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 7&«1L. I !
 
 FACTS AND FIGURES, 
 
 P&IHC1PALL1 RELATING TU 
 
 RAILWAYS AND COMMERCE. 
 
 BY SAMUEL SALT, 
 
 UTUOR OF STATISTICS AKD CALCULATIONS. 
 
 "Abstracts, abridgements, summaries, &c, have the same use with 
 burning-glasses— to collect the diffused rays of wit and learning in authors, 
 and make them point with warmth ana quickness upon the reader's imagi- 
 nation." 
 
 Swift. 
 
 LONDON: 
 
 w. j. adams, bkadshaw's gi.neral railway publication 01 
 59, fleet-street. 
 
 MANC I1KSTK R: 
 
 BRADSHAW AND BLACKLOCK, 27, B R O W N - S T K E E T. 
 AND MAY BE HAD FROM ALL BOOKSELLERS. 
 
 1848.
 
 301© 
 
 <?-Z -*^&4; 
 
 
 
 i -er-^t 
 
 -ezt-&t i^f-^-i 

 
 • . ■ f , , ■ / <r 4£e*4£e4s&e: ^^***tff. iS -wt-e&aH^ ■4-CfZ-C'i 
 
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 ■■&?-?*. -re-i-i £ /'<:;/ //<■ -j? //&■& 
 
 ? si-rr-ws7*. -n-^-z -iot^-*z^w-& St^-ve-i ///■ 
 
 
 .,/<rya ■&& -J^-t-f^ -121.-&-31 
 
 -■<z-teti-t-wi- ■&■&■&■&, 

 

 
 FACTS AND FIGURES. 
 
 Railway Officers in 1847.— No. I. 
 
 The following is a summary of persons employed on 
 all the Railways in England and Wales, Scotland and 
 Ireland, on the 1st May, 1847. Extracted from a Par- 
 liamentary Return, ISTo. 597, for 1847. 
 
 RAILWAYS OPEN FOR 
 TRAFFIC. 
 
 RAILWAYS IN COURSE OF 
 CONSTRUCTION. 
 
 DESCRIPTION. ! NUMBER. 
 
 DESCRIPTION. 
 
 NUMBER. 
 
 
 124 
 96 
 
 
 
 
 235 
 
 
 34 
 
 549 
 
 2,382 
 
 
 
 
 399 
 91 
 
 100 
 
 100 
 
 3,432 
 
 823 
 
 2,969 
 
 1,163 
 
 10,800 
 1,041 
 
 8,576 
 
 4,148 
 
 12,493 
 
 407 
 
 151 
 
 49 
 
 256 
 
 Superintendents .... \ 
 
 
 264 
 
 
 1,437 
 
 Enginemen or Drivers'] 
 Assistant Enginemen V. 
 
 240,301 
 
 Conductors or Guards. . 
 
 Miners or Quarrynien.. 
 Foremen or Overseers.. 
 Policemen or Gate-\ 
 
 Porters, Servants, or i 
 
 Horse Drivers or "i 
 Miscellaneous Em- i 
 
 Total Number Em- 1 
 Length in Miles . ... 
 
 32 
 
 6,741 
 1,087 
 
 
 122 
 16 
 
 
 876 
 
 
 
 1,793 
 
 
 
 
 487 
 
 tneous Em- i 
 
 
 256,509 
 
 
 47,218 
 
 
 
 
 \ null-', ol Statious. . . . 
 
 3.305J 
 
 1,040 
 
 6,455 31 
 
 4134105
 
 Huddersfield and Manchester Railway. 
 Merchandise Traffic— No. 2. 
 
 Before a Parliamentary Committee in 1845, the follow- 
 ing weights were proved to pass between the undermen- 
 tioned places. 
 
 Between the following 
 Places. 
 
 Huddersfield to 1 
 
 Manchester J 
 
 Do 
 
 Do 
 
 Do 
 
 Do 
 
 Do 
 
 Ashton or Manchester 1 
 to Saddleworth. ... J 
 
 Do 
 
 Do 
 
 Do 
 
 Do 
 
 Marsden to Huddersfield 
 Do. do. 
 
 Do. do. 
 
 Do. do. 
 
 Do. do. 
 
 Do. do. 
 
 Oldham, Saddleworth 1 
 
 and Marsden I 
 
 Marsden,Saddleworth ) 
 
 ami Marsden .... J 
 Marsden and Saddle- 1 
 
 worth J 
 
 Huddersfield to Sad-? 
 
 dleworth i 
 
 Marsden to Stalybridge 
 
 Huddersfield to do. 
 Ashton or Manchester 1 
 and Saddleworth . . J 
 Do. do. 
 
 Cooper Bridge and \ 
 
 Huddersfield J 
 
 Do 
 
 Do 
 
 Description of 
 Merchandise. 
 
 Merchandise 
 
 Do. 
 Grain & Provisions 
 
 Do. 
 
 Limestone and 
 
 Building Materials 
 
 Do. 
 
 Present mode | , 
 
 of 
 Conveyance. ^ 
 
 Canal 
 Railway 
 
 Canal 
 Railway 
 
 Canal 
 
 Railway 
 
 Merchandise Waggons & Carts 
 
 Do. 
 Grain & Provisions 
 
 Limestone and 
 
 Building Materials 
 
 Do. 
 
 Merchandise 
 
 Do. 
 
 Grain & Provision; 
 
 Do. 
 
 Limestone and 
 
 Building Materials 
 
 Coals 
 
 Merohai 
 
 Do. 
 Grain & Provisions 
 
 Limestone and 
 
 Building Materials 
 
 Do. 
 
 Coals 
 
 Do. 
 
 Merchandise 
 
 Do. 
 Do. 
 
 Canal 
 Waggons & Carts 
 
 Do. 
 
 Canal 
 Waggons & Carts 
 
 Canal 
 Waggons & Carts 
 
 Canal 
 
 Waggons & Carts 
 Do. 
 
 Canal 
 
 Waggons & Carts 
 
 Canal 
 
 Do. 
 
 Do 
 >ns & Carts 
 Canal 
 
 is & Carts 
 
 Canal 
 Railway 
 
 tt b 2 
 ^H - 
 
 \\ : ,v 
 
 23,036 
 
 5,122 
 
 21,736 
 
 1,274 
 
 2,600 
 
 101 
 
 22,451 
 
 19,032 
 2,067 
 
 4,004 
 
 10,400 
 11,117 
 13,000 
 1,898 
 5,252 
 
 7,241 
 
 23,582 
 
 260 
 
 3,302 
 
 936 
 
 2,600 
 
 15,600 
 
 10,530 
 
 20,787 
 
 8,528 
 
 12,805 
 
 30,810 
 2,834
 
 s 
 
 Merchandise Traffic— No. 2. (Continued.) 
 
 Between the followiug 
 Places. 
 
 Description of 
 Merchandise. 
 
 Present mode S | = 
 
 of ! g | 
 
 Convevance. > - - 
 
 — e 
 
 Cooper Bridge and 1 
 
 Grain & Provisions 
 
 Waggons & Carts 
 
 4,543 
 
 Do 
 
 Do. 
 
 Canal 
 
 33,202 
 
 Do 
 
 Limestone and 
 Buildinsr Materials 
 
 Waggons & Carts 
 
 1,683 
 
 Cooper Bdffe. toMarsden 
 
 Do. 
 
 Do. 
 
 10,400 
 
 Do. to Hnddersfield 
 
 Do. 
 
 Canal 
 
 15,470 
 
 Do. to Marsden i 
 Valley J 
 
 Coals 
 
 Waggons & Carts 
 
 18,720 
 
 Do. to Marsden . . 
 
 Do. 
 
 Canal 
 
 7,5(56 
 
 Do. to Hnddersfield 
 
 Do. 
 
 Do. 
 
 8,450 
 
 Manchester and places -\ 
 
 
 
 
 East & North -East > 
 
 Merchandise 
 
 Railway 
 
 56,030 
 
 
 
 
 
 Do. do. 
 
 Do. 
 
 Do. 
 
 30,602 
 
 Do. do. 
 
 Grain & Provisions 
 
 Do. 
 
 29,484 
 
 Ashton, Stnlvbr:dae,~) 
 
 
 
 
 Dukinfield &Wake- } 
 
 Do. 
 
 Railway & Canal 
 
 29.19S 
 
 field ] 
 
 Limestone and 
 Building Materials 
 
 Railway 
 
 
 Manchester and places'! 
 East & Norlh-East \ 
 
 728 
 
 Railway Developments;— No. 3. 
 
 Increased Consumption of Fish. — In the year 1829 
 there were only ten fish merchants in Birmingham, but 
 since the opening of the various railways, which now 
 centre in, or communicate with the town, the number has 
 increased to forty, exclusive of several dealers of smaller 
 note who reside in the suburbs. The quantities of fish 
 consumed has increased, and in round numbers is esti- 
 mated thus : — 
 
 Tons. Population. 
 
 1829 400 153,000 
 
 1835 1,000 160,000 
 
 1840 2,500 180/100 
 
 1845 3,910 200,000
 
 Railway Passengers in 1846.— No. 4. 
 
 Below .are particulars of Passengers who travelled on 
 63 Railways in the United Kingdom, for the year ending 
 30th June, 1846; from a Parliamentary Return, No. 706, 
 1847. 
 
 PASSENGERS. 
 
 CLASS. KUMBEES. 
 
 1st Class 6,160,3544 
 
 2nd , 16,931,065! 
 
 3rd , 14,55»,515| 
 
 Parliamentary 3,1)46,922 
 
 Mixed 2,103,120 
 
 Total 43,790,983| 
 
 RECEIPTS. 
 
 CLASS. AMOUNT. 
 
 *■. s. a. 
 
 1st (lass 1,601,897 19 10| 
 
 2nd „ 1,937,946 19 11 
 
 3rd „ 738,474 4 11 
 
 Parliamentary.. 293,732 7 
 .Mixed 93,104 
 
 Total from | 4 ?25 215 n 8 i 
 
 Passengers / 
 
 Receipts from) 
 
 Goods, Cattle f 274 , 200 I6 6 j 
 
 Carriages, Par- I ' 
 
 eels, .Mails, &c. ) 
 
 Total Receipts ^7,406,416 8 - , 
 
 London and Birmingham Railway Merchandise 
 Traffic— No. 5. 
 
 It was stated before a Parliamentary Committee, in 
 1832, that the following traffic passed in the district 
 between London and Birmingham in one year : — 
 
 Tons. 
 
 Ry vans on road— 110 miles. . 2,315^ 
 By Wagons „ ,, .. 12,82'i 
 
 By Carts „ „ .. - r >,771£ 
 
 By Boats on canals 119 „ . . 122,428 
 
 Total 143,3424 
 
 Estimated 
 Expense, cosl bj Bail 
 .«■ 112^ miles. 
 18,522 I sB 
 76,965 }■ . r ,M,s21 
 34,629 j 
 . 300,070 286,940 
 
 436,180 345,761
 
 M 
 
 , ^ ■« X %s 
 
 7Z .--20 -^ 
 
 SO -i _ — 
 
 .35 „•' 
 
 i-i 
 
 a 
 
 ID Oi © t^ 
 
 ooo» 
 
 5© 
 
 a 
 5 -j 
 
 < 
 
 ".2- 
 
 
 
 §| 
 
 
 1, 
 
 ■ 2" 
 
 o '£ 
 
 .0000 §2 " 
 
 Average per Ton. 
 
 1 
 
 2 u 
 
 a*! - ? F7 , S ! 
 M ira -vto iri 
 
 
 TOO OCO <c 
 
 t " coo £ 
 M *mDO 00 ^ 
 
 3 
 
 «s 
 
 s-l-l -| a |, 
 
 - 
 
 0- 1 2 | S3 1 01 1 m 
 
 * 
 
 5rS 
 
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 llg' 
 
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 Se3 
 
 1 
 
 w- 
 
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 fe 1 E3 f ga 
 
 rfS 
 
 1 
 
 
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 coo I ! 
 
 6 
 
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 e 
 
 H 
 
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 B 2 
 
 
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 fca 
 
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 is ' ►> 
 
 ""ft 
 gg 
 
 
 1-1 
 
 
 
 1
 
 6 
 Railway Acts in 1846.— No. G. 
 
 The following is an epitome of Railway legislation during 
 session 1846. It will be observed that the Parliamentary 
 Return, No. 708, printed 21st July, 1847, gives a differ- 
 ent result, but this return is evidently wrong ; in several 
 cases it omits the length of deviation lines, and entirely 
 omits the Dundee and Perth, the Strathearn deviation of 
 the Edinburgh and Northern, and also the length of the 
 Royston and Hitchin, as well as giving its capital errone- 
 ously. The return shows the total as follows : — 
 
 Length ofline 4,618 m. 3f. 2|o. 
 
 Amount of Capital Stock ^90,298,430. 
 
 Amount of Capital subscribed ^"57,675,690. 
 
 Sum of money that each Company ) /,,„,,„„,„ -„ ul 
 is empowered to borrow S 42.318.J38 6s. 8d. 
 
 The following statement from the Acts, will, I believe, 
 be found more accurate. 
 
 
 Number of Special 
 
 Length of Railway 
 
 
 Acts passed 
 
 
 authorial it 
 
 
 
 
 
 
 to be Cot 
 
 •a ot -a 
 a£ a 
 
 structed. 
 
 Description, of Acts. 
 
 a 2. 
 
 •a 
 
 a 
 
 •d 
 
 
 •a 
 
 
 
 rt s 
 
 
 
 
 
 
 
 
 3>te 
 13 <3 
 
 o 
 o 
 
 CO 
 
 "P 
 
 o 
 
 Engl 
 & W 
 
 Scotl 
 
 1 
 
 o 
 
 Acts incorporating Compa- ] 
 
 
 
 
 
 
 
 
 
 nies for the construction \ 
 
 27 
 
 9 
 
 8 
 
 44 
 
 1202 
 
 327 
 
 399 
 
 1928 
 
 of new lines of Railway J 
 
 
 
 
 
 
 
 
 
 Acts incorporating Compa- \ 
 
 
 
 
 
 
 
 
 
 nies for the construction 1 
 
 
 
 
 
 
 
 
 
 (if linos of Railway in > 
 
 42 
 
 13 
 
 8 
 
 63 
 
 1133 
 
 299 
 
 198 
 
 1630 
 
 connexion with existing 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Acts authorising existing I 
 
 
 
 
 
 
 
 
 
 Companies to construct ( 
 Branch or Extension C 
 
 85 
 
 33 
 
 7 
 
 125 
 
 1013 
 
 225 
 
 113 
 
 1351 
 
 
 
 
 
 
 
 
 
 
 Acts not authorising the"! 
 
 
 
 
 
 
 
 
 
 construction of any new ^ 
 
 39 
 
 6 
 
 
 45 ( 
 
 
 
 
 
 Railway or Branch .... J 
 
 
 
 
 
 
 
 
 
 
 193 
 
 61 
 
 23 
 
 •277 
 
 3348 
 
 801 
 
 710 
 
 4909
 
 Amount of Money authorised to be raised, exclusive of theCapitaloJ 
 Companies formed by the Amalgamation qf those pveviously Incor- 
 porated. 
 
 SESSION, 184G. 
 
 England to 
 Wales. 
 
 Scotland. 
 
 Ireland. 1 Total. 
 
 By Acts incorporating"] 
 
 Companies for the 1 
 
 Construction of New f 
 
 Lines of Railways.. J 
 
 By Aits incorporating \ 
 
 Companies for the ] 
 construction of Lines 1 
 
 of Railway in con- " 
 nexion with existing j 
 
 By Acts authorising") 
 existing Companies 1 
 to construct Branch f 
 or Extension Lines. J 
 
 By Acts not authoriO 
 sing the construe- 1 
 tion of any new [ 
 Railway or Branch J 
 
 £ 
 31,717,929 
 
 35,444,665 
 
 20,611,579 
 13,318,523 
 
 £ 
 5,068,165 
 
 5,970,865 
 
 4,484,593 
 1,118,940 
 
 £ 
 6,888,129 
 
 2,752,996 
 
 1,110,330 
 
 £ 
 43,674,223 
 
 44,168,526 
 
 26,206,502 
 14,937,403 
 
 Total in 1846 
 
 101,592,696 16,642,563 10,751,455 
 
 128,986,714 
 
 Number of Directors in Acts of 1846.— No. 7. 
 
 In tlie session of 1846, the number of Directors appointed in dif- 
 ferent Railway Acts varied from 6 to 36, and so careless have some 
 of these Acts been got up, that 27 Acts vary in the number pn 
 
 and t lie actual number mentioned in the Act ; these 27 Acts 
 by name 331 Directors, although the same Acts prescribe 366 Direc- 
 tors. The Cork, Blackrock, and Passage Railway prescribe 12 and 
 name 20, as well as take power to reduce the number to 9 or increase 
 to 15; and the Morecombe Harbour and Railway, as well as the 
 Killarney Junction, prescribe 12 and name only 6. 
 
 Ancient Importation into Hull.— No, 8. 
 
 ni 1595, we find entered in the household book of the Cliffords, 
 a sum of eleven shillings "for six cabbages and some caret roots, 
 bought at Hull." These were then imported from Flanders, whence, 
 even Queen Catherine, in the reign of Henry VIII, had her salads. 
 
 ies and turnips were not generally known, even to the gardener, 
 until the reign of Elizabeth,
 
 Small Steam Carriage— Xo. ;t. 
 On the 23rd Octjber, 1847. Mr. Samuel, resident En- 
 gineer of the Eastern Counties Railway, conveyed seven 
 persons from London to Cambridge at the rate of forty 
 miles per hour by a steam carriage weighing only twenty- 
 two hundred weight. Some idea of this performance may 
 be gathered by the following comparison : — 
 
 A Stage Coach weighs about one ton ; tour horses and harness one 
 and a half tons ; Guard and Coachman three hundred weight, making 
 fifty-three hundred weight, by which seventeen passengers or twenty- 
 one hundred weight were conveyed ten miles per hour, being about 
 two hundred dead weight to one hundred available load. 
 
 An Engine, tender, three first and six second class carriages, with 
 driver, stoker, and guards, weigh about seventy tons on the Eastern 
 lines, and will carry about one hundred and ninety-two passengers at 
 thirty miles per hour, being about two hundred and eighty-eight hun- 
 dred of available load to one thousand four hundred of dead load, or 
 five hundred dead load to one hundred available load. 
 
 A t treat Western Railway express train weighs about seventy tons, 
 and would convey one hundred and twenty-eight passengers, weigh- 
 ing nine and a half tons, being about eleven hundred dead weight to 
 one hundred available load. 
 
 The Steam carriage weighs twenty-two hundred weight, and con- 
 veys seven passengers weighing ten and a half hundred weight, being 
 two hundred dead to one hundred of available load ; but at tour times 
 the speed of the old stage coach. 
 
 The entire length of frame of engine and carriage, which is one, 
 12 Act (i inches, on tour wheels, 3 feei 8 inches in diameter, the lead- 
 in ■ and driving wheels being of equal Bize ; and the width from centre 
 to centre nine feet, the wheels being outside all. The boiler is a ver- 
 tical one, on the American principle, consisting of 34 tubes, an inch 
 and a quarter each In diameter, its diameter being '-' feet, and height 
 3 feet G inches. The Hue beneath is one foot from the rails, level 
 with the floor, and the entire height of flue, boiler, and chimney, seven 
 feel six inches. The machinery, the working parts of which are all 
 composed of steel, is enclosed in boxes on the sides of the compart- 
 ment, consisting of two inside cylinders, three inches in diameter,
 
 9 
 
 with a six-inch stroke, crank axle, link motion, with the usual re- 
 versing gear. The water tank is in the cross seat, against the divi- 
 sion board of the two compartments, and will hold a sufficient supply 
 for a run of from 18 to 20 miles. Coal is used, in consequence of its 
 being so much easier of combustion than coke, in a furnace of such 
 small dimensions. The whole is suspended on spiral bearing springs, 
 and the boiler has borne with ease a pressure of 200 to the square inch. 
 This little engine accomplished the journey from London to Cam- 
 bridge (57 J miles) in 1| hour; in more than one instance during which 
 the speed attained was at the rate of 43 miles per hour. 
 
 Canal Conveyance Improved.— No. 10. 
 
 Very many schemes have been tried to improve Canal 
 conveyance, and much money expended in experimental- 
 izing with Steam Boats, hitherto without complete success, 
 although Mr. Grahame, Messrs. Crowley and Co., Messrs. 
 Pickford and Co., Messrs. Shipton and Co., and Mr. W. 
 Fairburn, of Manchester, have each tried to effect much ; 
 and perhaps have paved the way for considerable improve- 
 ment in this mode of conveyance. Mr. Fairburn says in 
 his remarks on Canal Navigation in 1831 : — 
 
 " If I fail, I trust that the present attempt will be followed by 
 others more successful." 
 
 How far this may be realized time must tell, but I find 
 in the London Mercury for 13th November, 1847, the 
 following remarks : — ■ 
 
 "Canal Property Rescued. — Canal proprietors, and parties in- 
 terested in cheap and expeditions modes, of water conveyance, will 
 (In well to read a work which is now in course of publication entitled, 
 'Inland Navigation for 1850; or, Canal Property rescued by the 
 Aquatic Locomotive, combined with a new system of Screw Propul- 
 sion.' The author advocates high velocity, proposes to carry pa 
 
 gersal : halfpenny per mile, and attempts to answer the enquiry, 
 
 1 Is a moderate railway speed attainable or approachable on smooth 
 water; and can it he profitably attained and maintained without 
 injury to canal banks?' "
 
 1(1 
 
 Statistics of the Scottish Iron Trade.— No. II. 
 
 {From the Glasgow Herald.) 
 
 The following interesting statement regarding this im- 
 portant branch of our national manufactures, has been 
 prepared specially for this paper by an intelligent corres- 
 pondent extensively connected with the iron trade, and 
 possessing access to the most authentic sources of informa- 
 tion : — 
 
 blast furnaces in scotlanb. — September, 1846. 
 
 
 
 In 
 
 Out of 
 
 Re- 
 
 Building 
 
 
 
 
 Blast. 
 
 Blast. 
 
 pairing 
 
 . (new.) 
 
 Total. 
 
 Gartsherrie 
 
 (Lanarkshire) 
 
 14 . 
 
 . . 
 
 . 2 , 
 
 .. .. 
 
 16 
 
 Go van 
 
 
 3 . 
 
 . 2 . 
 
 . 1 
 
 .. .. 
 
 6 
 
 Clyde 
 
 „ 
 
 5 . 
 
 . . 
 
 . 1 
 
 .. .. 
 
 6 
 
 Summerlee 
 
 ,, 
 
 5 . 
 
 .. . 
 
 1 
 
 .. .. 
 
 6 
 
 Langloan 
 
 
 C . 
 
 .. n . 
 
 . 
 
 .. .. 
 
 6 
 
 Dundyvan 
 
 ., 
 
 8 . 
 
 . o . 
 
 . 1 
 
 .. .. 
 
 9 
 
 Carnbroe 
 
 
 3 
 
 .. i 
 
 .. 2 
 
 .. .. 
 
 6 
 
 Calder 
 
 
 5 
 
 .. 3 
 
 . 
 
 .. .. 
 
 8 
 
 Monkland 
 
 ., 
 
 7 . 
 
 ,. 
 
 .. 2 
 
 .. .. 
 
 9 
 
 Omoa 
 
 ,, 
 
 3 
 
 . 1 
 
 .. 
 
 .. .. 
 
 4 
 
 Coltness 
 
 ,, 
 
 5 
 
 .. 
 
 .. 1 
 
 .. .. 
 
 6 
 
 Shotts 
 
 „ 
 
 3 
 
 . . 
 
 . 1 
 
 .. .. 
 
 4 
 
 CastlehiU 
 
 „ 
 
 2 
 
 .. 
 
 .. 
 
 1 .. 
 
 3 
 
 Glenganiock (Ayrshire) 
 
 4 
 
 .. 1 
 
 .. 
 
 .. 2 .. 
 
 7 
 
 Blair 
 
 ,, 
 
 2 
 
 .. 
 
 .. 1 
 
 .. 4 .. 
 
 7 
 
 Lugar 
 
 ,, 
 
 2 
 
 .. . 
 
 . 
 
 .. 2 .. 
 
 4 
 
 Muirkirk 
 
 ,, 
 
 2 . 
 
 . 2 . 
 
 . 
 
 .. .. 
 
 4 
 
 Eglinton 
 
 
 
 
 .. 3 . 
 
 . 
 
 .. .. 
 
 3 
 
 Garscube (Dumbartonshire) 
 
 2 
 
 .. . 
 
 . 
 
 .. e .. 
 
 2 
 
 Carron i 
 
 'Stirlingshire) 
 
 3 . 
 
 . 2 . 
 
 . 
 
 .. .. 
 
 5 
 
 Kinnie (Linlithgowshire) 
 
 4 
 
 .. . 
 
 . 
 
 .. .. 
 
 4 
 
 Devon 
 
 (Pifesbire) 
 
 1 
 
 .. 1 
 
 . 
 
 .. .. 
 
 2 
 
 Forth 
 
 " 
 
 4 . 
 
 . . 
 
 . 
 
 .. 1 .. 
 
 5 
 
 93 lf> 13 10 132 
 
 The Biinaw furnace, near Oban, in Argyllshire, is not 
 included in the above list, as it only produces 25 to 30 
 tons weekly of charcoal pig iron, the whole of which is 
 shipped to Wales for the manufacture of tin-plate, and it 
 therefore docs not come into the Glasgow market.
 
 11 
 
 PROPOSED FURNACES. 
 
 New furnaces are proposed to be erected at the following 
 places during the course of 1847, provided the minerals 
 turn out abundant and of good quality, viz. : — 
 
 Portland, near Kilmarnock (Ayrshire) 4 
 
 Dalmellington, near Ayr 4 
 
 Blair (additional) „ 2 
 
 Eglinton ,, „ 3 
 
 Clyde „ (Lanarkshire) 1 
 
 Coltness ,. ,, 2 
 
 Forth „ (Fifeshire) 4 
 
 20 
 
 SCOTTISH IKON TRADE (INCLUDING BUNAAV FURNACE) AT 
 VARIOUS PERIODS. 
 
 Furnaces in Blast. Out of Blast. Total. 
 
 May, 1805 18 10 28 
 
 December, 1825 17 8 25 
 
 Ma v, 1843 67 27 94 
 
 December. 1843 00 38 98 
 
 October, 1844 70 33 103 
 
 April, 1845 84 21 105 
 
 October, 1845 91 37 128 
 
 June, 1846 101 30 131 
 
 Sept. 1846 (with Burlaw). 94 39 133 
 
 AVERAGE PRODUCTION FROM EACH FURNACE IN SCOT- 
 LAND. 
 
 In 1805 25 tons weekly. 
 
 In 1825 33 to 34 
 
 In 1843 106 to 107 
 
 In 1844 107 
 
 In 1845 107 to 108 
 
 In 1846 110 
 
 SHIPMENTS. 
 
 Shipment of pig iron from 1st January to 1st May, 
 
 1846, including foreign as well as coasting vessels: — 
 
 From Clyde 41,980 tons. 
 
 From Port Dundas 42,315 „ 
 
 From Kirkintilloch 9,024 „ 
 
 Total 93,319 ton.«.
 
 12 
 
 Mode of Telegraphing previous to the Electric 
 Telegraph. — No. 12. 
 
 The olil mode of Telegraphs, or Semaphores, was to move certain 
 pieces of wood or metal, in the form of arms, fans, or shutters, by 
 mechanical means so as to be understood by another persou at a 
 distance in a similarly elevated spot, and thus the English Govern- 
 ment, for many years, maintained a telegraphic communication 
 between London and Portsmouth, composed of many elevated points 
 as stations, from which communications were made to each other, 
 and in a few minutes throughout the whole distance of 72 miles. 
 With reference to this telegraph, a return was made to Parliament in 
 1843, shewing that it cost annually from £'3,000 to .£3,500, and was 
 open for work in the summer 7 hours and in winter 5 hours each day, 
 and during 1839, 1840, and 1841 there were, on an average, 108 days 
 each year in which it was not available. I have often witnessed the 
 great annoyance at Liverpool when many were anxions to know what 
 was passing Holyhead, but disappointed by a foggy or rainy day. It 
 appears the Admiralty Semaphore, between London and Portsmouth, 
 was not available one-fifth of the year, or 1,600 out of 8,760 hours. 
 This system of telegraphing will be discontinued by Government after 
 the 31st December, 1847, and superseded by the Electric Telegraph. 
 
 Curious charges for damage done to Passengers 
 by the overturning of a diligence.— No. 13. 
 
 The following curious statement is extracted from the 
 Railway Times, 11th September, 1841 : — 
 
 " It appears that last April the 'diligence' between Rochechouart 
 and Limoges, when conveying a number of wit] pear on a 
 
 trial about to come on before the Court at Limoges, was overturned, 
 and man] of the passengers were more or less seriously injured. All 
 arrangements tor a compromise having failed, actions were brought 
 against M. Penicaud, the proprietor of the diligence, and the following 
 
 sums were awarded to be paid by him for the damages occasioned. 
 
 The list is curious :— for a broken thigh, 3,300f. ; a bruise on the 
 abdomen, 800f. ; a wound in the head, 600f. ; the entire loss of a nose, 
 1,5001'. ; a broken rib, l,000f. ; a broken shoulder, l,000f. ; a rupture, 
 2,000f. ; a wound in the bead, GOOf. ; a contusion, ">00f. ; ditto, 4001". 
 
 'total, M.TOOi."
 
 13 
 
 Railway travelling easy and smooth in its motion. 
 
 No. 14. 
 
 A curious experiment was made, which most satisfactorily 
 proves tlie extraordinary equable motion of passenger carriages on 
 the Croydon Atmospheric Railway. The test was mosf, simple and 
 unerring. A halfpenny was placed on the step of the carriage, and 
 though the train passed to and fro, the whole length oi the atmos- 
 pheric line (five miles), yet not only was the coin not ejected from 
 the step, but so uniform had the motion been, that on measuring the 
 distance it had moved, half an inch was sufficient to cover it ! 
 And the Ayr Advertiser, 7 tit April, 1842, says: — 
 
 "A few days ago, one of the joiners at the Ayr Railway station, 
 having occasion to put some repairs on the carriage nearest the 
 engine, left his tools — a hammer, &c. — on a step of the carriage. As 
 shewing the smoothness of the line, and easy motion of the carriages, 
 the train started, and the tools were still on the step on the arrival of 
 the train at the Glasgow terminus ! The guard brought them back to 
 Ayr the same day, being only 4| hours out of the owner's possession." 
 
 The Lead Trade at Newcastle-upon-Tyne.— No. 15. 
 
 " An important branch of trade has recently arisen in the port of 
 Newcastle, which, from being an exporter only of lead, has latterly 
 become an importer of the article on a large scale. It has been found 
 that Spanish lead can be imported, and after undergoing a patented 
 process, by which the silver is extracted, sent abroad again at a profit. 
 The consequence has been, that large iinportationshave taken place into 
 the port of Newcastle during the last ten months ; and the lead being 
 permitted to be taken from the bond-warehouse to the manufactory, 
 is afterwards returned to the custody of the Customs, and exported 
 as opportunity oilers. The quantity of foreign lead imported and 
 warehoused at Newcastle for the purpose of having the silver 
 extracted and then exported was, in the period from August, 1845, to 
 June, 184G, inclusive, 2,730 tons 8 cwt. There was exported during 
 the same period under bond, in pigs, 37,034 cwt. ; in sheets, pipes, 
 &c., 3,187 cwt. Free, in pigs, 23,761 ewt. ; in sheets, pipes, &c, 7,478 
 cwt. Litharge, 3,474 cwt., red, 9,113 cwt. ; and white, 5,697 cwt. 
 A trade so extensive cannot fail in proving highly beneficial to the 
 district." Times, 7 July, 1846
 
 14 
 Railways how far Profitable, and Extent.— Xo. 16. 
 
 Mr. Mangles, said in the House of Commons on the 
 19th March, 1846:— 
 
 " He believed that on the whole number of railways in England 
 the average profit was 5J per cent.; the companys had borrowed 
 largely, instead of paying up their capital ; thus higher dividends 
 were paid to the shareholders ; and he believed that, if the whole 
 capital were paid up, the average profits would not exceed 3i per 
 cent. (Hear, hear.) To encourage this enterprise there should be 
 prizes, for there were many blanks. The Blackwall Railway, for 
 instance, cost 300,000/. a-mile for 3\ miles, yet 1£ per cent, was the 
 highest dividend paid, and in several years there had been none. Yet 
 tliis had been a most useful railway, and in 1844 it carried 3,449,000 
 passengers. By the report of the Gauge Commissioners it appeared 
 that in England there were 2,264 miles in actual operation. Parlia- 
 ment had in 1844 sanctioned 787 more miles, which he knew to be in 
 a great part opened, making 3,051 miles opened; and in 1845 there 
 were 2,840 miles sanctioned, which were likely to be opened, making 
 a total of 5,891 miles opened or in progress ; but in France there 
 were only 376 miles actually opened." 
 
 Statistics of Bookselling in Ireland.— No. 17. 
 
 In Ireland there are 74 towns, each with a minimum of 
 2,500 inhabitants (census 1841) not one of which contains 
 a bookseller, Scotland, with a third of the population, 
 has three times the number of booksellers, being in the 
 proportion of nine to one ! The 74 towns without one 
 "of the trade," include the following: — 
 
 Dungarvon 12,382 
 
 Carriek-on-Suir 11,049 
 
 Youghal 9,939 
 
 Carrickfergus 9,379 
 
 Cashel 8,027 
 
 Newtownards 7,621 
 
 Lisburn 7,524 
 
 Kinsale 6,918 
 
 More remarkable still — there are six counties which cannot 
 
 boast of even one bookseller, and we shall name them : 
 Donegal. 
 
 Kildare. 
 Leitrim. 
 
 Queen's. 
 
 Westmeath. 
 
 Wicklow. 
 
 These may be considered strange, and most assuredly 
 they are very startling facts !
 
 15 
 
 The Collieries of Northumberland and Durham.— 
 
 Nd. 18. 
 The capital employed in the coal trade of Northum- 
 berland and Durham, 1846, including railways and har- 
 bours for colliery purposes, is estimated at nearly ten 
 millions sterling. The collieries, which were only 59 in 
 1828, had increased to 129 in 1846. The pumping 
 engines amounted in the aggregate to 10,919 horses' power; 
 the drawing engines, 8,285 horses' power ; capable -of 
 raising 57,713 tons of coals daily, or 15,005,000 tons per 
 annum of 260 days. But the total vend of coal in 1845, 
 was only 6,790,993 tons; the proportion of the vend to 
 the extreme powers of production, being 100 to 147. The 
 following table exhibits the progress of the coal trade of 
 the two counties, from 1800 to 1845: — 
 
 Coastwise Vend. Oversea Vend. Total. 
 
 Year. Tons. Tons. Tons. 
 
 1800 2,381,986 138,089 2,520,075 
 
 1815 2,717.509 159,174 2,876,683 
 
 1835 3,290,511 494,485 3,784.996 
 
 1840 4,391,085 1,196,299 5,587,384 
 
 1845 5,059,880 1,731,113 6,790,993 
 
 The increase being, in the 45 years, in the home vend, 
 212 per cent.; in the foreign vend, 1,254 per cent.; and in 
 the aggregate vend, 270 per cent. The following were 
 the numbers employed in collieries in those two counties 
 ; ji February, 1 844 : — 
 
 On River, 
 
 No - of 1 A B 
 Collries A a 
 
 C 
 
 1663 
 154b 
 313 
 
 D 
 
 1855 
 
 1507 
 441 
 
 E KG (Total. 
 
