The great principle of exchange between one part of this empire and another part, which has ceased to be an affair of restrictions and jealousies, has covered the island with good roads, with canals, and finally with railways. The railway and the steam-carriage have carried the principle of diminishing the price of conveyance, and therefore of commodities, by machinery, to an extent which makes all other illustrations almost unnecessary. A road with a waggon moving on it is a mechanical combination; a canal, with its locks, and towing-paths, and boats gliding along almost without effort, is a higher mechanical combination; a railway, with its locomotive engine, and carriage after carriage dragged along at the rate of thirty or forty miles an hour, is the highest of such mechanical combinations. The force applied upon a level turnpike-road, which is required to move 1800 lbs., if applied to drag a canal-boat will move 55,500 lbs., both at the rate of 2-1/2 miles per hour. But we want economy in time as well as economy in the application of motive power. It has been attempted to apply speed to canal travelling. Up to four miles an hour the canal can convey an equal weight more economically than a railroad; but after a certain velocity is exceeded, that is 13-1/2 miles an hour, the horse on the turnpike-road can drag as much as the canal-team. Then comes in the great advantage of the railroad. The same force that is required to draw 1900 lbs. upon a canal, at a rate above 13-1/2 miles an hour, will draw 14,400 lbs. upon a railway, at the rate of 13-1/2 miles an hour. The producers and consumers are thus brought together, not only at the least cost of transit, but at the least expenditure of time. The road, the canal, and the railway have each their distinctive advantages; and it is worthy of note how they work together. From every railway station there must be a road to the adjacent towns and villages, and a better road than was once thought necessary. Horses are required as much as ever, although mails and post-chaises are no longer the glories of the road; and the post finds its way into every hamlet by the united agency of the road and the railway.
Roger North described a Newcastle railway in 1680:—"Another thing that is remarkable is their way-leaves; for when men have pieces of ground between the colliery and the river, they sell leave to lead coals over their ground; and so dear that the owner of a rood of ground will expect 20l. per annum for this leave. The manner of the carriage is by laying rails of timber, from the colliery down to the river, exactly straight and parallel; and bulky carts are made with four rowlets fitting these rails; whereby the carriage is so easy that the horse will draw down four or five chaldron of coals, and is an immense benefit to the coal-merchant." Who would have thought that this contrivance would have led to no large results till a hundred and fifty years had passed away? Who could have believed that "the rails of timber, exactly straight and parallel," and the "bulky carts with four rowlets exactly fitting the rails," would have changed the face, and to a great degree the destinies, of the world?
If we add to the road, the canal, and the railway, the steam-boat traffic of our own coasts, we cannot hesitate to believe that the whole territory of Great Britain and Ireland is more compact, more closely united, more accessible, than was a single county two centuries ago. It may be said, without exaggeration, that it would now be impossible for a traveller in England to set himself down in any accessible situation where the post from London would not reach him in twelve hours. When the first edition of the 'Results of Machinery' was published in 1831, we said that the post from London would reach any part of England in three days; and that, "fifty years before, such a quickness of communication would have been considered beyond the compass of human means." In twenty-four years we have so diminished the practical amount of distance between one part of Great Britain and another, that the post from London to Aberdeen is carried five hundred and forty miles in little more than twenty hours. It is this wonderful rapidity of communication, in connection with the cheapness of postage, which has multiplied letters five-fold since 1839, when the penny rate was introduced. In that year the number of chargeable and franked letters distributed in the United Kingdom was eighty-two millions; in 1853 it was four hundred and ten millions.
Locomotive-Engine Factory.
The annual returns of our railways furnish some of the most astounding figures of modern statistics. On the 1st of January 1854 there were open in England 5811 miles of railway; in Scotland, 995 miles; in Ireland, 834 miles. In 1853 there were one hundred and two million passengers conveyed, who travelled one billion five hundred million miles, being an average of nearly fifteen miles to each passenger. In England considerably less than one-half of the passengers were by penny-a-mile and other third-class trains; in Ireland one-half; and in Scotland two-thirds. The receipts from goods traffic exceed those of the passenger traffic in England and Scotland, but are less in Ireland. These are indeed wonderful results from a system which was wholly experimental twenty-five years ago.
Railway Locomotive.