail-xvay, would draw from London to Edinburgh
three stage-coaches (each carrying twice the lug-
gage and number of passengers of ordinary stages)
in thirty hours, which now require 300 horses, and
at least fifty hours' time for the performance of the
journey.

If a public meeting were convened by the wealthy
merchants and capitalists of the metropolis, in
order to canvass the relative properties of this
scheme, the example would soon be followed in
the manufacturing districts and principal cities,
and the many millions, now annually squandered
away in purchasing and feeding unnecessary horses,
might be divided by the holders of shares in a
General Iron Rail-way Company, and in the nu-
merous branch companies which would be esta-
blished throughout the United Kingdom. :

Plate, Steam-Conveyance and General Iron

Rail-way, to face.............. Title.

��r Map of Rail-way for Ireland and for

England, to face each other between pp. xxii and xxiii.
��- Draught of a General Iron Rail-way, p. xxiv.
------Mr. Blenkinsop's Steam-Carriage., p. 84.

The following Petition was sent to the respective offices
of the several Ministers of State, as undermentioned, on the
29th of March, 1822.

To the Right Honourable the Earl of Liverpool.

To the Right Honourable Nicholas Vansittart, (now

To the Right Honourable Robert Peel.

To the Most Noble the Marquis Salisbury-! � .

t\. IF i>- i ^. I Post-masters

*o the Right Honourable the Earl of > � ,

The humble Petition of Thomas Gray, Author of " Observations

on a General Iron Rail-way,"
Showeth,

That your petitioner, in the years 1820 and 1821, sub-
mitted two addresses to the Right Honourable Lord Viscount
Sidmouth, on the subject of this petition, the great national
importance of which prompts your petitioner again to solicit the
influence, patronage, and attention of His Majesty's Ministers.

That by the introduction of Steam-engines on a General Iron
Rail �way, several millions of the enormous annual expence of
horses employed in stage and mail coaches, post-chaises and wag-
gons, might be saved to the nation, as the plan now proposed
would combine all the advantages of the present various esta-
blishments, for the conveyance of goods and persons by land and
water, at an infinitely less expence to the country.

As a permanently improving source of revenue to Government
your petitioner humbly conceives that double or treble the
amount of taxes now levied upon horses and carriages might be
received from carriages running on a General Iron Rail-way, and

at the charges of carriage, and rates of fare, would still be con-
siderably diminished to individuals.

"at the General Post-Office would possess more efficient
means of forwarding letters to all parts of the United Kingdom,
a a very trifling charge compared with the expence of mail-
coaches as now established; and that the outward and home-
ward bound foreign mails would be accelerated with a despatch

and economy yet unknown, as the greatest speed in practice,
by steam-packets, might be maintained by steam mail-coaches,
to all great commercial towns and sea-ports throughout Great
Britain and Ireland.

That in time of war, or civil commotion, troops might be
despatched from one end of the island to the other in one quar-
ter of the time now required; and that provisions and equipments
might be forwarded to out-ports with the greatest speed and
facility in fitting out an expedition.

That the expence of forming a general iron raif-way would be
considerable ; but when the national advantages it might afford
are duly weighed and compared with the heavy same now annu-
ally expended in the purchase and keep of hors"es, and the exor-
bitant charges for repairs of turnpike roads, the trifling yearly
expence of this new scheme would soon attract the public atten-
tion, and your petitioner feels assured that all the revenue arising
from conveyance of goods and persons, would, in time, be exclu-
sively enjoyed by this projected establishment on account of its
manifest superiority.

That the present system of roads and canals is found to be,
generally speaking, both defective and unprofitable, whereas by
the plan now humbly submitted to His Majesty's Ministers,
every advantage which the existing methods afford, would be
materially improved without being subject to their numerous
impediments, for mechanical power possesses all the strength and
speed required at one tithe the expence of horse-power.

That the execution of this plan would produce abundance of
labour to all the poor out of employment, for many years to come,
and prove a source of strength and revenue to the nation, as welL
as a certain annual profit to our capitalists.

That your petitioner humbly craves the serious attention of
His Majesty's Ministers to a measure which would greatly con-
tribute to improve all commercial and agricultural property, by
affording the most easy and cheapest means of accelerating
the circulation of our foreign and inland trade, by a general and
uniform internal communication throughout Great Britain and
Ireland.

And your petitioner will ever pray.

TO HIS MAJESTY'S MINISTERS OF STATE.

The humble Petition of Thomas Gray, Author of " Qbservationf

on a General Iron Rail-way,"
Showeth,

That your petitioner did, on the 29th day of March,
in the year of our Lord 1822, humbly memorialize the several
Ministers of State, a duplicate of which memorial is hereunto
annexed.

That your petitioner earnestly entreats the most impartial
consideration of His Majesty's Ministers to the project now
humbly laid before them; and solicits that an inquiry may be
instituted by Government into every branch relative to the pro-
posed plan, being fully persuaded that, in a financial point of
view, as well as in every other respect, no other system could
produce so highly abundant and equitable a source of revenue.

That your petitioner herewith transmits plates illustrative of
the plan, and humbly conceives that a kind condescension on
the part of His Majesty's Ministers, by an attentive perusal of
the same, cannot fail to promote the assistance of His Majesty's
Government in behalf of the scheme.

That as a Select Committee was appointed by the Honourable
House of Commons, last Session of Parliament, to examine into
the merits of steam-navigation, the same attention to the present
plan would be productive of the utmost good, as an impartial
consideration of the comparative importance of the two systems.
Steam-navigation and Land-steam Conveyance, could not fail to
establish the manifest superiority of the latter.

That your petitioner shall persevere to the utmost of his power
to improve the plan, in the full assurance that, as it shall be more
generally known and understood, its great superiority over turn-
pike-roads and canals must overcome every prejudice, and that
your petitioner may at last be entitled to confidence and con-
sideration, and thereby obtain the support of Government and
o^f the puWi_e i_n _geHe_ral.

And your petitioner will ever pray.
tlth May, I82_3i

TO THE RIGHT HONOURABLE THE PRESIDENT AND BOARD OF
AGRICULTURE.

The humble Petition of Thomas Gray, Author of " Observations

on a General Iron Rail-way,"
Showed),

That your petitioner solicits the kind attention of your
Honourable Board to the enclosed plates, illustrative of his plan,
relying on the well-known superiority of mechanic power, and
its practical advantages in the farm, manufactory, and navigation,
as being sufficiently demonstrative of the great benefit which
might be reaped by its general application to the conveyance of
coaches, caravans, and waggons.

That the patronage of your Honourable Board would enable
your petitioner to introduce the plan throughout the Kingdom ;
for as it would tend in every respect to improve our inland com-
munication, so would it, on becoming more generally known
and understood, excite the interest of agriculturists, farmers,
merchants, and manufacturers.

That your petitioner purposes laying this plan before the
Honourable House of Commons the next Session of Parliament,
being confident that the many important advantages it would
afford the public must overcome every prejudice, and ultimately
prevail over the present comparatively bad system of conveyance
by the ordinary turnpike-roads, so dangerous to individuals, as
the numerous accidents arising from stage-coaches too clearly
prove; so unprofitable to the community, as the statements of
the Trusts of Roads do exemplify.