 Tvne 
 
 Tees 
 
 66 ; 5858 4710 
 31 j 5100 3135 
 22 1 1851 1136 
 
 919 849 661 16515 
 670 764 448 13172 
 199 216 1 55 4211 
 
 
 119 12809 8981 
 
 3524 
 
 3803 
 
 178* 1829: 1164 33898 
 
 A, hewers; B, putters, trappers, and boys under 20 years ; Cover- 
 men, deputies, wastemen, &e.; D, l>ankmen, brenknien, enginemen, 
 &c; E, carpenters, smiths, masons, &c; F, boys of all kinds un<Ur 
 20 years ; G, persons employed in shipping coal, &c.
 
 16 
 
 Creative Power of Railways.— No. 19. 
 
 " The Tees formerly Imported coal from the True : the Stockton and 
 Darlington Railway extending into the Auckland coal-field, Hie 
 collieries of which competed by land-carriage on nearly equal terms 
 with the Newcastle collieries by sea, in supplying the little seaport of 
 Stockton with coals. On opening the railway, in 1825, Stockton 
 became a coal shipping port, and soon proved inadequate for the 
 rising trade. In 18-20, Middlesborough consisted of one solitary farm- 
 house ; this, with from 500 to 600 acres of land, was purchased by 
 Mr. T. Eichardson, of Stamford-hill, Essex, and of Allonby, in this 
 county ; Mr. E. and J. Tease, both of Darlington ; and two or three 
 others, all railway proprietors. The railway was extended to this 
 place (about five miles), docks excavated, a thriving town sprung up; 
 in 1836 a new church was erected ; in 1837 a British school opened ; 
 in 1842 extended accommodation was required for the shipment of 
 coal. Drops were placed skirting the spacious docks of nine acres, 
 just excavated, which are connected with the main line of railway 
 by 10 threefold branches, laid upon a triangular platform 15 acres in 
 extent, having standing-room for 3,000 loaded wagons, or 9,000 tons 
 of coals, ready to drop into the vessels. The town has for some years 
 been lighted with gas ; has several schools, chapels, a mechanics' 
 institution, a news-room, a branch bank, a custom-house, ship-build- 
 ing yards, various manufactories, three iron foundries, and extensive 
 rolling mill for bar iron ; and but last week a splendid town-hall and 
 an extensive market-house were opened. The port is said not to be 
 equalled by any in the north (excepting the Forth), having 25 feet of 
 water on the bar at low water (more than either Newcastle or Sun- 
 derland can boast at high water), and it is accessible by night as well 
 as by day. It will be anticipated that much business must be done in 
 this place. Accordingly, we find, from authentic records, that the 
 shipments of coals on the river Tees have been at Stockton, 1844, 
 22,644 chaldrons (of 52 cwt ), and in 1845, 21,170 ; whilst at Middles- 
 borough, the shipments were 137,885 and 195,796 chaldrons. From 
 1 he latter place it is said 70,000 chaldrons of Branccpeth coke were 
 shipped by one establishment to railway companies, iron foundries 
 and others, in the three kingdoms ; and, besides, 268,105 tons of coals 
 were shipped by the Clarence Railway in the past year, making the 
 shipments of coal from the Tees now to exceed three times the 
 (quantity Shipped at our good old port of Whitehaven." — Oaleskead 
 Observer, as quoted in the Times, 1st January, 1847.
 
 17 
 Enemies to Railways.— No. 20. 
 
 At a meeting of the Liverpool, Manchester, and New- 
 castle Junction Railway, held in Manchester, 31st August, 
 1847, Sir Ralph Pendlebury, of Stockport, said : — 
 
 " The reason our trade was so bad he attributed, principally, to the 
 Railway system ; he would not pay any more money to them, he 
 would stop such business and wind up ; he could not see what good 
 was done to the country by them ; his opinion was, that the sooner 
 the Railways were put an end to, the better for the country." 
 
 And in December, 1845, — 
 
 Mr. Berkeley, the M.P. for Cheltenham, thus delivered himself at 
 a meeting respecting the lines affecting Cheltenham : — " So much for 
 my public connexion with this railway ; now for myself— Gentlemen, 
 as an individual, I hate your railways, I detest them altogether ; I 
 wish the concoctors of the Cheltenham and Oxford, and the con- 
 tactors of every other scheme, including the solicitors and engineers, 
 were at rest in Paradise. Gentlemen, I detest railroads ; nothing is 
 more distasteful tome than to hear the echo of our hills reverberating 
 With the noise of hissing railroad engines running through the heart 
 of our hunting country, and destroying that noble sport to which I 
 have been accustomed from my childhood, and to which I would 
 humbly hope that the good town of Cheltenham owes some little of 
 its prosperity. Such are my feelings against railroads; but I know it 
 is useless for me to attempt to stem the stream of public opinion, 
 and my object in joining the Cheltenham and Oxford Company is to 
 secure to Cheltenham a more direct means of communication than 
 she now possesses. My object has been to benefit Cheltenham, and 
 although I know I have incurred great unpopularity by so doing, I 
 feel that I could do nothing else. By promoting facilities of commu- 
 nication, I have felt that must benefit this town, which depends so 
 much upon its visitors." — Railway Chronicle, January V</, l«4(i. 
 
 And again — 
 
 At a meeting held at Tewkesbury, one of the speakers contended 
 that " ' any railway would be injurious ;' likened railways to ' war- 
 horses and fiery meteors,' and believed that ' the evils contained in 
 Pandora's box were but trifles compared with those that would be 
 consequent on railways." 
 
 C 2
 
 18 
 
 And in the House of Commons, on the 1st Feb., 1847 — 
 "(in the second reading of the London, Oxford, and Cheltenham 
 Railway Bill, Colonel Sibthorpe stated his intention to watch this bill, 
 as lie had reason to suspect, from the erasures he had seen iu the 
 papers in the Private Bill-office, that all had not been fair and above- 
 board. At the same time, he knew it was useless to divide the house 
 against the second reading of a railway bill. For his own part, he 
 had pursued but one independent course, — he had assented to none. 
 (A laugh.) He had known such doings, that he declared he would 
 rather meet a highwayman, or see a burglar on his premises, than an 
 engineer; he should be much more safe, and, of the two classes, he 
 thought the former the more respectable." (Laughter!) 
 
 Maximum Charges allowed by Railway Acts 
 passed in 1846.— No, 21. 
 
 Animals, per mile 
 
 Horses 
 
 Cattle 
 
 Calves and Pigs 
 
 Sheep 
 
 Carriages per mile 
 
 Goods per ton, per mile 
 
 Maniac 
 
 Coals 
 
 Corn 
 
 Cotton and General Merchandise 
 Passengers, per mile 
 
 First Class 
 
 Second Class 
 
 Third Class 
 
 Lowest 
 
 maximum 
 
 charge. 
 
 Bighest 
 
 maximum 
 
 charge. 
 
 It may be interesting to record that the Birmingham, 
 Lichfield, and Manchester Railway Company are autho- 
 rised to charge '' any sum they may think fit," for passen- 
 gers by first class trains travelling at 30 miles per hour, 
 including stoppages.
 
 19 
 Dublin and Kingstown Railway.— Xo. 22. 
 Statistics from 1840 to 184C. 
 Classification of passengers for the last seven years, in- 
 cluding subscribers. 
 
 
 
 last day 01 
 
 
 February. 
 
 
 1840 .. 
 
 30,442 
 
 1841 .. 
 
 35,558 
 
 1842 .. 
 
 37,001 
 
 1843 .. 
 
 68,156 
 
 1844 .. 
 
 98,076 
 
 1k45 .. 
 
 104,109 
 
 1846 .. 
 
 141,911 
 
 2nd class. 
 
 550,414 
 
 724,105 
 
 840,116 
 
 960,937 
 
 1,049,243 
 
 1,219,556 
 
 1,293,524 
 
 Trains despatched 
 
 Miles travelled 
 
 Average coaches per train .. 
 Average passengers per train . 
 
 Consumption of coke per train per mile 
 
 3rd class. 
 
 700,105 
 
 759,383 
 
 754,968 
 
 729,788 
 
 814,732 
 
 910,768 
 
 913,178 
 
 Years end 
 
 1843. 
 
 27,728 
 
 166,340 
 
 6-780 
 
 63 220 
 
 lbs. 
 22-880 
 Pence 
 1-050 
 
 General 
 
 total. 
 
 1,280.761 
 
 1,519,024 
 
 1,632,085 
 
 1,758,878 
 
 1,962,051 
 
 2,234,433 
 
 2,348,613 
 
 February, 
 
 1844". 
 
 29,564 
 
 177,384 
 
 7-484 
 
 66 366 
 
 lbs. 
 24,107 
 Pence 
 0-968 
 
 Average receipts per passenger per mile. . 
 
 Gross receipts £42,401 3s. Id. £45,255 8s. 2d. 
 
 Years ending February, 
 1845. .. 1846. 
 
 Trains despatched 30,745 .. 30,970 
 
 biles travelled 
 
 Average coaches per train 
 
 Average passengers per train . . 
 
 184,470 
 
 185,520 
 
 7-511 
 
 7 550 
 
 72-676 
 
 75-830 
 
 n.s. 
 
 lbs 
 
 24220 
 
 26 740 
 
 Pence. 
 
 Pence. 
 
 0-893 
 
 0-883 
 
 6s. 7d. .£53,036 
 
 19s. Id. 
 
 1842 
 
 30,514 
 
 1*43 
 
 37,310 
 
 1844 
 
 1 1 6,920 
 
 1S45 
 
 174,802 
 
 L84G 
 
 192,154 
 
 Consumption of coke per train per mile .. 
 
 Average receipts per passenger per mile.. 
 
 Gross receipts £51,! 87 
 
 Third class morning tickets, year ended 
 28th February, .. .. 
 
 The following are the results of the Dalkey line during 
 the year ending 28th February, 1846 :— 
 
 Trains despatched from both ends 21,708 
 
 Coaches moved 75,924 
 
 Passengers conveyed 240,742 
 
 Average coaches per train 3-497 
 
 Do. passengers per train 11-090 
 
 Do. passengers per coach 3170 
 
 Pence. 
 Total cost of power and maintenance of way per train per mile. 10-7
 
 20 
 
 Railways -Capital required for Construction, 
 and Income.— No. 23. 
 
 Mr. Hudson, on the 19 th March, 1846, said, in the 
 House of Commons — 
 
 " That out of the 800 schemes deposited with the Board of 
 Trade, a great number would fail to make the deposits, and appear 
 before Parliament. The number that actually so appeared was 440, 
 and he believed he was also not far from the truth in his prediction 
 that about 100,000,000/. would be required for those bills that succeeded 
 in obtaining the assent of Parliament in the present session. The 
 deposits made by the bills before the Board of Trade were between 
 10,000,000?. and 11,000,000/'., being ten per cent, on the railways 
 projected, which very nearly corroborated his calculation. He denied 
 that the large sums employed in railways were a tax on the surplus 
 capital of the country ; they were merely a transfer from the capital- 
 ists of the country to the landlords. Out of 100,000,000?. invested in 
 railways, he estimated that not less than 20,000,000?. went to the 
 landlords, which they applied either to the improvement of the land, 
 or lent it in turn lo some railways. He had ascertained that out of 
 45,000?. per mile that the London and Birmingham Railway cost, 
 9,000?. per mile was paid to the landowners. The Midland Railway 
 cost 37,000?. per mile, one-fifth of which in like manner was paid to 
 the owners of the land. Another sum of 5,000,000?. went to the 
 landowners in payment of the royalties, ballast, timber, &c. Then 
 the contractor's profit was 10 per cent. The decrease in the poor- 
 rates through the construction of railways was nut less than from 
 2,000,000?. to 3,000,000/ , from 7,000,000/. to 9,000,000?. being paid to 
 the labourers employed in the construction of the different railways. 
 The tax upon the surplus capital of the country altogether was nut 
 more than 50,000,000?. sterling, and that he could not consider a large 
 amount. A few years ago we raised from 80,000,000?. to 90,000,000?. 
 in taxation, when we only raised 50,000,000? at present, although 
 the country was much better able to bear ihe larger sum now than it 
 was then. The railway bills passed in 1814 empowered the expendi- 
 ture of 14,000,000?. in railways, Sir It. Peel had calculated the sum 
 to be raised under bills passed in 1845 at 50,000,000/. ; and he 
 (Mr. Hudson) from his acquaintance with the railways under his own 
 direction, could state that between 200 and 300 miles would, by 
 August or the Autumn of next year, be in active operation. It 
 should be remembered that a large income was now arising from rail-
 
 21 
 
 way investments, which was being applied to the construction of new 
 lines. Trustees and other parties in want of safe investments were 
 buying into lines, paying 5 per cent, upon their capital, while specu- 
 lators were selling out of such railways, and investing in new lines 
 that promised to pay more. The income from railways he estimated 
 at 7,000,000/. a year ; the weekly returns, he saw by the railway 
 papers, were 120,0007., and they would soon be 140,000/. ; and taking 
 that average, and making allowance for the new lines about to be 
 opened, the receipts from railways would amount to from 8,000,000/. 
 to 9,000,000/. for the present year. Formerly large sums were ex- 
 pended in the improvement of canals, which had become partly use- 
 less, and less productive than before. Out of 39 railways, in which 
 69,000,000/. were embarked, only 12 railways paid 5 per cent., and 
 only 14 from 5 to 6 percent. There were 6 railways which paid 
 8 percent., and the remaining 7 paid from 9 to 10." 
 
 — <s> — 
 
 Extraordinary exertion of the Times 
 Newspaper. -Xo. 24. 
 
 In the Manchester Times of the 5th June, 1846, it is 
 stated that Mr. AV. H. Smith, in a letter to Mr. B. Wheeler, 
 Manchester says : — 
 
 " ' I never saw and never knew of greater energy and activity 
 than that displayed on all sides this (Friday) morning. I had dis- 
 patched 4,000 copies of the Times, to all parts of the north, by the 
 specials, witliin an hour and a quarter of the rising of the house. 
 The debate and division, and an article upon it, were set up, and the 
 paper ' made up,' sent to press, and these 4,000 copies printed in that 
 short space of time.' This is the most extraordinary effort yet 
 recorded in the annals of the newspaper press, and could not have 
 been surpassed by any other newspaper establishment in the world. 
 Closing the report of a debate ; writing a leading article upon it ; 
 composing or ' setting-up' the type; reading, or 'correcting the press;' 
 printing-off, or machining, four thousand copies of the paper ; dis- 
 patching the papers from the ZYm^s- office to the Strand (where Mr. 
 Smith's office is situated), and from thence to Boston Square railway 
 station, a distance of two miles — all this may lie regarded as an 
 unprecedented effort, worthy a distinguished notice in the history of 
 newspaper printing."
 
 22 
 Railway Prospectuses in 1845.— No. 25. 
 
 Many persons will recollect the imaginative and seduc- 
 tive colourings given by the late George Robins, in his 
 advertisements of sales of property; but perhaps more 
 have suffered by the delusive manifestoes of lawyers, 
 engineers, and needy gentlemen made in their pro- 
 spectuses for Railways in 1845 and 1846, and to record 
 the folly of the age, I have extracted a few specimens of 
 this puffing : — 
 
 " Romantic scenery," " highly remunerative," " handsome rate of 
 interest," " immense local influence," " imperatively called for," 
 " essentially necessary," " rich agricultural and manufacturing," 
 " interests mercantile, mineral, and manufacturing," " wealthy and 
 populous," " districts densely populated, commercial and manufac- 
 turing, as well as highly cultivated agricultural," " advantages which 
 it Is impossible to overrate;" or sometimes a more modest " unwil- 
 lingness to overrate," "perfect communication," " country singularly 
 adapted to the course of the line," "enormous national benefit," 
 " facility of intercourse," " centre whence radii diverge," " the 
 Switzerland of England," " the Portal of the Peak," " the Garden of 
 Devon," "all laboured efforts to detail the traffic, &c. would fall 
 short of the reality," " each is left to draw on his own imagination," 
 " unabated confidence in ultimate success." 
 
 A witty writer thus satirized on this subject: — 
 
 " Engineering difficulties, of course there are none : — there never 
 are. In fact, the country " presents every facility." Accomodating 
 country! All is a "dead level." No tunnels ; no bridges worth 
 mentioning; the cuttings mere cheese-parings. Common eyes might 
 come to very different conclusions ; but then what can they know of 
 the matter? An extension of capital by the issue of new stock 
 remedies all miscalculations of cost pleasantly and simply. The 
 traffic is disposed of in a fashion equally summary. What 
 it is, it might not be convenient to tell, but this is of little moment, 
 as there is a golden future in store, seeing that the lines " traverse 
 important districts of country, which only require to be opened up to
 
 23 
 
 insure a large amount of local traffic." Important districts ! Local 
 traffic! Populous wastes! Most promising country truly! But 
 then there are the well-known mines of, &c!" What the "&c." may 
 cover, it is difficult to say ; but it ought to cover a great deal, tor it ia 
 certain that a railway would transport the whole yearly produce of 
 the lead mines of Tyndrum in a couple of days." 
 
 O 
 
 Public Conveyances in Paris.— No. 26. 
 
 " A Parisian has made the following calculation as to 
 
 the sums made in Paris by its inhabitants for the use of 
 
 public conveyances, such as coaches, cabriolets, omnibuses, 
 
 &c. According to official documents Paris counts 
 
 Francs. 
 
 558 hackney coaches, let at 15f. a-day 8,370 
 
 42 chariots, 2 horses, at 12f. a-day 504 
 
 506 chariots, 1 horse, at 12f. a-day 6,002 
 
 733 cabriolets, 2 and 4 wheels, at 12f. a-day 8,796 
 
 197 additional coaches, at 12f. a-day 2,364 
 
 340 omnibuses, at 60f. a-day 20,400 
 
 1 ,068 coaches, 2 and 4 wheels, at 15f. a-day 16,020 
 
 Total 62,516 
 
 which makes the annual sum of 22,817,340f., or upwards 
 
 of £912,600 sterling. This enormous expense, borne by 
 
 a million of the inhabitants of Paris and strangers visiting 
 
 it, does not amount to more than 6 centimes for every 
 
 inhabitant, — a little more than a halfpenny of English 
 
 money."— Times, 20th July, 1846. 
 
 A Railway Train without a Passenger.— No. 27. 
 
 " A circumstance occurred at the North Union Railway Station, at 
 Preston, on Sunday last, to which there is probably no parallel since 
 the opening of the railway. The traiii which leaves the Preston 
 Station at half-past four o'clock in the afternoon, took its departure 
 without a single passenger. Considering that the traffic from Preston 
 is generally so extensive, it is something rather singular that such an 
 event should have happened. The different officers present when the 
 train left, declared their belief that a similar circumstance had never 
 before happened at that station." — Manchester Guardian. 2->th Nov., 
 1846.
 
 24 
 Powerful Goods Engine.— No. 88> 
 
 Li the Manchester Guardian of the 22nd August, 18-16 
 
 is the following : — 
 
 "On Saturday last, a trial was made on the Manchester anil 
 Birmingham line, of a powerful engine (No. 30) made by Messrs. 
 Sharp, Brother, and Co. for the company, and possessing several 
 improvements suggested by Mr. John Iiaiusbottoui, the company's 
 locomotive superintendent. A train of merchandise was drawn by 
 this engine from Manchester to Crewe, which comprised 97 waggons, 
 the gross weight of which was 586 tons, the net weight of the goods 
 204 tons. The rate of speed varied from 15 to 25 miles per hour, 
 and during the whole journey their was a full supply of steam." 
 
 And in the Manchester Guardian of 7th October, 1846, 
 as follows : — 
 
 "Monster Train. — On Saturday 3rd, October, 1846, a train of 
 merchandise left Manchester for Crewe, composed of L01 waggons. 
 Its gross weight was GOO tons, and its length 1,550 feet. The distance 
 30 miles, was accomplished in two hours nine minutes, being at the 
 rate of 14 miles per hour over gradients varying from 1 in 377 to 1 in 
 880. The engine, made by Messrs. Sharp, and Co. was accompanied 
 by Mr. Byer, Mr. Bamsbottom, and Mr. Salt." 
 
 Since this period the Engine has been at regular work 
 and given great satisfaction. During the month of Jan- 
 uary 1847, it conveyed from Manchester to Crewe, 1(545 
 Waggons, being tin average of 63 5 ' B Waggons per day, 
 working daily, except Sundays. 
 
 How to Make Money.— No 29. 
 
 John Brooks, in his evidence on Navigation Laws, 30th 
 March, 1847, speaking of the uncertainty of obtaining 
 loading from liatavia, was asked : — ■ 
 
 "Would you send a ship out to Batav'ia?" "No: we say in Man- 
 chester, that 'a uimble ninepencc is better than a dull bhilling.' "
 
 2b 
 
 Charge on Coals into Manchester, and Population 
 of England and France.— Xo. 30. 
 
 Mr. Morrison, stated in the House of Commons on the 
 19th March, 1846: — 
 
 " In some railways, as they well knew, the rales for passengers 
 varied from l^d. to 4d. and (id. As to eoal, he had been told that on 
 two roads which led into Manchester, and which conveyed coal into 
 that town, there was as much as a difference of 250 per cent, in the 
 rate of charge. It appeared that the population in France for every 
 square mhe was 167, whereas in England it was 297 ; and, if they 
 took 10 of the principal towns in France and compared them with 10 
 of the principal towns in Englaiid, they would find a great prepon- 
 derance in favour of the towns in England. The population of 
 London was 1,873,600, whilst the population of Paris was only 875,495. 
 The popidation of Manchester was 296,000, that of Marseilles was only 
 147,000; the population of Liverpool was 187,000, that of Lyons was 
 147,000 ; Birmingham was 182,000, Rouen was not nearly so much ; 
 Sheffield was 68,000, and Amiens only 44,000. Or, in the whole of 
 10 towns in England there was a population of 3,400,000, and of 10 
 towns in France 1,679,280. The returns from the principal ports 
 showed just the same relative proportions. In the port of London 
 the number of vessels was 2,792, and the tonnage 573,000 ; and in 
 Liverpool the number of vessels was 1,282, and the tonnage 242,000. 
 If he compared these with Havre and Bordeaux, he found that the 
 number of vessels at Havre was 342, and the tonnage 64,000 ; and at 
 Bordeaux the number of vessels was 365, and the tonnage 61,000. 
 He could compare also Newcastle with Nantes, and Sunderland with 
 Marseilles, and so on ; but the result was, that in the 10 principal 
 ports, there were in England 8,688 vessels, with a tonnage of 
 1,766,000; whilst in France there were 2,991 vessels, with a ton- 
 nage of 336,000." 
 
 Poor E ividend.— Xo, 31. 
 
 "In Friday's Gazette, May 1st 1847, a dividend of three thirty- 
 seconds of a penny in the pound is announced on the estate of Rice 
 Harris, of Birmingham, glass manufacturer. Thus a creditor to 
 the extent often pounds would receive the munificent sum of one 
 penny, less two thirty-seconds ; supposing he had a coin of that 
 value with which to give the change."
 
 26 
 
 Tolls for Coals.— No. 32. 
 
 At the annual general meeting of the Newcastle and 
 Carlisle Railway, on the 27th March, 1846, the following 
 remarks were made : — 
 
 " Mr. Hodgson observed that experience had tested the wisdom of 
 low rates, and if the charge upon coal upon this line exceeded Id. per 
 ton, he should certainly divide the meeting on the question of reducing 
 it. 
 
 " The Chairman would like to know a case where a lower charge waB 
 made. When the Company found wagons the charge w»s id. l-8th 
 per ton per mile, when they did not find wagons Id. per ton per mile. 
 
 " Mr. Hodgson — ' Is that for coals for exportation ? ' 
 
 " The Chairman — ' Yes.' 
 
 " Mr. Hodgson — ' What is the tonnage on coals for home consump- 
 tion ? ' 
 
 "The Chairman — ' Three halfpence per ton per mile, and when the 
 Company find wagons Ifd. When the coals are screened through a 
 half-inch screen, Id. and Ud. when the Company find wagons.' 
 
 " Mr. Hodgson then proposed that the tonnage on coals for home 
 consumption be in future id. per ton per mile. He believed If the 
 cost of transit were reduced to f d. a ton, it would leave a profit of 75 
 per cent., but he did not propose to reduce it to that extent. 
 
 " The Chairman remarked that it was at, any rate desirable to meet 
 the question fairly. The Company was entitled to charge as pontage, 
 dues on three miles on the railway, as a compensation for building tin: 
 expensive viaduct at WeatherelJ, and if the amount they were en- 
 titled to levy on that account were deducted, it would be found that 
 the tonnage did not exceed ^d. per ton." 
 
 <8> 
 
 A Manchester Merchant.— No. 33. 
 
 In the evidence before the Select Committee on 
 Navigation Laws, 30th March, 1847, John Brooks, of 
 Manchester, stated as follows : — 
 
 " I have been a calico printer and flax spinner, and a merchant 
 abroad, shipping goods to 30 or 40 places ; for instance, I had gene- 
 rally an average of 150,000?. abroad, and sometimes 200,000/. ; in 
 1845 1 had 204,000?. sterling abroad ; that shows the extent of business 
 I have done."
 
 27 
 
 Comparative Value of Cast Iron & Manufactured 
 Articles.— No. 34. 
 
 The British Quarterly Review, for November, 1845, 
 says : — 
 
 " To show how cheaply the metal is obtained, and how the me- 
 chanical skill and labour expended upon it totally overshadow the 
 original price of the metal, we take a quantity of cast-iron; worth 
 £1 sterling, and attach its money value when converted into finished 
 articles: — 
 
 Cast-Iron worth £\ sterling, is worth when converted into 
 
 Ordinary Machinery £i 
 
 Larger Ornamental Work 45 
 
 Buckles and Berlin Work 660 
 
 Neck Chains, &c 1386 
 
 Shirt Buttons 5896 
 
 Bar-iron worth st'l sterling is worth when worked into 
 
 Horse Shoes £1 10 
 
 Knives (Table) 36 
 
 Needles 71 
 
 Pen-Knife Blades 657 
 
 Polished Buttons and Buckles 897 
 
 Balance Springs of Watches 50,000 
 
 Milk by Railway.— No. 35. 
 
 In 1832, Mr. Henry Booth stated before a Parliamen- 
 tary Committee, on the London aud Birmingham Rail- 
 way, that; — 
 
 " The Liverpool and Manchester Railway had been conveying milk 
 1.5 miles as an experiment for one farmer." 
 
 In 1844, my attention was given to the subject, and I 
 prevailed on the farmers on the Manchester and Birming- 
 ham Railway, between Crewe and Manchester, to try this 
 conveyance for milk to Manchester ; the result was satisfac- 
 tory ; for it produced upwards of £1,000 per annum, in 1846, 
 averaging from 100 to 150 cans each day, at a charge of 6d. 
 or 9d. per can of 36 quarts, and 9d. or Is. for 72 quarts. 
 Since then the Grand Junction Railway have cultivated 
 this traffic, and now realize more than £4000 per year by it.
 
 2S 
 
 Discouragement of Third Class Passengers. 
 
 No. 36. 
 
 A writer in the Edinburgh Review for Oct. 1846, 
 animadverts on the discouragement of third-class passen- 
 gers, which he maintains to be the prevalent policy of our 
 English lines. He gives the following proportions of 
 railway passengers out of every hundred, in England and 
 
 Belgium: — 
 
 British. Belgian. 
 
 1 st Class passengers 164 10 
 
 2nd Class ditto 43$ 30 
 
 3rd Class ditto 40 60 
 
 100 100 
 
 The revenue on British lines exhibits the same deficiency 
 
 from the third-class passengers as compared with foreign 
 
 railways : — 
 
 British. Belgian. 
 
 1st Class (out of every ^"100 ....^40 14 £1V> 
 
 2nd Class ditto 42 16 33 
 
 3rd Class ditto 16 10 47 
 
 j£100 100 
 
 So that in England the Passenger Traffic is mainly drawn 
 from the first and second class passengers, in Belgium 
 from the second and third, but chiefly from the third. 
 The writer attributes this to four principal causes: first, 
 high fares; second, carriages uncomfortable and unsafe; 
 third, inconvenient hours; fourth, slow speed. 
 
 Cost of Coke made by Railway Companies.- N". 87. 
 
 At a meeting of the Edinburgh and Glasgow Railway 
 Company, 14th September, 1847, Mr. Peter Blackburn, 
 the chairman, said : — 
 
 " It had cost them 29s. per ton when made by themselves ; hut they 
 had contracted to have it delivered at Edinburgh for 22s. 6d. per ton, 
 thus saving 25 per cent."
 
 29 
 Profits en Sugar from Batavia.— No. 38. 
 
 On the 30th March, 1847, John Brooks, Manchester, 
 gave the following evidence before the Select Committee 
 on Navigation Laws : — 
 
 " ' Have you had any dealings with Batavia ? ' ' Yes.' 
 " ' Will you state what those dealings have been ? ' 'I have car- 
 ried on business with Batavia for 20 or 25 years, and I have had 
 generally 20,000/, to 25,000/. there.' 
 
 "'Will you state what goods you have exported to Batavia?' 
 ' Calico goods and prints, and other goods occasionally.' 
 " ' Goods which you manufactured ? ' ' Yes.' 
 
 " ' What goods did you bring home in return ? ' 'I had few articles 
 that I could bring home before the alteration of the sugar duty, but 
 the moment that alteration took place, so that free labour sugar could 
 come into this country, I wrote to Batavia, desiring them to send 
 sugar as payment for my goods. On the 31st of October, 1845, I had 
 sugar on board the Crishua British ship, which cost me 4,077/. 15s.; 
 that sugar was brought to England, and I sold it in London, on April 
 11th, 1846, for 4,878/. 19*. 2rf. I got a profit on that sugar of 
 801/ 4*. 2d., or 19 per cent.; that was a new trade. Then on Novem- 
 ber 6th, 1845, by the same ship, I had another lot of sugar which 
 cost me 1,107/. 7s. 2c/., and Isold that on March 31st, 1846, in London, 
 for 1,422/. 13s. I got a profit of 255/. 10*. 10</., or 21j per cent.; 
 that is still a little better. Then in consequence of the scarcity of 
 British vessels, particularly at Batavia, for there was no British 
 vessel to be had there, I was obliged to send the nest lot of sugar from 
 Batavia to Amsterdam by an American vessel. That sugar was 
 bou 'lit in November, 1845, and it lay in Batavia until March 10th, 
 184G, and at last we met with an American ship, and it was shipped to 
 Amsterdam ; that sugar cost 3,793/. 7s. 8rf., and was sold last Novem- 
 ber at Amsterdam for only 3.012/. 7s. lL/., thereby I lost 780/. 19s. 9d. 
 besides 7 months' time ; the loss was 20 per cent. That sugar was 
 lying in Batavia when the Crishna left, and if I could then have 
 shipped that sugar to London, it would have brought me. 1,501/. 10s. (id. 
 more than it actually brought me. I had a loss of 780/. 19s. 9d., 
 whereas I should in that case have had a profit which would have 
 made 1,5612. 10s. 6rf. more money, making a difference of 41 per 
 cent.' " 
 
 D 2
 
 30 
 Fight on a Locomotive Engine.— No. 39. 
 
 The following is so unusual and so dangerous a fracas 
 that I copy it from the Standard of September, 1846. 
 
 " Dangerous Fracas on a Locomotive Engine. — On Saturday 
 evening, when the 6 30 a.m. mixed train from Bristol was between 
 Steventon and Didcot stations, on the Great Western Railway, a 
 quarrel arose between Temple, the engine driver, and Poole, the 
 stoker. A fight ensued on the engine, and if both had fallen off the 
 consequences must have been dreadful, as the train was going at the 
 rate of nearly 30 miles an hour, and there was no possibilty of the guards 
 getting to the engine to stop it, the high third-class carriage being be- 
 tween them ; nor were they aware of the fight until Temple, finding 
 himself worsted, stopped the engine to endeavour to tlvrow Poole off, 
 when the guards alighted and succeeded in obtaining a cessation of 
 hostilities until their arrival at Didcot, when they were reported to 
 Mr. Bishop, the superintendent, who gave them into custody of the 
 guards of the fast train, and conveyed them to Paddington, where 
 their conduct will be investigated by the directors. Their places were 
 supplied by others at Didcot, and the train reached Paddington in 
 safety." 
 
 Men of Different Countries do not Work Well 
 Together.- No. 40. 
 
 In the evidence on the Navigation Laws, J. Brooks 
 stated, on 30th March, 1847, with reference to a number 
 of foreigners on an English vessel :— 
 
 " My belief is, that there is a fourth of foreigners allowed to come 
 in an English vessel ; but the English ships do not keep up that 
 fourth, for this reason, that the sailors cannot agree ; I have had a 
 good deal to do with the management of my men in Lancashire. I 
 have fought several battles with my men . There are men there called 
 ' flints ' and ' knobsticks.' 1 have had 60 soldiers and 3 officers for nine 
 months at my works, and I understand therefore a good deal about 
 that, and when they are mixed together they do not agree."
 
 31 
 
 Tonnage Entering America from 1789 to 1844. 
 
 No. 41. 
 The following statement exhibiting the amount of all 
 British, Foreign, and American tonnage which entered 
 the ports of the United States in the above years, is 
 extracted from the evidence of J. Mac Gregor, taken 
 before the Select Committee on Navigation Laws, 11th 
 March, 1847:— 
 
 
 
 ".a 
 
 
 
 
 •a S 
 
 ~ 
 
 
 
 E fi 
 
 £ 
 
 i'o 
 
 M 
 
 ^x 
 
 
 
 
 m 
 
 
 
 Tons. 
 
 1789 
 
 94,410 
 
 1790 
 
 216,914 
 
 1791 
 
 210,618 
 
 1792 
 
 206,065 
 
 1793 
 
 100,180 
 
 1794 
 
 37,058 
 
 1795 
 
 27,097 
 
 1790 
 
 19,669 
 
 1797 
 
 33,168 
 
 1798 
 
 40,773 
 
 1799 
 
 54,087 
 
 1800 
 
 71,689 
 
 1801 
 
 1 1 1 ,593 
 
 1802 
 
 104,473 
 
 1803 
 
 104,336 
 
 1804 
 
 73,500 
 
 1805 
 
 65,408 
 
 1806 
 
 69,350 
 
 1807 
 
 64,727 
 
 1808 
 
 34,551 
 
 1809 
 
 71,808 
 
 1810 
 
 52,286 
 
 1811 
 
 10,647 
 
 1812 
 
 1,196 
 
 1813 
 
 90 
 
 1814 
 
 563 
 
 1815 
 
 145,364 
 
 1816 
 
 212,426 
 
 Tons. 
 106,654 
 250,746 
 240,448 
 244,278 
 163,566 
 82,974 
 56,832 
 46,846 
 72,757 
 87,760 
 107,583 
 121,403 
 157,270 
 145,519 
 163,714 
 122,141 
 87,842 
 91,084 
 86,780 
 47,674 
 99,205 
 80,316 
 33,302 
 47,098 
 113,827 
 48,301 
 217,413 
 259,142 
 
 Tons. 
 127,329 
 355,079 
 363,854 
 414,679 
 447,754 
 525,649 
 580,277 
 675,046 
 608,078 
 522,245 
 626,495 
 682,871 
 849,302 
 787,301 
 787,424 
 821,962 
 922,098 
 044,008 
 .089,876 
 525,130 
 603,931 
 906,434 
 948,247 
 667,999 
 237,348 
 
 59,626 
 700,500 
 877,462 
 
 1 § 
 
 d 
 
 
 »Q 
 
 £ 
 
 fe so 
 
 
 "C 
 
 
 «o 
 
 n 
 
 5 -3 
 
 O 3 
 
 >H^ 
 
 
 H-s 
 
 m 
 
 
 c 
 
 
 Tons 
 
 Tons. 
 
