But in 1834, the report is still more conclusive on this point. Mr
Macneil, a distinguished civil engineer, gives the following evidence:—
"At the time the Committee sat in 1831, I could speak as to having seen only one steam-carriage on a turnpike road, and as to the effect on horses that passed it on the road. From considerable experience since that time, I am quite certain, that in a very short period there will be no complaint of horses being frightened by steam-carriages. I do not know that I have seen more than two or three horses in all my experience, that were at all frightened by any of the carriages. I travelled with, and I have passed many times through some of the most crowded streets in London and in Birmingham, in steam-carriages. I have also seen horses out in the morning, led by grooms, which would in all probability be startled by any object at all likely to frighten a horse, and they did not take the least notice of the engine. At another time, several ladies passed on horseback without the least alarm, and some of them rode close after the carriage, and alongside of it, as long as they could keep up with it."
This evidence is corroborated by all the other witnesses; and great as the noise, and fearful as the horrid gasping of the engine may be, we are not prepared to say that terror may not as naturally be excited in the heart of the most gallant of Houyeneans by the thunder and glitter of a fast coach, rushing downhill at the rate of sixteen miles an hour. In fact, the horse that has ceased—like a young lady after her second season—to be shy, will care no more for a steam-engine than a tilted waggon. And it is decidedly our private and confidential opinion, from a long experience of vivacious roadsters, that a quadruped which maintains its equanimity on encountering a baker's cart with an awning, will face the noisiest and most vociferous of boilers. But granting that the committee is right in coming to this conclusion as far as regards the danger arising to horses, the other objection we alluded to was a poser, from which we shall be glad to see how they extricate themselves—we mean the injury done to the turnpike road. Why, it turns out that a steam-coach does no injury at all; but, from the necessity it is under to sport the widest and strongest of wheels, it acts as a sort of roller, and might pass for a deputy Macadam. Mr Macneil, who has had great experience in road surveying, says that, even in 1831, he had stated that, from the examination he had made as to the wear of iron in the shoes of horses, compared with the wear on the tire of the wheels of carriages, the injury done to the turnpike roads would be much less by steam-carriages than that done by mail and stage coaches drawn by horses. Since then, "I have had practical experience on this point, and have carefully examined the roads in different parts of the country where steam-carriages have been running, and I have every reason to believe the opinion I then gave was correct; indeed, I have not the least doubt in my mind, that if steam-carriages ran generally on the turnpike roads of the kingdom, one-half of the annual expense of the repairs of these roads would be saved."
It is supposed that the tolls throughout England are let for more than a million and a half a-year! A saving of one half in this enormous amount would fructify in the pockets (now remarkably in need of some process of the kind) of the public, to the entire satisfaction of Rebecca and all her daughters. And yet with this evidence, of perhaps the best practical authority on the subject, before their eyes, let us see what the wiseacres of certain rural districts did to encourage economy and inland transit. By means of a tremendous instrument of tyranny called a local act, (for which the Grand Sultan would be very glad to exchange his firman,) the road trustees of various neighbourhoods have laid an embargo on all steam carriages, by enacting intolerable payments. Thus on the Liverpool and Prescot road, a steam-carriage would be charged £.2, 8s.; while a loaded stage-coach would pay only four shillings! On the Bathgate road the same carriage would be charged £.1, 7s. 1d.; while a coach drawn by four horses would pay five shillings. On the Ashburnham and Totness road, steam would pay £.2; and a four-horse coach three shillings. And how did these sages settle the rates of payment? The reader would never guess, so we will tell him at once-they charged for each horse power as if the boiler contained a whole stud, all trampling the road to atoms with iron shoes; whereas they ought have let the broad-wheeled carriage go free, if, indeed, they were not called on to pay it a certain sum each journey for the benefit it did the highway.
Such was the evidence that led the committee to decide, in 1834, on the practicability, the safety, and economy of running steam-carriages on common roads. It will be sufficient to give a list of the witnesses examined, to show that the highest authorities were consulted before the report was framed. They were—
Mr Goldsworthy Gurney.
Walter Hancock.
John Farey, civil engineer.
Richard Trevethick.
Davies Gilbert, M.P., president of the Royal Society.
Nathanael Ogle.
Alexander Gordon, civil engineer.
Joseph Gibbs.
Thomas Telford, president of the Institution of Civil Engineers.
William A. Summers.
James Stone.
James Macadam, road surveyor.
John Macneil, civil engineer, and
Colonel Torrens, M.P.