That steam-engines would answer all the purposes required
for the improvement of our internal intercourse, and prove that
the expences now caused by the continual relays of horses are
totally unnecessary : the great economy of such a measure must
be obvious to every one, when instead of each coach changing
horses between London and Edinburgh, say 2.5 times, requiring
100 horses, besides the supernumerary ones kept in case of
accident, the whole journey of several coaches might be per-
formed with the simple expence of one steam-engine.

That your petitioner urges the most serious attention of your
Honourable Board to examine into the comparative importance

of steam-navigation and land-steam conveyance, which could
not fail to gain the decided approbation of your Honourable
Board in support of this measure.

And your petitioner will ever pray.
Nottingham, Sept. 3, 1823.

TO THE RIGHT HONOURABLE THE LORD MAYOR AND GENTLE-
MEN OF THE CORPORATION OF THE CITY OF LONDON.

The humble Petition of Thomas Gray, Author of " Observations

on a General Iron Rail-way,"
Showeth,

That the practical economy of steam-power is already
so fully proved, by its universal adoption in our mining districts,
in our manufactories, and on board our packets, as to afford
demonstrative evidence of the numerous, but yet unforeseen,
advantages which might daily be derived from its general appli-
cation to our inland conveyance.

That by the establishment of a General Iron Rail-way in a
direct line, the distance between thecapitaland the manufacturing
districts and principal cities might be reduced one quarter, and
in many instances one third, instead of the ridiculously winding
course the stage and mail-coaches now daily run.

That the permanent prosperity which would arise to commerce
from this rapid communication would soon be felt in every corner
°t the United Kingdom ; the mails from London to Manchester,
^^lverpool, and Leeds, might be conveyed within the space of
twelve hours, and those to Glasgow and Edinburgh within twenty-
>°ur; the ordinary stage-coaches, caravans, and vehicles for the
conveyance ₀f _every description of merchandize, might also be
transported on the same improved principle.

at ^tne inhabitants of London might be regularly supplied
with coal on reasonable terms, were their markets thrown open to
the tree competition of this trade ; the many disadvantages
attending the coal trade in London are sufficiently apparent in
tne expence of vessels, seamen's wages, protracted vovages,
insurance, tonnage dues, light dues, &c. and it should also be
remembered, that vessels in this trade, generally, return from

London in ballast: whereas coal waggons coming to London on
rail-ways, might be certain of lading on return to all the populous
districts through which they might pass.

That one gang of coal-waggons, carrying the full freight of a
vessel, might be forwarded from Newcastle to London in three
days, by the simple expence of one steam-engine; but the
manifold benefits which this measure would throw open to the
general commerce of London, and throughout the interior of
the country, can only be justly appreciated when they become
known and understood.

That it remains only to know the exact amount of capital
required for a rail-way, in order to show the feasibility of this
scheme; and on this head, if each single rail-way be reckoned
at two thousand pounds per mile, and allow two rail-ways for
vehicles going, and two rail-ways for those returning, the whole
sum per mile will be eight thousand pounds : in order, however,
to guard against contingent expences, let the sum be stated at
twelve thousand pounds per mile, and this the most experienced
engineers and surveyors will allow to be the very utmost extent.
The distance between London and Newcastle, in a direct line,
will be about two hundred miles, which, at twelve thousand
pounds per mile cost of the rail-way, will amount to two millions
four hundred thousand pounds capital stock.

That, taking for a calculation the number of chaldrons of
coals consumed annually in London to amount to two millions,
and reckoning the toll to be levied upon each chaldron at five
shillings per the rail-way, for the whole distance from Newcastle
to London, this branch ot commerce alone would yield a revenue
of five hundred thousand pounds to the proprietors of the rail-
way, without taking into account the numerous daily vehicles of
every description for the conveyance of persons and of merchan-
dize of every kind, all which might contribute a three-fold toll to
what is now paid on turnpike-roads, and still convey goods and
passengers at one half the present charge, and in one half the time.

That if a public meeting were convened by the wealthy mer-
chants and capitalists of the metropolis, in order to canvass the
relative properties of this scheme, the example would soon be
followed in the manufacturing districts and principal cities, and

the many millions now annually squandered away in purchasing
and feeding unnecessary horses, might be divided by the holders
of shares in a General Iron Rail-way Company, and in the nu-
merous branch companies which might be established through-
out the kingdom.

That as a rail-way is about to be established between Bir-
mingham, Liverpool, and Manchester, your petitioner hopes
the citizens of the capital will be zealous in promoting an object
so highly beneficial to themselves, as well as to the whole country,
by the adoption of the plan now submitted to their serious atten-
tion and consideration.

And your petitioner will ever pray.

Nottingham, Wh May, 1824.

Two annexed Draughts (Nos, 1 and 2) of a General
Iron Rail-way.

In every branch of Mechanism, simplicity «f construction is the surest
criterion of a nearer approach to perfection.

A careful examination of the draughts now presented to the
public, as a plan of a Genera! Iron Rail-way, will, it is hoped,
demonstrate the ease, safety, economy, and celerity, with which
vehicles of every denomination, for the conveyance of goods and
persons, may be propelled by mechanic power.

I he six parallel rail-ways which extend the whole length of

P'ate No. l₍ form the general iron rail-way, to run in a direct line

Jrom London to Edinburgh, and from London to Falmouth ; the

'ranches from the direct line (see map of the plan) are denomi-

atea branch rail-ways, and only require one or two rail-ways for

carriages going, and an equal number for those returning.

■the four circular plates A, are to afford a ready and imme-
diate communication by turning vehicles off (see plate No. 2)
mto their respective branch rail-ways.

The sliding frame B in the middle of each draught shows (see
plate No. 2) in what manner vehicles may be removed into any
of the six parallel tracks or rail-ways, in case a carriage of supe-
rior speed be obstructed by any other of inferior speed, also in
case of accidents or of any necessary repairs.

The circular plates are to be let into the general iron rail-way
wherever the communication with a branch rail-way may
require it.

The sliding frame should be laid fit regular distances, as the
public convenience may demand, also for particular and local
accommodation, as experience shall best instruct.

The rollers, or machinery, on which the circular plates and
sliding frames are to act, must be of sufficient strength and
power to carry any weight whatever; the operation of these
machines may be effected by horse, or mechanical, or steam
power, as circumstances may determine.

The rack, or cog-rail in each rail-way is where the cog-wheel
of the steam-engine employs its force to impel the caravans, wag-
gons, and coaches. Being placed in the middle of the track it
gives the most uniform power to the permanent action of the
steam-engine, and would also exclude the use of horses, and
thereby preserve the rail-roads from destruction and continual
dilapidation, the attendant consequences of employing horses.