 1817 
 
 174,935 
 
 215,166 
 
 1818 
 
 118,538 
 
 161,414 
 
 1819 
 
 36,333 
 
 85.898 
 
 1820 
 
 47,365 
 
 78,859 
 
 1821 
 
 52,976 
 
 81,520 
 
 1822 
 
 80,940 
 
 100,541 
 
 1823 
 
 8f.,009 
 
 119,468 
 
 1824 
 
 54,682 
 
 102,367 
 
 1825 
 
 63,034 
 
 92,927 
 
 1826 
 
 82,117 
 
 105,654 
 
 1827 
 
 101,470 
 
 137,589 
 
 1828 
 
 98,851 
 
 150,223 
 
 1829 
 
 86,158 
 
 130,743 
 
 1830 
 
 100,298 
 
 131,900 
 
 1831 
 
 239,502 
 
 281,948 
 
 1832 
 
 311,569 
 
 393,038 
 
 1833 
 
 402,730 
 
 496,705 
 
 1834 
 
 453,495 
 
 568,052 
 
 1835 
 
 529,922 
 
 641,310 
 
 1836 
 
 544,774 
 
 680,213 
 
 1837 
 
 543,020 
 
 765,703 
 
 1838 
 
 484,702 
 
 592,110 
 
 IS39 
 
 495,353 
 
 624,814 
 
 1840 
 
 582,424 
 
 712,363 
 
 1841 
 
 615,623 
 
 736,444 
 
 1842 
 
 599,502 
 
 732,775 
 
 1843 
 
 453,894 
 
 534,752 
 
 1844 
 
 766,747 
 
 916,992 
 
 Tons. 
 
 780,136 
 
 755,101 
 
 783,579 
 
 801,252 
 
 765,098 
 
 787,961 
 
 775,271 
 
 850,033 
 
 880,754 
 
 942,206 
 
 918,361 
 
 868,381 
 
 872,949 
 
 967,227 
 
 922,952 
 
 949,622 
 
 1,111,141 
 
 1,074,670 
 
 1,352,653 
 
 1,255,384 
 
 1,299,720 
 
 1,302,974 
 
 1,491,279 
 
 1,576,946 
 
 1,631,909 
 
 1,510,111 
 
 1,443,523 
 
 1,977,438
 
 32 
 Cobden's Opinion of Railways.— No. 42. 
 
 At a meeting at Stockport, on the 10th December, 
 1847, Mr. R. Cobden made the following remarks; whe- 
 ther he is correct or not, it is natural he should point out 
 some cause for the present distress which will not implicate 
 " free trade," for which he has been so able an advocate, 
 and so well paid : — 
 
 " Many people tried to mystify the matter, and talked about there 
 not being money enough to do those things ; but the fact was, if all 
 the linen cloths in the country were to be made into bank notes, and 
 each note stamped for 1,000'., it would not enable all the railroads to 
 be made in Ave years that should be made in twenty-five or thirty 
 years. He was not telling them this after it had happened only ; for 
 1 ast year, before going abroad, he penned a petition from the Man- 
 chester Chamber of Commerce on the subject of railway bills. He 
 might be asked why he had not raised his voice against the- system 
 in the House of Commons. For himself, he was engaged up to July 
 in the business of the corn-law ; and so many of the members were 
 engaged in railway bills, either for themselves or their constituents, 
 that it would have been of no use protesting against the granting of 
 these bills. Of all the mad things ever done by any body of men, he 
 believed that the House of Commons, by granting these railway acts 
 during the last three years, had done the most insane act ever perpe- 
 trated by any public body. Something was being done — not much he 
 believed, to remedy the evil ; but the directors of railways would be 
 obliged to suspend their works, because the shareholders would not be 
 able to pay the money demanded of them ; and the result would be, 
 that that which ought to have been originally attempted within ten 
 or fifteen years, would be done in ten or fifteen, instead of five years. 
 while a great deal of mischief would be still done, not only to the 
 speculators, but also to the trading interests of the country generally.*' 
 
 Hay Fired by Sparks from an Engine.— No. 43. 
 
 The Railway Record, of 10th April, 1847, says: — 
 " Last week a field of dry grass, near Derby was set on firi 
 spark from a passing train, and entirely consumed."
 
 33 
 Railway Gradients.— Nn. 44. 
 
 In the early stage of railway locomotives it was neces- 
 sary to have good gradients on railways; but since the 
 great impiwements in the locomotive, it is not found 
 desirable to expend so much money in insuring such easy 
 gradients. In 1845 the West Riding endeavoured to show 
 a parliamentary committee that it was desirable to have 
 steeper gradients, in order to economise the first cost, 
 while its rival, the West Yorkshire, pointed out the value 
 of good gradients ; and on these schemes the railway de- 
 partment of the Board of Trade report as follows : — 
 
 " The improvements that have taken place in the construction of 
 the locomotive engine have greatly enlarged the standard of its capa- 
 hilities. Not many years ago, any thing steeper than I in 200 was 
 looked upon as a decidedly objectionable feature in a line, and enor- 
 mous expense was incurred in avoiding gradients of steeper incli- 
 nation. 
 
 " The difference of expense in construction between a line with 
 first class gradients, as it was called, i. e., none steeper than 1 in 200, 
 and one with second class gradients ranging up to 1 in 100, was fre- 
 quently not less than 10,000/., 20,000/., or even 30,000/. per mile. 
 The London and Birmingham, fireat Western, and Brighton lines, 
 for instance, averaging above r>0,000/. per mile, while the Grand Junc- 
 tion and London and South Western did not exceed from 20,000/. to 
 25,000/. Experience has fully proved that no saving either in time or 
 economy of working has been attained at all commensurate to this 
 enormous additional outlay of capital. Indeed, in many cases, cheaply- 
 constructed lines have been worked at an equal or less expenditure 
 for locomotive power, and at as high an average velocity, as lines 
 constructed at twice the expense. 
 
 "The Lickey incline, on the Birmingham and Gloucester Railway, 
 is a conclusive proof that a gradient of 1 in 37i for a length of 2 miles 
 3 chains may be worked by the aid of an engine constructed for the 
 purpose, without serious inconvenience to an extensive traffic. It is 
 also a proof that such an incline may be descended without danger by 
 the force of gravity, regulated by the action of breaks.
 
 34 
 
 "The Sutton incline of 1 in 88, on the Liverpool and Manchester 
 Railway, is surmounted by the ordinary trains of that railway, whose 
 traffic is of a very heavy description, with a single locomotive engine. 
 
 " On the Newcastle and Carlisle line, an incline of 1 in 106 for 4 
 miles consecutively is surmounted by the ordinary trains without 
 difficulty or delay. 
 
 "The use of a stationary engine for ascending the incline on the 
 Manchester and Leeds Railway from the Victoria station, which is 1 
 in 59 for 1,000 yards, and 1 in 49 for 640 yards, has been in a great 
 measure discontinued, the ordinary engines being found capable of 
 taking up it heavy passenger and goods trains of not less than 80 tons 
 weight. 
 
 "On the Edinburgh and Glasgow Railway, stationary power has 
 likewise been discontinued, the locomotive engine being found a more 
 efficient and economical substitute on the Glasgow incline of 1 in 42 
 for U miles ; and recently the locomotive engine has heen equally 
 substituted for stationary power uuon the inclined plane of the Lon- 
 don and Birmingham Railway, from the Euston-square terminus to 
 Camden Town, parts of which are at 1 in 66 and 1 in 75. 
 
 " Many other facts of a similar nature might be quoted, but the 
 above seem quite sufficient to establish the general proposition, — 
 " 1. That gradients of from 1 in 50 to 1 in 100 are perfectly prac- 
 ticable to the ordinary locomotive engine, with moderate loads. 
 " That gradients up to 1 in 37 £ or higher may be surmounted by 
 heavy trains, with the aid of an assistant engine of peculiar 
 construction." 
 
 Railway Curves.— No. 45. 
 
 It is a question whether railway companies ought to 
 expend so much money in making a straight line, or 
 avoid expensive works by allowing greater curves ; on 
 this subject the Board of Trade report in 1845 as fol- 
 lows : — 
 
 "On this point also practical experience has led to a great modifi- 
 cation of the ideas formerly entertained. The Newcastle and Carlisle 
 Railway presents an instance of a line which Is almost one continued 
 succession of curves, of every degree of curvature, up to eight chains 
 radius, and with Steep inclines, being worked with economy and 
 safetv.
 
 " The Manchester and Liverpool Railway Company, in their ex- 
 tension line through Salford, have Introduced curves, bending in a 
 serpentine direction, two of which have radii of 10 and 12 chains re- 
 spectively, over which all their trains pass daily. 
 
 "The Manchester and Leeds line has two curves of 10 chains ra- 
 dius, away from any station, and in a gradient of 1 in 82, over which 
 their trains have been worked for upwards of four years, without the 
 slightest accident or practical inconvenience." 
 
 Advantage of Railways.— Xo. 46. 
 In 1845 the Manchester and Leeds Railway Company in- 
 formed the railway department of the Board of Trade that 
 they bad brought down the charges for conveying goods : 
 " Per ton between Manchester and Hull, ninety-nine miles. 
 
 " The saving to the public by this reduction of cost of conveyance 
 upon the traffic now passing by the various modes of conveyance 
 may be estimated at not less than from 200,0007. to 300,000/. a year, 
 independently of the very great advantage to the manufacturing dis- 
 tricts of reducing the time of transit to their principal places of export 
 and import, Liverpool and Hull, to a few hours. 
 
 " As one instance of the benefits resulting to the manufacturing 
 community we may mention, that very recently, on a strike of the 
 colliers in the Lancashire district being apprehended, arrangements 
 were instantly made by the Manchester and Leeds Company with 
 other northern railways, by which a supply of 20,000 tons of small or 
 refuse coal, from the county of Durham, was rendered available at a 
 low rate of cost for the engines of Manchester, whereby the danger of 
 a stoppage of the mills, and consequent throwing out of employment 
 of thousands of hands, was in a great measure averted." 
 
 In December, 1847. the charge for Hour and grain wm 
 17s. 6d. per Ton
 
 Railway Capital.— No. 17. 
 In the House of Commons, on the 26th November, 
 1847. The Chancellor of the Exchequer, in reviewing 
 the whole amount of capital which had been expended on 
 the railway system, gave the following statistics : — 
 
 "So far back as 1826, no less a sum than 2,500,0007. was au- 
 thorized to be raised for the purpose of investment in Railways. 
 In the period extending from 1826 to 1835 Parliament Authorized 
 19,000,000?. to be raised. In 1836 and 1837, which were years of great 
 commercial prosperity, Parliament authorized 36,000,000?. and up- 
 wards to be raised. In 1844 and 1845 the sum authorized to be raised 
 for the purpose of Railways was 74,000,000?. In 1846, Parliament 
 authorized no less a sum than 132,000,000?. to be raised for the purposes 
 of Railways ; but in the present year of 1847 the amount authorized 
 to be raised for the purposes of Railways was only 38,000,000?. 
 From a calculation made by Mr. Porter, it appeared that there re- 
 mained to be raised after the end of 1845? 145,000,000?., to which 
 must be added the 38,000,000?, empowered to be raised last year. 
 From a calculation made by the Railway Board, which he should 
 presently shew to be based upon facts, it appeared that the capital 
 authorized by Parliament to be raised : — 
 
 In 1840 was 
 1841 
 1842 
 1843 
 1844 
 1845 
 1846 
 1847 
 
 ^4,000,000 
 
 3,500,000 
 
 6,000,000 
 
 4,000,000 
 
 18,000,000 
 
 69,000,000 
 
 124,000,0(0 
 
 28,000,000 
 
 The expenditure, from the calculation of the Board, was estimated 
 as follows : — 
 
 In 1841 ^1,407.000 
 
 1842 2,980,000 
 
 1843 4,435,000 
 
 1844 6,100,000 
 
 and in the first half year of 1845, 3,500,000/.; in the second half, 
 10,6000,00?.; making 14,100,000?. for the year. The expenditure for 
 the first half of 1846 was 9,800,00 ?., and during the last half, 
 26,675,000?., or, for the whole year, ^6,485,000?.; and for the first 
 half of 1847, 25,700,000?.
 
 Christmas Presents in 1847.— No. 48. 
 
 The following shows the quantity of Parcels forwarded 
 and received by coach trains at London, by the London 
 and North-Western Railway, during four days previous 
 to Christmas-day : — 
 
 1847. Forwarded. Received. 1847. Forwarded. Received. 
 
 Dec.21st 2,628 1,G28 I Dec. 23rd 4,694 3,162 
 
 „ 22nd 4,260 2,606 | „ 24th 5,265 2,030 
 
 Total 16,847 9,426 
 
 Total in and out 26,273, or 6,568^ each day. 
 
 And the same Company, at Manchester, London-road 
 Station — 
 
 1847. Forwarded. Received. 1847. Forwarded. Received. 
 
 Dec. 21st 198 222 I Dec. 23rd 273 525 
 
 „ 22nd .241 388 | „ 24th 308 555 
 
 Total 1,020 1,690 
 
 Total in and out 2,710, or 677i each day. 
 The Norfolk Railway Company, from a district of turkeys 
 and such like, sent and received as under, at stations on 
 their line, on the 21st, 22nd, 23rd, and 24th Dec, 1847 : — 
 
 Stations. Received. Forwarded.' Stations. Received. Forwarded. 
 
 Yarmouth G82 
 
 Mutford 13 
 
 Somerleytoc 6 14 
 
 Haddiscoe 33 70 
 
 Lowestoft 131 92 
 
 Buckenham 6 15 
 
 Brunda'l — 7 
 
 Norwich 1100 28110 
 
 Trowse 34 100 
 
 Wymondham .... 70 
 
 Rardingham 4 
 
 Thuxton 3 
 
 Yaxhara 4 
 
 Dereham 209 
 
 Attleboro' in] 
 
 Eccles 27 
 
 Hailing 58 
 
 Thetford 80 
 
 Total 2554 4522 
 
 From the 18th to the 24th December, 1847, a period of six days, 
 there arrived in London, from the agricultural districts of Norfolk, 
 Suffolk, Essex, Herts, and Cambridgeshire, via the Eastern Counties 
 Rail-nay, 7,447 sacks of flour, 11,546 sacks of malt, 3,198 sacks of 
 wheat, 3,414 sacks of barley, 1,374 sacks of oats, and 1,052 sacks of 
 seeds; 353 tons of dead meat, 193 tons offish, 94 tons of poultry' and 
 game, 133 tuns of beer ; 5,594 sheep, 545 oxen, 181 pigs, 10,600 quarts 
 of milk, 2,400 loaves of bread, and 480 tons of coal. During the same 
 period, 17,209 parcels by passenger trains also came to hand, of which 
 6,000 were turkeys for Christinas cheer. 
 
 E 
 
 434105
 
 38 
 
 Cost of Limestone on the Trent and Mersey 
 Canal.— No. 49. 
 
 In a report of the Trent and Mersey Canal read at the 
 North Staffordshire railway meeting, on the 5th July, 
 1847, it is stated: — 
 
 "Your committee have made arrangements with the Stafford ami 
 Worcester Canal, which have enabled them to revise the dues between 
 Haywood and Preston Brook, which are now reduced to one hall- 
 penny per ton per mile. This arrangement involved a revision of 
 the price charged by the company for limestone; and, it having been 
 found that the sale of the limestone to the South Staffordshire Iron 
 carriers, at what was supposed to be (he cost price of lOd. per ton, 
 was under its value by at least 5d. per ton, new regulations have been 
 introduced, by which the stone will be sold at its real value." 
 
 £ 
 
 Traffic on the Mersey & Irwell Navigation.— No. 50. 
 
 An Account of the Merchandise Traffic on the Mersey 
 and Irwell, or Old Quay Canal, on Freight (i.e., conveyed 
 by the Old Quay Company's own vessels) in the month of 
 April, 1847, between the specified places and Manches- 
 ter, in Tons. 
 
 
 
 
 
 To Manchester. 
 
 
 
 
 From 
 
 o 
 o 
 
 M 'rt 
 
 >, o 
 
 a 
 "3 
 
 O 
 
 a 
 
 o 
 
 55 
 
 a 
 S 
 H 
 
 a 
 
 13 
 
 a 
 3 
 
 Total 
 Weight 
 
 Tons. 
 
 Liverpool .... 
 Runcorn 
 
 232 
 
 125 
 
 108 
 
 891 
 
 223 
 
 304 
 
 £445 
 
 34 
 
 424 
 
 1,780 
 445 
 501 
 
 
 232 
 
 125 
 
 108 
 
 W9I 
 
 223 
 
 304 
 
 445 
 
 34 
 
 424 
 
 2,780 
 
 
 From Manchester. 
 
 
 To 
 
 Rae». 
 frost 
 Etc, 
 
 1 
 
 
 
 
 
 
 _ 
 
 
 
 
 Liverpool 
 
 9fi7| 79 
 
 
 
 1,046 
 
 
 
 rota 
 
 Wei 
 
 ,'ht t 
 
 i and 
 
 iron 
 
 Main 
 
 best 
 
 sr . . 
 
 3,832
 
 39 
 
 An Account of the Weight of Goods &c. conveyed on 
 the Old Quay Canal on tonnage, (i.e., by sundry carriers, 
 paying toll,) in the month of April, 1847, between the 
 specified places and Manchester. 
 
 
 o 
 
 o 
 
 To Manchester. 
 
 From 
 
 Dry- 
 salteries. 
 
 Grain. 
 
 o 
 
 J* 
 
 "on 
 
 o 
 u 
 
 a 
 
 a 
 
 V 
 
 55 
 
 a 
 
 .2 
 
 03 
 
 Total 
 Weight 
 
 Tons. 
 
 Liverpool .... 
 Runcorn 
 
 1721 260J2335 
 
 380 
 
 1062 
 
 359 
 
 1005 
 
 841 
 
 1916 
 
 214 
 
 4,889 
 1,916 
 3,288 
 
 
 1721 260 2335 
 
 38011062 
 
 359 
 
 1005 
 
 S41 
 
 1916 214 
 
 10,093 
 
 
 From Manchester. 
 
 
 To 
 
 Bales. 
 Caies 
 Truss 
 Casks 
 Elc, 
 
 CO 
 
 
 
 
 
 
 | 
 
 
 Liverpool .... 
 
 2152 
 
 781 
 
 
 
 
 
 
 
 2,933 
 
 
 
 lotal 
 
 Wei 
 
 ghtt 
 
 o am 
 
 in 
 
 m M 
 
 iii.-l 
 
 teste 
 
 r .. 
 
 1S.026 
 
 Grand Total Weight of Traffic on the Old Quay Canal 
 
 for April, 1847 :— 
 
 FROM AND TO MANCHESTER. 
 
 Tons. 
 From Liverpool and Runcorn, on Freight 2,786 
 
 To Liverpool 1,046 
 
 On Freight 3,832 
 
 From Liverpool and Runcorn, on Tonnage 10,093 
 
 To Liverpool 2,933 
 
 On Tonnage 13,026 
 
 Grand Total Weight 16,858 
 
 The Mersey and Irwcll Companies' shares, originally 
 worth £70, sold for £1250 before the opening of the 
 Liverpool and Manchester Railway, in 1830. In 1845 
 the Trustees of the late Duke of Bridgewater purchased 
 the Navigation and Working Stock.
 
 40 
 Income of the Leeds and Liverpool Canal.— No. 51. 
 
 The traffic &c. on this Canal may be seen on reference 
 to Salts's Statistics and Calculations, and the following 
 statement shows the 
 
 Income of the Leeds and Liverpool Canal and Douglas Navigation, 
 
 for the year ending 31st December, 1841. 
 Income by Tonnage, £ s. d. £ s. d. 
 
 Leeds & Liverpool Canal .... 125,083 8 9J 
 
 Douglas Navigation 18,076 2 103 
 
 Leigh Branch 5,732 16 5 
 
 148,892 8 I 
 
 Received for Rents, including the) 9670 2 4i 
 
 profits of Packets , J 
 
 Deduct Rent, &c, paid 1,142 17 0J 
 
 8,527 5 4 
 
 Gross Income ^157,419 13 5 
 
 Outgoings, Leeds & Liverpool Canal. 
 
 Repairs 16,700 3 5 
 
 Damages & Taxes 1,581 13 I \ 
 Wages & Expenses 4,182 16 6 
 
 Douglas Navigation. 
 
 Repairs 3,112 2 2 
 
 Damages & Taxes 174 10 6J 
 
 Wages & Expenses 514 7 6 
 
 Leigh Branch. 
 
 Repairs 709 8 6 
 
 Damages & Taxes 36 11 10 
 
 Wages & Expenses 152 10 11 
 
 22,464 13 Ci 
 
 3,801 2* 
 
 898 14 
 
 Expenses of Committees, Agents, -i 
 
 Salaries, Bankers, and Law I 3,269 12 11 
 
 Charges, &c, &c J 30,434 4| 
 
 Net Income j£126,985 13 \\ 
 
 Dividends paid this year 97,940 13 4 
 
 Iuterest paid on money borrowed .. 4,476 11 2
 
 41 
 
 Improvements. 
 
 Fonbridge Reservoir G 
 
 Bridge and Basin at Leeds 858 11 8 
 
 Whitemoor Reservoir 1 ,048 5 7| 
 
 Shed at Liverpool 634 16 11 
 
 Cottage at Wigan 28 16 7 
 
 New Wharfs at Liverpool 1,113 12 6 
 
 Enlarging Offices at Liverpool 134 8 
 
 106,241 15 9J 
 
 Surplus .€20,743 17 3 
 
 Of this surplus the sum of €10,584 15 
 
 has been paid in reduction of the Company's Debt 
 and the residue has been ordered also to be ap- 
 plied to the same purpose in 1842. 
 
 The Debt due on Loan from the Company 1st of 
 January, 1842, was €105,795 4 8 
 
 Traffic at Ellesmere Port.— No. 52. 
 
 The following is the actual traffic for the week ending 
 25th September, 1847. 
 Number of Flats and Floats towed up and down, from and to 
 
 Liverpool and Ellesmere Port 149 
 
 Number of Coasting Vessels to Ellesmere Port with Iron Ore, &c. 6 
 Weight of Goods and Iron shipped from Ellesmere Port to 
 
 Liverpool 1786 tons 
 
 Weight of Goods, Iron, Timber, &c. shipped from Liverpool to 
 
 Ellesmere Port 932 tons 
 
 Weight of Iron Ore shipped, on tonnage, to Birmingham . . 630 tous 
 
 <8> 
 
 Railway Calls not paid up duly.— No. 53. 
 
 At a meeting in Manchester, relating to Railways, held 
 on the 30th September, 1847, it was stated by Mr. Thomas 
 Greig :— 
 
 "I have had reason to know, no later than last week, with refer- 
 ence to a railway that I had to look into, that although the fourth 
 call is on the eve of being paid, there are many connected with that 
 line who have neither paid the first, the second, nor the third call." 
 E 2
 
 42 
 
 Value of Railway Property in 1843.- No. 54. 
 
 The following is the result of a return of the annual 
 value of Railway Property, made to the Income Tax 
 Commissioners to April, 1843, for each county in England 
 and Wales. It appears from this return that Middlesex, 
 the smallest county but one in England, was richest in 
 railways, having an annual income of £900,443. Lanca- 
 shire comes next, with a clear annual value of £593,515. 
 Surrey is next, with £191,018; then Durham with 
 £171,089; Derbyshire, with £104,204; and Yorkshire 
 with £95,510 There were still twenty counties in Eng- 
 land and five in Wales altogether without the benefit of 
 railways. The value of railways in each county was as 
 follows : — 
 
 Counties. Incon 
 
 £ s. 
 
 Bedford 
 
 Berks 
 
 Bucks 
 
 Cambridge 
 
 Chester 7,273 
 
 Cornwall 2J345 14 
 
 Cumberland 1,18(5 
 
 Derby 104,204 
 
 Devon 
 
 Dorset 850 
 
 Durham 171,089 1G 
 
 Essex 
 
 Gloucester 3,920 3 
 
 Hereford 474 15 
 
 Herts 
 
 Hunts 
 
 Kent 1,250 
 
 Lancaster 593,515 6 
 
 Leicester 72,280 4 
 
 Lincoln 
 
 Monmouth 12,540 17 
 
 Norfolk 
 
 Northampton 
 
 Northumberland.. 57,534 17 
 
 Notts 
 
 Oxford 
 
 Rutland 
 
 Salop ' 
 
 Somerset 3,858 10 
 
 Southampton 8,982 2 
 
 Stafford 2,455 5 
 
 England — Continued. 
 
 Counties. Income. 
 
 £ s. d. 
 
 Suffolk 
 
 Surrey 191,018 6 7 
 
 Sussex ■ 
 
 Warwick 01,826 8 
 
 Westmorland 
 
 Wilts 
 
 Worcester 
 
 York 95,510 13 5* 
 
 Wales. 
 
 Anglesea 
 
 Carnarvon 2,309 
 
 Denbigh 
 
 Flint 374 
 
 Merioneth G00 
 
 Montgomery 
 
 Brecon 
 
 Cardigan 
 
 Carmarthen 970 o 
 
 Glamorgan 17,222 
 
 Pembroke 597 15 11 
 
 Radnor 31G 
 
 London 42,6G1 
 
 Westminster — — ■ 
 
 Middlesex 900,443 18 1 
 
 England &Wales 2,417,609 18 0£ 
 Scotland 181,333 1 6 
 
 Great Britain .£'2,598,942 19 GJ
 
 43 
 Age of Members of the House of Commons.— 
 
 No. 55. 
 
 The House of Commons, as at present constituted, consists of 656 
 members, the two vacant seats for Sudbury being still in abeyance, 
 making the total number 658. Of these there are 44 members between 
 the ages of 21 and 30, 159 between 31 and 40, 213 between 41 and 50, 
 155 between 51 and 60, 67 between 60 and 70, and 15 above 70. The 
 oldest member in the house is Mr. Denison, the member for West 
 Surrey, aged 77 — the youngest the Earl of Grosvenor, member for 
 Chester, aged 22. The average of the entire house is 50 years, — 
 Jersey Times, as copied in the Times 25th February, 1847. 
 
 * 
 
 Paper Making.— Xo. 56. 
 Paper-making is carried on extensively in the United Kingdom, 
 chiefly in Kent, (the chalky streams of which are said to be favour- 
 able to the manufacture,) the country around London, Lancashire, 
 Yorkshire, and Durham ; in the vicinities of Edinburgh and Glasgow, 
 and in the " Collection" of Naas, in Kildare ; and the number of mills, 
 in 1839, was 512 ; whereof 411 were in England, 47 in Scotland, and 
 54 in Ireland, each paying an annual license costing j£4. An excise 
 on paper was first levied in Britain in 1711 (10 Anne, c. xix.); which, 
 after many fluctuations, was fixed, in 1803 (43 Geo. III. c. lxix.), at 
 3d. per lb. on first class paper, and ljd. per lb. on second class, 
 " made of old ropes or cordage only." In Ireland the duties, first 
 levied in 1798, (by a license upon the engine, according to the contents 
 of the vat,) were assimilated to the preceding in 1824. The high duty 
 on the first class, and the inconveniencies, evasions, and frauds, 
 attending the other regulations, were long the subject of complaint. 
 At length, on the recommendation of the Fourteenth Report of the 
 Commissioners of Excise Inquiry, the duty was, by 6 and 7 William 
 IV., c. ii., imposed at a uniform rate of ljd per lb. on all classes. 
 This change has led to a considerable increase of trade, and has been 
 Otherwise highly beneficial. In 1835, the quantity charged with duty 
 was, in England, 04,899,901 lbs.; in Scotland, 12,015,059 lbs.; and, 
 in Ireland, 2.702,352 lbs ; total 79,617,3121bs.; the nett produce of 
 duty being ^796,305. But, in 1841, the quantity charged was, in 
 England, 76, 292,724 lbs.; in Scotland, 16,821,354 lbs.; and, in Ireland, 
 3,991,472 lbs.; total, 97,105,550 lbs.; yielding, of nett duty, ^'587,380; 
 the quantity having thus increased 22 per cent., while the revenue 
 has only fallen off 26 per cent.
 
 44 
 
 Hire for British Ships, and cost of Provisions, 
 &c, at South Shields.— No. 57. 
 
 Mr. R. Anderson, of South Shields, gave the following- 
 particulars before the Committee on Navigation Laws, 
 24th June, 1847, showing the rate of hire for British 
 ships in the North American, Baltic, and Coal Trade ; 
 together with that of their Wages, Cost of Provisions, 
 Ropes, and Sails, in periods of Four Years, from 1817 
 to 1846. 
 
 
 
 Rates of Freight. 
 
 
 - 
 
 America. 
 
 Bailie. 
 
 Petersbugh Freights. 
 
 Coal 
 
 Trade. 
 
 YEARS. 
 
 . | b ft 
 
 
 
 
 
 
 
 Quebec . %%£ 
 Timber. £ c c 
 
 Mem el 
 Timber. 
 
 Deals. 
 
 Clean 
 tiemp 
 
 Tallow 
 
 3er ton 
 to 
 
 
 
 
 
 
 Londn. 
 
 
 £ s. d. £ 8. d 
 
 £ s. d. 
 
 £ s. d. 
 
 £e. d. 
 
 £ b. d. 
 
 £a. d 
 
 Average of four years, > 
 from 1817 to 1820 (a) f 
 
 2 16 3 
 
 2 76 
 
 l 2 7J 
 
 4 3 1$ 
 
 2 13 1$ 
 
 1 16 
 
 I 9 11$ 
 
 Average ot four vears, ( 
 from 1821 to 182-1 (n) ( 
 
 2 9 4$ 
 
 2 3 9 
 
 1 2 9 
 
 4 3 9 
 
 2 15 7$ 
 
 1 15 U 
 
 a 9 10 
 
 Average of four vears, t 
 from 1826 to 1829 .. / 
 
 2 1 10$ 
 
 1 16 3, 1 
 
 3 12 6 
 
 2 10 
 
 1 8 10$ 
 
 8 9 
 
 Average ol tour vears, 1 
 from 1830 to 1833 (c) / 
 
 1 18 9 
 
 1 13 9 19 
 
 3 8 10$ 
 
 2 8 9 
 
 l 7 o 
 
 3 8 2 
 
 Average of four vears, 1 
 from 1834 to 1837 -. J 
 
 2 1 3 
 
 1 16 6 18 10 
 
 3 9 6 
 
 2 8 
 
 1 7 3 
 
 3 8 2$ 
 
 Average ot tour vears, ( 
 from 1838 to 1841 . . | 
 
 2 1 
 
 1 17 19 6 
 
 3 6 
 
 2 6 
 
 1 
 
 38 8 
 
 Average of four vears, 1 
 from 1812 to 1S45 . . J 
 
 1 14 8 
 
 1 11 7 15 9 
 
 2 11 I* 
 
 1 15 71 
 
 1 6 
 
 1 6 9J; 
 
 Average forthe year 18415 
 
 1 19 1 
 
 1 16 3 18 
 
 ■2 111 1 
 
 2 2 
 
 1 2 
 
 ) 7 1 
 
 
 Rates of Wages. 
 
 Pbice of Pbovisioxs. 
 
 Sails & 
 Coi lage. 
 
 TEARS. 
 
 America 
 
 Baltic. 
 
 Coal 
 Trade 
 
 Irish. 
 
 Sail 
 No. 
 
 a Cord 
 1 age. 
 
 
 Pe 
 
 
 Per 
 
 Per 
 
 
 -* u'h 
 
 ■« "S g * e= 
 
 r~i 
 
 ■Sts 
 
 
 Mon 
 
 th. 
 
 Month 
 
 Voyge- 
 
 a. pq 
 
 £«§, iSS, 
 
 - . 
 
 5 o. 
 
 O B. 
 
 
 <s£ s. 
 
 d' 
 
 £s. d 
 
 £ s. d 
 
 s. d. 
 
 8. d 
 
 s. d. > s. d. 
 
 S 1 
 
 . s. d. 
 
 Average of 4 vr»., 1 
 1817 to 1820 (a) J 
 
 2 13 
 
 9 
 
 2 16 3 
 
 3 4 9 
 
 124 
 
 107 6 
 
 3 7J 24 3 
 
 2 3 
 
 56 71 
 
 Average of 4 yrs., 1 
 1821 to 1824 (b) f 
 
 2 13 
 
 9 
 
 2 15 7 
 
 3 7 4J 
 
 102 6 
 
 65 7J 
 
 13 11$ 20 3 
 
 2 
 
 52 9 
 
 Average ot 4 yrs., \ 
 1826 to 1829.... | 
 
 2 16 
 
 3 
 
 3 7$ 
 
 3 18 U 
 
 101 3 
 
 73 6 
 
 51 4$ 22 6 
 
 1 10 
 
 52 3 
 
 Average of 4 yrs.. \ 
 1830to 1833 (c) i 
 
 2 16 
 
 3 
 
 2 18 9 
 
 3 113 
 
 105 3 
 
 68 9 
 
 46 6 
 
 21 10$ 
 
 1 9 
 
 I 47 9 
 
 Average of 4 yrs., \ 
 1834 to 1837.... / 
 
 3 5 
 
 
 
 3 5 
 
 4 5 
 
 107 6 
 
 6S 
 
 47 3 
 
 17 8 
 
 1 10 
 
 3S 6 
 
 Average of 4 yrs , 1 
 1838 to 1841.... / 
 
 3 10 
 
 |3 1(1 
 
 4 12 6 
 
 117 
 
 83 
 
 52 3 
 
 23 10 
 
 1 10 
 
 148 
 
 Average ot 4 yrs., 1 
 1842 to 1845.... J 
 
 2 18 
 
 li 2 19 4$ 
 
 3 13 14 
 
 91 6 
 
 67 6 
 
 47 5J 
 
 19 6$ 
 
 1 9 
 
 ,39 7$ 
 
 Average for 1846 . . 
 
 3 
 
 (13 2(1 
 
 4 
 
 102 6 
 
 73 6 
 
 S3 2 
 
 20 
 
 1 'i 
 
 39 9 
 
 (a) Iluty of 10s. a load laid on American timber. (b) Reciprocity treaties 
 commenced with Prussia in May, 1824. (c) Duty on Coals repealed in 1832.
 
 45 
 
 Quarrels between Directors and Proprietors. — 
 
 No. 58. 
 
 It is fortunate there are not many such scenes on record 
 as those which took place in Exeter, at a meeting of the 
 Exeter and Crediton Railway, 12th April, 1847, after 
 almost personal violence and efforts to eject the chair- 
 man : — 
 
 " Mr. Brown, director of the Exeter and Crediton and deputy- 
 chairman of the Bristol and Exeter Railway, sprung forward and 
 caught up the minute hook, which was lying on the table. Mr. 
 Thome, one of the directors appointed by the Taw Vale shareholders, 
 immediately collared and grappled with Mr. Brown, and Mr. Bastard, 
 a director, clung to the skirts of Mr. Thome's coat. At this time a 
 rush was made hy the directors' party, and the book was thrown by 
 Mr. Brown on the floor and passed to the secretary (Mr. Hartnell). 
 Surrounded by the whole body of shareholders and directors compos- 
 ing the minority, the secretary was escorted from the room, with the 
 book, amid a scene of unparalleled disorder." 
 
 Merchandise on the Midland Railway in 1846. 
 
 No. 59. 
 
 Weight of Goods and Minerals conveyed upon the 
 Midland line during 12 months ending 31st Dec, 1846. 
 
 Goods. 
 
 Minerals. 
 
 Total. 
 
 January 
 February . . 
 
 March 
 
 April 
 
 May 
 
 June 
 
 July 
 
 August 
 September .. 
 
 October 
 
 November . . 
 December .. 
 
 Tons cwt. 
 52,610 14 
 51,881 2 
 62,116 7 
 56,368 19 
 
 58,480 1 
 56,371 13 
 01,976 5 
 61,158 9 
 72,972 5 
 77,533 12 
 73,748 13 
 74,566 11 
 
 Tons cwt. 
 
 36,564 19 
 
 32,110 14 
 
 32,589 18 
 
 31,508 
 
 33,515 10 
 
 24,533 14 
 
 30,109 13 
 
 33,357 
 33,652 
 36,647 
 36,021 
 38,223 
 
 106,624 8 1 
 
 114,181 1 
 
 109,769 14 
 
 112,789 14 3 
 
 759,784 15 2 398,833 13 2 1,158,618 9 
 
 Tons. cwt. qrs. 
 