Since the date of the last Report railways have run their titanic course; and whether from the opposition of wise road trustees, or a want of enterprise in steam-carriage proprietors, or from some other cause, steam locomotion on common roads has not made any progress. But, in spite of the powerful evidence we have quoted, we cannot conceal from ourselves that there was always an if or a but attached to the complete triumph of the new system. The if and the but, it will be seen, had reference to the nature of the road. Mr Macneil and the other able and scientific gentlemen examined, all concurred in calling for a vast improvement on the highways to be travelled on—"a smooth and well-dressed pavement"—"a hard pavement"—"a smooth pavement on a solid foundation"—they all agree in thinking indispensable to the complete triumph of steam. "If on the road," says Mr Macneil, "from London to Birmingham, there were a portion laid off on the side of the road for steam carriages, and if it be made in a solid manner, with pitching and well-broken granite, it would fall very little short of a railroad. It would be easy to fence it off from fifteen to twenty feet without injury to property." And a statement to the same effect was made in November 1833, to which the following names are appended:—
Thomas Telford, P.I.C.E.
John Rickman, commissioner for Highland roads and bridges.
C.W. Pasley, colonel royal engineers.
Bryan Donkin, manufacturing engineer.
T. Bramah, civil engineer.
James Simpson, manufacturing engineer.
John Thomas, civil engineer.
Joshua Field, manufacturing engineer.
John Macneil, civil engineer.
Alexander Gordon, civil engineer.
William Carpmael, civil engineer.
"There can be no doubt," say they, "that a well-constructed engine, a steam-carriage conveyance between London and Birmingham, at a velocity unattainable by horses, and limited only by safety, may be maintained; and it is our conviction that such a project might be undertaken with great advantage to the public, more particularly if, as might obviously be the case, without interfering with the general use of the road, a portion of it were to be prepared and kept in a state most suitable for travelling in locomotive steam-carriages."
But in this is the whole difficulty as far as regards the best granite road; for, supposing for a moment that all the other conditions were fulfilled—that it was hard and smooth—one great element is to be taken into consideration, from which no skill and science can exempt the best and firmest Macadam; and that is the effect of atmospheric changes on the surface of the road. The difference of tractive power in summer and winter must be immense, and the great disadvantage of mechanical, as compared with animal draught, is its want of adaptability to the exigencies of an ordinary road. A steam-carriage of ten horse power cannot under any circumstances, when it encounters a newly mended part of the road, or a softer soil, put forth an additional power for a minute or two, as a team of horses can do; so that equality of exertion is nearly indispensable for the full advantage of an engine. We accordingly find that the opponents of steam-travelling on common roads, gained their object by covering the highway with a coating of broken stones fourteen inches deep. Through this it was impossible to force the coach without such a strain as to displace or otherwise injure the machinery. But when a system of locomotion, containing so many advantages, has so nearly been brought to perfection, in spite of the many difficulties presented by the common modes of making a road, it would be inconceivable blindness in the parties interested in the subject to overlook the certain mode of success offered to them, by merely laying down a portion of the road in wood. Who those parties are we have already pointed out. They are the inhabitants and owners of property in towns and neighbourhoods at some distance from railway traffic; and if the proprietors of great lines of railway saw their own interest, they would be foremost in adopting the new method as an auxiliary, and not view it as a rival or an enemy. For it is very evident that nothing can be so beneficial to a railway already in operation as a branch line, by which a hitherto unopened district can be united to their stations. And the difference of expense between the two systems—namely, between an iron railway and a wooden pavement—is so great, that the latter is scarcely beyond the power of the poorest neighbourhood. An iron branch was at one time proposed between Steventon and Oxford. The same sum which would have been required for this purpose, according to the estimates, would have laid down an excellent road in wood from Steventon through Oxford to Rugby; thus connecting the three great arteries of the country—the Great Western, the Birmingham, and the Midland Counties Railways. It will be found that the great lines of railway have been forced, at an unavoidable and foreseen loss, to spread out minor or tributary lines, which, if the system of wood-paving had been in existence, might have been laid down at less than a third of the expense, and producing a proportionate profit. This view of the case has not been altogether neglected, for it has been dwelt on at some length in an able pamphlet on "the Use of Mechanical Power in Draught on Turnpike Roads, with reference to the new system of Wood Paving." It is evidently the work of a practical man, who has deeply studied the subject. "No part of the community," he says, "are likely to benefit so largely by the introduction of the new system as the holders of railway shares. For though, in all probability, the railroads would not have been constructed to their present extent had the virtues of wood paving been earlier known, yet it would be absurd to contend that the wooden road will ever be able to compete with the existing iron lines. The new principle, however, may be most usefully adopted by the railway companies themselves, in the formation of branches or tributary roads, the completion of which has hitherto entailed on them enormous expense unattended by corresponding benefits. The proposed system, at all events, is worth a trial by many other towns besides the one chosen for illustration by the author of the pamphlet. He fixes on Shrewsbury, a place already on the decline, and not likely to recover its former prosperity, unless it can establish steam communication with the great lines of railway at Wolverhampton. "But capitalists," he adds, "who see the small amount of dividend paid to their shareholders by the minor railways, can no longer be induced to embark their money in similar undertakings. Let a portion, however, of the noble, but now half-deserted, Holyhead road be paved with wood, and for a comparatively trifling cost of less than £.50,000, in six months from the present time steamers could be enabled to run along the entire line with safety, infinitely greater than, and speed almost equal to, that on the Birmingham Railway."