Where the tolls may be collected, it would be necessary to
keep a stock of rails, &c. to be ready in case of accidents, or for
general repairs, as well as a supply of coals and water to feed
the steam-engines. It would also be advisable to have the cir-
cular plates and sliding frames laid down at the same places, as
the persons appointed as keepers of these stores, or magazines,
might, besides collecting the tolls, superintend the duty of turn-
ing vehicles off into the different branches, &c.

In order to maintain a level as much as possible, wherever the
rail-way may have to cross the old roads, the latter should be
carried over the former by strong archways of sufficient expanse
to admit the largest vehicles.

A GENERAL IRON RAIL-WAY,

LAND STEAM-CONFEYANCE.

" Come, bright improvement! on the car of time,
And rule the spacious world from clime to clime -_rThy handmaid arts shall every wild explore,
Trace every wave and culture every shore."

In a crumby where the numerous magnificent bridges, docks, harbours, and
canals, testify so proudly to the talents of British engineers, it is not a little
strange to find no trace of skill, or a particle of science, except in a few recent
"'stances, throughout the whole extent of the turn-pike roads."

*^p public attention could be roused, in order to

; "amine impartially into the present policy of our

and conveyance, every individual would soon

Persuaded of the absolute necessity of an

^le'y new system of national intercourse. There

° ^Dranch of political economy which so impera-

y demands particular attention in every

^lct, and none so worthy of national support, as

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E^t-Pr.ntfhyMetboTyTy^,

By the Juthor o/'Ob.s-c/iritwns on a General lron~E#ti"W%>

TublUkedby 'Baldwin, Cradock 2c Joy London.

the facility of communication from town to town
throughout the country; yet, from the very
general nature of this improvement, few persons
seem sensible of its importance to individuals:
this is proved by perseverance in a system, where
want of skill in the direction of all our roads, their
accumulating debt, and, generally, bad condition,
are the only characteristic features.

There is no tax bears so heavily on the common
necessaries and conveniences of life as the expence
now attending the daily transport of every com-
modity; still nothing is done to obtain the
necessary improvement; on the contrary, public
indifference increases in proportion as the accumu-
lating debt of our turn-pike roads augments.
Session after session passes on, and the Honorable
House of Commons is continually petitioned to
grant powers, in order to burthen the country
with fresh imposts in support of the old system.

In the nineteenth century (the boasted age of
national improvements), undertakings of the most
expensive but useless kind are entered upon, in
support of our old turn-pike roads, by a few indi-
viduals who obtain a power to tax the country
without any public benefit being realised, or even
to be anticipated, adequate to the expence incur-
red ; and although private individuals have long
since demonstrated the superiority, in every respect,
of steam-power employed on rail-ways over horse-

PLAN OF A GENERAL IRON-RAIL-WAV FOR IRELAND.

/!■-.'■'■ rlonl

tut. />,■ Baldwin, Gyubck 1- Jiff,PaUmasUr -AW, ManJi UH,

power on our ordinary roads, and set an example,
founded on practical experience, worthy public
^Irnitation and universal support, }'et this measure,
^0r such vast importance to the nation, is, even in
this free country, overlooked and neglected.

The knowledge of the universal benefit which
wight daily be derived by the application of
mechanic power to public vehicles will, however,
at no very distant period overcome the blind
prejudice of those who may for a season oppose
this scheme, but who must eventually, as their
interest shall lead them, become its staunch sup-
porters ; indeed nothing short of individual
interest can ever ensure national prosperity.

Under this idea, I am induced to lay before the
public the present plan, the heads of which are
contained in the Advertisement: the boldness of
such a proposition may strike the attention and
excite the astonishment of many persons; but
^unless there be greater obstacles besides levelling
tne whole line of road required, raising arch-ways
^necessary to carry the rail-way over many valleys,
' "d bridges to pass the rivers, I cannot conceive

y *t has not been undertaken many years ago ;

^U)ugh it should be confessed, that the long and
Us w_ar j,-, ^^{1 _we have been ensyap-ed, must
lendered the expence threefold more than

^ue Present time. The sum of money required
would certainly be very great; but it ought to be

PLAN OF A GENERAL IRON-RAIL-WAY for GREAT BRITAIN,

English Mites,

10 20 30 -m so

'utfjfall.....■><//'-

JhJ>. hy SaZdmn, fhuiock & Joy, .Ptfftirr}ri.iier 2ZofK March 2822.

considered, when the rail-way is once completed,
that the repairs would not be so heavy as on the
common turnpike roads, owing to the very good
and very substantial foundation which must be
laid to begin with ; and so soon as the proprietors
of shares derive any advantage, the increasing
prosperity of this plan would burst upon the
public from the moment it shall commence to pay
a dividend.

When we witness the numerous canals formed
throughout the country, and the very great sums
of money lavished on them*, I am persuaded, as

* '* Caledonian Canal.�According to the twenty-first Par-
liamentary Report, the amount of the canal dues collected on
the Caledonian Canal from 1st May 1823, to 1st May 1824, was
15961. The sum expended on the Canal from first to last is
about one million; but this having been disbursed in yearly
payments of 50,0001., which began twenty-one years ago, the
true value of the capital expended on this great work, including
compound interest, is 1,650,0001. To pay simple interest on
this sum, the Canal dues should yield 62,5001. a-year; but to
pay interest, keep the works in repair, and discharge the expence
of management, the Canal dues should produce 120,0001. a-year.
Last year, therefore, the Canal has produced a sum equal to the
fiftieth part of the interest of the capital expended on it; or
equal to one-seventieth part of the amount which would have been
required to remunerate a private company, had such a company
executed the work! It appears, however, that the dues are to
be raised in May next, and as the trade on the Canal may be
expected to increase, we have no doubt that the dues will by
and by be much augmented, But it is plain that if these were

� ^ / ,■? C/9 // V-/..... ,.�.�i *■/// t/^il/M' ri/■ /fr._lr///-_//'e,

7/^ 1/%**^- 7""'"*■>



OBSERVATIONS ON A GENERAL IRON RAIL-WAY, OR LAND STEAM-CONVEYANCE; TO SUPERSEDE THB NECESSITY OF HORSES IN ALL PUBLIC VEHICLES: SHOWING ITS VAST SUPERIORITY IN EVERY RESPECT, OVER ALL THE PRESENT PITIFUL METHODS OF CONVEYANCE BY TURNPIKE ROADS, CANALS, AND COASTING-TRADERS. CONTAINING EVERV SPECIES OF INFORMATION RELATIVE TO RAIL-ROADS AND LOCO-MOTIVE ENGINE-.

		BY THOMAS GRAY.

	FIFTH EDITION. WITH MAPS- J\D TLATES ILLUSTRATIVE OF THE FLAS. LONDON: PUBLISHED BY BALDWIN, CRADOCK, AND JOY, PATERNOSTER-ROW. TO BE HAD OF ALL BOOKSELLERS.