 89,175 13 2 
 
 83,991 17 
 
 94,706 6 1 
 
 87,877 
 
 91,995 11 2 
 
 80,905 7 3 
 
 92,085 18 2 
 
 94,515 16 2
 
 46 
 
 Electric Telegraph in America in 1846.— No. 60. 
 
 Government news and merchants' correspondence were 
 communicated by Telegraph in America as under, in 
 1846:— 
 
 Miles. 
 Albany to Buffalo 350 
 
 New York to Boston 220 
 
 New York to Albany 150 
 
 New York to Washington 230 
 
 Washington to Baltimore 40 
 
 Baltimore to Philadelphia 97 
 
 Philadelphia to New York 88 
 
 Washington to Newhaven 84 
 
 Newhaven to Hartford 30 
 
 Hartford to Springfield 20 
 
 Springfield to Boston 98 
 
 Albany to Rochester 252 
 
 1659 
 
 Mr. Hawkshaw, Engineer of the Lancashire and 
 Yorkshire Railway.— Xo. 61. 
 
 At a meeting of this Company, 1st September, 1847, 
 Mr. Holdsworth stated, in reply to complaints of Mr. 
 Hawkshaw's salary — 
 
 " There is no gentleman present connected with Railways but is 
 well aware of the immense amounts that have been earned and 
 obtained by railway engineers during the last few years ; and this 
 Company had to find their engineering talent from amongst those 
 gentlemen whose talents were in a demand that doubled, trebled, or 
 quadrupled any expectations which they could have previously formed 
 of their remuneration. Now, what we did was, first to endeavour 
 to secure an efficient and an able engineer ; and we have done so. I 
 will say no more on that subject. Those gentlemen who have acted 
 with Mr. Hawkshaw, and witnessed his exertions in this company, 
 and in public, well know how to appreciate those exertions. But it 
 was open to Mr. Hawkshaw to lend his services to the public, for the 
 best sum he could get. This Company, however, said, ' Our concerns 
 are of sufficient importance to make it the duty of the directors to
 
 47 
 
 secure the services of some one man wholly to ourselves ;' and we 
 therefore said to Mr. Hawkshaw, ' What will you accept, in order to 
 give us the whole of your services, not only as engineer, hut as 
 general adviser, and as taking a responsibility in the general manage- 
 ment of the undertaking?' We made that proposition to him, and, 
 after consideration, he named a sum which at the time, and I am 
 sure upon consideration, and upon a knowledge of what other 
 engineers of less standing have obtained, appeared to me exceedingly 
 moderate. When we looked on the one side, to the amount of 
 engineering work we had to do, and on the other to the efficiency of 
 Mr. Ilawkshaw's services, we found that if we did not engage Mr. 
 Hawkshaw, the amount of money we must have paid for independent 
 engineering services would have been more than double ; and I have 
 estimates before me here that will justify that amount ; for I have 
 had an estimate made out of the charges at the very lowest scale 
 which we should have had to pay to an independent engineer, and I 
 find that in the year 1845 alone, it would have amounted to 4612,000. 
 I say that in that year alone we must have paid j6°12,000 to an inde- 
 pendent engineer, instead of what we did pay (.£'5,000) to Mr. 
 Hawkshaw. The session after, although not quite so bad, was still 
 to a considerable extent the same, and I believe there is no arrange- 
 ment we have made — (and I know that in saying this I am speaking 
 the sentiments of all my colleagues) — which has more conduced, and 
 will more conduce, to the interests of the company than that." 
 
 Depreciation of Property in 1847.— No. 62. 
 
 The year 1847 will be memorable as one of the most disastrous ir* 
 our mercantile annals. A decline in consols from 100 to 75 represents 
 a depreciation in the public securities of j6 168,000,000. The fall in- 
 railway shares, estimated at 50 per cent., shows a diminution of 
 d. 60,000,000 in the value of this property. The failure of commercial 
 establishments is probably understood at £'20,000,000. The loss on- 
 East and West India produce, machinery, and manufactured articles 
 is computed at £100,000,000. It is difficult to estimate the actual 
 depreciation of Colonial property in plantations and buildings; some 
 have raised it as high as .£'400,000.000, and if this prove correct, the 
 loss of imperial treasure during this year does not fall short of the 
 national debt.- British Banner, 7th January. 1* 18.
 
 48 
 
 Tonnage of the United Kingdom, from 1821 to 
 
 1846.— No, 63. 
 
 Mr. G. R. Porter gave the following statements of the 
 amount of Tonnage of Ships registered, and belonging to 
 the United Kingdom and its Colonies, in each year, from 
 1821 to 1846, to the Committee on Navigation Laws, 1st 
 July, 1847. 
 
 1821 
 1822 
 1823 
 1824 
 1825 
 182G 
 1027 
 1828 
 1829 
 1830 
 1831 
 1832 
 1833 
 1834 
 1835 
 1836 
 1837 
 1838 
 1839 
 1840 
 1841 
 1842 
 1843 
 1844 
 1845 
 1846 
 
 United Kingdom. 
 
 355,853 
 ,315,403 
 302,867 
 ,348,314 
 ,328,807 
 411.461 
 181,138 
 ,193,300 
 ,199,959 
 ,201,592 
 ,224,356 
 ,261,860 
 ,271,301 
 ,312,355 
 ,360,303 
 ,349,749 
 ,333,521 
 ,420,759 
 ,401,346 
 ,584,408 
 935,399 
 041,420 
 007,581 
 044,392 
 123,180 
 199,785 
 
 Colonies. 
 
 204,350 
 203,041 
 203,893 
 211,273 
 214,875 
 224,183 
 279,362 
 324,891 
 317,041 
 330,227 
 357,608 
 356,208 
 363,276 
 403,745 
 423,458 
 442,897 
 457,497 
 469,842 
 497,798 
 543,276 
 577,081 
 578.430 
 580,806 
 592,839 
 590,881 
 617,327 
 
 TOTAL. 
 
 2,560,203 
 2,519,044 
 2,506,760 
 2,559,587 
 2,543,682 
 2,635,644 
 2,460,500 
 2,518,191 
 2,517,000 
 2,531,819 
 2,58 1 ,964 
 2,018,068 
 2,634.577 
 2,716,100 
 2,783,761 
 2,792,646 
 2,791,018 
 2,890,601 
 2,899,144 
 3,127,684 
 3,512,480 
 3,619,850 
 3,588,387 
 3,637,231 
 3,714,061 
 r3,817,U2 
 
 * A new Registry Act passed, under which owners were obliged to 
 register their ships anew. Many vessels, previously lost, had been 
 continued up to this time on the registry, no evidence of their loss 
 having been produced. 
 
 (• Increase in 1846 over 1821, 1,256,909 tons.
 
 49 
 
 Comparative view of Tonnage, English and 
 Foreign, Inwards and Outwards.— Xo. 64. 
 
 A Statement of the Tonnage, distinguishing British 
 from Foreign, that entered Inwards and cleared Out- 
 wards, from ports in the United Kingdom, in each of the 
 years 1814, 1824, and 1846; showing the actual and the 
 per-centage rates of increase between those periods. 
 
 ~ .-< _-, (M (M 
 
 . « 
 
 © 
 
 CO 
 
 iO 
 
 o 
 
 iC 
 
 
 o 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 = fN 
 
 CO 
 
 
 CO 
 
 rS 
 
 -* 
 
 
 iO 
 
 ^J 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 «3 
 
 
 
 H 
 
 
 c* 
 
 
 o 
 
 c* 
 
 00* 
 
 
 
 ►J 
 
 
 
 a 
 
 
 
 ri
 
 50 
 
 Contrast of British Trade -with Ports protected 
 and those not protected -No. G5. 
 
 On the 1st of July, 1847, the following statement 
 of the Tonnage of British ships that entered the ports 
 of the United Kingdom from different Foreign coun- 
 tries and British possessions, in each of the years 1824 
 and 1846; distinguishing the Tonnage employed in the 
 trade with British possessions, and which is protected by 
 the Navigation Laws, from the Tonnage employed in the 
 trade with Foreign countries, and which is unprotected 
 from competition with Foreign ships, was given to the 
 Committee on Navigation Laws, by Mr. G. R. Porter : — 
 
 Protected Trade. 1824. 1846. Unprotected Trade. 1S24. 1846 
 
 Coast of Africa and 
 Cape of Good Hope 
 
 St.Ueleua& Ascension 
 
 Mauritius 
 
 British India .... 
 
 Australian Colonies. . 
 British West Indies.. 
 
 Fisheries 
 
 Jersey, Guernsey, &c 
 
 20,742 
 
 477 
 2,197 
 48,660 
 
 427,832 
 
 4,073 
 
 244,971 
 
 45,925 
 98,214 
 
 52,173 
 
 709 
 
 34,846 
 
 207,991 
 
 1,076,162' 
 39,129 
 183,742 
 15,191 
 
 125,961 
 
 S93,H97 1,735,924 
 
 Increase, 842,827 tons, or 94.37 pr cent 
 
 Denmark 
 
 Prussia 
 
 Germany 
 
 United Netherlands. 
 
 France 
 
 Portugal, Azores, and 
 
 Madeira 
 
 pain 
 
 Italy 
 
 Gibraltar 
 
 Malta 
 
 Turkey, Morea, Egypt 
 Tripoli, Barbary, and 
 
 Morocco 
 
 China 
 
 Sumatra Java, &c. . 
 Foreign West Indies 
 U.S. of America .. . 
 Icxico anil States of 
 
 South America 
 onian Islands . . 
 Cape Verde Islam 
 South Sea Islands 
 
 239,185 
 17,074 
 11,119 
 0,73S 
 9 , 00 I 
 07,3, 15 
 68,285 
 
 82,650 
 
 58 048 
 
 45,723 
 40.793 
 6,454 
 3 324 
 23,209 
 
 1,174 
 
 2S,27ll 
 3,075 
 9,506 
 
 44,994 
 
 46,787 
 6,391 
 
 452,438 
 12,025 
 3,313 
 9,531 
 
 03,425 
 
 206,201 
 
 11.274,06? 
 
 ll.li s 91s 
 550,821 
 
 74,761 
 65,719 
 98,868 
 14.523 
 8,176 
 
 I 97,071 
 
 53,593 
 
 8,526 
 02,2411 
 205,123 
 
 170,611 
 11,570 
 
 Increase, 1,654 586tons.or 182-98 prcnt 
 
 * The duty on colonial timber was reduced to Is. per load, 10th Oct., 1842. 
 Tn that vearthe tonnage entered from the British North American Colonies 
 W as54l"l51 tons! in 1813, 771,905 to»s; in 1814, 789,410 tons; in 1845. 1,090,224 
 
 '"if 'the tonnage entered from these colonies had remained as it was in 18 12 
 the increase in the protected trades would ha-.e amounted, in 1846, be compared 
 with 1824, to 308,116 tons, or 311 per cent.
 
 51 
 
 C5.-; - 
 cWto 
 
 O cj CO 
 
 • g s a 
 
 ^ 2.2 o 
 
 111 
 
 
 £ £ 
 
 -3 S 
 
 
 t* E 
 
 a*" 
 
 ISSSSSS 
 
 S.^ 
 
 
 gfSL* 
 
 2'SoS 
 fi » g . 
 
 ssss-ssr? 
 
 5^1 -T t! - !T> S !S Ji £ SJ t 
 
 ,v7r. '=-7, : ' 
 =r cE m 3 '- 
 
 */' - ~r i LTJ-7V V - ' 
 
 :?r^ 
 
 . rl?3 V?^ 3 :t t - •?'"'' ' ■-'•J $ r 1 '— J ' J^ — ' ™ 
 5 ^ © -^ k "7 ^" - '' f 'Jz* -'-':'• L ^- a l*T>, :, l" 1 l^. a 
 
 j" S ** of Sa 55 2" *" i 
 
 !j I — . 1- C 1 C 1 ~ T n T -yl '~ I — C «-"if}tf*CK 
 
 1-* 7^ ^ 6 JIM ,\ x r x f- f- f f / r r r x x x x _/ x x / x /. ■ x ^ ^ ^ ^ ,
 
 52 
 
 Tonnage Entering the Ports of France from 1825 
 to 1844.— No. 67. 
 
 The following table, given by Mr. G. It. Porter to the 
 Committee on Navigation Laws, 1st July, 1847, shows the 
 Number and Tonnage of French and Foreign vessels that 
 entered the ports of France in each year, from 1825 to 
 1844, and also the centesimal pi'oportions of French 
 to Foreign Tonnage. 
 
 
 FRENCH. 
 
 FOREIGN. 
 
 TOTAL. 
 
 Centesimal 
 Proportion. 
 
 French Forgn- 
 
 
 Ships , Tons. 
 
 Ships. 
 
 Tons. 
 
 Ships. 
 
 Tons. 
 
 1825 
 
 3,387 329,735 
 
 4,218 
 
 414,670 
 
 7,605 
 
 744,405 44-29 
 
 55-71 
 
 1820 
 
 3,440 355,776 
 
 4,910 
 
 543,682 
 
 8,350 
 
 899,458 39-55 
 
 6045 
 
 1827 
 
 3,350 353,102 
 
 4,439! 
 
 475,509 
 
 7,789 
 
 828,611 42-61 
 
 5739 
 
 1828 
 
 3,465; 346,591 
 
 4,728i 
 
 527,639 
 
 8,193 
 
 874,230 3964 
 
 6036 
 
 1829 
 
 3,048,331,049 
 
 5,070 
 
 581,755 
 
 8,118 
 
 912,804 
 
 3627 
 
 6373 
 
 1830 
 
 3,236 340,171 
 
 5,169 
 
 669,283 
 
 8,405 
 
 1,009,454 
 
 33-70 
 
 66-30 
 
 1831 
 
 3,375 333,216 
 
 3,95r 
 
 461,194 
 
 7,326 
 
 794,410 
 
 4194 
 
 58-06 
 
 1832 
 
 4,290.399,948 
 
 5,65 li 
 
 714,638 
 
 9,941 
 
 1,114,586 
 
 35-88 
 
 6412 
 
 1833 
 
 3,561 358,157 
 
 5,1 15 1 
 
 622,735 
 
 8,676 
 
 980,892 
 
 3651 
 
 63-49 
 
 1834 
 
 3,965 394,486 
 
 6,124 
 
 736,918 
 
 10,089 
 
 1,131,404 
 
 34-87 
 
 65- 13 
 
 1835 
 
 4,0011407,999 
 
 6,360', 
 
 766,033 
 
 10,361 
 
 1,174,032 
 
 3475 
 
 65-25 
 
 1836 
 
 4,6921484,986 
 
 7,099; 
 
 889,345 
 
 11,791 
 
 1,374,331 
 
 35-29 64-71 
 
 1837 
 
 5,273 584,451 
 
 7,1271 
 
 910,129 
 
 12,400 
 
 1,494,580 
 
 39-10 60-90 
 
 1838 
 
 6,081 
 
 657,084 
 
 8,006 
 
 1,014.740 
 
 14,087 
 
 1,671,824 
 
 39-33 
 
 60 07 
 
 1839 
 
 6,955 
 
 705,756 
 
 7,822' 
 
 979,324 
 
 14,777 
 
 1,685,080 
 
 41-88 
 
 58-12 
 
 1840 
 
 6,764 
 
 665,178 
 
 8,676 
 
 1,076,737 
 
 15,440 
 
 1,741,915 
 
 38-18 61-82 
 
 1841 
 
 6,030 
 
 630,071 
 
 9,244 
 
 1,193,289 
 
 15,274 
 
 1,823,360 
 
 34-55 65-45 
 
 1842 5,712 
 
 610,265 
 
 10,372 
 
 1,353,261 
 
 16,084 
 
 1,963 526 
 
 31 08 68-92 
 
 1843 6,106 639,637 
 
 10,305 
 
 1,376,260 
 
 16,411 
 
 2,015,897 
 
 31-70 68-30 
 
 1844 6.392 1 679,066 
 
 I(),ii7() 
 
 1,357,789 
 
 16,462 
 
 2,036,855 
 
 3334 66-66 
 
 Value of Railway Scrip in 1845 and 1848— No. 68. 
 
 The Railway Record of the 31st October, 1846, states that the dif- 
 ference in the market value of Railway Stock, between the 1st of 
 September, 1845, and the 1st of April, 1846, is estimated upon scrip 
 shares alone at ^60,000,000 sterling ! There is no instance upon 
 record of a corresponding depreciation of property to the same extent 
 within the same time.
 
 53 
 
 Railways in 184-5 too anxious to obtain the 
 
 favour of the Board of Trade.— > T o. 69. 
 
 It may be worth while to record the voluntary offer 
 
 made by the Manchester and Leeds Company to the 
 
 Board of Trade in 1845, if their scheme for the West 
 
 Riding lines was sanctioned in its integrity : — 
 
 " To subject the whole of the existing Manchester and Leeds Rail- 
 way, as well as the West Hiding Railway, and all lines which parlia- 
 ment may hereafter allow to be constructed by or amalgamated with 
 the Manchester and Leeds Railway Company, to the following provi- 
 sions: — 
 
 "1. The option of purchase and revision, as contained in the 
 general act of last session : the latter option, however, to accrue 
 immediately on the profits reaching 10 per cent. 
 
 "2. A revised tariff of maximum charges lower than those 
 usually enforced, viz. — 
 
 "First class passengers by ordinary trains, 2Jd. per mile. 
 " Second class carriages to be closed, and provided with 
 glass windows. 
 
 "Third class passengers Id. per mile, in carriages provided 
 with seats, and covered, by three mixed trains at least each 
 way per day, at the ordinary speed. 
 
 "Coals, salt, lime, &c, Id. per ton per mile, including loco- 
 motive power. 
 " Corn, flour, timber, &c, 2d. per ton per mile. 
 " Cotton, cotton twist, wool, metals, &c, 3d. per ton per mile. 
 " Manufactured goods, &c, 4d. per ton per mile. 
 " An uniform parcel rate, including delivery within one mile 
 of railway station : — s. d. 
 
 Up to 14 lbs 1 
 
 „ 28 lbs 2 
 
 „ 56 lbs 2 6 
 
 "3. That clauses shall be inserted in their act binding them to 
 submit to the decision of the Board of Trade, or other authority 
 constituted by parliament for that purpose, all questions of dif- 
 ference with other companies by which the public convenience is 
 affected. 
 
 F 2
 
 54 
 
 "4. That ample security for a due share of local management 
 in the direction both of the West Riding and Manchester and 
 Leeds Companies shall be provided by the act. 
 
 "5. And, finally, the company pledge themselves to do all in 
 their power to carry out such arrangements as w.ll be most con- 
 ducive to the comfort and convenience of the public, and to at- 
 tend to any reasonable suggestions that may be made to them at 
 any time hereafter with this view." 
 
 Manchester and Neighbourhood.— Xo. 70. 
 
 The following rem irks are extracted from the report of 
 the Board of Trade in 1845, on railway communication in 
 Lancashire : — 
 
 "Within a circle of 15 or 20 miles radius round Manchester, a 
 population of upwards of a million and a half are concentrated, who 
 are almost without exception either actively engaged in, or directly 
 dependent upon, the great staple manufacture of cotton. The whole 
 of this district may, in fact, be considered as one vasr, workshop, 
 where production is constantly going forward on a scale liitherto un- 
 paralleled in the history of human industry. 
 
 "The immense importation of cotton wool, which in the year 1844 
 reached the amount of 046,874,816 lbs., is principally consumed in 
 this district, where, by the aid of machinery, it is spun, woven, 
 bleached, printed, and in an incredibly short time again exported to 
 all parts of the world. 
 
 "The exports of cotton manufactures during the year 1843, 
 reached the following amounts, viz.: — 
 
 White or plain cottons 
 
 Printed or dyed cottons 
 
 Hosiery and small wares 
 
 Twist and yarn lbs 
 
 562,575,205 
 356,065,000 
 
 140,321,176 
 
 Declared 
 Value. 
 
 8,024,287 
 7 144,177 
 1,085,536 
 7,193,971 
 
 23,447,971 
 
 of which by far the larger portion is furnished by the great Lanca- 
 shire district."
 
 55 
 
 Transhipping Goods at Gloucester.— No. 71. 
 
 In 1845, (.luring the gauge contest, the evil of tranship- 
 ping goods at Gloucester was thus reported to the Board 
 of Trade by Mr. Wyndham Harding. I could give from 
 my own observations a stronger illustration of the delays, 
 damages, and losses that occurred there in 1844 and 1845, 
 but think the following sufficient : — 
 
 " Up to this day a great number of waggons laden with goods of 
 all descriptions have been lying at Gloucester, which we have been 
 unable to remove in spite of every exertion. We keep an establish- 
 ment of clerks ami porters to superintend and effect the tranship- 
 ment, but, in the hurry of business, mistakes occur ; goods destined 
 for Hull are perhaps put into the Manchester truck ; boxes are bruised, 
 packing torn, furniture and brittle articles damaged. There is the 
 chance of mistake in the re-invoicing of goods ; the other day, for 
 instance, a bale for Bristol was laid hold of by a carrier at Gloucester 
 and taken to Brecon, a claim for some 301. being instantly made 
 upon us. 
 
 " In short, all the inconvenience, delay, and expense attending an 
 unloading and reloading of goods have to be encountered, and there is 
 nothing the senders of goods so much dread as this. The expense 
 involved is very considerable : there is the expense of porterage, 
 which varies from 3d. to Gd. per ton ; the expense of clerks employed 
 in inspecting and invoicing the goods ; the expense of shunting the 
 waggons, the waste of premises, the additional carrying stock it 
 obliges the companies on each gauge to maintain ; and, above all, the 
 loss of trade which is sure to result from the delay and risk attending 
 'lie change, and the advantage which uninterrupted communications, 
 whether by water or railway, are sure to have over you in com- 
 petition." 
 
 Water conveyed by Railway.— Xo. 72. 
 
 In the Kailway Times, 18th September, 1847, is the 
 following remarks: — 
 
 "Trains of Water, conveyed in Engine Tenders, are now running 
 up the Midland Railway, from Derby to Leicester, in consequence o\ 
 the shortness of the supply at the latter station."
 
 56 
 Merchandise Traffic on the Norfolk Railway .— No.73. 
 The following shews the Traffic on this Railway from 
 each Station to the Junction with the Eastern Counties 
 Railway at Brandon, and also the Local Traffic, in one 
 sum, from all the intermediate Stations, for six months 
 ending 4th July, 1847. 
 
 
 
 rjOtOOOiOJiflOt* 
 
 t-^COr- 
 
 ^ 
 
 ^ 
 
 CO 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 a 
 
 M 'Nvort^aiiNi- 1 CO 
 
 . X © *~ t*- 
 
 
 1^ 
 
 ft 
 
 
 
 
 
 
 
 
 
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 S 
 
 v. ft o w to o n N m 
 
 \ — > © ~i CO 
 
 CN 
 
 *- 
 
 © 
 
 
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 8 rp eo o io co 
 
 
 CO 
 
 »o 
 
 CN 
 
 
 <j 
 
 
 
 
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 a 
 
 
 cn 
 
 
 "^ 
 
 
 in 
 
 IB 
 
 CO t- to 00 CO 
 
 *-■ © t- 
 
 _ 
 
 X 
 
 ft 
 
 d 
 
 bo 
 
 ■^ . *-« • CN . CN CO 
 
 •ftiC . " 
 
 
 ft 
 
 © 
 
 H 
 
 s 
 
 • .X - CN *-t 
 
 
 ■<p 
 
 TP 
 
 ft 
 
 H 
 
 ■*P 
 
 
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 •4 
 
 
 
 
 
 
 
 a 
 
 T ft © X © 00 <•* 
 
 t~ r- cn 
 
 ft 
 
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 "* CO CN 
 
 © 
 
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 CO 
 
 
 
 ft . co « cn ~h co — 
 
 . CO CN « fH 
 
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 ft 
 
 
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 ^H . — 1 ^ X »0 
 
 .^H • <~i 
 
 *s 
 
 CO 
 
 t^ 
 
 
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 t^-Tpx-^coxcox 
 
 CO ■— ■ ft X 
 
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 • CDH -^ 
 
 cx^ 
 
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 CN - qo" CNCN 
 
 
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 CO 
 
 
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 M 
 
 
 
 
 
 
 
 
 ^I>OOOCO'-hXO 
 
 "CNoOhh 
 
 ft 
 
 CO 
 
 CO 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 a 
 
 • X co © ft tO CN ft r- 
 
 CO "^P © ^ ^3" 
 
 r~ 
 
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 X 
 
 
 3 
 
 
 
 
 
 
 
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 OONOiMftCO-H 
 
 -^(Mr-t- 
 
 t>- 
 
 © 
 
 t-_ 
 
 w 
 
 ■ij^pco-^pioco^-'rr'© 
 
 ~ CO CO « iO CN 
 
 ~- CN CN >0 
 
 m 
 
 
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 <1 
 
 
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 ft 
 
 <D 
 
 5 
 
 X 
 
 w 
 
 
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 — i- -r co «* 
 
 fr. 
 
 r- 
 
 ^p 
 
 
 
 CN — ' CN <-< 
 
 
 
 CM 
 
 u 
 
 
 
 
 
 
 
 a 
 
 
 S-COCOCO©CN<N©C0©CNCNCO© 
 
 © 
 
 
 
 « 
 
 
 o* 
 
 
 
 
 
 
 A 
 bo 
 
 *j' Gl ^ «C Tf (^. ^- C0-«P 
 
 co r- x © cn 
 
 ^ 
 
 ft 
 
 © 
 
 
 
 
 
 
 
 
 
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 ©©0"P©CO^-- 
 
 X ft © "0 ft 
 
 
 © 
 
 
 
 tfl«--notocoi* co 
 
 COtONO) 
 
 
 
 CO 
 
 
 
 COH-HrtN ©CN 
 
 X_-h CN -<* 
 
 
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 00 
 
 
 
 o/ <-r cT-T 
 
 CN CN 
 
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 co" 
 
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 e* t-< ^ 
 
 g!§ F i I fl Si III
 
 57 
 
 Merchandise Traffic on the Leeds and Bradford 
 
 Railway.— No. 74. 
 
 Return of the Weight, Earnings, &c., of the Leeds anti 
 
 Bradford Railway, from January 1st to 30th June, 1847. 
 
 CARRIERS' TRAFFIC. 
 
 First Class. 
 
 Second Class. Third Class. 
 
 '3 
 
 8946 
 
 - 
 d. 
 4 
 
 Amount. 
 
 ^ 
 
 3 
 
 - 
 
 1 * 
 
 Amount.! .£? 
 1 
 
 3 
 
 s 
 
 2 
 
 Amount. 
 
 T. 
 639 
 
 £ s. d. 
 149 2 
 
 T. 
 4686 
 
 65604 3 
 1 
 
 A J s. d.JT. 
 820 1 0,466 
 1 
 
 6524 
 
 £ s. d. 
 54 7 4 
 
 Miscellaneous Goods conveyed by the Company as Carriers. 
 
 Tons 25,210. Miles 312,919. l^d. V Mile. ;£T955 15s. Od. 
 
 Minerals. 
 
 Tons 4,042. Miles 29,840. l|d. ^ Mile. .£'186 10s 0d. 
 
 Live Stock Traffic on the Grand Junction Railway 
 from Liverpool. — No. 75. 
 
 
 Cattle. 
 
 Pigs. 
 
 Sheep. 
 
 Amount. 
 
 Year 
 
 Wagona 
 
 Quantity. 
 
 Wasons 
 
 Quantity. 
 
 Wagons 
 
 Quantity. 
 
 A s. d. 
 
 1839 
 
 8 
 
 43 
 
 2,581 
 
 57,452 
 
 
 
 7,806 1 6 
 
 1840 
 
 
 
 2,524 
 
 65,039 
 
 
 
 7,210 2 6 
 
 1841 
 
 75 
 
 322 
 
 3,342 
 
 66,098 
 
 
 
 8,968 13 5 
 
 1842 
 
 665 
 
 4,086 
 
 4,313 
 
 97,638 
 
 
 
 12,864 12 4 
 
 1843 
 
 765 
 
 7,197 
 
 5,842 
 
 142,241 
 
 
 
 17,475 17 6 
 
 1844 
 
 784 
 
 6.799 
 
 5,116 
 
 131,822 
 
 
 
 15,440 2 
 
 1845 
 
 2,663 
 
 23,682 
 
 9,730 
 
 233,521 
 
 1,607 
 
 55,276 
 
 27,215 17 
 
 1846 
 
 5,736 
 
 53,586 
 
 11,302 
 
 327,297 
 
 2,510 
 
 104,162 
 
 36,183 18 4 
 
 A Deserter's escape from a Railway Train. — No. 76. 
 
 On the 6th October, 1845, a deserter from the 26th regiment, in 
 the custody of two soldiers, in coming from Glasgow by railway, made 
 his escape from the train while proceeding at the rate of twenty-five 
 miles an hour ; after a lapse often minutes the train was stopped, 
 hut all trace of the prisoner was lost.
 
 58 
 Female Speaker at a Railway Meeting.— No. 77. 
 
 At a meeting of the Bristol and Exeter Railway, held, 
 I believe, at Bristol, about 1846, at which the proprietors 
 were divided in opinion, whether to ratify or break off 
 their agreement with the Great Western Railway. Mr. 
 
 Sillifant, a proprietor, who had advised the Meeting to 
 keep their agreement with the Great Western, said : — 
 
 " Mr. Chairman, I beg to move a resolution in accordance witli 
 your proposition. 
 
 " Mrs. Coote, a Lady who sat in a distant part of the room, here 
 cried out, in a shrill treble key — ' I say, no, no, no. ' ( Great 
 laughter and cries of Bravo !) 
 
 " Mr. Brillain — All Mr. Brunei's sympathies, all his attachments, 
 and all his interests and feelings are wound up with the Great Western 
 Company, how then can he be expected to act an impartial part 
 towards us ? 
 
 " Mrs. Coote — Oh ! have nothing to do with him — have nothing to 
 do with him. (Great laughter.) He laid out a deal more money on 
 this line than he ought. (Renewed laughter ) 
 
 " Mr. Seacombe — The value of this line has been greatly overrated 
 the Chairman and others have recently made speeches expressive of, 
 their favourable opinion of it. 
 
 " The Chairman — There must be some mistake. I did not speak 
 on that occasion. 
 
 " Mrs. Coote — Oh ! no matter, Somebody said it. (Shouts of 
 laughter.) " 
 
 « 
 
 Parliamentary interference with Railways, 
 often injurious.— No. 78. 
 
 The Chairman of the Edinburgh and Glasgow Railway 
 stated at a meeting, 14th September, 1847 — "The new 
 works had not gone on as they could have wished, but 
 really none of their people were to blame, because they 
 were, by Act of Parliament, tied to a particular architect 
 for the sake of (he beauty of Edinburgh."
 
 59 
 
 Directors in their private and public capacity. 
 
 No. 79. 
 
 There are some things done hy a Board of Directors 
 that they would not like to do in their individual capacity, 
 and the following is an illustration : — 
 
 Mr. Thomas Banks, engineer, Manchester, some three or four years 
 since, had occasion to attend a Board of Directors of the Midland 
 Railway Company, at Derby, on the subject of his patent right to 
 steel tires and wheels, when the directors wanted Mr. Banks to cancel 
 his former agreement with them, and, on his hesitating, they said — 
 " You seem afraid to trust us !" to which Mr. Banks replied, " Oh, 
 no, I am not afraid to trust you as private gentlemen, but when you 
 get altogether in this room, I'll trust none of you." 
 
 Good Working of the Eastern Counties Railway. 
 
 No. 80. 
 
 Mr. Hudson stated as follows, at a meeting of the 
 Eastern Counties Company on the 12th August, 1847 : — 
 
 " Gentlemen, if we wanted any testimony to the mode in which 
 our arrangements now work, it would be found in the late visit of 
 her Majesty to Cambridge. I believe that on no line has her Majesty 
 travelled more comfortably, or more securely, or has better enjoyed a 
 trip. But not only have we the testimony of her Majesty, but we 
 have a vote in our favour from the Town Council of Cambridge — a 
 body which hitherto has not been remarkable for its attachment to 
 the Eastern Counties Railway. And yet, in a full meeting of all, or 
 nearly all the members, the following resolution was passed : — ' That 
 the thanks of this Council are eminently due to the Eastern Counties 
 Railway Company, for the excellent arrangements afforded by them 
 for the accommodation of the visitors and inhabitants of the town 
 during her Majesty's and Prince Albert's recent visit ; especially for the 
 conveyance of the band of the Sappers and Miners to and fro between 
 Woolwich and Cambridge.' Gentlemen, I have a great respect, as 
 you all know, for Corporations. And the testimony of a Corporation 
 so ancient and so enlightened as that of Cambridge, cannot but be 
 very gratifying to our feelings."
 
 60 
 
 Post-office Act of 1347 and Railway Parcels.— 
 
 No. 81. 
 
 At a meeting of the York and North Midland Com- 
 pany, 9th August, 1847, Mr. Hudson said : — 
 
 " I do take some shame to myself upon tills subject, but I asked the 
 Chancellor of the Exchequer as to the provisions of this Act, and he 
 told me that the object was merely to compel parties to pre-pay their 
 letters. To my great astonishment, however, I have since learned 
 that the powers taken in this Act are not those which I am sure the 
 Legislature contemplated, but it was smuggled through in the manner 
 in which Acts of Parliament usually are during the last few days of 
 the session. Mr. Henley and I protested against the Bill, when the 
 Chancellor of the Exchequer said, 'Oh, it is merely an Act to compel 
 parties to pre-pay their letters.' If such a system as this is to be pur- 
 sued, it behoves Railway Companies to take proper measures ; and, 
 rely upon it, if any invasion be attempted, such as is contained in 
 the powers of this Act, we shall, having justice on our side, be able 
 to obtain satisfaction on that head. I don't think the Legislature 
 contemplated such a measure, and it shows how necessary it is to 
 look scrupulously and closely to every Act of Parliament. I don't 
 believe that Government will take advantage in this case, for I have 
 that opinion of their honour and integrity, that they will do nothing 
 unfair or unjust towards the railway interest." 
 
 O 
 
 Cost Of Working a Ship.— No. 82. 
 
 In the evidence of Mr. W. Phillipps, before the Com- 
 mittee on the Navigation Laws, 22nd June, 1847, the 
 following cost, per month, for a crew of 13 men, was given : 
 
 Hamburgh Ship. | British Ship. 
 
 £ s d.j £ s. d. 
 
 Captain 10 
 
 Mute 5 
 
 Second Mate 4 
 
 Carpenter 4 
 
 Cook 2 10 
 
 Four Able Seamen, 50s. 10 
 
 Captain 7 10 
 
 Mate 2 16 5 
 
 Second Mate 2 2 4 
 
 Carpenter 2 2 4 
 
 Cook 1 15 3 
 
 Four Able Seamen .... 5 12 11 
 
 Two Ordinary ditto 2 2 4} Two Ordinary ditto .. 3 10 
 
 Two Apprentices 1 1 3J Two Apprentices 1 10 
 
 £<& 2 10 jj ^40 10
 
 61 
 Coal consumed by Steamers from Liverpool.— No. 83. 
 
 The following shews the quantity of Coal consumed by 
 Steamers sailing from the port of Liverpool in 1844 : — 
 Statement of Coal supplied to Steamers out of Liverpool, 
 received by Flats from St. Helens. 
 
 Tons. 
 
 Government Mail Boats, all supplied from Liverpool 14,000 
 
 City of Dublin Steam Packet Co., punctually supplied from \ ,, 00 „ 
 
 Liverpool (part Kilkenny Black Coal) ' 
 
 Drogheda Co. take coals from Liverpool as ballast, and sell it 18,000 
 Glasgow Co.'s about one-half from Liverpool (200 tons '■§• week) 1 1,000 
 
 Belfast Boats (Langtry and Co.) 5,200 
 
 " Troubadour," Bristol Boat 1,000 
 
 " Nimrod," Cork 1,000 
 
 " Windermere," Ulverstone 1,000 
 
 Beaumaris and Isle of Man 1,500 
 
 Dumfries Boats 1,000 
 
 Dundalk 4,000 
 
 "Countess of Galway," 1,500 
 
 " Duchess of Lancaster," 1,000 
 
 Londonderry Boats 6,000 
 
 Newry Boats 1,000 
 
 Wexford 1,000 
 
 Carlisle 3,500 
 
 Coleraine 3,000 
 
 Sundry others consumption, average for Ferries annually,. . . . 3,300 
 
 Total St. Helens Coal 1 10,000 
 
 Welsh Coal supplied to the Halifax Boats, averages 20 trips, "l . „„„ 
 600 tons V trip ■> ' 
 
 Manchester and Birmingham Railway.— No. 84. 
 
