Landlords also found that they could get higher rents for farms situated near a railway than at a distance from one. Hence they became clamorous for “sidings.” They felt it to be a grievance to be placed at a distance from a station. After a railway had been once opened, not a landlord would consent to have the line taken from him. Owners who had fought the promoters before Parliament, and compelled them to pass their domains at a distance, at a vastly-increased expense in tunnels and deviations, now petitioned for branches and nearer station accommodation. Those who held property near towns, and had extorted large sums as compensation for the anticipated deterioration in the value of their building land, found a new demand for it springing up at greatly advanced prices. Land was now advertised for sale, with the attraction of being “near a railway station.”
The prediction that, even if railways were made, the public would not use them, was also completely falsified by the results. The ordinary mode of fast travelling for the middle classes had heretofore been by mail-coach and stage-coach. Those who could not afford to pay the high prices charged for such conveyances went by waggon, and the poorer classes trudged on foot. George Stephenson was wont to say that he hoped to see the day when it would be cheaper for a poor man to travel by railway than to walk, and not many years passed before his expectation was fulfilled. In no country in the world is time worth more money than in England; and by saving time—the criterion
of distance—the railway proved a great benefactor to men of industry in all classes.
It was some time before the more opulent, who could afford to post to town in aristocratic style, became reconciled to railway travelling. In the opinion of many, it was only another illustration of the levelling tendencies of the age. It put an end to that gradation of rank in travelling which was one of the few things left by which the nobleman could be distinguished from the Manchester manufacturer and bagman. But to younger sons of noble families the convenience and cheapness of the railway did not fail to recommend itself. One of these, whose eldest brother had just succeeded to an earldom, said one day to a railway manager: “I like railways—they just suit young fellows like me with ‘nothing per annum paid quarterly.’ You know we can’t afford to post, and it used to be deuced annoying to me, as I was jogging along on the box-seat of the stage-coach, to see the little Earl go by drawn by his four posters, and just look up at me and give me a nod. But now, with railways, it’s different. It’s true, he may take a first-class ticket, while I can only afford a second-class one, but we both go the same pace.”
For a time, however, many of the old families sent forward their servants and luggage by railroad, and condemned themselves to jog along the old highway in the accustomed family chariot, dragged by country post-horses. But the superior comfort of the railway shortly recommended itself to even the oldest families; posting went out of date; post-horses were with difficulty to be had along even the great high-roads; and nobles and servants, manufacturers and peasants, alike shared in the comfort, the convenience, and the despatch of railway travelling. The late Dr. Arnold, of Rugby, regarded the opening of the London and Birmingham line as another great step accomplished in the march of civilisation. “I rejoice to see it,” he said, as he stood on one of the bridges over the railway, and watched the train flashing along under him, and away through the
distant hedgerows—“I rejoice to see it, and to think that feudality is gone for ever: it is so great a blessing to think that any one evil is really extinct.”
It was long before the late Duke of Wellington would trust himself behind a locomotive. The fatal accident to Mr. Huskisson, which had happened before his eyes, contributed to prejudice him strongly against railways, and it was not until the year 1843 that he performed his first trip on the South-Western Railway, in attendance upon her Majesty. Prince Albert had for some time been accustomed to travel by railway alone, but in 1842 the Queen began to make use of the same mode of conveyance between Windsor and London. Even Colonel Sibthorpe was eventually compelled to acknowledge its utility. For a time he continued to post to and from the country as before. Then he compromised the matter by taking a railway ticket for the long journey, and posting only a stage or two nearest town; until, at length, he undisguisedly committed himself, like other people, to the express train, and performed the journey throughout upon what he had formerly denounced as “the infernal railroad.”