			1825. Hi -w''".' V^:- -�-»■ '-4 WW



		Y6

An Abstract Statement of the Comparative Differ- ence between Horse and Mechanic power. The real number of waggon, coach, and post-chaise horses employed on our main turnpike roads, will, perhaps, be found to exceed 500,000: taking, however, this num- ber for a calculation, and computing the value of each horse at §�9.0,�the keep at s�'20 each, per annum; in the course of twelve years, allowing for the renewal of stock every four years, and the interest of capital, the consequent expence in this limited space of time is - - �173,500,000 0 0 The expence of 10,000 steam-engines, e�300 each in value, which would, on a rail-way, be more than equivalent to the horse-power, above stated, amounts to - - �3,000,000 0 0 , Interest of this ca- pital for twelve years 1,800,000 0 0 The fuel necessary to feed the steam-engines, taken at 14s. per day for each engine, in twelve years amounts to 30,660,000 0 0 35,460,000 0 0

			�138,040,000 0 0

	I take the liberty to repeat the observations, that horses under the most favourable circumstances, but more particularly those employed in coaches, caravans, and post-chaises, do not generally last



			233

and advancement towards more perfect transit of property. The proprietors of the old hoys and smacks might have opposed the introduction of steam packets and the Acts of Parliament for their safe management. The Lancashire cot- tagers were then justified in driving Mr. Arkwright from their county, and the Luddites in their opposition to the power loom. " These companies made no invention, no sacrifice for the public, to entitle them to patent privileges : their under- takings were for their own interests, although mutually bene- ficial to themselves and the public. And they, in common with their countrymen, must doubtless encounter the una- voidable risk of the inroad of new inventions and improve- ments on their ' vested interests.' Parliament never could, and never did, in granting their acts, legislate for posterity. " Now a most important inquiry presents itself, connected with the subject, viz. the then state of the kingdom at the time of passing the first Birmingham Canal Act in 1776, compared with its present trade and commerce. First, because, supposing (for a moment) parliament did grant the canal companies a monopoly of carriage, it could never be construed to extend to a subsequent increase of trade and commerce, not only never contemplated, but unparalleled! in the history of the world."

		THE END,

	C Baldwin, Printer, New Bridge Street, London



	***************** * * �h BiUieth. Rhen.-TiMJ, -i- * * * a. ,i. J * Vir. CI. G.'Moll, * * * ****************

C. Baldwin. Printer, New B ridse-street, London,

		I



	CONTENTS.

Address to the Public.......................... rii Circular Letter.................................... xi Advertisement .................................... xiil Petitions to His Majesty's Ministers.................. xvii Petition to the Board of Agriculture.................. xx Petition to the Corporation of the City of London ,..... xxi Explanation of the Draughts of a General Iron Kail-way .. xxiii Observations on a General Iron Rail-way.............. 1 Abstract Statement of the Comparative Difference between Horse and Mechanic Power........................ 76 EXTRACTS. No. I. Mr. Blenkinsop's Patent Steam Carriage and Rail- way ...................................... 78 II. From Martin's Circle of the Mechanical Arts.... 79 III. Partington on the Loco-motive Engine.......... 87 Mr. Jessop's First Report to the Committee of the Promoters of the intended Rail- way from the Cromford Canal to Peak Forest Canal............ 92 ------,--------- Second Report on the same..;..... 101 Prefatory Remarks to the Fourth Extract...... 108 IV. M<=Adam on Roads.......................... 110 V. From the Report of the Committee of the House of Commons on Highways and Turnpike Roads.... 115 VI. Abstract of Retunisof Turnpike Trustsround London 119 VII. Abstract of Minutes of Evidence taken in 1819 ... . 120 VIII. Parliamentary Report on the Turnpike Roads of the United Kingdom ..............,........... J2:>

		,-



			«"<

		vi No. IX. W. Wickens, on the Improvement of Roads .... 1B2 X. A Statement of the Value of Canal Property___ 140 XI. On Canals................................ 141 XII. Parliamentary Report on Steam Navigation .... 149 XIII. Parliamentary Report on Steam-packets........ 152 XIV. A Letter signed Agricola.................... 157 APPENDIX. Sundry Recent Extracts from Newspapers.............. 161



			TO THE PUBLIC.

		As these observations were written for the sole purpose of pointing out the most effec- tual method of improving the internal com- munication of tljis country, it may not be irrelevant to recommend this work to public notice purely on account of its advocating the adoption of measures that would contri- bute to the accommodation of every indivi- dual, and, consequently, of all classes of society. The great success which has already at- tended the establishment of steam-packets, must, eventually, serve to brush away the prejudice of the most obstinate in favor of our present turnpike-roads, which have no- thing, save folly and extravagance, to recom- mend them. The superior importance of land-steam- conveyance compared with steam-navigation;



			Vlll

		the incredible facility of draught which im- proved rail-ways afford to mechanic power ; the numerous advantages attending; this scheme, and its vast economy, demand the consideration and support of all persons en- gaged in commerce and agriculture. Yet the Author begs to state unequivocally, that as he has no other interest in this scheme than what the public may confer upon him, he hopes to be shielded from every attack of prejudice, ignorance, and selfishness* which are ever ready to thwart every improvement, and will doubtless exert themselves to the utmost against a plan calculated, as this is, to promote the best interests of society.* * " Although it is only of late years that steam has been extensively applied to the propelling of vessels on water, yet a knowledge of its capabilities for this purpose is of old date. As far back as the 21st of December, 1736, Mr. Jonathan Hulls took out a patent for < A new-invented machine for carrying vessels or ships out of, or into, ally harbour, port, or river, against wind and tide, or in a calm ;' and in the following year, he published a pamphlet at London, which is now extremely rare, detailing at length the nature of his invention. In the introduction to his pamphlet Mr. H. prophetically remarks, ' There is one great hardship lies too commonly upon those who propose to advance some new though useful scheme for the public



		On the publication of the Third Edition, in 1822, the following Letter was extensively circulated in London, Manchester, Liverpool, Leeds, 8$c. 8$c.

			Sir, Your most serious attention and kind patronage are solicited in behalf of this plan, which, it is humbly presumed, may prove of the first im- portance to all our capitalists, and amply remu- nerate them for any advances they may make, however considerable ; and at the same time prove an annual saving of several millions to the nation, by the general introduction of mechanic power, so as completely to supersede the necessity of horse- power in ail public waggons, stage and mail- coaches, and post-chaises. A careful and minute investigation of this mea- sure, cannot fail to convince the whole country of the abundance of wealth which might be reaped bv each subscriber, and of the great benefit to arise from a general reduction in the charges of carriage and rates of fare, by which the intercourse of all commercial and agricultural branches of society,



			ADVERTISEMENT.