 At a meeting of this Company, on the 5th September, 
 1845, Mr. W. Eawson stated :— 
 
 " I have no earthly doubt about our paying ten per cent, on all the 
 money expended, and upon the calls to be made of j624 more : but 
 let me tell you, sir, that we are going to make a number of branches ; 
 G
 
 62 
 
 because we should not stand still, if the directors do. The dissentient 
 shareholders, or rather their committee, are determined to begin 
 business on their own account, and I find that the gentlemen of our 
 committee own more than one-third of the whole Manchester and 
 Birmingham railway ; therefore I think you will agree with me that 
 it is no visionary matter I speak of, when I say that we shall extend 
 oiy line from only three points. We shall start from Macclesfield and 
 make a branch to Lichfield, along the old Chumct Valley, — we shall 
 go from Crewe in any direction we can mid ; and we shall go from 
 Altrincham to Birkenhead and Chester, because we are the right 
 parties to make that line, and if our directors wont do anything, — if 
 that be so, then we must do business on our own account. I dont 
 think I can better explain my views." 
 
 Objections to the Extension of Railways in 1846. 
 
 No. 85. 
 
 The following is the prayer of a memorial from the 
 Manchester Chamber of Commerce to the Board of 
 Trade, dated 28th July, 1846 :— 
 
 " Considering, therefore, that Parliament has granted Railway Bills 
 throughout the session without reference to the agregate amount of 
 capital which it thereby authorised directors to collect together, and 
 which could not be so collected by individual agency — seeing that, at the 
 close of its labours, Parliament has sanctioned a transfer from float- 
 ing to fixed capital of an amount which it is impossible for the country 
 to supply — believing that many of the projects, the Bills for which 
 have been pushed to completion, cannot be carried out, and that the 
 subscribers to them would now be most gladly relieved from their 
 responsibilities — and foreseeing great misery and loss of employment 
 in the manufacturing districts, your memorialists urgently pray that, 
 before the present session expire, your lordships may cause a general 
 measure to be proposed, which shall apply to all the Hills passed ; 
 which shall have the effect of fully testing the power of the subscri- 
 bers to each individual project, to carry out the objects proposed ; 
 which shall grant facilities to companies to dissolve themselves ; and 
 which shall, in every case, limit the power of directors to make call?, 
 under such provisions as your lordships may consider least prejudicial 
 to the general interests or within the probable power of the country 
 to supply."
 
 63 
 
 Stockport Viaduct.— No. 8G. 
 
 This splendid structure, on the London and North Western Railway, 
 is 1783 feet in length, and is carried on 26 arches, 22 of which have a 
 span of G3 feet. Its length, however, is not its most remarkable fea- 
 ture, but the great height at which the traveller is securely and 
 rapidly carried across the valley below. The height of the parapet 
 above the river is 11 1 feet, and the rails are about 120 feet above the 
 foundations of the arches. From the top is obtained one of the most 
 favourable views in England of a manufacturing town. The founda- 
 tion-stone of this gigantic undertaking was laid on the 10th of March, 
 1839, and the whole was completed 21st December, 1840, although it 
 was not until the lGth July, 1841, that the first engine and train 
 passed over it. In height it exceeds the Menai Bridge by four feet. 
 The quantity of stone used in its erection was above 400,000 cubic feet, 
 and the bricks exceeded 11,000,000. For the information of the 
 curious, it may be stated that such an amount of bricks, if laid end- 
 ways, would describe a distance of 15G2J miles; so arranged they 
 would reach from London to Ispahan, in Persia ; from London to Cairo, 
 in Egypt, or from the English metropolis to beyond Morocco, in Africa, 
 and they would exceed the whole length of the immense Mongolia 
 wall which bounds the Chinese dominions on the north, and would 
 considerably more than reach across the Celestial empire ; they would 
 be about five times the length of Ireland, or ten times the length of 
 the largest county in England, which is Yorkshire. The cost of its 
 erection was upwards of .£70,000. 
 
 Engineer, Mr. G. W. Buck ; Builders, John Tomkinson, Samuel 
 Holme, and James Holme. 
 
 Statistics Of Russia.— No. 87. 
 
 According to the Almanac published for the year 1848, by the 
 Academy of St. Petersburg, European Russia comprises a surface of 
 90,117 square miles, with a population of 54, 092,000 souls ; the King- 
 dom of Poland, an extent of 2,320 square miles, with 4,850,000 inha- 
 bitants; and the Grand Duchy of Finland, 0,844 square miles, and 
 1,547,702 inhabitants. According to the last census, St. Petersburg 
 possessed a population of 443,000. In 184G, 1,G77 pouds of gold, (the 
 poud is 401b.,) I poud of platina, and 1,190 pouds of silver wore 
 extracted from the mines of the empire. The public debt is estimated 
 at 315,084,200 silver roubles (a rouble is 4f. 25c). Bills of credit are 
 in circulation to the amount of 226,1G7,589 silver roubles, and 
 assignctts of the empire to that of 117,122,220 silver roubles.
 
 64 
 Carriers.— No. 88. 
 
 The Carriers, on both Railways and Canals, have evi- 
 dently been on the decrease since the memorable fight 
 between the Grand Junction Eailway and Messrs. Pick- 
 ford and Co. — The Report of the Manchester, Sheffield, 
 and Lincolnshire Railway, 18th August, 1847, states: — 
 
 " And finally, the directors announce, that they have considered it 
 the interest of the Company to become carriers on their own account 
 upon their line, and that they have made all necessary arrangements 
 for the purpose. They anticipate from the adoption of this system 
 great advantage." 
 
 and the Report of the Navigation Branch (Trent and 
 Mersey Canal) of the North Staffordshire Railway, read 
 at the meeting on the 5th July, 1847, says : — 
 
 "They have also authorised the equipment of some boats on 
 account of the Company as carriers ; and your commitee have reason 
 to believe that this arrangement -will be the means of inducing the 
 carriers to make a considerable reduction in their freights. Tour 
 committee take this opportunity of pointing out to the Board that 
 the tonnage dues of the navigation cannot be maintained in compe- 
 tition with railways, while the freightage of goods on the canal is 
 exclusively in the hands of common carriers ; the profits obtained on 
 freights being the principal element at present in the cost of canal 
 conveyance — 
 
 and it appears they fear the Company do not get the 
 correct weight declared by the Carriers, for they state — 
 
 " Your committee have introduced a very stringent system of 
 indexing, and also of gauging all boats both by night and by day, 
 throughout the extent of the canal ; and they have further deter- 
 miued_on making indexing docks at the termini of the canal."
 
 65 
 
 2 - rt 
 
 ^ -a 2 
 
 V« 
 
 ~ 2 
 
 3 .e a 
 
 *h o S 
 
 
 ca 
 
 Tf 
 
 o 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ra 
 
 o 
 
 
 
 w 
 
 CO 
 
 
 1 
 
 a 
 
 .- 
 
 00 
 
 
 
 
 
 
 
 
 
 
 
 _. 
 
 
 i 
 z; 
 
 <N 
 
 
 
 
 
 
 
 
 
 
 
 
 
 <0 
 
 
 
 
 
 
 
 OO 
 
 CO 
 
 
 
 
 
 H 
 
 2 > 
 
 o s 
 
 £ t — 1Q 
 
 to 00 
 
 — i o 
 
 > — o .2 
 
 G 2 
 
 o 
 
 it a 
 
 O 01 
 
 s a
 
 66 
 Hint to Public Speakers.— No. 90. 
 
 At a meeting in Manchester, on the subject of railways, 
 
 30th September, 1847, Mr. William Rawson said: — 
 
 " It is not often that I have the opportunity of speaking upon 
 subjects which I understand, and you know that men generally break 
 down when they attempt to speak upon matters they do not under- 
 stand, — I have lived now for fourteen years in this district, and I have 
 seen the effects produced by circumstances upon your trade and com- 
 merce ; but the misfortune is that you will not wait after one o'clock 
 to hear any speaker, whatever he may have to say, or however im- 
 portant the discussion may be to your interests." 
 
 , m 
 
 Electric Telegraph in England, in 1847.— No. 91. 
 
 The following was stated to be the mileage of Electric 
 Telegraph completed and in operation, on the several 
 
 English Railways, in June, 1847 : — 
 
 Miles. 
 
 Eastern Counties (both lines) 180 
 
 Eastern Union 17 
 
 Norfolk 58 
 
 Midland 210 
 
 Great North of England 54 
 
 Newcastle and Darlington 55 
 
 Great Western 19 
 
 South Eastern 1 52 
 
 South Western 99 
 
 Blackwall 5 
 
 South Devon 20 
 
 Wolverton and Peterborough 57 
 
 HuUandSelby 41 
 
 York and North Midland 23 
 
 York and Scarborough 43 
 
 Sheffield and Manchester 3 
 
 Treston and Wyre 20 
 
 1056
 
 67 
 
 Long Boiler Engines not safe at great velocity. 
 
 >"o. 92. 
 
 At the coroner's inquest on John Gregory, the driver of 
 No. 40 engine, which ran off the rails on the Chichester 
 and Portsmouth railway, 3 1st May, 1847, the followiug 
 remarks were made by the Government inspector : — 
 
 Captain Coddington was then examined by Mr. Powell, the town- 
 clerk of Chichester. — "My attention has been directed to this parti- 
 cular class of engine, and the result of my examination is that it is 
 more subject than other engines to a jumping motion. The reason is 
 the overhanging weight at either extremity. 
 
 Mr. Powell. — " Are you aware of any advantages possessed by this 
 class of engine to counterbalance the disadvantages you have named ? 
 
 Captain Coddington. — " I am not. I think that the advantages 
 which it was expected would be derived from it have not been realised. 
 
 Mr. Powell. — " Then the safest travelling on railways is not by this 
 class of engines ? 
 
 Captain Coddington — " The very safest travelling will be the very 
 slowest. Up to a certain rate of speed I think these engines are as 
 safe as any others. I think they are perfectly safe at thirty-five miles 
 an hour. There is a certain degree of risk with every increase of 
 speed, and some engines will bear an increase of speed better than 
 others." 
 
 Speculation in 182 3, 1835, and 1845.— No. 93. 
 
 The following is a digest of the Amounts of Capital 
 proposed to be invested in Home and Foreign Speculation 
 at the periods speciiied : — 
 
 1824 and 1825 
 1834 to 1837 
 
 £ 
 150.778,630 
 
 129,073,700 
 
 1844 and 1845: 012,202,200 
 
 £ 
 
 48,189,000 
 
 21,175,000 
 
 79,250,000 
 
 £ 
 204,967,030 
 
 150,248,700 
 091.512,200 
 
 Paid up and 
 .Deposits. 
 
 £ 
 35,014,098 
 
 22,016,070 
 78,448,490
 
 G8 
 
 Transhipment of Goods an evil on Canals.— No. 94. 
 
 A report read at the North Staffordshire Railway meet- 
 ing, 5th July, 1847, referring to the Trent and Mersey 
 Canal, states : — 
 
 "1. That the transhipment of goods is an Impediment to traffic, 
 and that trade would be considerably increased by being carried 
 without such transhipment between the Potteries and Liverpool. 
 
 "2. That great economy in the cost of conveyance would be 
 effected by arrangements which would enable the company to carry 
 directly between these places. 
 
 " The chairman of the company has reported to your committee, 
 that, in pursuance of a resolution of the 14th January, he had caused 
 a survey to be made of the canal between the Potteries and Preston 
 Brook, and that the engineers had reported that an outlay of ^80,000 
 would enable the company to convey the traffic between those places, 
 in large boats capable of navigating the river Mersey, and that he had 
 obtained the consent and co-operation of Mr. Loch, on the part of the 
 Bridgewater trustees. To the Chairman, therefore, they beg to refer 
 you for particulars, and they have only to recommend that the pro- 
 posed scheme should be carried out without delay." 
 
 Peel's opinion of the Trent Valley Railway.— No. 95. 
 
 At the opening of the Trent Valley Railway, at Tam- 
 worth, on the 26th June, 1847, Sir Robert Peel made the 
 following remarks : — 
 
 " About two thousand years ago the Romans found it necessary to 
 open the great North Western line of road. The termini were 
 London and Chester; the engineer, I apprehend united in himself the 
 functions of engineer and contractor, who was, in short, the Stephen- 
 son and Brasscy of that time. He was no less a man than Julius 
 Agricola. When he opened up his great north-western road he deter- 
 mined to take the direct 1 inc. The gradients were not very favourable ; 
 he used no tunnels, no cuttings, no embankments; he went through 
 the valleys and up the hills, but he took the direct lino ; and his 
 stations were not badly chosen. Coming from London he left Wol- 
 verton about a mile on his right hand ; he came on to Weedon, passed 
 between Hinckley and Nuneaton, through Atherstone to Fazeley,
 
 60 
 
 within a mile of Tamworth, and then, going within a mile of Lichfield, 
 went straightforward to Chester. Now I think that Mr. Stephenson 
 and the directors of the North- Western and Trent Valley Railway, 
 although they may have improved on the gradients of Julius Agricola, 
 will admit that his line was a good one, and that his stations were 
 well selected. This I felt confident of,— that if 2,000 years ago the 
 direct line was preferred — if, when the North-Western terminus was 
 a Roman encampment only — when the passenger-trains took pro- 
 bably nothing but a few recruits who belonged to the 20th Legion, 
 then stationed at Chester, the direct line was preferred — I felt con- 
 vinced that the time must shortly come when, in the nineteenth 
 century, the North-Western terminus being Manchester, and Glasgow, 
 and Liverpool, Dublin and the whole of the north and west of Ireland, 
 the direct line would also be preferred. I felt sure that if the present 
 engineer, the Julius Agricola of our day, would go on in his direct 
 line, turning neither to the right nor left, I knew enough of Man- 
 chester men to be persuaded they would not long consent to go ten 
 miles out of their way, although it gave them an opportunity of pay- 
 ing a compliment to the people of Birmingham." 
 
 Men of the North Speculators.— No. 96. 
 
 At a meeting held at Dartmouth on the 5th of March, 
 1845, to promote a railway to connect Dartmouth, Brix- 
 ham, Paignton, and Torquay, in Devonshire, a Mr. 
 Whidborne expounded the merits of the scheme, but 
 feared the " Devonions" would not avail themselves of the 
 advantages, and there was a difficulty — 
 
 Twas true, t'was pity— pity t'was, t'was true," 
 
 but there was a quarter from which they might get the 
 
 needful. 
 
 " As to the money," said the eloquent Mr. Whidborne, " it could 
 not be raised in this neighbourhood, but could be had from those 
 gentlemen, in the north who are so fond of speculating, and were making 
 their fortunes by so doing. In the present day, such was the mania 
 for railway speculations, that the shares would be soon taken up."
 
 70 
 
 Quick Travelling by Sea.— No. 97. 
 The Spanish officer in charge of the mail from Gibraltar to Singa- 
 pore, and back to England, left Gibraltar for Alexandria in the 
 Oriental steamer, on the 26th of August, a distance of 1,828 miles : 
 proceeded from Alexandria to Suez, 272 miles ; from Suez to Ceylon, 
 per Precursor, 3,459 miles; from Ceylon to Singapore, per Lady Mary 
 Wood, 2,000 miles ; and arrived at Singapore at 4 o'clock on October 
 8th, having travelled 7,559 miles. He then returned from Singapore 
 to dalle, per I5raganza, 2,000 miles ; from Galle to Suez, per llin- 
 dostan 3,459 miles; from Suez to Alexandria, 272 miles; from 
 Alexandria to Gibraltar, per Oriental, 1,828 miles; from Gibraltar to 
 Southampton, per Oriental, 1,143 miles ; and arrived at Southampton 
 the 2nd of December, aflcr having travelled 10,261 miles in 98 days ; 
 from which must be deducted 20 days for stopping to enjoy himself, 
 watering and coaling, leaving 78 days. This gives an average of 
 208g miles per day. — Tines, 4th December, 184G. 
 
 Recipe for making Axle Grease for Railway 
 Carriages. — Xo. 98. 
 
 Some mystery has been made on this subject, and 
 patents taken out for various articles, but I believe, from 
 experience, the following is the best : — 
 
 Take 50 or 00 pounds of soda, dissolve in about three gallons of 
 water in a small boiler ; when quite dissolved, to be poured into a large 
 tub or wooden cooler containing from 30 to 36 gallons of cold water, 
 and well mixed. Tallow to be melted (according to the proportions 
 hereinafter stated) in a GO-gallon boiler After being thoroughly 
 dissolved, Palm Oil is to be added, and then the mixture allowed to 
 boil ; as soon as it boils the fire to be taken out of the furnace, and 
 the mixture to be cooled gradually, and to be frequently stirred while 
 cooling. When cooled down to blood-heat (98 degrees) it is to be run 
 oft' through a seive Into the cooler containing the water and soda, and 
 it must be stirred during the whole of the time it is running off in 
 order that it may be properly mixed. 
 
 Proportions of Oil and Tallow. 
 Summer Weather. Winter Weather. 
 
 Palm Oil 1 cwt. 1 qr. Talm Oil 1 cwt. 3 qr. 
 
 Tallow 1 „ 3 „ | Tallow 1 „ 1„ 
 
 In open Weather (Spring or Autumn). 
 
 Palm Oil 1 cwt. 2 qrs. ) , .... 
 
 Tallow 1 „ 2 „ [equalquantit.es.
 
 71 
 Cost of Freight from America, Sec— Ho. 99. 
 
 Mr. W. Phillipps gave the following particulars to the 
 
 Committee on Navigation Laws, on the 22nd June, 1847 : 
 
 " I have the relative and average rates of freight on various arti- 
 cles. On sugar from the West Indies and Cuba it is £3 a ton, or 
 equal to one-third of a penny per pound ; the duty is ljd. per pound, 
 or 14s. per cwt. Now one-third of a penny a pound would never go 
 into the pocket of the consumer ; it could not ; you could not deci- 
 mate or fractionize your retail sales to bring it to anything like a 
 benefit to the consumer. On tea, the average rate of freight has been 
 £\ 15s. per ton of 50 cubic feet, which is equal to 1 5-lGths of a 
 penny per pound, and the duty is 2s. 2d. per pound. The average 
 rate of freight upon tobacco from New Orleans has been 50s. per 
 hogshead, or equal to 280-G00ths of a penny per pound ; from Virginia, 
 35s. per hogshead, or one-third of a penny per pound ; the duty being 
 3s. per pound. I have taken flour at 4s. per barrel, which is more 
 than the average rate of freight, but I put it at 4s., knowing that it 
 had been lately sent from the United States at 4s. per barrel, that is 
 equal to a farthing per pound. The freight upon indigo, at ^"4 153. 
 per ton of 50 cubic feet, is equal to U-16ths of a penny per pound. 
 The freight upon coffee, at £\ per ton,' is equal to about one-third of 
 a penny per pound ; the duty on foreign being 6d., and on coffee from 
 the British possessions 4d. per pound. On cotton, the average rate of 
 freight for the last 10 years has been, from Bombay, £3 5s. 4d. per 
 ton of 50 cubic feet, which is equal to 7-16ths of a penny per pound ; 
 from the United States, it has been 5-8ths of a penny per pound." 
 
 New mode of Propelling Boats on Canals.— No. 100. 
 
 The " Liverpool Mercury," of the 26th November, 1847, 
 gives the following particulars : — 
 
 " A New Steam Uoat for Canals.— A newly constructed steam 
 apparatus, by Christie and Co., of London, is now working upon the 
 Duke of firidgewater's canal, between Runcorn and Preston Crook. 
 U consists, Bl8t Of all, of a simple barge, which carries the engine, 
 but, i f COOrae, has DO paddles. It propels itself, with whatever bur- 
 attached to it, by means of a rop?, one end of which is made 
 
 r.cll Is
 
 72 
 
 fast at Runcorn and the other at Preston Brook ; there are two 
 barrels fixed in the engine-boat, which are made to revolve round 
 their centre-pieces by the power of the engine, and, as they go round, 
 they wind up one end of the rope and let out the other, so that when 
 the barge is at either of the above-mentioned places, one barrel is 
 bare and the other filled with the coil. The rope that is loosed falls, 
 by its own gravity, to the bottom of the canal, so that there is no 
 obstruction offered to other vessels. Thus, when the boat has arrived 
 at Preston Brook, the Runcorn barrel is uncoiled, and vice versa on its 
 arrival at Runcorn. On Tuesday last, six loaded barges were attached 
 to it, four of 40 tons burden, and two smaller boats, making altogether 
 205 tons burden, independently of the steam-boat, which it took to 
 Preston Brook, about 5J miles, in two hours. It seems fully to 
 answer the expectations of the trustees, and it will enable them to 
 clear the docks of the different carriage-barges, at a wonderful rate of 
 despatch." 
 
 This appears to be the invention of Captain Beadon, of 
 which a description was given in the " Mechanics' Maga- 
 zine," vol. xlv., p. 255. 
 
 Cost of Three Railways.— No. 101. 
 
 The Board of Trade, in reporting on the London and 
 York schemes in 1845, give the following statement : — 
 
 
 Preliminary 
 and incidental ex- 
 penses, per mile. 
 
 Land 
 and com- 
 
 Railway 
 
 works 
 
 Carrying 
 establish- 
 ment, 
 
 per mile. 
 
 RAILAVAYS. 
 
 Parlia- 
 mentary 
 
 expen- 
 ses. 
 
 Law 
 
 charges , 
 engineer- 
 ing.direc- 
 tion, &c. 
 
 pensa- 
 tion, 
 per mile. 
 
 and 
 
 stations, 
 per mile. 
 
 London & Binning- "i 
 
 Great Western 
 
 London and Smith \ 
 
 £ 
 
 650 
 1.0C0 
 
 650 
 
 £ 
 
 1,500 
 2,500 
 
 900 
 
 £ 
 
 0,300 
 0,300 
 4,000 
 
 £ 
 38,280 
 40,000 
 18,450 
 
 £ 
 
 3,000 
 4,800 
 2,350
 
 73 
 Rail-way Competition.— No. 102. 
 
 Mr. Glyn made the following remarks, on Competition, 
 at a meeting of the London and North Western Railway, 
 13th August, 1847 :— 
 
 " Gentlemen, I can venture to predict what the consequences will 
 be if competition is still to be carried on. We shall have two com- 
 panies competing for the same amount of traffic from one point — we 
 shall have two establishments kept up— two capitals employed— and 
 we shall have only one receipt to be divided on these two capitals. 
 And to what, gentlemen, must it inevitably come ? In many cases, 
 I doubt not that that which has now become a maxim will inevitably 
 be the result, namely, that where combination is possible, competi- 
 tion is impossible. But, gentlemen, there is another result, and to 
 this I wish to call the attention of proprietors and the public ; com-* 
 petition may go on from contentions and rivalries among the 
 companies themselves, and what will be the result ? Why, the 
 proprietors will interfere ; they will force their directors to reduce the 
 establishments of the contending companies to the lowest possible 
 pitch. Trains will be taken off— servants will be discharged— and the 
 whole of that machinery which ought to be kept up to the highest 
 possible condition, will be deteriorated : and what then becomes of 
 the public safety ? Such, gentlemen, will be the inevitable result of 
 this doctrine of competition, which has been taken up by the legislature 
 at the suggestion of certain companies. Gentlemen, another result 
 will inevitably arise— but that, perhaps, matters not — my honourable 
 friends around me who have been the foremost to carry out the 
 railway system to its present pitch, who, down in Liverpool and 
 Manchester, established, without any foreign aid, and without any 
 assistance from government, that system by which the public now 
 benefit, will no longer condescend to take the management of these 
 concerns if they And it necessary that everything shall be cut down to 
 the lowest point of management. Do you believe, gentlemen, we shall 
 any longer undertake the responsibility, the anxiety— the daily, nay, 
 the hourly, anxiety— of these undertakings, if we do not feel that we 
 really have the power of keeping up everything to that point of per- 
 fection which the puljlic have a right to expect at our hands? 
 Gentlemen, nothing less than the possession of such power could 
 reconcile us to the daily and hourly anxieties which the responsibilities 
 entailed by those managements involve."
 
 74 
 
 Steam in 1736.— No. 103. 
 
 Jonathan Hulls, on the 21st of December, 1736, the year In which 
 Watt was born, took out a patent for "a new invented machine for 
 carrying vessels or ships out of, or into, an harbour, port, or river, 
 against wind and tide, or in a calm ;" and, in the following year, he 
 published a pamphlet, detailing the nature of the invention, in which 
 he makes the complaint alluded to in the text. Hulls' pamphlet is 
 very rare ; but a copy is preserved in the library of the British 
 Museum, and is well worth the attention of those curious in the his- 
 tory of steam progress. 
 
 Trent and Mersey Canal.— No. 104. 
 The following statement shows the traffic for six months 
 ending June, 1846 and 1847 : — 
 
 TEAR 1846. 
 Month ending. Revenue. Expenditure. 
 
 February 15 #9,075 17 4 .#4,765 15 6 
 
 March 15 9,347 1 3 4,835 7 8 
 
 April 15 9,424 110 3,169 11 3 
 
 May 15 11,151 5 9 3,708 1 2 
 
 June 15 8,125 15 8 1,620 6 10 
 
 #47,124 1 10 #18,099 2 5 
 
 Expenditure #18,099 2 5 
 
 Balance 29,024 19 5 
 
 #47,124 1 10 
 TEAR 1847. 
 
 Month ending. Revenue. Expenditure. 
 
 February 15 #9,384 2 4 #2,129 
 
 March 15 10,403 17 10 3,774 6 9 
 
 April 15 9,704 12 4 2,636 6 2 
 
 May 15 12,587 15 11 2,083 19 9 
 
 JunelS 8,217 7 2 2,187 2 10 
 
 #50,297 15 7 #12,810 15 6 
 
 Expenditure #12,810 15 6 
 
 Balance 37,487 1 
 
 #50,297 15 7 
 Surplus of net income on the five months ending 
 15th June, 1847, as compared with the five 
 months ending 15th June, 1846 #8,402 8
 
 75 
 
 Bad Case of Officials pocketing money in getting 
 
 up a Railway in 1845.— No. 105. 
 
 In the Court of Bankruptcy, 22nd April, 1847, for 
 passing the examination of the Hon. F. H. Berkeley, 
 M.P., Mr. Green and Mr. Barber, Directors of the Tring, 
 Reading, and Basingstoke Railway, the following re- 
 marks were made in a report by Mr. Graham, the official 
 assignee : — 
 
 " The list of the shareholders given at the end of the balance-sheet 
 does not state the numbers of the scrip they respectively hold a9 
 respects 795 shares. In 550 of these it does not state even the name 
 of the shareholders. The books containing the margins of the scrip 
 are several of them not forthcoming, but in those which I have I find 
 the scrip of the following shares gone, and no deposits debited to the 
 company's cash : — G. P. Hill, solicitor to the company, 240 ; G. G. 
 Green, secretary to the company, 15; C. G. Green, a director, 15; 
 T. G. Everill, a partner of the solicitor, 15 ; blanks without a name, 
 30 ; S. Griffiths, 5 ; shares taken ont, 30 ; and deposits accounted for, 
 25 ; amounting altogether to 320 shares. The deposits on the 45 
 shares here mentioned as being in the names of G. G. Green, C. G. 
 Green, and T. G. Everill, are stated in the scrip margin to be paid to 
 the Commercial Bank, but Mr. Everill acknowledged that no part of 
 this sum was ever paid in. The company is stated on the balance- 
 sheet to have bought and sold its own shares, but no particulars are 
 furnished me even of the names of the persons purchasing, or of the 
 price for which the scrip was individually sold. In the ' allotment 
 book' there are scrip for 115 shares marked as paid, the deposits on 
 which the company is not debited with. The ten directors were 
 alloted 200 shares each ; all but one of them are returned on the 
 balance-sheet as not having paid the deposits on their shares, and 
 this one, it is believed, sold his shares, and then became disqualified. 
 The solicitor, G. P. Hill, was one of the directors. He was also 
 alloted 300 shares for his exertions in bringing out the undertaking, 
 and 150 shares as a promoter. He is returned on the balance-sheet 
 as not having paid on any of these shares, 650 in number. His 
 partner, T. G. Everill, and G. C. Green, the secretary, were each 
 Hllotcd 350 shares, and thor appear upon the balance-sheet as not
 
 76 
 
 having paid upon any. The members of G. P. Hill's family had the 
 following shares alloted to them: — Henry Holden, his brother-in-law, 
 50 ; H Holden, 20 ; H. Hill (a brother), 25 ; A. Hill (ditto), 20 ; R. 
 Hill (ditto), 10; J. Hill (ditto), 10 ; M Hill (ditto) 10 ; and H. Hill 
 (ditto), 10. All these are returned as not having paid the deposits on 
 their shares. By this contrivance the directors, the secretary, the 
 solicitors, and all the company are believed to have sought to cast 
 the whole loss of the company upon the public, who have subscribed 
 for 0,670 shares, instead of bearing their fair share themselves. On 
 the credit side ofthe account the sum of £ 9,100 was lent, as follows, 
 by 6. P. Hill, for the company : — ^6,300 to Messrs. Cox, sharc'orokers, 
 on their memorandum acknowledging to have borrowed that sum, 
 and on the deposit of 1,355 shares in the Tring, Reading, and Basing- 
 stoke ; ^2,500 to the directors of another unsuccessful railway, to 
 which Hill and Everill were also solicitors, and of which the directors 
 consisted of many ofthe same persons as were directors ofthe Tring, 
 Reading, and Basingstoke; £b00 to a Mr. Roose, whose brother was 
 one of the promoters of this company. Ofthe item of .^18,554 18s., 
 there is but a small part properly vouched. Without vouchers I 
 can show that £'i00 is Improperly credited, i.e., .£200 paid to Atkin- 
 son is credited to him, and .£300 to Roose. It was proved before 
 Mr. Commissioner Shepherd that a sum of .£100 charged to a person 
 of the name of Blunt was never received by him, but it was traced to 
 have been paid into Mr. Prince's private account. Mr. Prince was a 
 director who has left the country, yet this sum is here stated as 
 Having been paid to Mr. Blunt, instead of Mr. Prince being made a 
 debtor for it. The principal part of this item of .£18,554 18s., con- 
 sists of Messrs. Hill and EveriU's costs of moneys paid and liabilities 
 incurred by them on behalf of the company. Of these I have no 
 voucher whatever. I applied to them four months since for their 
 bill of costs. They have never furnished it." 
 
 £ 
 
 Good-will amongst Railway Companies.— No. 106. 
 
 Mr. Glyn, at a meeting of the London and North 
 
 Western Railway, 13th August, 1847, stated as follows : 
 
 " We are anxious — sincerely anxious, as we have ever been — for a 
 settlement of all differences between all companies. With those 
 various companies with which wc are in Intimate connection, 1 am
 
 77 
 
 happy to say, we never had a word — never a difference. Whether as 
 regards the Midland, the York and Newcastle, and the other com- 
 panies in that quarter, the Manchester and Leeds, or the Lancaster and 
 Carlisle, we go on as if one body ; and delighted should I be, gentle- 
 tlemen — much anxiety would be taken off our shoulders — if any 
 circumstance should occur to allow a general feeling of amity and 
 good-will to be established among all companies on a fair and proper 
 basis. Gentlemen, it is not our fault— I will not say that the fault 
 rests anywhere — but, on behalf of my colleagues and myself, I feel it 
 my duty to express our sincere desire that circumstances may soon 
 arise to enable all of us to pull together, with one common effort, 
 should any renewed attempt be made in Parliament to interfere un- 
 justly with your rights and property ; and also — which I think it will 
 be material for you very soon to consider — to give us a release from a 
 constant attendance and anxiety in reference to the debates in Par- 
 liament, and to allow us rigidly, and, from time to time without 
 interruption, to look into the internal management of our own con- 
 cerns, and see how, by these means, and not by contests in Parlia- 
 ment, we can best promote your interests, and increase the value of 
 your property." 
 
 & 
 
 Charges allowed by Railway Acts in 184-5. 
 
 Xo. 107. 
 
 The following shows tbe variation of Charges allowed 
 in different Acts passed in 1845 : — 
 
 Animals per mile : — 
 
 Horses 
 
 Sheep 
 
 Carriages per mile , 
 
 Goods per ton per mile : — 
 
 Coals 
 
 Corn 
 
 General merchandise 
 
 Passengers per mile : — 
 
 First class 
 
 Soooii'l class 
 
 Third class 
 
 II 2 
 
 Lowest 
 laximura 
 charge. 
 
 Highest 
 
 maximum 
 
 charge. 
 
 3d. 
 
 6d. 
 
 ?d. 
 
 2£d, 
 
 Id. 
 
 lOd. 
 
 Id. 
 
 4d. 
 
 Md. 
 
 6d. 
 
 2Jd. 
 
 Cd. 
 
 2d. 
 
 4-1. 
 
 4d. 
 
 3d. 
 
 Id 
 
 2Jd.
 
 78 
 
 Sug 
 
 jar Tra 
 
 de wit 
 
 h Engl 
 
 and for 11 Years.— 
 
 No. 108. 
 
 
 
 
 IMPORTED. 
 
 
 
 
 
 West 
 
 
 East 
 
 Siam and 
 
 
 
 All 
 
 
 Indian. 
 
 Mauritius 
 
 India. 
 
 Java, &c. 
 
 Prnzil. 
 
 Cuba, &c. 
 
 Places. 
 
 
 cwts. 
 
 cwts. 
 
 cwts 
 
 cwts. 
 
 cwts- 
 
 cwts. 
 
 cwts. 
 
 I83B. 
 
 3,601,790 
 
 497,302 
 
 171,757 
 
 22,359 
 
 176,150 
 
 123,337 
 
 4,649,161 
 
 1837. 
 
 3,30(1,776 
 
 537,454 
 
 302,945 
 
 21,681 
 
 110,216 
 
 12 -,293 
 
 4 482,578 
 
 183S. 
 
 3,520,675 
 
 606,018 
 
 574,100 
 
 32,476 
 
 86,515 
 
 109,125 
 
 5,035,373 
 
 1839. 
 
 2,824,108 
 
 618,705 
 
 587,142 
 
 64,468 
 
 197,510 
 
 187,830 
 
 4,878^19 
 
 1840. 
 
 2,214,764 
 
 545,007 
 
 498,730 
 
 101,899 
 
 215,962 
 
 395,215 
 
 4,035,845 
 
 1841. 
 
 2,151,218 
 
 704,948 
 
 1,271,582 
 
 226,460 
 
 365,663 
 
 172,347 
 
 4,908,1118 
 
 184-2. 
 
 2,508,725 
 
 689,332 
 
 946,086 
 
 93,968 
 
 260,068 
 
 247.874 
 
 4,7564)11 
 
 1343. 
 
 2,509,702 
 
 476,620 
 
 1,116,869 
 
 83,133 
 
 234,155 
 
 507,032 
 
 5,020,569 
 
 1844. 
 
 2,452,778 
 
 540,620 
 
 1,101,261 
 
 175,518 
 
 271,415 
 
 324,007 
 
 4,880,075 
 
 1845. 
 
 2,847,698 
 
 716.33S 
 
 1,337,462 
 
 I\ot jet ascertained. 
 
 5,811,281 
 
 1S46. 
 
 2,143,550 
 
 845,304 
 
 1,425,114 
 
 
 
 
 5,613,447 
 
 
 
 The following table shows a comparison of the stock on 
 hand on the 31st of December in the six chief markets of 
 Europe in four years, with a comparison of the prices at 
 the different periods in question : — 
 
 Existing Stocks, Dec. 31. 
 
