“Since the length of these two lines bears the same proportion in hundredths of an inch to 56 feet, as the spaces between the ends of them bear (in tenths of an inch) to 2.2 inches of water, and 0.6 inches of water; [48a] and if we conceive that forcing air to move in this way, is, in some degree, analogous to drawing an elastic endless rope, the size of which should be equal to the larger end of the pipe, through it, and out at the smaller end, we may form some idea of the degree to which power would be absorbed in operating by a plenum. And not only this; since, reversing the operation, and supposing the rope to be drawn from the smaller to the larger end, will also give us some idea of the effect of operating by exhaustion, or vacuum; and enable us to conceive that ‘air which is allowed to move, owing to some being taken out from before it, instead of being forced in behind it, becomes affected, as any thing from which a wedge is withdrawn is affected; that is, freedom of motion is allowed, and its parts play so much more freely, that friction is diminished instead of increased.’”
Unconvinced, however, by arguments of this kind, the iron masters persist in maintaining what I propose to be impossible, because one of them found that the exactly reverse process is so. In other words, they act just as those “impossibleists” did, who, in their ignorance that high steam would admit of the vacuum, air-pump, ponderous condensing chest, and ton of cold water per horse power per hour, which are inseparable from low-pressure engines, being dispensed with in high-pressure engines, pronounced it to be utterly impossible ever to make steam-engines capable of running upon roads, because such engines could neither carry the ponderous apparatus inseparable from the condenser, nor the immense quantity of cold water required to produce the vacuum which, alone, renders low-pressure engines efficient.
In vain did I point out to them, not only that I had not overlooked their objection, but that my earliest views of the subject, had adverted to, and expressly guarded against it. It was of no use: for no “Demetrius” or other “craftsman” of that day ever vociferated, “Great is Diana of the Ephesians!” more perseveringly, than the principal iron masters of the present day have exclaimed in honour of the idol “Impossible,” whom it pleased them to set up and worship, in opposition to the (as they deemed it) heresy I presumed to attempt to teach them.
Had they done me the honour to prove me heretical, and that theirs was the true faith, I should have been importantly benefitted, as well as convinced: insomuch as it would have prevented me from devoting at least seven additional years of time, and all the means in my power during that period, to the subject. But when they would not trouble themselves to examine, and condemned, solely because they proclaimed “impossible,” a method of operation, which I not only did not advocate, but which my publications proved I had long and openly disclaimed, I could not but feel, first, the truth of Dr. Robertson’s observation, “As in Genoa ignorance had opposed and disappointed Columbus, in Lisbon he had to combat with prejudice, an enemy no less formidable;” and, secondly, that just as the reasoning of the pilot who was chosen to execute the treachery planned against Columbus, failed, because he had courage only to go half-way, so did the reasoning of these gentlemen fail, because they have done only half what is necessary to disprove the practicability of what I propose. [48b]
In publications, besides that just quoted, I have not only stated my conviction that the method of operation which the iron masters condemn would be impracticable, but also have endeavoured to analyse the question, and show why it would be so. But as I do not, like them, stop there, and (in effect) say that it must ever be impossible to discover a “North-West Passage,” or reach the North Pole, because Captain Cook could not get within 30° of the South Pole, these gentlemen are pleased to act the part of “Alexander the coppersmith,” against me, rather than to give themselves the trouble of examining whether the part of another Alexander might not prove more honourable, as well as more advantageous to them.
The quotation given a few pages back, states that the price of iron was raised from 7l. to 14l. in 1825, in consequence of what was then called “the railway mania.” But, so far from maintaining this price, the following extract from a Memorial, which was agreed to at a meeting of the Staffordshire Iron Trade, held at Dudley, on the 4th October, 1831, shews, that in six years the price of iron had fallen lower than ever before was known.
“Memorial to the Right Honourable Earl Grey, First Lord of His Majesty’s Treasury.
“We, the undersigned Iron Masters, of the Staffordshire Iron and Coal district, think it our duty respectfully to represent to His Majesty’s Government the following facts:
“1. That for the last five years, ever since what is called the panic of 1825, we have found, with very slight intermissions, a continually increasing depression in the prices of the products of industry, and more particularly in Pig Iron and Bar Iron, which have fallen respectively from upwards of 8l. per ton to under 3l. per ton, and from 15l. per ton to under 5l. per ton.
“2. Against this alarming and long-continued depression, we have used every possible effort in our power to make head. We have practised all manner of economy, and have had recourse to every possible improvement in the working of our mines and manufactories. Our workmen’s wages have, in many instances, been greatly reduced, and such reduction has been attended with, and effected by, very great suffering and distress:—but the royalties, rents, contracts, and other engagements, under which we hold our respective works and mines, have scarcely been reduced at all, nor can we get them effectually reduced, because the law enforces their payment in full.
“3. The prices of the products of our industry having thus fallen within the range of the fixed charges and expenses which the law compels us to discharge, the just and necessary profits of our respective trades have ceased to exist: and in many cases a positive loss attends them.
“4. Under these circumstances, we have long hesitated in determining what line of conduct our interest and our duties require us to adopt:—If we should abandon our respective trades, our large and expensive outlays in machinery and erections must be sacrificed, at an enormous loss to ourselves, and our honest and meritorious workmen must be thrown in thousands upon parishes, already too much impoverished by their present burdens, to support them:—and if we should continue our respective trades, we see nothing but the prospect of increasing distress, and certain ruin to all around us.”
The remaining part of this “Memorial” touching on politics, need not be quoted here.
If the iron of the 3000 miles of railway which Mr. Treasurer Booth, in his book on the Liverpool and Manchester Railway supposes may eventually be laid down in England, should be of the same weight which I understand that of the Birmingham Railway is to be, the whole quantity consumed will be about 800,000 tons. Supposing an equal application of the system here advocated, and that only ten times as much iron should be used in the tunnels as is used in the railways, eight millions of tons, instead of eight hundred thousand, will be the aggregate consumption.
Now as iron, though unquestionably the best, is neither the only, nor the cheapest material of which tunnels can be constructed, it may not, possibly, be unpardonably presumptuous in me to submit to the iron masters, that if they persist in doing, by this proposition, as the Genoese did by that of Columbus, they will also lose an opportunity, which would, to them, prove equally important, as would have been that of Columbus to Genoa.