		LAND-STEAM CONVEYANCE, TO SUPERSEDE THE NECESSITY OF HORSES IN ALh PUBLIC VEHICLES. The practical economy of steam-power is already so fully proved, by its universal adoption in our mining districts, in our manufactories, and on board our packets, as to afford demonstrative evi- dence of the numerous, but yet unforeseen, ad- vantages which might daily be derived from its general application to our inland conveyance. By the establishment, of a General Iron Rail-way in a direct line, the distance between the capital and the manufacturing districts and principal cities might be reduced one quarter, and in many cases one third, instead of the ridiculously winding course the stage and mail-coaches now daily run. The permanent prosperity which would arise to commerce from this rapid communication would soon be felt in every corner of the United Kingdom. The mails from London to Manchester, Liverpool, and Leeds, might be conveyed within the space of twelve hours, and those to Glasgow and Edin- burgh within twenty-four: the ordinary stage-



			I

		xiv coaches, caravans, and vehicles, for the convey- ance of every description of merchandize, might also be transported on the same improved principle. The farmer would likewise greatly participate in this national improvement. The land now required to produce food for his horses might be cultivated for other purposes far more profitable ; the various products of the farm, as well as live stock of every description, might be conveyed to any market, and manures brought back, without employing a single horse, in one half the time and at one half the expence now incurred. The introduction of fresh fish throughout the in- terior of the kingdom would open a source of trade to numerous individuals, and very essentially con- tribute to the improvement of our fisheries, as well as to the establishment of new ones. This branch of commerce deserves most particular attention, as forming a valuable nursery for our seamen. . As a permanently improving source of revenue to our capitalists, this plan would have no parallel ; the diurnal returns, at the most moderate toil upon each vehicle, would annually produce many mil- lions ; indeed no limits can be assigned to the. increase of wealth which this change in our inland conveyance might produce; there is no branch of agriculture, no branch of commerce, or of arts, but would partake of its endless prosperity. In support of this statement it is merely necessary to



	TO THE BINDER,

Plate, Steam-Conveyance and General Iron Rail-way, to face.............. Title. ��r Map of Rail-way for Ireland and for England, to face each other between pp. xxii and xxiii. ��- Draught of a General Iron Rail-way, p. xxiv. ------Mr. Blenkinsop's Steam-Carriage., p. 84.

		J



		xviii and economy yet unknown, as the greatest speed in practice, by steam-packets, might be maintained by steam mail-coaches, to all great commercial towns and sea-ports throughout Great Britain and Ireland. That in time of war, or civil commotion, troops might be despatched from one end of the island to the other in one quar- ter of the time now required; and that provisions and equipments might be forwarded to out-ports with the greatest speed and facility in fitting out an expedition. That the expence of forming a general iron raif-way would be considerable ; but when the national advantages it might afford are duly weighed and compared with the heavy same now annu- ally expended in the purchase and keep of hors"es, and the exor- bitant charges for repairs of turnpike roads, the trifling yearly expence of this new scheme would soon attract the public atten- tion, and your petitioner feels assured that all the revenue arising from conveyance of goods and persons, would, in time, be exclu- sively enjoyed by this projected establishment on account of its manifest superiority. That the present system of roads and canals is found to be, generally speaking, both defective and unprofitable, whereas by the plan now humbly submitted to His Majesty's Ministers, every advantage which the existing methods afford, would be materially improved without being subject to their numerous impediments, for mechanical power possesses all the strength and speed required at one tithe the expence of horse-power. That the execution of this plan would produce abundance of labour to all the poor out of employment, for many years to come, and prove a source of strength and revenue to the nation, as welL as a certain annual profit to our capitalists. That your petitioner humbly craves the serious attention of His Majesty's Ministers to a measure which would greatly con- tribute to improve all commercial and agricultural property, by affording the most easy and cheapest means of accelerating the circulation of our foreign and inland trade, by a general and uniform internal communication throughout Great Britain and Ireland. And your petitioner will ever pray.



			xxii

		London in ballast: whereas coal waggons coming to London on rail-ways, might be certain of lading on return to all the populous districts through which they might pass. That one gang of coal-waggons, carrying the full freight of a vessel, might be forwarded from Newcastle to London in three days, by the simple expence of one steam-engine; but the manifold benefits which this measure would throw open to the general commerce of London, and throughout the interior of the country, can only be justly appreciated when they become known and understood. That it remains only to know the exact amount of capital required for a rail-way, in order to show the feasibility of this scheme; and on this head, if each single rail-way be reckoned at two thousand pounds per mile, and allow two rail-ways for vehicles going, and two rail-ways for those returning, the whole sum per mile will be eight thousand pounds : in order, however, to guard against contingent expences, let the sum be stated at twelve thousand pounds per mile, and this the most experienced engineers and surveyors will allow to be the very utmost extent. The distance between London and Newcastle, in a direct line, will be about two hundred miles, which, at twelve thousand pounds per mile cost of the rail-way, will amount to two millions four hundred thousand pounds capital stock. That, taking for a calculation the number of chaldrons of coals consumed annually in London to amount to two millions, and reckoning the toll to be levied upon each chaldron at five shillings per the rail-way, for the whole distance from Newcastle to London, this branch ot commerce alone would yield a revenue of five hundred thousand pounds to the proprietors of the rail- way, without taking into account the numerous daily vehicles of every description for the conveyance of persons and of merchan- dize of every kind, all which might contribute a three-fold toll to what is now paid on turnpike-roads, and still convey goods and passengers at one half the present charge, and in one half the time. That if a public meeting were convened by the wealthy mer- chants and capitalists of the metropolis, in order to canvass the relative properties of this scheme, the example would soon be followed in the manufacturing districts and principal cities, and



			XXIV

		The sliding frame B in the middle of each draught shows (see plate No. 2) in what manner vehicles may be removed into any of the six parallel tracks or rail-ways, in case a carriage of supe- rior speed be obstructed by any other of inferior speed, also in case of accidents or of any necessary repairs. The circular plates are to be let into the general iron rail-way wherever the communication with a branch rail-way may require it. The sliding frame should be laid fit regular distances, as the public convenience may demand, also for particular and local accommodation, as experience shall best instruct. The rollers, or machinery, on which the circular plates and sliding frames are to act, must be of sufficient strength and power to carry any weight whatever; the operation of these machines may be effected by horse, or mechanical, or steam power, as circumstances may determine. The rack, or cog-rail in each rail-way is where the cog-wheel of the steam-engine employs its force to impel the caravans, wag- gons, and coaches. Being placed in the middle of the track it gives the most uniform power to the permanent action of the steam-engine, and would also exclude the use of horses, and thereby preserve the rail-roads from destruction and continual dilapidation, the attendant consequences of employing horses. Where the tolls may be collected, it would be necessary to keep a stock of rails, &c. to be ready in case of accidents, or for general repairs, as well as a supply of coals and water to feed the steam-engines. It would also be advisable to have the cir- cular plates and sliding frames laid down at the same places, as the persons appointed as keepers of these stores, or magazines, might, besides collecting the tolls, superintend the duty of turn- ing vehicles off into the different branches, &c. In order to maintain a level as much as possible, wherever the rail-way may have to cross the old roads, the latter should be carried over the former by strong archways of sufficient expanse to admit the largest vehicles.