 1843. 
 
 1844. 
 
 1845. 
 
 1846. 
 
 HoUhnd* 
 
 Cwts. 
 
 155,000 
 121,000 
 
 215,000 
 119,000 
 140,000 
 
 Cwts. 
 
 150,000 
 55,000 
 95.000 
 81,000 
 55,000 
 
 Cwts. 
 120,000 
 140,000 
 170,000 
 128,000 
 80,000 
 
 Cwts. 
 
 
 
 
 100,000 
 
 
 122,000 
 
 
 30,000 
 
 
 
 
 750,000 
 1,202,000 
 
 436,000 
 1,315,000 
 
 634 000 
 1,278,000 
 
 455,000 
 1,105 000 
 
 
 
 Total in Great Britain ol Co), sugar. . 
 
 M1IS.IMH1 
 
 1,751,0110 
 865,000 
 
 1,916,000 
 826,000 
 
 1,560,000 
 682,1100 
 
 Total Foreign Su^rar 
 
 1,144.000 
 
 886,000 
 
 1,090,000 
 
 878,000 
 
 * In the first hands only ; in all other places in first and second. 
 
 Value at tub end of the month of Decembeb in London, 
 
 • Per Cwt., without Doty. 
 
 Musco., E. and W, India per cwt. . 
 llavana, white 
 
 .... yellow and brown 
 
 Brazil, white 
 
 .... yellow and brown 
 
 Java 
 
 Patent, crushed in bond 
 
 5. d. s,d. 
 (3 OtoO 
 23 30 
 
 18 22 
 
 19 24 
 
 s. d. s. d. 
 31 OtoO 
 25 32 
 18 6 23 
 21 24 
 
 15 18 O1I6 19 
 15 23 16 24 
 25 9 26 31 
 
 s. d. s. d Is d s..d. 
 36 OtoO 0133 OtoO O 
 
 30 35 0|27 31 
 
 20 26 21 25 
 
 21 26 23 27 
 19 21 21 22 6 
 18 33 21 11 36 
 34 o!33 (I
 
 79 
 What Weight of Engine will the Rails bear? 
 
 No. 109. 
 
 In the evidence taken by the Gauge Commissioners, 
 on the 6th of August, 1845, Mr. Robert Stephenson thus 
 answered the following questions : — 
 
 *' 159. Are you of opinion that the 4 feet 8.V gauge gives you suffi- 
 cient space to get the utmost amount of power necessary for working 
 ordinary trains ? — Ample power and ample space. At present, I be- 
 lieve that there are more powerful engines working upon the narrow 
 gauge than there are upon the broad gauge lines. There are engines 
 capable of taking 400 tons at 15 and 16 miles an hour, or more; and 
 I do not know of any engines upon the Great Western that are equal 
 to that task. 
 
 " 160. Will you describe those engines ? — The cylinders of those 
 engines are 16 inches in diameter, the length of stroke is 24 inches, 
 and the wheels vary from 4 feet 6 to 4 feet 9 in diameter. 
 
 "161. Are they coupled? — They are all six coupled; and those 
 engines are as heavy as (he present rails will bear. 
 
 " 162. What is the weight of them ? — Tliey weigh from 22 to 23 
 tons; I believe the same weight as the Great Western engines. I 
 believe we have now as great a weight upon six wheels upon the nar- 
 row gauge as ought to be put upon six wheels; and lliat will be, in my 
 opinion, hereafter the limit of power, not the width of gauge. We 
 ni.iy build engines upon the wide gauge, no doubt, heavier and larger 
 in dimensions, and more powerful, but then you must make a road to 
 support it on purpose." 
 
 Mr. M'Connell, of the locomotive department on tho 
 Birmingham and Gloucester, on the 11th of August, 1845, 
 expressed himself as follows : — 
 
 "549. Are you of opinion that the injury to the rails and the per- 
 manent way would be augmented materially by the increased weight 
 and speed ? — It would be very uracil increased. I believe the injury 
 to the permanent way on both gauges is more caused by liigh velocity 
 than by increase of weight. 
 
 " 550. Is that matter of opinion, or is it the result of any experi- 
 ments you have made, or experience you have obtained? — I have 
 observed myself, watching the trains going over the line, that the
 
 80 
 
 (■hocks received from the fast trains appear to affect the rails more 
 than the slow trains passing over, and that Is the opinion of men who 
 are particularly interested in it ; the contractors who have the repair- 
 ing of the permanent way, and who of course feel it in a pecuniary 
 sense, they do not like fast trains so well as heavy trains at a slow 
 speed. 
 
 " 688. Have you given your attention in any degree to the subject 
 of the maintenance of the permanent way on the hroad gauge lines, 
 and also on the narrow gauge lines? — It is rather out of my sphere 
 to look into the expense of that ; hut I think, judging from what I 
 have seen of the two lines, there is not much difference of expense in 
 keeping up the permanent way of either. High velocities on the 
 narrow gauge as compared with the hroad gauge, I helieve would 
 not have the effect of increasing the expense so much in the narrow 
 as in the hroad. 
 
 " 689. And why ? — Because the machine would be lighter on the 
 rails going at a high velocity on the narrow, and not have such a 
 tendency to damage the rails " 
 
 Mr. Fernihougb, superintendent of locomotives on the 
 Eastern Counties, stated as under, on the 27th October, 
 1845 :— 
 
 " 4357. Do you consider that an increase of the gauge would afford 
 you greater facilities for augmenting the power of your engines than 
 you have at present? — -The power of the engine is limited by the 
 strength of the rail; and if you still retain the six wheels, you cannot, 
 with the present plan of engine, get beyond a certain power; the 
 rails would not bear it." 
 
 Mr. Hawkshaw, engineer to the Manchester and Leeds, 
 on the 4th November, 1845, said as follows : — 
 
 " 5646. Are there any other observations with which you would 
 favour us ? — I would just mention one other point which appears to 
 me to limit the size of engines very much. AVe have found now that 
 we have got to the extreme size and weight ; the rails are all crush- 
 ing beneath the present size of the engines. 
 
 " 5647. Rails of what weight ?— I do not think the weight has 
 much to do with it ; the upper surface crushes off. 
 
 "5648. It cracks off; it splits?— It, in fact, squeezes out, and it 
 strikes me that that will be an effectual limit to the size of the en- 
 gines; you cannot make them heavier without destroying the rail.
 
 81 
 
 "5649. The material, In fact? — The material will not bear any 
 more pressure." 
 
 Mr. Edmund Woods, chief engineer to the Liverpool 
 and Manchester, on the 7th November, 1845, gave the 
 following answer to the question put to him : — 
 
 " 5915. What is its present weight, and how much would you pro- 
 pose as the weight ? — I think the strength of the rails determines the 
 weight that you can safely go to in an engine. Our engines weigh 
 from 15 to 16 tons ; we have had engines passing over our line 
 though not belonging to our company, which have weighed from 19 
 to 20 tons. I think 21 or 22 tons is the limit to which it might be 
 safe to go on the rail that we at present use, which is 75 lbs. to the 
 yard." 
 
 Salt exported from Liverpool during 13 Years.— 
 
 No. 110. 
 
 Year. Tons. 
 
 1833 170,400 
 
 1834 162,265 
 
 1835 252,877 
 
 1836 232,626 
 
 1837 271,538 
 
 Year. Tons. 
 
 1838 390,839 
 
 1839 378,454 
 
 1840 431,705 
 
 1841 360,813 
 
 Year. Tons. 
 
 1842 384,231 
 
 1843 462,840 
 
 1844 429,131 
 
 1845 431,1555 
 
 Average per annum 335,298 Tons. 
 
 Table shewing the quantity of Salt exported to each place 
 from Liverpool during three years : — 
 
 To the Baltic- 
 Denmark, Norway, Sweden, "| 
 Russia, Prussia, Mecklenburgh, S- 
 Lubec, Hamburgh, Iirenen, &c. J 
 
 1842. 
 Tons. 
 
 81,545 
 
 47,313 
 93,887 
 25,032 J 
 
 11,9571 
 
 124,496i 
 
 1843. 
 Tons. 
 
 90,399.i 
 
 26,740| 
 
 130,528| 
 37,055| 
 
 13,004} 
 
 1 65,05 1J 
 
 1844. 
 Tons. 
 
 90,032! 
 
 43,621! 
 
 92,371 
 
 36,941^ 
 
 16.G651 
 
 149,4991 
 
 To United State3 
 
 
 To Africa and other Foreign parts of 
 
 To England, Ireland, Scotland, Isles of 
 
 
 384,23 lj 
 
 462,840 
 
 429,1314 
 
 For further information on the salt trade, see Salt's Statistics, Ac. 
 pages 30, 88, 96, and 107.
 
 82 
 
 Sunderland Coal Trade.— ^o. ill. 
 
 License was granted by King Henry III., in 1239, "to the good 
 men of Newcastle to dig coals and stones in the common soil of the 
 town and outside the walls." In 1384, permission was given to ex- 
 port the produce of the mines. During the civil wars, in 1644, the 
 export from Sunderland was greatly increased, as no coals were per- 
 mitted to be brought from Newcastle to London, on account of that 
 town being a stronghold of the royalist party. Between 1704 and 
 1711, the average annual export had reached 174,264 tons, and that 
 of the year 1846, was 1,500,000 tons. The census in 1802 gave 19,100 
 inhabitants, whilst the town, in 1847, contains upwards of 60,000 
 persons. 
 
 Comparison of the Eastern Counties and London 
 and North Western Goods Stations in London . 
 
 No. 112. 
 
 At a meeting of the Eastern Counties Railway Com- 
 pany, on the 12th of August, 1847, Mr. Hudson made 
 the following remarks : — 
 
 " When, however, the Syston and Peterborough line shall be 
 opened, and the Eastern Counties' Railway is thus brought into 
 connection with the Midland, you may look forward to a large 
 accession of traffic. I believe this will be one of the best feeders to 
 the Eastern Counties' line, opening up a communication with the 
 North of England. In goods, especially, a large amount of traffic 
 may be expected, from the convenience of our station as compared 
 with that of Euston-square— so much so, indeed, that already one of 
 my constituents, a large glass-manufacturer at Sunderland, has 
 made anangements for warehousing his goods brought by our line. 
 As Chairman of the Midland Company, I beg to say that all fair 
 facilities shall be given for either route— those who choose to go by 
 the Eastern Counties' line, may go ; those who prefer Euston-square 
 will have equal facilities from the Midland Company." 
 It will be well for both the Midland Company and the 
 London and North Western Company if they can always 
 keep at peace, but a thirst for the North and Scotch traffic 
 may tempt Mr. Hudson to act differently hereafter.
 
 83 
 
 Depreciation of Railway Stock in 1847.— Xo. 113. 
 
 At a Public Borough Meeting in the Town-hall, Man- 
 chester, on the 30th September, 1847, on the best means 
 of suspending Railway Calls, Mr. Thomas Bazley, Pre- 
 sident of the Manchester Chamber of Commerce, said : — 
 
 " I observed, a week or two ago, in the Manchester Times, a state- 
 ment in reference to the outlay of capital in 50 of the principal 
 railways of the country during the present year, which outlay 
 amounted to 13 millions sterling, employed in extending or improving 
 those lines of railway. It is found that, by computing the total 
 market value of those 50 lines at the commencement of the present 
 year and at the resent moment, they stand at a loss in marketable 
 value of 15 millions sterling, after having had 13 millions of additional 
 capital applied to them. Here is a glaring deficiency of 28 millions 
 sterling, — a sum that appears to be actually thrown away, — that 
 might as well have been sent out of the country without consideration, 
 or sunk in the sea, as have been employed in the prejudicial manner 
 it has been. If railway proprietors themselves cannot see that by 
 paying further calls they are depreciating the value of the property 
 they already possess, they are much duller of comprehension than 
 men of business ought to be, or usually are." 
 
 Pay to Directors.— Xo. 114. 
 
 At the 20th Half-yearly Meeting of the Manchester and 
 Leeds Railway Company, 9th September, 1846, the fol- 
 lowing remarks were made : — 
 
 *' Mr. Gill moved that the allowance to the Directors be in future 
 ■s£3,600. Although a Director himself, he did so, knowing the labour 
 that had to be performed, and the line being now nearlj- seven times 
 as long as it was when the remuneration was originally fixed. The 
 amount would be j£100 to each Director, as the number was in future 
 to be 36." 
 
 " Mr. Rawson had great pleasure in seconding the resolution, know- 
 ing that the Directors were generally not as well paid as journeymen 
 tailors. He most cordially seconded the resolution, because, when 
 they paid their Directors, they could demand that they should attend 
 to the business."
 
 84 
 
 n~ = 
 
 : -f i -'. i .c ~. z: v-.y~. : 
 " ~ 5 ^T r" " 5: "' .*• r ' 
 
 : ! C r" x ^ "' <(\ : 
 
 'A 
 
 <cz.-. 
 
 
 
 2"2"§5s"i= 
 
 S : ?!5 
 
 5 co to S» — r* S» 
 
 
 ; r. i - - -r: i 
 
 3 eH e« £?« -r-^TTt--r^r-f-T"T* 
 »4«ifttPt»-C£ ~ = — r -' =3 - 12 ! 
 
 , > r 7 7 •- 1-7 7 7 7 7 7 - 
 
 13 
 
 I 5 
 
 
 
 5 ffl^^ 
 
 ooSh 

 
 85 
 
 Birmingham and Oxford Junction.— No. 116. 
 
 The origin of this line was thus described by Mr. 
 Whately to a Committee of the House of Commons, on 
 the 6th of May, 1847 :— 
 
 " The Birmingham and Oxford Junction was first projected in the 
 year 1845, by the Grand Junction Company, who were dependent 
 upon the London and Birmingham for the conveyance of all their 
 traffic to London, and they complained of the impediments thrown 
 in the way of their traffic, and of the loss occasioned thereby. These 
 complaints were frequently made, but no remedy was afforded ; no 
 amelioration effected. These impediments arose not only with respect 
 to the goods which came from Manchester and Liverpool, but with 
 respect also to the traffic from the immediate districts. For a con- 
 siderable time complaints of these evils were made by the ironmasters 
 of South Staffordshire and the manufacturers of that district, that 
 they had no access to London. He believed that it arose from what 
 Mr. Stephenson said — viz., 'that the company were clogged with 
 traffic.' They placed an effectual barrier upon its being sent to Lon- 
 don by their (the London and Birmingham) railway by the very high 
 and exorbitant tolls which they imposed. The committee would hear 
 the South Staffordshire manufacturers, at least one of them had 
 stated in the next room that he was actually obliged to send his goods 
 to London by way of Hull, because he could send them to that port 
 either by railway or canal, and thence by water to Loudon at a much 
 less cost than by railway to London via the London and Birmingham 
 Railway. That gentleman had stated that while the cost per ton of 
 goods to London by the London and Birmingham was 45s. for a dis- 
 tance of not more than 112 miles; the cost of sending them via Hull, 
 a distance of 130 miles, was only 13s. per ton. There was an appli- 
 cation made first of all to the Grand Junction, and then to the Great 
 Western ; the latter did not at first acceed to it ; they, however after- 
 wards gave it their most cordial support. The Grand Junction ap- 
 plied to the Great Western to join them in making the line from the 
 terminus at Birmingham to a place called Fenny Compton, where it 
 would join the line which was then before Parliament— viz., the 
 Oxford and Rugby. It was proposed at length that the line should be 
 made by the Grand Junction in connection with the Great Western 
 Company. The ironmasters of South Staffordshire cordially supported 
 the plan, and it was intended that the bill should be introduced into 
 I
 
 86 
 
 Parliament for that purpose. Before the bill could be brought fh tha 
 Grand Junction and the London and Birmingham bad settled their 
 quarrels. The Grand Junction, however, said, ' We have no part in 
 the scheme ; the directors have done this, and whatever they have 
 done has been upon their own account. We will take no part in it, 
 and we therefore withdraw at once from the concern.' But all did 
 not withdraw. There was one gentleman, if not more, who should 
 be mentioned with the greatest honour. A gentleman of fhe name 
 of Roberts, said, ' I cannot do this ; I have entered into it as your 
 agent : I will support it still, and I will go and give evidence in its 
 favour before the parliamentary committee, although the company 
 in which I had interest as a shareholder may oppose it.' The par- 
 liamentary contract was entered into, the bill was brought in, and 
 brought in by the person he had mentioned. A great number of the 
 shareholders of the Great Western and Grand Junction were sub- 
 scribers to it to a large amount." 
 
 Coal No. 117. 
 
 Statement of the quantity of Coal and Slack brought 
 into Liverpool during the year 1844: — 
 
 From. 
 
 Conveyance. 
 
 By Canal to Widncss Dock . 
 By Kailway to Runcorn Gap, 
 
 By L. and M. Railway to Crown-street. 
 
 By Leeds and Liverpool Canal 
 
 By Duke's Canal 
 
 By Turnpike Road 
 
 380,000 
 140,000 
 
 100,000 
 
 470,000 
 
 25,000 
 
 20,000 
 
 St. Helens .... 
 Ditto .... 
 Wigan, 
 St. Helens, &c, 
 
 Wigan 
 
 Worsley 
 
 Prescot, &c. . . 
 
 Total 1,135,000 
 
 (.'( nsmned in the town of Liverpool and neighbouring 
 
 Brick-fields 450,000 Tons. 
 
 Consumed in Cheshire, twelve Ferries on the River 
 
 Mersey, Dungeon Works, &c 50,000 „ 
 
 Consumed by Shipping for use in vessels' cabins alone 60,000 „ 
 Consumed by Steamers on River to Ferries, Coast- 
 wise, &c 110,000 „ 
 
 Exported to East and West Indies, Spain, Portugal, 
 
 and all other places 465,000 „ 
 
 Total 1,135,000 Tons.
 
 87 
 
 Cost of Coal at Pontypool.— No. 118. 
 
 Before a Parliamentary Committee, on the 12th May, 
 1847, Messrs. Llewellyn and Carter, coal agents, said: — 
 
 " That coal in the Forest of Dean, could not be sold for less than 7s. 
 a ton at the pit's mouth, -while the coal about Pontypool could be 
 raised for 4s. 6d. a ton, and sent to Newport and Abergavenny at 10s., 
 and to London for 21s., if there was a continuous railway between 
 London and that district. At the present time the same coal is sold 
 in London at 24s. wholesale." 
 
 Tea Trade with England for 11 Years.— No. 119. 
 
 The following table shows the comparison of the imports, 
 exports, consumption, and total deliveries of each year 
 since 1836 :— 
 
 Imported; Exported. Consumed. Total deliveries, 
 
 lbs. lbs. lbs. lbs. 
 
 1836- 49,307,701 4,2fi9,863 49,142,236 53,412,099 
 
 1837 36,973,981 4,716,248 30,625,206 .... 35,341,454 
 
 1838 40,413,714 2,577,877 32,3-51,593 34,929,470 
 
 1839 38,158,009 3,318,912 35,127,287 38,446,199 
 
 1840 28,021,882 2,383,384 32,252,628 34,636,012 
 
 1841 30,787,796 .... 4,490,363 .... 30,675,667 .... 41,166,030 
 
 1842 40,742,128 5,710,127 .... 37,355,911 43,066,038 
 
 1843 46,612,737 4,584,141 40,293,393 44,877,534 
 
 1844 53,147,078 4,828,985 41,369,351 46,198,336 
 
 1845 51,057,930 4,055,585 44,183,135 48,250,906 
 
 1846 54,768,299 3,533,668 46,728,208 50,261,876 
 
 The chief countries to which tea was exported in 1844 
 were as follows : — 
 
 lbs. 
 
 Russia 112,232 
 
 Sweden 9,919 
 
 Norway 15,324 
 
 Denmark 211,981 
 
 Prussia 87,279 
 
 Germany 1,097,118 
 
 Holland 395,299 
 
 Belgium 110,007 
 
 France 27,629 
 
 Spain 4 058 
 
 Gibraltar 66,636 
 
 Italy and Italian Islands 35,694 
 Malta 32,031 
 
 lbs. 
 
 Ionian Islands 15,246 
 
 Turkey 45,125 
 
 Cape of Good Hope .... 57,381 
 
 Mauritius 7,010 
 
 East Indies 13,034 
 
 Australia 23,71 1 
 
 British North America 1,760,808 
 
 West Indies. 75,706 
 
 United States 168,572 
 
 Channel Islands 383,405 
 
 Total, including minor \ 
 
 Places H82M.9S..
 
 88 
 
 Mr. Houldsworth's Opinion of Mr. Strutt in 1846. 
 
 No. 120. 
 
 Mr. Houldsworth said at a Meeting of the Manchester 
 and Leeds Company, 9th September, 1846: — 
 
 "He considered it a matter of congratulation that Parliament had 
 decided on the appointment of a Railway Board, and particularly gra- 
 tifying that so practical a man as Sir. Strutt was placed at the head 
 of it ; and he (the Chairman) considered that all they had now to 
 fear from Parliament was from their ignorance of what should be 
 considered a fair remuneration for the anxiety, uncertainty, and ex- 
 pense attendant upon railway management." 
 
 Estimated Traffic in Goods received and forwarded 
 
 by Inland Navigation to and from Liverpool, 
 
 in the Year 1844.— No. 121. 
 
 Received. 
 
 Iron of all sorts ... 
 
 Nails and Hardware .... 
 
 Earthenware 
 
 Timber (round) 
 
 Machinery 
 
 Castings 
 
 Lead and Metals 
 
 Ale, from Burton 
 
 Malt, Flour, and Grain . . 
 
 Stourbridge Bricks 
 
 Tin Plates 
 
 Quicksilver, &c 
 
 Sugar, Tobacco, Cotree &c, 
 
 Flint and Crown Class . . 
 
 Cotton Twist and Yarn. . 
 
 Bales and Cases, CotO 
 tons, Woollens, Silks, I 
 Thread, and general f 
 manufactured goods J 
 
 Fruit and Vegetables .... 
 
 Flags, from Yorkshire . . 
 
 Indigo, Cochineal, Tea,T 
 Wines & Spirits, Cow- I 
 ries, &c. from London f 
 for Exportation .... J 
 
 Sundries 
 
 Tons. 
 120,000 
 75,000 
 
 56,000 
 4,000 
 
 14,000 
 
 10,000 
 5,000 
 6,000 
 4,000 
 6,000 
 7,000 
 1,000 
 . 3,000 
 4,000 
 
 12.0U0 
 
 160,000 
 
 4,000 
 45,000 
 
 2,000 
 
 50,000 
 
 Forwarded. Tons. 
 
 Cotton of all sorts 220,000 
 
 Timber and Deals 185,000 
 
 Grain and produce thereof! 40,000 
 
 Clay, Flints, &c 68,000 
 
 Dyewoods 14,000 
 
 Drysalteries 18,000 
 
 Palm Oil, Tallow, Itosin, \ . „ ,,„„ 
 
 Tar, Pitch, &c / M ' uuo 
 
 Brimstone 7,000 
 
 Wool 14,000 
 
 Sugar and Molasses 15,000 
 
 Butter, Provisions, &c. . 18,000 
 Lead and Foreign Iron . . 4,000 
 
 Porter (Irish, &c.) 4,000 
 
 Fish and Eggs 5,000 
 
 Bales and Cases, Linens, ~] 
 
 Cottons, Irish and I „ r „„« 
 
 Scotch goods and f 8 °' uuu 
 
 general J 
 
 Machinery 3,000 
 
 Castings 2,000 
 
 Guano 12,000 
 
 Tea and Coffee 3,000 
 
 Wines and Spirits 4,000 
 
 Sundries 66,000 
 
 600,000 
 Total 1,500,000 Tons. 
 
 900.000 
 
 A similar return for 1843 may be seen in Salt's Statistics and 
 Calculations, p. 40.
 
 8iJ 
 
 Merchandise Traffic to and from Liverpool, by 
 
 Railway.— No. 122. 
 
 Foy the following interesting and accurate tables I am 
 indebted to Mr, Braithwaite Poole, who has so efficiently 
 managed the Merchandise Department of the Grand 
 Junction Railway, at Liverpool, since 1841 ; they show 
 the amount of Tonnage carried over the Grand Junction, 
 Liverpool and Manchester, North Union, Bolton and 
 Leigh, and St. Helens Junction Railways to and from 
 Liverpool, during 3^ years, ending 30th June, 1845 : — 
 
 Date. 
 
 Grand 
 Junction. 
 
 Liverpool 
 
 and 
 Manchester. 
 
 North 
 Union. 
 
 Bolton 
 and 
 Leigh. 
 
 St. 
 Helens. 
 
 Grand 
 Total. 
 
 1842 
 
 1843 
 
 1844 
 
 & year 
 
 1845 
 
 Ton?. 
 40,187 
 
 43,327 
 
 67,608 
 
 Tons. 
 157,270 
 
 171,340 
 
 194,010 
 
 Tons. 
 25,942 
 
 20,552 
 
 20,807 
 
 Tons. 
 23,474 
 
 26,751 
 
 29,012 
 
 Tons. 
 6,003 
 
 5,484 
 
 5,941 
 
 Tons. 
 252,876 
 
 267,454 
 
 317,978 
 
 38,153 
 
 99,499 
 
 12,4<>3 
 
 14,441 
 
 3,329 
 
 167,885 
 
 Analysis of Tonnage over each separate line of Bailway. 
 
 G 
 
 ia.id 
 
 Jdnctio 
 
 *, SOU TH. 
 
 Liverpool & Manchester 
 
 East. 
 
 Date 
 
 Lon- 
 don. 
 
 Binning 
 ham. 
 
 Road. 
 
 Total. 
 
 Date 
 
 Man- 
 chester. 
 
 Koad. 
 
 Carriers 
 
 TotaL 
 
 1842 
 1843 
 1844 
 
 Tons. 
 6,954 
 
 8,087 
 
 9,704 
 
 Tons. 
 
 17,882 
 
 18,886 
 24,245 
 
 Tons. 
 15,351 
 
 16,354 
 
 33,659 
 
 Tons. 
 
 40,187 
 
 43,327 
 67,608 
 
 1842 
 
 1 1843 
 J1844 
 1*4." 
 
 Tons. Tons. 
 136,585 5,580 
 
 127,316 6,441 
 
 133,015 8,389 
 
 Tons. 
 15,105 
 
 37,583 
 
 52,606 
 
 Tons. 
 157,270 
 
 171,340 
 
 194,010 
 
 1845 
 
 5,555 
 
 12,360 
 
 20,(12: 
 
 3s,i5; 
 
 | 64,029| 4,534) 3(1,906 
 
 99,499 
 
 12
 
 90 
 
 North Union Line. 
 
 BOLTO 
 
 « Line & St. Helens. 
 
 Preston 
 
 and 
 
 Lancaster. 
 
 Wi.;an. 
 
 Total. 
 
 Date. 
 
 Bolton 
 
 and 
 
 Chorley, &c. 
 
 St. Helens. 
 
 Tons, 
 17,204 
 
 12,717 
 
 11,831 
 
 Tons. 
 
 8,738 
 
 7,835 
 8,976 
 
 Tons. 
 25,942 
 
 20,552 
 
 20,807 
 
 1842 
 
 1843 
 
 1844 
 
 Half Year. 
 
 Tons. 
 23,474 
 
 26,751 
 
 29,612 
 
 Tons. 
 0,003 
 
 5,484 
 
 5,941 
 
 7,685 
 
 4,778 
 
 12,463 
 
 14,441 
 
 3,329 
 
 Tables shewing the Description of Goods carried over the 
 Grand Junction and Liverpool and Manchester, in the 
 year 1844 : — 
 
 Grand Junction. 
 
 Tons. 
 
 Iron 1 1,237 
 
 Bales and Cases 9,400 
 
 Grain, &c 3,889 
 
 Nails and Sads. . 3,783 
 
 Cotton 2,567 
 
 Sugar* Molasses 2,165 
 Fish and Eggs . . 2,100 
 Tin Plates, &c... 1,521 
 Timber & Deals 1,376 
 
 Butter 1,134 
 
 Lead & Metals. . 1,111 
 P. Oil & Tallow 1,042 
 Ale and Porler. . 949 
 Meat, Fresh 672 
 
 Tons 
 
 Brot. forward 42,946 
 
 Tea and Coffee . . 645 
 
 Fruit, ripe 635 
 
 Wines and Spirits 544 
 
 Guano 525 
 
 Wool 466 
 
 Hollowaro 361 
 
 Hides 293 
 
 Castings 158 
 
 Yeast lis 
 
 Cowries 112 
 
 Leather Ill 
 
 Tobacco 110 
 
 Provisions 1 00 
 
 Liverpool 
 
 AND 
 
 Manchester. 
 
 Tons. 
 
 Cotton 40,685 
 
 Flour 8,939 
 
 Butter 6,776 
 
 Timber 4,722 
 
 Dvewoods, &c. 3,447- 
 Fish and Eggs 3,194 
 
 Sugar 3,141 
 
 Wool 3,005 
 
 Wines & Spirits 2,696 
 
 Metals 1,666 
 
 Tea & CotTeo . . 873 
 Porter & Ale . . 505 
 
 Tallow 312 
 
 Pigs (Wapping) 2,636 
 
 Car. forward. . 42,946 Sundries 20,484 Sundries 111,413 
 
 Totals 67,608 Tons and 194,010 Tons. 
 
 Amounts paid by Toll Carriers at Wapping for half year 
 from 1st January to 30th June, 1845. 
 
 d. 
 
 Carver & Co 4,460 7 5 
 
 J. Hargrcaves, junr., 3,474 18 10 
 
 Picklbrd and Co. . . 2,559 4 6 
 
 Cockerham & Co. . . 1,296 15 1 
 
 Marsden and Co 798 3 4 
 
 Kenworthy and Co. 798 1 11 
 
 St. Helens RailwayCo. 668 7 8 
 
 Tliompson,M'Kay&Co.618 12 5 
 
 £ s. d. 
 
 Hunt and Co 487 3 4 
 
 Jackson and Co 448 17 10 
 
 Barnby, Faulkner, 
 
 and Co 286 4 6 
 
 Ann Johnson 177 7 9 
 
 Pearson and Co Ill 13 8 
 
 Ycevcrs and Co 19 8 2 
 
 -616,205 6
 
 31 
 
 Chester Races.— No. 123. 
 The Chester Races appear to have provoked a great influx of tra. 
 Tellers by railway. The London and North-Western brought 10,000 
 passengers into Chester on the " Cup day" alone ; and the numbers 
 who came by the Chester and Birkenhead line were, on Tuesday 
 week, 2,428; on Wednesday ("Cup day"), 9,563; on Thursday, 
 3,198; and on Friday, 2,270. The Chester and Birkenhead received 
 no less than ^6*2,174— the average weekly traffic being about j£ j G0O 
 only ! The Shrewsbury and Chester line received .£601. 
 
 Railway Chronicle, \hth May, 1847. 
 
 Coffee Trade with England for 11 Years.— No. 124. 
 COFFEE— Imported . 
 
 British Possessions. Foreign. Total, 
 
 lbs. lbs. lbs. 
 
 1836 28,784,622 5,270,215 34,054,837 
 
 1837 25,134,418 11,278,096 36,412,514 
 
 1838 22,506,304 17,425,975 39,932,279 
 
 1839 15,729,695 25,273,621 41,003,316 
 
 1840 20,987,869 49,262,897 70,250,766 
 
 1841 17,060,992 26,256,770 43,317,762 
 
 1842 20,481,655 20,962,759 41,444,414 
 
 1843 18,277,553 20,664,916 38,942,469 
 
 1844 24,113,230 22,409,958 46,523,188 
 
 1845 23,151,602 27,233,767 50,385,369 
 
 1846 24,110,948 27,523,966 51,634,914 
 
 COFFEE— Exported. 
 
 Of British Possessions. Foreign. Total. 
 
 lbs. lbs. lbs 
 
 1836 3,731,388 6,950,370 10,681,758 
 
 1837 1,649,272 6,411,703 8,060,975 
 
 1838 152,713 11,140,577 11,293,290 
 
 1839 36,399 12,726,188 12,702,587 
 
 1840 96,764 12,610,650 12,707,414 
 
 1841 359,842 13,914,254 14,274,096 
 
 1842 62,857 9,442,777 9,505,634 
 
 1843 125,824 12,557,619 12,683,443 
 
 1844 155,703 6,150,279 6,305,982 
 
 1845 625,060 18,604,561 19,229,621 
 
 1816 785,833 10,994,164 .■ 11,739,999
 
 92 
 
 Cost of conveying Goods by Railway.— Ko. 155, 
 At a Meeting of the Manchester and Leeds Company, 
 at Manchester, 9th September, 184G, Mr. H. Houldsworth, 
 the Chairman, stated as follows : — 
 
 "Mr. Morrison had said that in consequence of the cheapness of 
 fuel in this country, that they would make as much by carrying 
 750,000 tons at Id. per ton per mile, as the Paris and Rouen Railway 
 could make by carrying 150,000 at 3d. per ton. Now, the prime cost 
 of carrying a ton of goods on their line was Id. per mile. His friend, 
 Mr. Hawkshaw, whose opinion was of more value than his, said Ijd., 
 but he would take Id.; so that if they carried 1,000,000 of tons, the 
 shareholders would see that they could receive no profit." 
 
 Nobody responsible for Blunders made in Railway 
 Acts.— Ko. 126. 
 
 Mr. Bigg, in his collection of Railway Acts for 1845, 
 points out the evil of the want of uniformity and accuracy 
 in Railway Acts : — 
 
 " The Shareholders of a company are not responsible, because they 
 are not as a body consulted respecting the details of the bill, and do 
 not hold their first meeting until after the act has received the royal 
 assent. 
 
 " The Solicitors are not responsible. ' In the preparation of railway 
 bills a great deal is necessarily left to their discretion ;' but ' clauses 
 are pressed upon them against their will by parties whom they are 
 extremely desirous of obliging ;' and the appeal to the. knowledge of 
 honourable members ' that In the last few months they really have 
 not had a fair chance in doing their business, on account of the pres- 
 sure there has been upon them.' 
 
 " The Agents are not responsible. A gentleman who had one hun- 
 dred bills under his charge, stated to the Committee on Petitions last 
 session—' I certainly should not conceive, in advising upon the inser- 
 tion or non-insertion of clauses, that I coidd be absolutely responsible 
 to the house, or to any other persons, for those clauses, whether right 
 or wrong. It is in the discretion of Parliament, after those clauses 
 are in, to deal with them as they think fit ; and it happens that, in a 
 great proportion of the bills which I am instructed to pass, I should 
 give my own individual opinion against^clauses which, nevertheless, 
 are insisted upon being Inserted and are inserted.'"
 
 93 
 
 Extent of Railway under the management of M r. 
 Hudson in 1847 —No. 127. 
 The entire length in miles, which acknowledged the 
 
 guiding and controling power of Mr. Hudson, in May, 
 
 1847, was :— 
 
 Midland 547j miles 
 
 Eastern Counties 312£ „ 
 
 York and North Midland 307| „ 
 
 York and Newcastle 256| „ 
 
 Newcastle and Berwick 107£ „ 
 
 Total 1,531| miles. 
 
 Of this territoiy, 859 miles are in active operation, pro- 
 ducing the following weekly traffic :— 
 
 Div. Line. Miles. Traffic. 
 
 7 .... Midland 348| ^£17,676 
 
 10 York and North Midland 171 5,673 
 
 9 York and Newcastle 157§ 7,955 
 
 6 Eastern Counties 174 10,054 
 
 5 . . . . Newcastle and Berwick 8| 658 
 
 859 42,016 
 
 Showing a present annual income of £2,184,832, which, 
 on the completion of the lines already granted and in 
 progress, may be expected to reach five millions per 
 annum. 
 
 West Siding Union Railway in 1846.— No. 128. 
 
