It will, however, be impossible either to greatly increase speed or to reduce rates on British canals unless the system undergoes reconstruction. The rates given above for the Aire and Calder Canal are no doubt exceptionally low, because that is one of the best managed and best equipped canals in the country. On the average of the English canals the cost of transport will be a good deal more, and it must continue to be so until they have been brought up to the level of efficiency maintained on the Aire and Calder. In the majority of the canals of England it is either impossible, or economically impracticable, to employ steam power, without which the ultimate extent of possible economy cannot be realised. Mr. F. Morton has correctly expressed the position of affairs when he stated that “the present method of employing steam on narrow canals is about comparable to a locomotive capable of taking thirty loaded waggons, having only four or five behind her.” This must remain so until steps have been taken to do in England what has been done in France and other countries—to secure a uniform gauge and a depth sufficiently great to enable boats to be navigated that carry loads of 100 to 200 tons, so that the canal boats may be the counterpart of a railway train. If the Aire and Calder system of working trains of boats, carrying 700 to 900 tons per train can be introduced, so much the better.
FOOTNOTES
CHAPTER XXXI
[285] Conder on “Speed on Canals,” ‘Minutes of Proceedings,’ vol. 76.
[286] ‘Report of the Select Committee on Canals,’ p. 125.
[287] ‘Minutes of Proceedings of the I. C. E.,’ vol. lxxvi. p. 171.
[288] Ibid., p. 169.
[289] ‘Minutes of Proceedings of the I. C. E.,’ vol. lxxvi. p. 168.
[290] Ibid., p. 161.
[291] Report, q. 1620-1622.
[292] Ibid., 2, 2617.