power on our ordinary roads, and set an example, founded on practical experience, worthy public ^Irnitation and universal support, }'et this measure, ^0r such vast importance to the nation, is, even in this free country, overlooked and neglected. The knowledge of the universal benefit which wight daily be derived by the application of mechanic power to public vehicles will, however, at no very distant period overcome the blind prejudice of those who may for a season oppose this scheme, but who must eventually, as their interest shall lead them, become its staunch sup- porters ; indeed nothing short of individual interest can ever ensure national prosperity. Under this idea, I am induced to lay before the public the present plan, the heads of which are contained in the Advertisement: the boldness of such a proposition may strike the attention and excite the astonishment of many persons; but ^unless there be greater obstacles besides levelling tne whole line of road required, raising arch-ways ^necessary to carry the rail-way over many valleys, ' "d bridges to pass the rivers, I cannot conceive y *t has not been undertaken many years ago ;
		altl
	^U)ugh it should be confessed, that the long and Us w_ar j,-, ^^{1 _we have been ensyap-ed, must lendered the expence threefold more than ^ue Present time. The sum of money required would certainly be very great; but it ought to be b 2



			'{�

		considered, when the rail-way is once completed, that the repairs would not be so heavy as on the common turnpike roads, owing to the very good and very substantial foundation which must be laid to begin with ; and so soon as the proprietors of shares derive any advantage, the increasing prosperity of this plan would burst upon the public from the moment it shall commence to pay a dividend. When we witness the numerous canals formed throughout the country, and the very great sums of money lavished on them, I am persuaded, as '* Caledonian Canal.�According to the twenty-first Par- liamentary Report, the amount of the canal dues collected on the Caledonian Canal from 1st May 1823, to 1st May 1824, was 15961. The sum expended on the Canal from first to last is about one million; but this having been disbursed in yearly payments of 50,0001., which began twenty-one years ago, the true value of the capital expended on this great work, including compound interest, is 1,650,0001. To pay simple interest on this sum, the Canal dues should yield 62,5001. a-year; but to pay interest, keep the works in repair, and discharge the expence of management, the Canal dues should produce 120,0001. a-year. Last year, therefore, the Canal has produced a sum equal to the fiftieth part of the interest of the capital expended on it; or equal to one-seventieth part of the amount which would have been required to remunerate a private company, had such a company executed the work! It appears, however, that the dues are to be raised in May next, and as the trade on the Canal may be expected to increase, we have no doubt that the dues will by and by be much augmented, But it is plain that if these were



			s

		^tne present plan shall become generally known ^ar>d understood, that the interest of every class in ^s°ciety will ensure its success ; for there can be as httle doubt of its superiority over all the present Methods of conveyance, as of its superior speed when compared to canals which are merely used for the conveyance of very heavy merchandize; whereas the rail-way is intended, by means of waggons, caravans, and coaches, to embrace every necessary accommodation of transport. It perhaps may be remarked, that the quantity of merchan- dise now forwarded by canals could not be con- veyed by waggons ; to this I should answer, that waggons, upon a large construction, would each carry as much or more on the rail-way, than the

		even to rise to twenty times the present amount, they would still not pay one-half of the interest of the capital expended. The waste of public money here, therefore, has been quite as great as ^ln those canals and other public works in Ireland, of which so ^uch is said, though there has been less jobbing and abuse in ^e outlay of the money. We are not, however, disposed to be ^v severe on ministers in this case. The work was begun from ^en ideas of public advantage; and if John Bull takes a y to gi_ve _away _a million and a half to facilitate the passage ^le tons of kelp and slate through the Highlands, John is °- can afford it; and it is not for us to complain of his ^a y* He expended a much larger sum to rather worse i p wrien h_e _Sp_ent fifteen hundred millions in setting up the °y Alliance, and in enabling his friends the Bourbons to celebrate High Mass in Paris.-Scotsmcm.



			6

		boats generally do on canals; if not, several wag- gons linked together and drawn by the same steam-engine would answer every purpose, and that goods might be sent from place to place in one quarter of the time taken up by boats: here it may not be amiss to state the very great incon- veniences attending canals in time of floods, frost, or drought, which will not affect the rail-way. By laying an iron rail-way in a line with one of our most flourishing canals, the superiority of the former would be easily demonstrated ; no further proof would be necessary to convince the public of the infinite advantage of this new mode: if speed and economy be essential in the conveyance of goods and persons, it will soon be found, that both these points may be obtained to a degree hiiJierto unknown, and must therefore produce a most important change in the improvement of property of every description, by affording the greatest facility of communication to the commer- cial and agricultural branches of society. Innu- merable and continual are the complaints of the public on the state of roads, and on the impossi- bility of finding an effectual remedy; volumes- have been written on the subject, but still no real improvement takes place in any part of the king- dom ; never, perhaps, was there a fitter opportu- nity than the present for introducing a new system, which may silence the too well-founded remon-



		strances oil the delays of canal conveyance, and ^tne endless expence of land carnage. Canals are not only the most expensive and tedious undertakings to establish, or render ser- viceable, in the limited degree they are now used., but even in the most perfect state they may attain ^xn this country; provided steam-engines, or steam vessels, could be rendered equally effective in our inland navigation, with those of North America,* * " One of the great sources in America is, and will be, an as- tonishing command of inland navigation; the Mississippi, flowing from the north of the gulph of Mexico, through seventeen de- grees of latitude; the Ohio and the Alleghany almost connect- ing it with the northern lakes; the Wabash, the Illinois, the Missouri, the Achansos, the Red River, flowing from the con- fines of new Mexico. These rivers, all navigable, and most of them frequented by steam-boats, constitute a facility of internal communication, not, we believe, to be paralleled in the whole World." Edinburgh Review. .' The union of the American Lakes with the Atlantic Ocean, ^w<Hch is to render New York one of the most flourishing and Powerful states of the same extent of territory that has ever ^urished, goes nobly on to completion. A few months more the grand western canal will cause the inland seas and the to mingle their great waters. Ten thousand men, or that number, are employed in the enterprise; the offspring °old and masculine policy of the American Chief Magis- trate " T> Ihe New Times, Oct. 21,1822. 'ty of New York alone possesses seven steam-boats ^e*ce and passengers. One of these on the Mississippi wo thousand miles in twenty-one days, and this too against the current, which is perpetually running down. The



			s

		canal property might then become of the first im- portance to the public as well as to the proprietors, but this can never be, as the working of the engine would, from the narrowness of the ordinary canals, and the want of depth, soon dilapidate, nay com- pletely destroy their banks. In spite, however, of this superior local advantage enjoyed by any other country, we possess, in the ability and per- severing energy of our countrymen, and the un- bounded capital of the nation, powers that enable us to overcome the obstacles nature has thrown in Our way, and, by plans purely our own, to present to the world a system of internal communication not to be attempted in any other country. It is difficult to conceive how it came to pass, that canals should have been adopted in preference to rail-ways, which we find were in use at a very early period (1680). Without fearing any contradiction, I do not hesitate to assert, that had the money been expended on rail-ways which has been so prodigally and unskilfully thrown away on canals,* the public would long since have been amply re- munerated, instead of seeing numerous individuals above boat is 126 foet in length, and carries 460 tons, at a very shallow draft of water, and conveys from New Orleans whole ships' cargoes into the interior of the country as well as passen- gers." Partington. � * It appears that thirty millions have already been expended on canals in this country !