 On Friday the 20th February, 1846, the scheme was before tho 
 Standing Orders Committee, and a decision stated. One party said 
 it had failed, another that it had passed Standing Orders. On Satur- 
 day the scheme was announced in the votes, to have passed Standing 
 Orders, and bill ordered to be brought in. On Monday this announce- 
 ment was declared incorrect in the House of Commons, and on Tues- 
 day it was confirmed. To make the amende for the successive 
 contradictions, the whole of the proceedings before the Standing 
 Orders Committee were then declared null, and the petition again 
 referred to its consideration; and on the 27th February, the Standing 
 Orders Committee declared, for tho second time, that the Standing 
 Orders had not been complied with.
 
 94 
 Mr. Crampton's Engine, the "Namur."-No. 129. 
 The "Namur" is a six- wheeled engine, with the whole 
 of the working parts outside : — 
 
 Diameter of driving wheel 7 ft. 
 
 Ditto supporting ditto 3 ft. 9 in, 
 
 Distance between centre of extreme wheels . . 13 ft. 
 
 Diameter of cylinder 1 G in. 
 
 Length of stroke 20 in. 
 
 No. of tubes 182 
 
 Length of tubes lift. 
 
 Diameter of ditto, outside 2 In. 
 
 Length of fire-box 4 ft. 3 in. 
 
 Breadth of ditto 3 ft. Sin. 
 
 Area of fire-grate 14 ft. 6 in. 
 
 Surface in fire-box „ 62 ft. 
 
 Surfaces of tubes inside 927 ft. 
 
 Total surface 989 ft. 
 
 The total surface is less than in many engines on the 
 London and North Western. This engine is one of two 
 ordered by Mr. George Rennie for the Directors of the 
 Namur and Liege, Belgium; and in May, 1847, was 
 working on the London and North Western Railway 
 very satisfactorily. 
 
 The Patent Street-sweeping Machine v. Hand 
 Sweeping.— Ko. 130. 
 
 There has been much difference of opinion as to tho 
 relative cost of scavenging by the Road and Street Cleans- 
 ing Company's patent machine, and by men (usually 
 paupers) employed with brooms. The following is an 
 official report on the subject, deduced from actual expe- 
 riments made in Salford, and, as every item is enumerated, 
 it will enable any one to judge for himself: — 
 Comparative Statement of the Annual Cost of Sweeping in Salford, 
 
 by Hand Labour and by Hie Patent Street-sweeping Machines. 
 (Experiment conducted by E. Ransbottom, July 2nd, 1847.)
 
 95 
 
 HAND LABOUR. 
 
 12 men, by hand labour, viz., 9 sweepers, 1 carter, and 2 fillers, 
 with 1 horse and cart, cleanse in one day, 12,122 superficial yards, 
 and cost per annum, £273 18s. 8d., viz.: — 
 
 ■£ s. d. 
 7 Sweepers, paupers from workhouse, at Is. 2d. per week 21 4 8 
 2 Ditto— one at lis. and one at 6s. per week 44 4 
 
 1 Carter, at 15s. per week 39 
 
 2 Fillers, at lis. per week 57 4 
 
 1 Horse, keep 18s. per week 46 16 
 
 Farriery 4 
 
 Repairs of carts and geers 10 
 
 AVear and tear of horse and geers, cost ^'30, say 10 W cent 3 
 Interest oncost of horse, cart, and geers, (.s£50) say 5 ^cent 2 10 
 
 Besoms, spades, &c 16 
 
 Proportion of superintendent's salary 25 
 
 Rent of stable and cart shed 5 
 
 ^■273 18 8 
 
 MACHINE LABOUR. 
 
 One machine, with one horse, carter, and channel-man, sweeps in 
 one day, 18,216 superficial yards, and costs per annum ^204, viz.: — 
 
 £ s. d. 
 
 1 Machine (patent right) 27 10 
 
 Loss of interest by paying four years in advance 3 8 9 
 
 New Brooms, five sets, at £6 30 
 
 Repairs &c. of machine 15 
 
 1 Carter, at 16s. per week 41 12 
 
 Proportion ofwagesofonc channel-man, say 4s. 6d.^week 11 14 
 
 Provender for one horse, at 18s. V week 46 16 
 
 Wear and tear of one horse, cost ^£'35, say 10 V cent 3 10 
 
 Farriery, and repairs of geers, &c 8 
 
 Interest on cost of horse and geers (^42), say 5 $» cent. . . 2 2 
 
 Proportion of superintendent's salary 10 
 
 Rent of stable and shed for machine 5 
 
 ^204 12 9 
 
 Comparison : If 18,126 superficial square yards are swept daily by 
 
 machine, at a cost of <£204 per annum, 12,122 yards would only cost 
 
 ^136, whilst by hand labour it costs ^273, or more than double the 
 
 amount the same work would cost if done by machine. 
 
 David C'nADwicic, Borough Treasurer. 
 Town Hall, Salford, July 16th, 1847.
 
 96 
 
 Increase of Travellers leads to Diminution of 
 
 Fares.— No. 131. 
 
 Already we have 10,000 miles of railway made, making, or sanc- 
 tioned, superseding more or less the 25,000 miles of turnpike-roads 
 which exist in England and Wales. As railways have spread, tra- 
 vellers have increased in number, and fares have been diminished. 
 In 1845, the London and Birmingham conveyed more than treble the 
 number of passengers over twice the number of miles, for less than 
 double the amount received in 1839. 
 
 PASSENGERS. MILES. RECEIPTS. 
 
 Half-year ending June, 1839.. ..267,144.... 17,391,035.. ...£270,241 
 
 1845 615,904 .... 38,758,200 .... 447,190 
 
 Sidney's Speed on Railways. 
 
 Inland Trade of Liverpool in 184*4.— No. 132. 
 
 Table shewing the various parts of Liverpool where tho 
 Inland trade is carried on : — 
 
 1844. 
 
 Goods removed at 
 
 H 
 
 O 
 
 £S 
 
 o * 
 
 bomS 
 a aS 
 
 Total 
 
 Tons 
 
 %* annum. 
 
 
 20 
 1 
 
 49 
 2 
 
 276 
 10 
 
 25 
 25 
 
 358,800 
 
 
 13,000 
 
 
 10 
 
 50 
 
 
 
 317,978 
 
 Small River Craft Dock 
 
 7 
 
 6 
 
 48 
 
 40 
 
 99,840 
 
 Harrington Dock and Basin 
 
 2 
 
 5 
 
 30 
 
 40 
 
 62,400 
 
 
 1 
 4 
 
 4 
 20 
 
 18 
 95 
 
 40 
 25 
 
 37,440 
 
 
 123,500 
 
 S.W. corner of George's Dock. . J 
 
 7 
 
 13 
 
 38 
 74 
 
 401 
 30/ 
 
 193,440 
 
 Transhipped in Docks by Ander-"") 
 
 
 
 
 
 
 ton Co., the Ellesmere Canal 
 
 
 
 
 
 
 Co., Trustees of the Duke of S- 
 
 
 
 
 
 110,060 
 
 Bridgcwater, &c.; Earthen- 
 
 
 
 
 
 
 ware, Clay, Iron, &c , &c. . . J 
 
 
 
 
 
 
 Sundry carriers on turnpike road 
 
 18 
 
 
 
 
 10,462 
 
 Leeds and Liverpool Canal 
 
 6 
 
 75 
 
 13 
 
 
 
 173,080 
 1,500,000 
 
 A similar Return for 1843 may be seen in Salt's Statistics and 
 Calculations, p. 39.
 
 97 
 
 Railway Passengers from an Agricultural District. 
 
 No. 133. 
 
 Before the Select Committee ou Railway Acts Enact- 
 ments in 1846: — 
 
 " Mr. Samuel Morton Peto, who has had considerable experience in 
 the construction of rail\va3's in manufacturing districts, and is deeply 
 interested in the Norfolk lines as a proprietor, states, as the result of 
 his experience, that, ' the people in manufacturing districts do not 
 travel anything like so much as an agricultural population ;' and that, 
 ' he would rather, if he could get a moderately-priced line, have it in 
 an agricultural district than in a manufacturing district, as far as the 
 population of the district is concerned.' " 
 
 Errors in Railway Acts.— No. 134. 
 There are many instances of great carelessness in draw- 
 ing up Railway Acts, and the following is one as passed 
 in 1845: — 
 
 "The Edinburgh and Hawick Railway Act is entitled 'An act for 
 making a railway from the Edinburgh and Hawick Railway to the 
 town of Hawick, in the county of Roxburgh.' The object of the act 
 is to make a railway from the Edinburgh and Dalkeith Railway to 
 the town of Hawick ; the inaccuracy in this case is so very plain, that 
 it appears almost impossible to an act to authorize the construction of 
 a railway, the termini of which appeared by the title to be one and 
 the same place, should have passed through Parliament without ex- 
 citing attention." 
 
 And the following shows the variance of the number of 
 Directors appointed, with what are prescribed in Acts 
 passed in 1845 : — 
 
 Prescribed Number 
 
 numher. appointed. 
 
 Berks and Hants Eight. Five. 
 
 Cockcrmouth and Workington Twelve. Fourteen. 
 
 Dundalk and Enniskillen Fifteen. Seventeen. 
 
 Erewash Valley Six. Nine. 
 
 Glasgow, Barrhead, and Neilston Nino. Thirteen. 
 
 Ipswich and Bury St. Edmond's Fifteen. Thirteen 
 
 Lowestoft Six. Seven. 
 
 Midland Great Western of Ireland Fifteen. Twenty-three. 
 
 South Wales Eighteen. Fifteen. 
 
 K
 
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 <a c 
 
 
 >>« 
 
 >> c >> u 
 
 !>,« 
 
 
 
 « 
 
 m 
 
 
 « 
 
 pq 
 
 
 
 
 <s 5 • O . 
 
 te * m ! 
 
 >« . 2 on 
 
 -2 g ill 
 -a ;|g 
 £1 
 
 ■ eg 
 ■33 S 
 
 s % a S If-S 
 
 be ^ to g 
 
 o © o o 
 
 & _ a 
 
 fe c fe c 
 
 o o © o 
 
 § 1 S I" 
 
 C3 .5 
 
 a cm H 
 
 «S2 
 ||| 
 
 i § o 
 
 M
 
 99 
 
 Tractive Power of Locomotive Engines on heavy 
 Gradients.— No. 130. 
 The Morning Herald says, in April, 1847, we had the pleasure of 
 being present at several of a series of experiments made by Mr. 
 Gooch (locomotive superintendent of the Great Western), on the 
 Stroud incline of the Gloucester line. The portion of the Gloucester 
 line on which the experiments were made, is that lying between the 
 98J and the 95J mile-posts, viz., over 2f miles. The line, for the 
 whole of this distance, is a series of S curves, varying from 2,000 to 
 3,600 feet radius ; and the starting point, from which the experiments 
 commence, viz., the 98£ mile-post, is on a rising gradient of 1 in 105. 
 The average rates of speed at which the several loads were taken, 
 placing the gradients in the order that they occur from the starting 
 point — viz., the 98£ mile-post : — 
 
 Average speed over the gradients 
 as they occur from the starting 
 point. 
 
 1 in 105 for about a furlong 
 1 in 75 for about i mile. . . 
 1 in 70 for nearly j mile . . 
 1 in 75 for about § mile. . . 
 Level for about j mile .... 
 
 1 in 70, nearly \ mile 
 
 1 in 60, £ mile 
 
 « o <s o 
 
 ?■" p. P- 1 ~ p. 
 
 +j O m *■> ° en 
 
 5 3 O ^ 
 
 11 
 
 24i 
 29J 
 33J 
 38J 
 39i 
 38 
 
 10 
 
 22 
 
 26| 
 
 31 
 
 34| 
 
 351 
 
 33 
 
 3 
 . o 
 
 2 . 3 
 
 1° = •= 
 
 
 
 
 
 
 ■3 _ p. 
 
 
 
 | 
 
 
 u* 
 
 11 
 
 22 
 
 m 
 
 25* 
 
 20| 
 
 29* 
 
 23 
 
 33 
 
 27i 
 
 36i 
 
 2'Ji 
 
 35 
 
 26 
 
 9 
 19 
 21 
 26 
 31 
 321 
 31 
 
 The advantage of what is called "running" at a heavy gradient, 
 that is, approaching it from a descent or a level, will be easily under- 
 stood by the reader if he attends to the great increase of speed at- 
 tained over the level of only a quarter of a mile, and the further 
 increased rate over the gradient immediately beyond it. 
 
 — <S> 
 
 Parliamentary Expenses in obtaining Railway 
 Acts.— Xo. 137. 
 
 The following Remarks arc made by the Committee on 
 Railway Acts Euactmcnts in 1846 : — 
 
 " Some idea may be formed of the magnitude of the sums abso- 
 lutely wasted in this country before bills can pass through com- 
 mittees, from a return just made by the Eastern Counties Railway 
 Company to an order of the house. The line, which is 51 miles in 
 length, cost £'45,190 in parliamentary expenses. Tho other prelimi- 
 nary expense*, such as cost of engineering, &c, amounting to .£'48,650
 
 100 
 
 are separately state. 1. The parliamentary expenses of the London and 
 Birmingham have been stated at .£'650 per mile ; of the Great Western 
 at .£'1,000 per mile. No wonder that foreigners hold up their hands 
 in astonishment when they hear of this enormous waste. The sums 
 paid for land by the Eastern Counties amounted to .£809,950, or 
 about £12,000 per mile, alone exceeding the whole cost per mile on 
 most of the German lines, and on several of the Belgian. The Lon- 
 don and Birmingham and the Great Western paid .£0,300 each per 
 mile for lands. In the ease of the Rouen and Havre line, Mr. Reed 
 states that £ J 6,000 was paid to three gentlemen who made consider- 
 able exertions to obtain the act, but that the expenses incurred in 
 the inquiry before the board, and up to the time the act was obtained, 
 amounted in all only to £'700." 
 
 Emigration from Liverpool.— No. 13s. 
 
 "We (Liverpool Mail) axe indebted to Lieutenant Hoddcr, R.N., 
 the Government emigration-agent, for the subjoined interesting 
 statistics. Premising that the ordinary emigration from Liverpool to 
 all parts of the world used to be about 40,000 souls per annum, it will 
 be seen, that even this large expatriation has been, in 1847, augmented 
 almost fourfold! Return, showing the emigration from the port of 
 Liverpool during the year 1847 : — 
 
 Jan. 1 
 
 April 1 
 
 July 1 
 
 to 
 
 to 
 
 to 
 
 Mar. 31. 
 
 June 30. 
 
 Sept. 31. 
 
 29,531 
 
 33,795 
 
 20,311 
 
 53 
 
 9 
 
 30 
 
 243 
 
 23,362 
 
 4,552 
 
 77 
 
 1,135 
 
 270 
 
 34 
 
 76 
 
 77 
 
 20 
 
 50 
 444 
 
 43 
 
 15 
 
 49 
 
 45 
 
 26 
 
 13 
 
 9 
 
 4 
 
 10 
 
 4 
 
 10 
 4 
 
 Oct. 1 
 
 Totals. 
 
 United States.. 
 South America 
 N. American Colonies, 
 viz: — 
 
 Canada 
 
 New Brunswick 
 
 Nova Scotia . . . 
 
 Newfoundland . 
 
 Pr.Edward's Island 
 
 West Indies 
 
 Africa, viz : .... 
 
 Western Coast 
 
 Cape of Good Hope 
 Australia, viz : 
 
 Bvdney .... 
 
 Western 
 
 Hong Kong.. .. 
 
 Other Tor t s 
 
 Total emigrat 
 1) 
 
 20,028 
 115 
 
 103,665 
 207 
 
 28,157 
 1,490 
 193 
 113 
 444 
 155 
 
 56 
 14 
 
 7 
 
 10 
 11 
 
 2 
 
 ion during 1S47 134,524 
 
 itto 1846 74,913 
 
 1 iicrcasc 59,6 1 1
 
 101 
 
 Yarmouth Fish Trade in 1847.- No. Ci'J 
 The following is a Monthly Statement of the quantity 
 of Fish forwarded by the Norfolk Eaihvay from Yarmouth 
 during the year 1847, and is principally Herrings, in 
 packages from 20 lbs, to 168 lbs. each, but averaging 
 about 40 lbs. each. 
 
 Month, 
 
 TO LONDON. 
 
 TO COUNTRY. 
 
 TOTAL. 
 
 1847. 
 
 Packags. 
 
 £ s. d. 
 
 Facials. 
 
 £ s. d. 
 
 Packags 
 
 £ 8. d. 
 
 January 
 
 February 
 
 18,691 
 8,800 
 6,961 
 7,493 
 18,838 
 10,586 
 8,761 
 35,944 
 45.U14 
 67.302 
 57,018 
 30,507 
 
 672 13 7 
 
 388 10 3 
 
 351 5 
 
 475 13 
 
 1,038 14 2 
 
 531 17 11 
 
 312 8 1 
 
 1,102 6 
 
 1,295 2 4 
 
 2,045 15 
 
 1,721 13 8 
 
 919 1 
 
 1,812 
 1,084 
 1,101 
 820 
 3,415 
 6,152 
 2 104 
 4,524 
 4,026 
 7,944 
 7,301 
 3,387 
 
 64 14 3 
 41 4 3 
 39 9 7 
 27 7 7 
 161 13 3 
 347 10 5 
 85 7 3 
 US 16 9 
 165 1 (' 
 389 18 8 
 406 12 10 
 159 7 
 
 20,503 
 9.884 
 8,Oli2 
 8,315 
 22,253 
 16,738 
 10,865 
 10,468 
 49,040 
 75,246 
 64,319 
 33,894 
 
 737 7 W 
 429 14 6 
 390 14 7 
 
 Mav 
 
 1,200 7 5 
 
 June 
 
 July 
 
 879 8 4 
 
 September. . . 
 
 October 
 
 November. . .. 
 December 
 
 1,27b 17 3 
 1,460 3 4 
 
 2,435 1.', 8 
 2,128 6 6 
 
 1,078 7 1 
 
 
 315,917 
 
 10,854 18 7 
 
 43,670 
 
 2,057 2 10 
 
 359,587 
 
 12,912 1 5> 
 
 Leeds and Liverpool Canal.— No. 140. 
 Traffic in and out of Liverpool in the year 1844. 
 
 Toil 
 charged 
 
 Description of Goods. 
 
 d. 
 
 Of* 
 
 Free 
 
 H . 
 
 8! 
 
 l* 3 
 '* & 
 
 Coals from Wigan, &c 470,000 tons 
 
 Manure from Liverpool 100,000 ,, 
 
 Coke, Iron, Limestone, &e. (dues Is. per ton any 
 
 distance) 
 
 Yorkshire Flags 
 
 Cotton and Cotton Waste, Wool, &c 
 
 Timber (square and round) 
 
 Grain, Malt, Flour, Oatmeal, &c 
 
 Groceries, Dyewoods, Drysalteries, &c 
 
 Manufactured Goods and general Merchandise .... 
 * Will be reduced to id. per ton per mile. 
 
 N.B. — Rents of Coal-yards are now charged 
 Is. 2d. per square yard. This will be reduced. 
 
 l'.S. — Average rate of Goods from Liverpool to 
 Leeds Is. per cwt. 
 
 49,520 
 
 30,000 
 
 28,210 
 
 9,290 
 
 7,850 
 
 40,910 
 
 7,300 
 
 173,080 
 
 A more detailed statement of the traffic on the Leeds and Liver- 
 pool Canal for 1845, may be seen in Salt's Statistics and Calculations, 
 page 57. 
 
 K 2
 
 102 
 Merchandise Traffic on the Duke of 
 
 The following particulars show the Traffic on this old 
 
 An Account of the Traffic, on Toll, by sundry persons' boats, on 
 the specified places, in conjunction with the Trent and Mersey Canal, 
 
 
 To Runcorn. 
 
 To Warrington. 
 
 To 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 From the following 
 
 
 
 
 %. 
 
 
 ■ ; >. 
 
 
 z 
 
 a! B 
 
 
 
 <% 
 
 
 
 
 
 
 
 '- 
 
 
 
 
 
 
 
 
 
 
 
 a 
 
 
 go 
 
 s 
 
 
 2 c 
 
 
 
 ■a 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 o 
 
 O 
 
 - 
 
 w 
 
 H 
 
 •A 
 
 M 
 
 OS 
 
 a 
 
 
 u 
 
 
 London 
 
 
 
 
 
 
 
 
 50 
 
 .',11 
 
 
 
 
 Birmingham, Wolver- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 hampton, &c 
 
 Kire 
 
 
 21130 
 
 
 2630 
 
 
 255 
 
 87 
 
 34) 
 
 
 
 
 Derby, Nottingham, 
 
 brks 
 
 
 
 
 
 
 
 
 
 
 
 
 Shardlow, &c 
 
 * 
 
 
 
 
 
 
 
 '.'IIS 
 
 VI IS 
 
 
 
 1 157 
 
 Stonrport, Stour- 
 
 tiles. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ill 
 
 431 
 
 1247(1 
 
 129 
 
 130 
 
 101 
 
 "..II 
 
 :;i;i 
 250 
 
 956 
 
 439 
 
 
 
 79 12167 
 
 
 Walea and Chester . . 
 
 
 
 
 
 
 m 
 
 :I3 
 
 
 
 361 
 
 1661 
 
 Lawton, Congletn.&e. 
 
 
 
 
 
 
 
 
 
 
 o 
 
 
 Middlewich and An- 
 
 
 salt 
 
 
 
 
 
 
 
 
 
 
 derton 
 
 
 3855 
 
 
 
 
 
 
 
 
 a 
 
 
 Preston Brook 
 
 .. 1 .. 
 
 
 <;:, 
 
 65 
 
 
 
 
 - 
 
 — 
 
 439 
 
 
 Total 
 
 320 2631 1 
 
 
 
 
 
 208 
 
 
 79 |l2167 3855 
 
 406 
 
 19457 
 
 129 
 
 .-, i.-, 
 
 581 1463 
 
 66 
 
 361 
 
 6118 
 
 An Account of the Traffic, on Toll, by sundry persons' boats, on 
 the specified places, in conjunction with the Trent and Mersey Canal, 
 
 
 c 
 
 H B 
 5 
 
 Tc 
 
 Birmin 
 
 an 
 
 Wolverh 
 
 Aham 
 
 d 
 
 tmntnn. 
 
 To 
 
 Shardlow. 
 
 
 
 To 
 
 
 From the 
 following places 
 
 '- . 
 1° 
 
 ,;i 
 
 5 
 
 a 
 
 CO 
 
 >9 
 
 a 
 
 3 
 CO 
 
 o c 
 
 Sh 
 
 X 
 
 u 
 
 && 
 
 o 
 
 s 
 
 China, 
 
 Chirt, 
 * other 
 Potters' 
 
 stone. 
 
 
 Runcorn 
 
 Broadheaih and 
 
 Strctford .... 
 
 Manchester. . . . 
 
 :: 
 25 c: 
 
 947 
 1947 
 
 194 
 194 
 
 60 
 236 
 
 24 
 1028 
 
 134i 
 
 2261 
 236 
 
 21 
 L028 
 
 3549 
 
 nil 7 
 1607 
 
 910 
 985 
 
 1607 
 
 /•> 
 ■.mi 
 
 2592 
 
 12624 
 
 12624 
 
 9585 
 
 4234 
 
 109 
 
 Totai [2805 
 
 ',.'.:<> 
 
 4234 1 109 
 
 In addition 
 
 Otllf 
 
 at 
 
 ove 
 
 39 t 
 
 cms o 
 
 t go 
 
 >dsT 
 
 'ere 
 
 conv 
 
 eyed 
 
 torn 
 
 Manchc 
 
 Mcr 
 
 conveyed from Leigh to I'reston Brook, which weight is included in the grand
 
 103 
 Bridgewater's Canal.— No. Ml. 
 
 and important Canal ; see also Salt's " Statistics," p. 57. 
 
 tlic canal of the Trustees of the late Duke of Bridgewater, from and to 
 from Christmas, 1844, to Midsummer, 1845. 
 
 
 Manchester. 
 
 1 
 
 
 To Worsley. 
 
 j 
 
 
 To Leigh. 
 
 
 
 
 e 
 
 
 i2 
 
 
 3 j 
 
 
 
 
 H 
 
 
 
 
 
 .2 
 
 5 . 
 
 2 
 
 H 
 IB 
 
 p 
 
 
 ■a 
 
 a 
 
 § 
 
 g.2 
 
 '- 
 
 o 
 
 - 
 
 lis 
 
 ~ = 
 
 ~ 
 
 3 
 
 *j 
 
 
 r e 
 
 2.H 
 
 "* 
 
 PM 
 
 to 
 
 S 
 
 to 
 
 H 
 
 a 
 
 H 
 
 Uj 
 
 H [to 
 
 c^ 
 
 =, 
 
 H 
 
 t» 
 
 to 
 
 
 
 
 
 
 
 1620 
 
 1620 
 
 
 
 
 
 24 
 
 
 
 
 
 
 1694 
 
 68 :o 
 
 
 
 
 773 
 
 7593 
 
 
 1029 
 
 
 .. 23 
 
 toss 
 
 
 1001 
 
 
 291 
 
 129S 
 
 12909 
 
 
 
 
 
 500 
 
 4957 
 
 fit; 
 
 
 
 
 
 66 
 
 
 
 
 40 
 
 •in 
 
 5271 
 
 1820 
 
 
 
 
 463 
 
 3239 
 
 
 306 
 
 
 
 
 306 
 
 u 
 
 274 
 
 
 86 
 
 III! 
 
 4740 
 
 780 
 
 
 
 ISI 
 
 2014 
 
 3714 
 
 19 
 
 
 
 
 4r 
 
 67 
 
 y. 
 
 
 
 114 
 
 134 
 
 16641 
 
 3127 
 
 
 
 440 
 
 23nu 
 520 
 
 7*9s 
 520 
 
 
 70 
 
 
 
 
 7' 
 
 
 100 
 
 
 
 ini: 
 
 8321 
 520 
 
 
 
 4881 
 
 fin 
 
 36 
 
 4977 
 
 
 
 460 
 
 
 
 461 
 
 
 
 2110 
 
 
 2110 
 
 11402 
 
 
 1969 
 
 I'm,: 
 
 Issl 
 
 981 
 
 33d'/ 
 11592 
 
 532( 
 39814 
 
 s, 
 
 1405 
 
 li',< 
 
 1-7 
 
 95 
 
 217-: 
 
 14 
 
 1:17.1 
 
 2110 
 
 531 
 
 
 5518 
 
 12547 
 
 4080 
 
 67016 
 
 the Canal of the Trustees of the late Duke of Bridgewater, from and to 
 from Christmas, 1844, to Midsummer, 1845. 
 
 
 To 
 
 To 
 
 To 
 
 "•" 
 
 
 To Preston 1 
 
 Totteries. 
 
 Stour- 
 
 Chester 
 
 Lawton 
 
 
 To 
 
 Brook, trans-] 
 
 port. 
 
 and 
 
 Con^ltu 
 
 r-T3 .- 
 
 Anderton. 
 
 shipped from] 
 
 
 &c. 
 
 Wales. 
 
 &c. 
 
 s 1 - 
 
 
 Pirutrd&Co.'sJ 
 
 
 
 
 
 
 
 
 
 
 £ 
 
 1 
 
 
 „; 
 
 „• 
 
 
 
 
 
 
 & Co.'s boats.'^j a . 
 und conveyed p'Z § 
 by tlieilnke's £5 ° 
 
 t 
 
 5 H 
 
 <= fl 
 
 <d a 
 
 «H 
 
 to 
 
 " 
 
 Hj 
 
 
 to 
 
 ft- 
 
 SH 
 
 BH 
 
 W 
 
 u 
 
 a 
 
 fr 
 
 flaistoL'pool.jO^^ 
 
 44 
 
 I7» 
 
 2f,7(',(i 
 
 141 
 
 
 
 160 
 
 
 
 
 15 
 
 1 I 
 
 Tna. 
 
 30935 
 
 
 297 
 
 ■-•'.17 
 
 32 
 
 
 
 
 
 •• 
 
 
 
 ~ 
 
 
 
 673 
 
 
 23 
 
 23 
 
 
 
 
 
 
 ..' 
 
 
 
 
 50 
 
 
 hi 1 
 
 614 
 
 929 
 
 1055 
 
 f.S9 
 
 670 
 
 -'2i;-2 
 
 87 28 19 
 
 2740 1668 
 
 4408 
 
 12911 
 2349 
 
 
 1104 
 
 277110 
 
 
 
 
 830 
 
 8709 
 
 1971 
 
 " 
 87 
 
 Ii7i:0 
 
 
 
 7102 
 
 11 
 
 1102 
 
 l'S5 
 
 689 
 
 9058 2740 1668 
 
 1 ins 
 
 54020 
 
 to Preston Brook, thence by waggon to Chester; and 393 tons of coal were 
 total.
 
 1 0-1 
 
 Bridgewater Canal— (Continued.) 
 
 An Account of Freight from and to Liverpool and Preston Brook 
 (in conjunction with the Trent and Mersey Canal) by the Trustees of 
 the late Duke of Bridgewater, for six months, viz., from the 25th 
 December, 1844, to the 25th June, 1845 :— 
 
 FROM LIVERPOOL TO PRESTON BROOK. 
 This statement comprises all the goods carried by the Trus'ces, and which 
 were delivered by them to the various Carrier: 1 , who conveyed them to their 
 destination on the Canals between Preston Brook and London. 
 
 
 
 
 n 
 
 
 
 
 
 
 Amount 
 
 
 |;S 
 
 ■ 
 
 •a 
 
 
 u 
 
 
 .2 
 
 Total 
 
 of 
 
 
 S" 7 * 
 
 o 
 
 
 c 
 
 .o 
 
 
 •c 
 
 Weight 
 
 Freight. 
 
 5 
 
 C3 
 
 o 
 
 5 
 
 O 
 
 e 
 
 is 
 
 
 Tons. 
 
 £ s. d. 
 
 590 
 
 199 
 
 1531 
 
 3819 
 
 2306 
 
 2630 
 
 131 
 
 9791 
 
 20,997 
 
 4545 19 10 
 
 TO LIVERPOOL FROM PRESTON BROOK. 
 
 
 
 
 
 t, 
 
 
 
 
 1 m 
 
 
 „j 1 Amount 
 
 
 n.S 
 
 
 
 a 
 W 
 
 
 
 
 .2 
 
 C 
 
 3 ■& g of 
 
 5j 
 
 8.H 
 O a 
 213 
 
 •jw 
 
 2293 
 
 - 
 21 
 
 a 
 
 o 
 
 3 
 S 
 
 ■3 
 
 2 43 
 £ 3 
 
 J2 
 
 s 
 
 c '5 
 
 Freight. 
 ^ s. d. 
 
 2860 
 
 6339 
 
 7703 
 
 568 
 
 383 
 
 3*582981 
 
 379 
 
 26,898 
 
 4709 18 5 
 
 * This stone was brought from Derbyshire for the building of St. George's 
 Hall, Liverpool. 
 
 A Statement of Traffic on the Bridgewater Canal to the specified 
 branches thereof, from and to the London and intermediate Canals 
 (but the trade is chiefly from Birmingham, the iron districts in Staf- 
 fordshire and Shropshire, and salt from Anderton), via Preston Brook, 
 In the year 1845 : — 
 
 ON TONNAGE. 
 
 
 E 
 
 
 
 to 
 
 'P «' 
 
 5 3 
 
 .g 
 .3 
 
 
 
 60 
 
 3 
 
 ■3 2 <« 
 
 P 'S ° 
 
 To the Bridgewater Canal, 
 for 
 
 38816 
 70085 
 
 2910 
 small 
 
 in it 
 taken 
 
 78856 
 20580 
 
 4337 
 
 6S08 
 
 8911 
 17172 
 
 133830 
 
 From the Bridgewater 
 
 114645 
 
 
 
 
 108901 
 
 2910 
 
 99436 
 
 11145 
 
 26083 
 
 248475
 
 105 
 Bridgewater Canal— (Continued.) 
 
 A statement of the Tonnage Traffic conveyed from and to Man- 
 chester on the Bridgewater Canal, from and to the specified places, 
 for the year 1845 : — 
 
 TO MANCHESTER FROM 
 
 1845. 
 
 
 
 "O 
 
 a 
 o 
 
 ►J 
 
 § - ■ 
 
 5 i~ 
 
 i . 
 
 5 = S 
 aa 
 
 o 
 
 o 
 
 3 
 
 o 
 00 
 
 s a z 
 §"1 1 
 
 ™ o 
 1 1 
 
 3d3 
 
 fj.M 
 
 Total 
 Weight 
 
 Tons. 
 
 Lady Day.. 
 
 786 
 
 3596 
 
 2347 
 
 1266 
 
 1606 
 
 4373 
 
 2590 
 
 2619 
 
 19,183 
 
 Midsummer 
 
 834 
 
 3697 
 
 2610 
 
 1838 
 
 1687 
 
 3153 
 
 2473 
 
 2707 
 
 18,999 
 
 Michaelmas 
 
 398 2968 
 
 2408 
 
 1940 
 
 1161 
 
 4344 
 
 2960 
 
 2196 
 
 18,375 
 
 Christmas.. 
 
 307 4111 
 
 3669 
 
 1325 
 
 2448 
 
 4647 
 
 3041 
 
 2751 
 
 22,299 
 
 Total .... 
 
 2325 14372 
 
 11034 6369 
 
 6903 
 
 16517 
 
 11064 
 
 10273 
 
 78,856 
 
 FROM MANCHESTER TO 
 
 1845. 
 
 o 
 o 
 
 
 
 Stourport. 
 
 Shropshire, 
 
 Wales, and 
 Chester. 
 
 ~ 3 
 
 > 7" 
 
 ■i'i i 
 
 C u 
 
 Total 
 Weight 
 
 Tons. 
 
 Lady Day. . . . 
 
 1319 
 
 465 
 
 201 
 
 438 453 
 
 j 
 
 655 
 
 389 
 
 1460 
 
 5380 
 
 Midsummer . . 
 
 1138 
 
 404 
 
 279 
 
 415 433 
 
 493 
 
 435 
 
 -'561 
 
 6158 
 
 Michaelmas . . 
 
 996 
 
 450 
 
 276 
 
 324 316 
 
 292 
 
 428 
 
 1826 
 
 4908 
 
 Christmas.. .. 
 
 573 
 
 382 
 
 320 
 
 296 512 
 
 321 
 
 263 
 
 1467 
 
 4134 
 
 Total 
 
 4026 
 
 1701 
 
 1076 
 
 1473 1714 Il7fil 1516 
 
 7314 
 
 20,580 
 
 An account of Goods, &c, conveyed by the Trustees of the late 
 Duke of Bridgewater, in conjunction with Canal Carriers via Freston 
 Brook, from and to the specified places, for the year 1845: —
 
 106 
 
 Bridge-water Canal— {Continued.) 
 
 TO LIVERPOOL FROM PRESTON BROOK, transhipped from Boats from— 
 
 
 r c3 
 
 jfS 
 
 The Duke's 
 
 
 
 SSc 6^ 
 
 
 1 ale 2i u 
 
 •9 c l 
 
 Freight 
 
 
 
 .a > o 
 
 
 o5 
 
 "E !-~ *> 
 
 
 SS| Tatal 
 
 to Liverpool 
 
 1845. 
 
 
 □ ° p. 
 
 -a it c 
 
 
 
 ?. s g 
 
 
 Weight. 
 
 from 
 
 
 •a 
 
 3 
 
 15" 
 
 355 
 
 Ph 
 
 Stourj 
 
 Shrop 
 ChesK 
 North 
 
 g5^ 
 
 - ^ 
 3 
 
 Tons. 
 
 Preston 
 Brook. 
 .£ s. d. 
 
 Lady Bay . . 
 
 268 
 
 6292 
 
 2832 
 
 1399 18231 101 
 
 1319 
 
 35l! 14.335 
 
 2558 16 2 
 
 Midsummer 
 
 21S 
 
 4822 
 
 1701 
 
 15511 1206 S3 
 
 2291 
 
 702 12,523 
 
 2150 9 8 
 
 Michaelmas 
 
 213 
 
 6515 
 
 1409 
 
 1170 983 83 
 
 1698 
 
 593 12,661 
 
 2051 10 10 
 
 Christmas . . 
 