		9 reduced to the most hopeless circumstances by sinking the whole of their property in canal shares; and were canal proprietors sensible how much their respective shares would be improved in value, °y converting all the canals into rail-ways, there would not, perhaps, in the space of ten or twenty years remain a single canal in the country, for the proprietors would not only continue to draw the same amount of revenue they now enjoy, but all vehicles, of every description, would considerably augment their receipts, as the general traffic of the country would then pass along these rail-ways. By reference to Extract No. II., (on Canals), it will be seen that no expence, exertions, or persever- ance, have been wanting, and that no obstacles, however great, have been suffered to prevent the completion of numerous canals both in England and Scotland. The almost insurmountable diffi- culties attending the construction of our canals, (with the pleasing serpentine direction of most of them), such as locks, tunnels, reservoirs, towing- paths, &c., have seemed to excite the skilful spirit or our engineers, in preference to the less expen- se, more simple, and profitable method which rail-ways present, and to which they have fre- quently had recourse where canals could not be effected. "With these examples of unremitting perseverance, in plans that never could promise a 'tithe of recompense to their promoters in com-



			JO

		parison of the present scheme, what may we not hope for in support and furtherance of this new project, which includes every possible accommo- dation, in every respect, whilst canals are solely confined to the removal of dead matter? Had rail-ways been laid down instead of our canals, the expence of cutting canals would have been avoided, and no one can doubt that steam-engines would give every necessary strength required, for the ascending or descending of any weight equal to that which passes through the locks, and in one tenth part of the time ; nevertheless, I should still recommend a perfectly level line to be observed throughout the country, as, ultimately, more favourable in a national point of view, by giving such an easy and expeditious removal to every kind of heavy matter, all over the kingdom, as no other method can afford. Rail-ways are very commonly used for levelling roads and removing the ground on the formation of canals; this plainly demonstrates the great facility and economy which would attend the construction of a general iron rail-way, and the numerous advantages to arise from it daily as a public conveyance, instead of the partial application of rail-ways as a mere auxiliary to roads and canals. Steam packets were origin- ally intended as auxiliaries to the sailing packets ; but the former, from their manifest superiority, have already become the sole conveyance for mails



		n across the" channels. The inference therefore is ^c\|ear, that so soon as public prejudice shall be ^ov'ercome, our inland conveyance may be con- ducted on the same improved principle, instead ot the ridiculous management of all our roads now so highly praised and extolled by the blind par- tisans of the times. Whatever may be advanced in behalf of canals or roads, as at present established, must tend, in a manifold degree, to show the superior importance of this scheme ; it is, however, our duty to acknow- ledge that we owe much to the proprietors of stage- waggons, coaches, and canals, for having respect- ively rendered the conveyance as effective as pos- sible ; but it is to be regretted, that the liberal subscriptions in favor of canals have not been better rewarded ; it is this national spirit of enterprise alone which can ensure success to the attempt now made, to consolidate the various branches of con- veyance into one, and with the expence of one establishment to attract the revenue of all. We have only to witness the exertions made these latter years, to bring steam-engines into general use, and every one must be convinced, that had the powers this machine been so well known some time back, not a fourth part of the canals would have been taken in hand. Why may not the same facility and dispatch be given on land, as we now find in daily practice by steam-packets from Dover to the



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		Continent, and from most ports of the united kingdom ? Let our engineers answer this simple question. By means of rail-ways and steam-engines, the same, if not superior advantage may be enjoyed throughout England, Ireland, and Scotland, as a general and uniform conveyance to all commercial towns and places of any importance. In order to establish a general iron rail-way, it will be necessary to lay down two or three rail-ways for the ascending, and an equal number for the descending vehicles. In the immediate neigh- bourhood of London the traffic might demand six rail-Mays ; and as the trade between Liverpool and Manchester is already very extensive, with every prospect of a continual increase, it may be as well to lay down rail-ways between these two places the same as recommended for the vicinity of London ; but, with these two exceptions, all other towns may be confined to one or two rail-ways for carriages going in opposite directions. The traffic along these rail-ways will, no doubt, be much more con- siderable than we now find on the ordinary turnpike- roads, or canals ; the light expence of transferring merchandize from one market to another for sale, and of keeping up an immediate correspondence with remote parts of the kingdom, will give to all an equal participation in commerce and industry. "Waggons laden with merchandize can never be expected to proceed with the same velocity as



		13 coaches, but both should be built exactly on the same plan as to width, which would prove extremely economical, by affording the same accommodation to all ; fbr carriages going with greater speed, ¹¹¹ ^ay> on coming up to any other, pass off into the ^next track and fall again into the first track, by which method any carriage of superior speed may continue its course without any obstruction. It is desirable to shew the probable expence of this scheme ; but this depends almost entirely upon the state of the country through which it may be found necessary to pass, fbr, as to a level, some parts may be found nearly ready to our hands, whilst others will require much time and considerable expence, to complete the design of a perfectly level line of road. By the Second Extract, (on Iron Rail-ways) it will be seen that the sums quoted, as the expence of rail-ways, vary too much to be depended upon ; but by following the middle course, we may, perhaps, be nearer the mark. I shall, therefore, take the sum of one thousand pounds per mile, for the single rail-way ; the present plan, as above mentioned, requiring, at tne most, six rail-ways, will consequently cost six thousand pounds per mile : and if we take the draught of the plan, for Great Britain, as our guide, and allow f_or _a few branch rail-ways, which may still be added thereto, the number of miles will be about two thousand, which, at the rate already



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		stated, will amount to twelve millions sterling; supposing that double, or even treble, this sum be demanded, it would be found, that the present revenue drawn from public roads ; the great ex- pence of their repairs ; and the enormous sums of money annually expended in the purchase and keep of horses ; demonstrate the abundance of wealth this new scheme would yield to its subscribers. It may, in all probability, be urged, that the capital required for the full execution of this'plan, can never be raised by subscription ; however this may prove, I should wish so to convey my ideas to the public on the subject, as to leave no point untouched relative thereto ; for I feel assured, that the total expence of the purchase of horses might be com- pletely saved, and that the annual expence of their keep alone would more than provide for the steam- engines necessary for this new project, as well as defray the whole annual expence of repairs on a general iron rail-way : it should also be remarked, that as journeys would be performed in one half the time, proprietors of steam-coaches, caravans, and waggons, would considerably augment their receipts for conveyance of goods and persons, and at the same time diminish the charge to individuals. Let us only reflect on the sums of money now sunk every year, by our present system of turnpike- roads, and a little time more must convince every one, however great the advance maybe to complete



		IS this undertaking, in spite of every obstacle, that the revenue which might be drawn from this new ^establishment would highly compensate its pro- moters ; for the same advantage to be reaped by P^roprietors of steam-coaches, caravans, and waggons, from the increased number of journeys which might be performed, would, in the same degree, increase the toll receipts of the rail-way. The conveyance by waggons, caravans, and coaches, must ever prove expensive under the present system, even in the most favourable times, arising from the great prices paid by the proprietors for horses, the precarious existence of these animals employed in coaches and post-chaises, and the intolerable expence of their food.* These several * " Mr. Waterhouse, whose vehicular head-quarters are at the Swan with Two Necks, keeps 400 horses ; those worked within fifty miles of London (which cost on the average SOI. each) last about four years; those at a greater distance (costing \5l. each) six years. He says, that eight horses on the more distant roads would perform as many miles as ten nearer London ; that three horses would draw the mail on Mr. Telford's roads, in North Wales, with as much ease as four on the road from London to jJunchurch. Mr. Home, of Charing Cross, also keeps 400 horses: he buys 150 every year ; those worked near London last but three years ; those at a greater distance double the time, in consequence of their work being lighter, their food better, and their lodging more airy. Mr. games, (of the White Horse, Fetter Lane) keeps about 300 horses : lie finds them last three years in post-coaches, and as long again at a distance from London ; he says, that his drivers represent * the crossing back-



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		points, duly weighed and impartially considered, will be found the real cause of those heavy charges made on the public, and convince every reflective mind of the impossibility of any reduction. The very great cruelty inflicted on coach and post- chaise horses has long called forth the commisera- tion of the humane I* and in a country where every nerve has been exerted to abolish the slave trade, it is hoped, that the same national feeling may be excited in behalf of these poor dumb animals; the plan here proposed will not only diminish these acts wards and forwards through the gravel, heaped sometimes in the middle of the roads near London, as tearing the horses' hearts out."' Quarterly Review. * " It appears that the extra demand for coach-horses arises out of the new regulations of the post-office, which cause the death of two horses on an average in three journeys of 200 miles. The Highflyer of this city lately lost two horses, and it has cost the Manchester and Liverpool coaches 17 horses since they commenced to cope with the mail, and run ten miles an hour in place of seven and eight. Horses fit for the public coaches therefore met with full prices, and much business was done in the fair, by coach proprietors from all parts of the kingdom, and who calculate upon losing a horse in every run of 200 miles. Several horses, in endeavouring to keep time, according to the new post-office regulations, have had their legs snapped in two on the road, while others have dropped dead from the effect of a ruptured blood-vessel, or a heart broken in efforts to obey the whip. We cannot conceive this system can last long. We sincerely hope not." Yorkshire Gazette; see Morning Chronicle for <Zlih December, 1821.



		it of cruelty, but also present a more expeditious and considerably cheaper conveyance, even where horses shall be made use of; the strength required would be comparatively trifling to the present system, as the coaches running on the rail-way might convey three times the weight of luggage, and passengers in like proportion, with half the horse power. But in consequence of the great improvement in steam-engines, the necessity of horses on the rail- way may be superseded, for the public benefit would soon be so evident to every common ob- server, as to admit of no comparison between horse and mechanic-power; besides, the incitement given to our artisans, by the success of their ingenuity, would still prompt further progress in this useful art: the prejudice of many persons will, however, oppose the system ; therefore time must be allowed with the gradual use of these machines to convince the public of their superiority, in the same manner as of steam-packets.* When we shall have attained " The new post-office steam-packets to be employed between Holyhead and Dublin, have been inspected by the Duke of Gloucester and other distinguished personages, previously to their leaving the river for their destination, which will be in the course of a few days. The advantages which these vessels will afford to the communication between the two countries are in- calculable. The diagonal mode of construction, upon which the navy board has been largely consulted, is so admirable, and the C



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		this point, another important advantage will present itself, in the very great extent of land required to produce food for horses, which might then be cul- tivated for the growth of corn and vegetables : and if this land could be converted to the use of man, the number of human beings which might be sup- plied, by this alteration in our national economy, with the means of existence, would be very con- siderable indeed : the excessive number of horses employed in England demands the serious atten- tion of the public ; the increase of coaches may be supposed to show the prosperity of the country, but, when viewed in the light it presents itself to me, there can be no hesitation to pronounce it an evil. Mechanic power, when once put to the test, by comparison on land and water, will, no doubt, prove more favourable by the former, in proportion as that machinery with which they have been fitted, from the celebrated manufactory at Soho, is so infinitely superior to any thing yet undertaken, that the passage is reduced to an actual certainty, and the mails from London will be regularly delivered in Dublin early on the second day, an idea which would have been scouted as chimerical but a few months back. In an experiment round the Nore, a few days since, the rate of speed was ascertained at thirteen miles per hour ; one of the miles was performed in four minutes, twenty-seven seconds, which considerably exceeds that rate. The accommodations are equal to the qualities of the vessels in other respects; they are peculiarly elegant.''� Morning Chronicle, ^c26th April, 1821.



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		element is more stable, and not under the influence of wind, tides, or currents; besides, the preference given, by the generality of mankind, to land car- riage, the misfortunes which might happen to steam-vessels cannot affect steam-coaches or wag- gons, as the steam-engine on land is a separate vehicle, and only connected with the coach or waggon by a bar or chain. Now with the numerous advantages so evidently in favour of rail-ways, it will require some explanation how this method, embracing every possible convenience of despatch, with the greatest economy, should have been over- looked and neglected ; whilst other plans, far more expensive, and less useful, should alone enjoy public patronage and support. Time, however, the best friend of every well digested plan, and the greatest enemy to every foolish one, will, most unquestionably, develope the reason, why this branch of national economy has not only been suffered to remain without anj' improvement, al- though possessing the most abundant source of national and individual property of the highest con- sideration, but that every attempt is made to sup- port a system of conveyance, glaringly injurious to the whole nation, without being profitable to any class, unless to lawyers, engineers, and sur- veyors, and the influence it may give to commis- sioners. We may not, in our time, be able to reap the advantage that must ultimately accrue to the c 2



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		public from the free and unlimited use of steam- engines ; the benefit is incalculable that may be derived from this machine: future generations, " c'est la posterite seule qui met le veritable prix aux ouvrages," by applying it to all the purposes of which it is capable, may certainly enjoy these advantages in a very superior degree to what we can expect to attain; we ought, however, by our grateful remembrance of the person's name to whom we are indebted for this most invaluable invention,* * " The name of Mr. James Watt, the great improver of the steam-engine, fortunately needs no commemoration of ours; for he that bore it, survived to see it crowned with undisputed and unenvied honours, and many generations will probably pass away before it shall have 'gathered all its fame.' We have said that Mr. James Watt was the great improver of the steam-engine; but, in truth, as to all that is admirable in its structure, or vast in its utility, he should rather be described as its inventor. It was by his inventions that its action was so regulated as to make it capable of being applied to the finest and most delicate manu- factures, and its power so increased as to set weight and solidity at defiance. By his admirable contrivances, it has become a thing stupendous alike for its force and its flexibility, for the prodigious power which it can exert, and the ease, and precision, and duc- tility, with which they can be varied, distributed, and applied. The trunk of an elephant that can pick up a pin, or rend an oak, is nothing to it. It can engrave a seal, and crush masses of obdurate metal like wax before it; draw out, without breaking, a thread as fine as gossamer, and lift a ship of war like a bauble in the air. It can embroider muslin, and forge anchors; cut steel into ribands, and impel loaded vessels against the fury of the winds and waves. It would be difficult to estimate the value