 206 
 
 5006 
 
 1709 
 
 1049 1066 97 
 
 1425 
 
 7/6, 11,334 
 
 1968 2 1 
 
 Total .... 
 
 B02 
 
 22635 
 
 7651 
 
 5168 
 
 50/8| 314 
 
 67:. S 
 
 2422 
 
 50,906 
 
 S731 18 9 
 
 •This portion of traffic was brought to Prc3ton Brook by the Trustees' Flats, 
 and transhipped there into narrow boats belonging to iMckt'ord and Co., and 
 Wheatcroft and Co. 
 
 FROM LIVERPOOL TO PRESTON BROOK, 
 
 and tran 
 
 shipped to — 
 
 
 
 
 S 
 
 S 
 
 a. 
 
 q-Sg-g 
 
 
 
 £„-- 
 
 ich 
 ton. 
 ster 
 rook. 
 
 
 Amount 
 
 
 1845. 
 
 a 
 
 
 p 
 
 J 
 
 5 
 
 r c 
 
 
 PM 
 
 
 & 
 
 a 
 
 71 « 
 
 Middlen 
 & Ander 
 Manche 
 via P. B 
 
 ■a 2 «' 
 3 Sfl 
 
 ftffl 
 
 of 
 Freight 
 
 .£ 8. 
 
 d. 
 
 Lady Day . . 
 
 330 
 
 1109 
 
 605 
 
 1621 
 
 2959 
 
 588 
 
 737 
 
 53S 1445 
 
 9932 
 
 2228 3 
 
 s 
 
 Midsummer 
 
 425 
 
 934 
 
 H711 
 
 24U6 
 
 3173 
 
 3H2 
 
 615 
 
 834 1626 
 
 1 1065 
 
 2378 10 
 
 9 
 
 Michaelmas 
 
 .,,,, 
 
 SOI 
 
 1054 
 
 2719 
 
 3(182 
 
 491 
 
 3>6 
 
 546 1261 
 
 11252 
 
 224. 1 
 
 y. 
 
 Christmas . . 
 
 271 
 
 1905 
 
 1183 
 
 1967 
 
 3321 
 
 210j 281 
 
 6821152 
 
 10975 
 
 2317 11 
 
 
 
 Total .... 
 
 Kins 
 
 IS|I< 
 
 3512 
 
 8713 
 
 13135 
 
 1671 
 
 1989 
 
 2600 5487 
 
 43224 
 
 9169 7 
 
 2 
 
 • This traffic was brought from Liverpool and transhipped into carriers' boats 
 for Manchester. 
 
 A Statement of the chief articles of the above-mentioned Traffic to 
 and from Liverpool for 1845 : 
 
 TO LIVERPOOL. 
 
 
 From Liverpool. 
 
 
 ■5 a 
 
 u 
 IS 
 03 
 
 w 
 
 a 
 
 
 02 
 
 Teum. 
 
 
 
 
 
 a 
 '5 
 O 
 
 
 O 
 
 u 
 
 a 
 
 Tons 
 
 2019 
 
 840 
 
 333 
 
 949 
 
 Tons 
 1010 
 1236 
 523 
 423 
 
 Tons. 
 3725 
 2605 
 
 2577 
 2737 
 
 Tons. 
 4172 
 3533 
 4669 
 3269 
 
 Tons 
 185 
 197 
 581 
 734 
 
 . . . Lady Pay .... 
 .... Midsummer .... 
 .. .. Michaelmas .... 
 
 Tons 
 731 
 791 
 562 
 448 
 
 Tons 
 
 1227 
 1170 
 1731 
 1667 
 
 Tons 
 1637 
 2182 
 1995 
 2120 
 
 Tons 
 1355 
 1299 
 2496 
 2809 
 
 4141 
 
 3192 
 
 11644 
 
 15G43 
 
 1697 
 
 .. The whole year .. 
 
 2532 
 
 5795 
 
 7934 
 
 7959 
 
 The Ale to Liverpool is from Burton, and the Earthenware from the Potteries. 
 In additkn to this weight of Earthenware, there is annually about 2i,000 tons 
 shipped at Runcorn.
 
 107 
 Bridgewater Canal— {Continued.) 
 
 A Report of Traffic on the Bridgewater Canal, via Preston Brook, 
 for six years : — 
 
 
 On Tonnajre, by Carriers. 
 
 On Freight, by the 
 Trustees' own Flats. 
 
 Local Trade by the 
 Trustees' Boats. 
 
 Year 
 
 To the 
 
 Bridgewater 
 
 Canal. 
 
 From the 
 
 Bridgewater 
 
 Canal. 
 
 To 
 
 Liverpool 
 
 From 
 Liverpool 
 
 To Preston 
 Brook. 
 
 From 
 Preston 
 Brook. 
 
 1840 
 1841 
 1842 
 1843 
 1844 
 1845 
 
 Tons. 
 106,824 
 108,760 
 103,803 
 101,627 
 111,153 
 134,442 
 
 Tons. 
 89,583 
 97,635 
 87,924 
 81,533 
 94,015 
 115,212 
 
 Tons. 
 42,372 
 34,607 
 33,977 
 
 29,880 
 48,695 
 50,906 
 
 Tons. 
 45,998 
 35,191 
 35,830 
 36,941 
 46,455 
 43,224 
 
 Tons. 
 16,627 
 9,995 
 8,776 
 9,896 
 10,721 
 13,092 
 
 Tons. 
 14,246 
 14,042 
 14,736 
 11,997 
 
 9,634 
 11,081 
 
 It may be well to remark, for general information, that the traffic denomi- 
 nated "Local," is chiefly market produce from the countries around Preston 
 Brook to Manchester, and Coals from lYorsley and Leigh to Preston Brook. 
 
 Railway and Canal Competition.— No. 142. 
 
 The Select Committee on Railway Acts Enactments in 
 1846, state: — 
 
 " The Railway Companies have either driven, or must ultimately 
 drive, all competition from other quarters out of the field. Even the 
 canals, which it was thought with proper management might main- 
 tain a successful competition with railways in the case of heavy 
 goods, in many instances, as has already been observed, have been 
 beaten by them, and the Report of the Committee on Railway and 
 Canal Amalgamation Bills shows but too clearly that we must pre- 
 pare ourselves for seemg the canal interest come still more exten- 
 sively under the influence and control of Railway Companies. This 
 has resulted not merely from the power which the passenger traffic 
 gives the railways of conveying goods at rates at which tl»e canals 
 cannot afford to carry them, but from their obtaining the command 
 of portions of the lines of canals, and raising the tolls of that portion 
 to the utmost limit allowed by law, so that the companies in posses- 
 sion of the remainder of the lines are thereby disabled from main- 
 taining a successful competition."
 
 108 
 Contrast of Freight by Steamers and by Rail. 
 
 No. 143. 
 
 Many persons are deceived by the mode of charging 
 goods by the article or foot, as practised by the steam- 
 packets, and often actually pay more to the packets than 
 a railway would charge at their rate per ton, although a 
 safer and quicker conveyance. The following statement 
 of the actual charge made by a steam-packet company 
 during a short period in 1847, from London to Yarmouth 
 by steamer and thence transhipped and sent by wherry to 
 Norwich, as compared with what would have been charged 
 by the railway throughout at their usual rates, will show 
 an instance : — 
 
 Description. 
 
 So. of 
 Pack- 
 ages. 
 
 Actual 
 
 charge by 
 
 Steam 
 
 conveyance 
 
 Charge by 
 
 Railway 
 
 conveyance. 
 
 Sugar in Hogsheads . 
 
 „ Tierces 
 
 „ Bags and Mats 
 Molasses, Puncheons 
 
 Currants, Butts 
 
 Raisins 
 
 Dried Fruits and Figs 
 Lemons and Oranges. 
 
 Nuts 
 
 Wine, Casks 
 
 „ Hampers 
 
 Paper 
 
 Tea 
 
 Candles 
 
 Rice 
 
 Butter 
 
 Lard 
 
 Cheese 
 
 24 
 
 4 
 
 36 
 
 5 
 
 14 
 
 730 
 
 283 
 
 12 
 
 10 
 
 4 
 
 4 
 
 10 
 13 
 11 
 10 
 60 
 21 
 10 
 
 T. C. 
 16 12 
 
 1 19 
 
 2 15 
 
 3 9 
 
 4 12 
 12 10 
 
 2 4 
 1 
 16 
 6 
 11 
 16 
 10 
 
 15 
 
 1 7 
 
 2 5 
 17 
 6 
 
 Q. lbs 
 
 1 17 
 
 2 8 
 1 If, 
 
 24 
 
 3 16 
 3 13 
 3 17 
 
 1 
 14 
 
 
 2 20 
 
 2 21 
 
 3 10 
 2 8 
 2 
 
 £ t. 
 
 8 14 
 
 1 2 
 
 2 4 
 
 1 19 
 
 2 16 
 13 
 
 3 10 
 16 
 13 
 5 
 15 
 17 
 
 11 
 
 1 
 
 15 
 
 1 15 
 13 
 6 
 
 £ s. 
 
 9 13 
 
 1 3 
 
 1 12 
 
 2 
 2 14 
 9 8 
 1 15 
 15 
 12 
 4 
 
 17 10 
 
 1 1 4 
 11 9 
 
 15 11 
 
 1 8 
 1 6 9 
 13 2 
 4 11 
 
 42 16 1 36 11 6
 
 109 
 
 Cost of constructing Railways In England, 
 France, Belgium, and Prussia.— No. 144. 
 
 The following Statement is taken from the Second Report 
 of the Committee on Railway Acts Enactments in 1846 : — 
 " Mr. Reed, intimately acquainted with the working of English and 
 French lines, who is confirmed by Mr. Brassey, extensively employed 
 as a contractor in the two countries, states that the cost of earth- 
 work is much the same in England and in France ; that the rails and 
 chairs, which on the Southampton line cost 2,790/. per mile, cost 
 4,635?. per mile on the Paris and Rouen line ; that the working of 
 the former line costs about Is. a mile, while it is about Is. 4d. on the 
 Paris and Rouen line ; that the locomotive power and the carriages 
 cost about 14| per cent, on the former and 16§ on the latter; that 
 the general expenses, including officers, police, &c, are about 1-2 per 
 cent, on the South Western, and about 10 per cent, on the Paris and 
 Rouen ; so that in all these respects, England, it would appear, has a 
 considerable advantage over France. Oil some of the English lines 
 the balance of advantage is still more in favour of England. 
 
 " The cost of construction of the Belgian State lines appears to have 
 been very unequal. According to the Report of the Minister of Public 
 Works, the three cheapest State lines were those from Ghent to 
 Courtray, from Ghent to Bruges, and from Landen to St. Trond. 
 The line from Ghent to Courtray cost per mile 6,620/.; from Ghent to 
 Bruges, 7,675/.; from Landen to St. Trond, 8,990/. The three dearest 
 State lines were those from Louvain to Tirlemont, from Liege to the 
 Prussian frontiers, and from Ans to Liege. The line from Louvain 
 to Tirlemont cost per mile 19,957/.; from Liege to the Prussian fron- 
 tiers, 40,7.97/.; from Ans to Liege, 62,325/. The average cost of the 
 State lines was 17,132/. per mile The items of this average cost are 
 per mile, land and compensation, 2,919/.; earthwork, bridges, tunnels, 
 &c, 7,163/.; rails, &c, 3,146/.; stations and buildings, 1,153/.; work- 
 ing stock, 2,201/.; miscellaneous, 550/. 
 
 " The following is the cost of some of the French lines executed 
 and in course of construction : — 
 
 Per Mile. 
 
 The Paris and Orleans ±, 24,390 
 
 The Paris and Rouen 23,754 
 
 The Strasbourg and Basle 1 8,485 
 
 The Amiens and Boulogne 20,000 
 
 The Rouen and Havre 28,300
 
 no 
 
 The Aviguon and Marseilles < 28,600 
 
 The Orleans and Bordeaux 20,830 
 
 The Centre 18,050 
 
 The North, with Calais Branch 19,900 
 
 The Paris and Lyons 24,840 
 
 The Lyons and Avignon, with Branch to Grenoble. . . . 25,800 
 " The Austrian line from Olmiitz to Prague, 152 English miles, cost 
 11,6572. per mile; that from Brtinn to Bohmisch-Trubau, 55 English 
 miles, cost 16,360?. per mile. 
 
 " The cost of construction of the Prussian lines appears to have 
 been generally lower than that of the Belgian lines. According to 
 the elaborate work of Baron von Reden, the cost of the Berlin and 
 Potsdam line was 12,3232.; of the Magdeburg and Leipsic was 10,1792.; 
 but the Rhenish line from Cologne to the Belgian frontiers was to 
 cost 28,3342. per English mile. This last line, though lower than 
 most of the English lines, is higher than that between Edinburgh and 
 Glasgow by a trifle, and considerably higher than most of the Scotch 
 lines. Mr. Legoyt, a respectable authority, estimates the average 
 cost of the German lines at 170,000 francs per kilometre, or 10,9402. 
 per English mile. The Prussian and other German lines pay leas for 
 land and law charges than the English lines. 
 
 " The following is the cost per mile of some of the principal lines iu 
 this country : — Average Cost 
 
 Per Mile. 
 Arbroath and Forfar £ 9,214 
 
 Chester and Birkenhead .. •• 34,198 
 
 Dublin and Drogheda 15,652 
 
 Dublin and Kingstown 59, 1 22 
 
 Dundee and Arbroath 8,570 
 
 Durham and Sunderland 14,281 
 
 Edinburgh and Glasgow 35,024 
 
 Eastern Counties and Xorth-Easteru 46,355 
 
 Glasgow, Kilmarnock, and Ayr 20,607 
 
 Glasgow and Greenock 35,451 
 
 Gravesend and Rochester 13,333 
 
 Great Western 43,885 
 
 Hartlepool 26,660 
 
 London and Birmingham 38,406 
 
 London and Blackwall 287,678 
 
 London and Brighton 56,98 1 
 
 London and Croydon 80,400
 
 Ill 
 
 London and South-Western 28,004 
 
 Manchester, Bolton, and Bury 70,000 
 
 Manchester and Birmingham 61,624 
 
 Manchester and Leeds 64,582 
 
 Midland 30,949 
 
 Newcastle, Darlington, and Brandling 212,992 
 
 Newcastle and Carlisle 17,837 
 
 Newcastle and North Shields 44,233 
 
 Norfolk 13,150 
 
 North Union and Bolton and Preston 27,799 
 
 Preston and Wyre 22,261 
 
 Sheffield and Manchester 48,543 
 
 South-Eastern 44,412 
 
 Taff Vale 21,610 
 
 Ulster 14,334 
 
 York and North Midland, &c 25,924 
 
 Railway Accidents in 1847.— No. 145. 
 
 By an Analysis of a Parliamentary Return (No. 707) 
 
 fov 1847, it appears that of the 101 persons killed and 100 
 
 injured, on all the Railways in Great Britain and Ireland 
 
 during the six monthsending 30th June, 1847, there were — 
 
 14 Passengers killed, and 48 injured from causes beyond their 
 
 own control. 
 8 Passengers killed, and 3 injured owing to their own mis- 
 conduct or want of caution. 
 8 Servants of companies killed and 17 injured from causes beyond their 
 
 own control. 
 51 Servants of companies killed and24 injured owing to want of caution 
 or recklessness. 
 
 19 Trespassers killed, and 7 injured. 
 
 1 Person killed, and 1 injured while crossing the rail- 
 way at level crossings, owing 
 to misconduct of servants of 
 company. 
 
 101 100 
 
 And for the same period the number of passengers amounted to 
 23,119,412.
 
 112 
 Liverpool Dock Duties from 1812 to 1845.— No. 146. 
 Amount of Dock Duties at the Port of Liverpool, 
 from the year 1812, ending 24th June in each year: — 
 
 Vessels 
 4599 
 
 5341 
 
 5706 
 
 6440 
 
 6888 
 
 6079 
 
 6779 
 
 7849 
 
 7276 
 
 7810 
 
 8136 
 
 8916 
 
 10001 
 
 10837 
 
 9001 
 
 9592 
 
 10703 
 
 11383 
 
 11214 
 
 12537 
 
 12928 
 
 12964 
 
 13444 
 
 Tonnage. £ t. 
 
 446,788 20,260 3 
 
 Duties on Goods 24,143 4 
 547,426 24,134 18 
 
 Duties on Goods 26,042 14 
 548,957 28,630 11 
 
 Duties ou Goods 31,110 11 
 709,849 36,310 1 
 
 Duties on Goods 40,605 6 ! 
 774,243 43,765 6 
 
 Duties on Goods 48,881 4 
 653,425 35,186 8 
 
 Duties on Goods 40,703 8 
 754,690 43,842 16 
 
 Duties on Goods 54,695 1 1 
 867,318 50,042 7 
 
 Duties on Goods 60,084 14 
 805,033 44,717 17 
 
 Duties ou Goods 49,694 14 
 839,848 43,131 6 
 
 Duties on Goods 51,425 2 
 892,902 47,229 10 
 
 Duties on Goods 55,174 7 
 
 1.010.819 52,837 5 
 
 Duties on Goods 62,945 16 
 
 1,180,914 60,878 9 
 
 Duties ou Goods 70,033 1 
 
 1.223.820 59,446 7 
 
 Duties on Goods 69,245 12 
 
 1,228,318 60,411 9 
 
 Duties on Goods 70,589 9 
 1,225,313 61,601 
 
 Duties on Goods 72,871 13 
 1,311,111 62,969 7 
 
 Duties on Goods 78,400 7 
 1,387,957 66,128 18 
 
 Duties ou Goods 81,198 6 
 1,411,964 68,352 7 
 
 Duties on Goods 83,007 7 
 1,592,436 81,039 11 
 
 Duties on Goods 102,415 12 
 1,540,057 74,530 4 
 
 Duties on Goods 95,517 2 
 1,590,461 79,558 3 
 
 Duties on Goodsl03,422 12 
 1,692,870 84,061 15 
 
 Duties on Goods 107,668 1 
 
 d. 
 
 £ s. 
 
 a. 
 
 i) 
 
 44,403 7 
 
 ii 
 
 i) 
 
 50,177 13 
 
 2 
 
 ?> 
 
 59,741 2 
 
 4 
 
 i!) 
 
 76,915 8 
 
 8 
 
 1) 
 
 92,646 10 
 
 9 
 
 1} 
 
 75,889 16 
 
 4 
 
 t) 
 
 98,538 8 
 
 3 
 
 0/ 
 
 110,127 1 
 
 8 
 
 10-. 
 0/ 
 
 94,412 11 
 
 10 
 
 1?} 
 
 94,556 9 
 
 1 
 
 it 
 
 102,403 17 
 
 4 
 
 ?> 
 
 115,783 1 
 
 6 
 
 7 \ 
 
 ii r 
 
 130,911 11 
 
 6 
 
 ol 
 
 128,691 19 
 
 8 
 
 l \) 
 
 131,000 19 
 
 
 
 6 \ 
 9 r 
 
 134,472 14 
 
 3 
 
 l l) 
 
 141,369 15 
 
 7 
 
 '?} 
 
 147,327 4 
 
 ll 
 
 it) 
 
 151,359 15 
 
 4 
 
 l i> 
 
 183,455 4 
 
 3 
 
 '{} 
 
 170,047 6 
 
 11 
 
 l i> 
 
 182,980 16 
 
 4 
 
 l l) 
 
 191,729 17 
 
 8
 
 113 
 
 Liverpool Dock Duties.— (Continued.) 
 
 Year. 
 1835 
 
 Vessels 
 13941 
 
 1836 
 
 14959 
 
 1837 
 
 15038 
 
 1838 
 
 14820 
 
 1839 
 
 15445 
 
 1840 
 
 15998 
 
 1841 
 
 16108 
 
 1842 
 
 16458 
 
 1843 
 
 16606 
 
 1844 
 
 18411 
 
 1845 
 
 20521 
 
 Tonnage. M s. d. 
 
 1,768,426 87,644 14 5i 
 
 Duties on Goods 110,993 4 4; 
 1,947,613 97,847 10 10 1 
 
 Duties on Goods 124,146 19 11/ 
 1,958,934 84,596 11 1 \ 
 
 Duties on Goods 89,256 19 0/ 
 2,026,206 76,324 11 li 
 
 Duties on Goods 69,965 12 10/ 
 2,158,691 81,680 8 5 
 
 Duties on Goods 74,874 13 
 2,445,708 92,221 2 
 
 Duties on Goods 85,975 1 1 
 2,425,461 ... 91,755 10 
 
 Duties on Goods 83,715 18 
 2,425,319 93,360 2 
 
 Duties on Goods 83,871 13 
 2,445,278 96,445 11 
 
 Duties on Goods 91,840 10 
 2,632,712 99,044 13 
 
 Duties onGoods 86,119 8 
 
 3,016,531 118,046 8 
 
 105,200-15 
 
 £ s. 
 198,637 18 
 
 221,994 10 
 173,853 10 
 146,290 3 
 156,555 1 
 178,196 14 
 175,506 8 
 177,231 15 
 1 88,286 2 
 185,164 
 223,247 
 
 9 
 1 
 
 11 
 6 
 
 5 
 5 
 1 
 1 11 
 4 5 
 
 GEORGE WITUERS, Treasurer. 
 Dock Office, Liverpool, 24th June, 1845. 
 N.B.— The calculated Reduction of the Dock Rates, which took 
 place on the 25th September, 1836, was about 38J per cent. 
 
 O 
 
 Property destroyed by Railway Schemes in 1845. 
 No. 147. 
 
 In the evidence before the Select Committee on Railway 
 Acts Enactments in 1846 : — 
 
 " Mr. Robert Stephenson, by way of illustrating the inconvenience 
 of the present system, stated in his evidence that he could ' quote a 
 case at Wisbeach, where, within half a mile of that town, there were 
 actually fourteen different schemes, intersecting the land in every 
 possible direction, hedges cut down, and crops interfered with. Now, 
 all the legal expenses and the expenses of engineers and surveyors 
 have been thrown away, because only one act lias been obtained. 
 When they come before Parliament it is impossible to convey to the 
 members of this committee a correct notion of the difficulties which 
 the committee must have to wade through in coming to anything like 
 a true decision,' " 
 
 L2
 
 114 
 
 Trade and Navigation of France, In 1844, 1845, 
 
 and 1846.— No. 148. 
 
 The "Times" newspaper of 2nd July, 1847, says: — 
 
 " The ' Moniteur' publishes the following comparative returns of 
 the principal results of the trade and navigation of France with her 
 Colonies and Foreign Powers during the years 1844, 1845, and 1846 : 
 
 
 GENERAL COMMERCE. 
 
 
 
 Number of vessels laden. 
 
 
 
 IMPOETS. 
 
 
 
 French vessels . . . 
 
 1844. 
 6,392 .... 
 
 1845. 
 6,920 .... 
 
 1846. 
 
 8,184 
 
 Foreign ditto . . . 
 
 10,070 .... 
 
 10,775 .... 
 
 12,113 
 
 Total , . 
 
 10,462 
 
 EXPORTS. 
 
 17,693 
 
 20,297 
 
 French vessels.. . 
 
 5,369 .... 
 
 5,739 .... 
 
 5,595 
 
 Foreign ditto . . 
 
 6,396 .... 
 
 6,813 .... 
 
 6,623 
 
 Total 
 
 11,765 
 
 12,552 
 
 12,218 
 
 
 TONNAGE. 
 
 
 
 IMPORTS. 
 
 
 
 French vessels.. . 
 
 Tons. 
 679,066 .... 
 
 Tons. 
 746,310 ... 
 
 Tons. 
 
 879,808 
 
 Foreign ditto . . . 
 
 . 1,357,789 .... 
 
 1,439,320 ... 
 2,185,630 
 
 . 1,680,290 
 
 Total 
 
 . 2,036,855 
 
 2,560, 098 
 
 
 EXPORTS. 
 
 
 
 French vessels . . . 
 
 577,032 .. . 
 
 651,670 ... 
 
 654,972 
 
 Foreign ditto . . . 
 
 674,101 
 
 734,822 . . . 
 1,386,492 
 
 709,806 
 
 Total 
 
 1,251,133 
 
 1,364,778 
 
 
 OFFICIAL VALUE. 
 
 
 
 IMPORTS 
 
 
 
 French vessels . . 
 
 Francs. 
 378,200,000 
 
 Francs. 
 399,500,000 
 
 Francs. 
 425,600,000 
 
 Foreign ditto .. 
 
 454,100,000 
 
 474,000,000 
 
 468,500,000 
 
 Total .... 
 
 832,300,000 
 
 873,500,000 
 
 894,100,000 
 
 
 360,600,000 
 
 366,600,000 
 1.240,100,000 
 
 363,300,000 
 
 
 Total 
 
 . 1,192,900,000 
 
 1,257,400,000
 
 115 
 
 Trade and Navigation of France.— (Continued.) 
 
 French vessels. 
 Foreign ditto . 
 
 Total 825,900,CU0 
 
 By land 320,900,000 
 
 EXPORTS. 
 
 385,400,001) 408,500,000 
 
 440,500,000 454,700,000 
 
 803,200,000 
 324,200,000 
 
 Imports 867,400,000 
 
 Exports 790,400,000 
 
 1,146,800,000 1,187,400,000 
 SPECIAL TRADE. 
 1844. 1845. 
 
 856,200,000 
 848,100,000 
 
 403,600,000 
 456,100,000 
 
 859,700,000 
 318,500,000 
 
 1,178,200,000 
 
 1846. 
 933,000,000 
 
 851,000,000 
 
 Isle of Man.— Xo. 149. 
 The following shows the number of vessels entering 
 each port of the Isle of Man, from 1826 to 1845, and is 
 taken from a Parliamentary Return (No. 48. — II.) for 
 1847 :— 
 
 YEARS. 
 
 Darby Haven 
 Vessels 
 
 Douglas 
 Vessels. 
 
 Peel 
 
 Vessels. 
 
 Ramsay, 
 
 Port Douglas 
 
 Vessels. 
 
 Total 
 
 Vessels. 
 
 1826... 
 
 272 
 
 463 
 
 153 
 
 180 
 
 1,068 
 
 1827... 
 
 256 
 
 373 
 
 114 
 
 163 
 
 906 
 
 1828.. . 
 
 252 
 
 442 
 
 102 
 
 161 
 
 957 
 
 1829... 
 
 281 
 
 663 
 
 120 
 
 152 
 
 1,216 
 
 1830... 
 
 287 
 
 439 
 
 125 
 
 173 
 
 1,024 
 
 1831... 
 
 283 
 
 430 
 
 113 
 
 194 
 
 1,020 
 
 1832... 
 
 337 
 
 478 
 
 134 
 
 237 
 
 1,186 
 
 1833... 
 
 283 
 
 499 
 
 131 
 
 210 
 
 1,123 
 
 1834... 
 
 316 
 
 585 
 
 147 
 
 201 
 
 1,249 
 
 1835.. . 
 
 300 
 
 586 
 
 130 
 
 176 
 
 1,192 
 
 1836... 
 
 286 
 
 548 
 
 126 
 
 177 
 
 1,137 
 
 1837... 
 
 314 
 
 615 
 
 158 
 
 175 
 
 1,262 
 
 1838... 
 
 300 
 
 580 
 
 126 
 
 192 
 
 1,198 
 
 1839... 
 
 339 
 
 632 
 
 143 
 
 209 
 
 1,323 
 
 1840... 
 
 366 
 
 582 
 
 146 
 
 255 
 
 1,349 
 
 1841... 
 
 320 
 
 551 
 
 150 
 
 250 
 
 1,271 
 
 1842... 
 
 343 
 
 588 
 
 161 
 
 229 
 
 1,321 
 
 1843... 
 
 343 
 
 550 
 
 139 
 
 219 
 
 1,251 
 
 1844... 
 
 349 
 
 408 
 
 120 
 
 256 
 
 1,133 
 
 1845... 
 
 378 
 
 671 
 
 127 
 
 359 
 
 1,535 
 
 Total 
 
 6,205 
 
 10,683 
 
 2,665 
 
 4,168 
 
 23,721
 
 m 
 
 Powerful Engine for working bad Gradients. 
 
 No. 150. 
 
 To overcome the difficulty of ascending the Lickey 
 Incline, on the Bristol and Birmingham Kailway, the 
 Locomotive Superintendent, Mr. J. M'Connell, designed 
 and constructed at Bromsgrove the " Great Britain" 
 engine, which was of the following dimensions, and has 
 been very successful to the present time (1847) : — 
 
 Feet. In. 
 
 Diameter of cylinders 18 
 
 Length of stroke 26 
 
 Diameter of each of the six wheels 45 
 
 Distance from centre to centre of front wheels 6 9| 
 
 Ditto ditto hind wheels 6 11 
 
 Length of boiler 12 
 
 Length of tank over boiler 11 9 
 
 Breadth of ditto 3 7 
 
 Dcpthof ditto 2 7 
 
 Distance from centre to centre of cylinders 6 2 
 
 Length of tubes (No. 134) 12 6 
 
 Diameter of ditto 2 
 
 Diameter of piston rods 3 
 
 Diameter of pump rams 2 J 
 
 Breadth of shell of fire-box 4 4J 
 
 Length of ditto, outside 3 llf 
 
 Height from bottom to top 6 3 
 
 Height of lower edge of cylinder 2 
 
 Length of chimney 6 9 
 
 Circumference of ditto 5 6 
 
 Total weight of engine 30 tons 
 
 Weight on front wheels 9 tons 
 
 Weight on centre wheels 12 tons 
 
 Weight on hind wheels 9 tons 
 
 Height of smoke-box , 6 !i 
 
 Width of ditto 4 10 
 
 Diameter of boiler cylinder vertically 3 10 
 
 Ditto ditto horizontally 3 9
 
 117 
 Width of Wide and Narrow Gauge Railways. 
 
 Xo. 151. 
 
 In the Gauge Evidence, 25th October, 1845, Mr. J. 
 K. Brunei says : — 
 
 " For instance, on the Liverpool and Manchester Railway, the 
 gauge being 4 ft. 8 J ins., and they having determined to put also 4 ft. 
 8| ins. between the two rails, the total width capable of being occu- 
 pied by each train, without allowing any space between, would be 
 of course twice 4 ft. 8£ ins., plus 2| ins, I will call the 4 ft. 8 J ins. in 
 round figures 5 ft. Therefore that gives 10 feet as the space in the 
 air that is devoted to each railway. The London and Birmingham 
 added afoot to that, making it 11 feet. In constructing the Great 
 Western Railway, following out somewhat the same principle that 
 had led me to widen the gauge, I also increased the space occupied 
 by each railway to 13 feet ; putting therefore 6 feet between the two 
 railways, and 7 feet for each railway. This width of 13 feet, which 
 is the width of each railway on the Great Western, is not rendered 
 necessary by the 7 feet gauge. The 7 feet gauge might exist with a 
 10 feet space for the railway. But having increased the space from 
 10 to 13, it of course gave a greater total width for the works of the 
 Great Western Railway than for those required for the London and 
 Birmingham. But as I said before, I believe that with the exception 
 of some of the tunnels upon the London and Birmingham Railway, 
 the widths are much the same as the Great Western," 
 
 Railways sanctioned in 184-7.— No. 152. 
 
 From a Parliamentary Return of 1847 (No. 22), the 
 following is a summary, but it must be observed that 
 there were many Acts passed for deviations, which are not 
 included unless they are longer than the original line, and 
 30 other Acts were passed for other Railway purposes : — 
 
 Miles. Furlongs. ChBinn. 
 Length of Line 1,353 g 3j 
 
 Amount of Capital Stock £ 25,695,257 
 
 Amount of Capital Subscribed st\ 1,702,951 
 
 Sum of Money empowered to borrow j?13,764,871
 
 118 
 
 Comparison of the Great 'Western and London 
 and Birmingham Railway.— No. 153. 
 
 In the Appendix to the Report of the Gauge Commis- 
 sioners in 1846, is given the following: — 
 
 " Table exhibiting the expenditure of the Great Western and Lon- 
 don and Birmingham Railways, for locomotive engines, carriages 
 and waggons, from the commencement of the traffic to the present 
 time ; also the revenue returns of each for the last two years, and 
 the expense of locomotive power, as deduced from the half-yearly 
 reports of each Company. 
 
 Great Western. — Total cost of locomotive engines, £ s. d. 
 tenders, carriages, and waggons, to 30th June, 1845 622,078 12 
 London and Birmingham. — Total cost of locomotive 
 engines, tenders, carriages and waggons, to 30th 
 
 June, 1845 494,403 5 3 
 
 These sums are exclusive of the charges for loco- 
 motive, carriage and waggon repairs, included 
 in the half-yearly accounts. These latter have 
 amounted in the last two years to — 
 Great Western.— From 1st July, 1843, to 30th June, 
 
 1845 56,932 17 9 
 
 London and Birmingham. — From 1st July, 1843, to 
 
 30th June, 1845 57,578 8 5 
 
 The cost of locomotive power, including repairs of 
 
 locomotive engines, coal, coke, wages, and all 
 
 incidental charges, have amounted in the same 
 
 period to — 
 
 Great Western.— From 1st July, 1843, to 30th June, 
 
 1845 155,902 2 
 
 London and Birmingham. — From 1st July, 1843, to 
 
 30th June, 1845 146,172 3 3 
 
 The revenue for the same two years, for the 
 carriage of passengers, mails, goods, &c. — 
 Great Western.— From 1st July, 1843, to 30th June, 
 
 1845 1,617,995 8 2 
 
 London and Birmingham. — From 1st July, 1843, to 
 
 30th June, 1845 1,735,795 14 3 
 
 The total mileage of every passenger for the last 
 two years, amounts to —
 
 119 
 
 Great Western. — Total mileage from 1st July, 1843, to 
 
 30th June, 1845 128,524,232 
 
 London and Birmingham. — Total mileage from 1st 
 
 July, 1843, to 30th June, 1845 121,529,600 
 
 Great W. Lon. Bir. 
 Ratio of cost of engine and carriage plant ... . 1 to "7G3 
 
 Ditto of repairs of do. for two years 1 to T011 
 
 Ditto of cost of locomotive power for do 1 to - 949 
 
 Ditto of passengers mileage for do 1 to - 945 
 
 Ditto of total passengers revenues for do 1 to T072 
 
 During the periods which these returns embrace, the lengths of 
 line worked by the Great Western have varied by the opening of 
 different lines and branches ; but from 30th December, 1844, to June 
 30th, 1845, the number of miles worked have been constant, viz., 
 222 miles. The length worked by the London and Birmingham have 
 also been constant during the same period, and Mr. Creed in his 
 evidence states (excluding the branches) that the distance worked was 
 113 miles, and the revenue and mileage on this length, that is still 
 excluding the branches, he gives as below. 
 
 Similar statements are given in the Appendix of the revenue, 
 mileage, &c, on the Great Western for a like period ; from which 
 we have the following comparisons: — 
 
 Great Western, length of line worked 222 miles. 
 
 London and Birmingham do, 113 „ 
 
 Great Western, total passengers mileage 35,967,7 13 „ 
 
 London and Birmingham do. 38,758,260 „ 
 
 Great Western, miles run by passenger trains ... . 761,483 „ 
 London and Birmingham do. .... 456,526 ,, 
 
 Great Western, average number of passengers per train 47 - 2 
 London and Birmingham do. do. 84'9 
 
 Great Western, average passengers revenue per trains 
 
 per mile 9s. 0d. 
 
 London and Birmingham do. do. 14s. 9d. 
 
 ■$. 
 
 Canal Tolls reduced by Railways.— No. 154. 
 The Railway Shareholders' Manual, published in 1847, 
 says : — 
 
 " The distance between Manchester and Hull is 99 miles ; before 
 the railway was opened, the chief trafflc was carried on by canals. 
 The freight for corn and flour was 24s. per ton, cotton twist 32s. 6d.
 
 120 
 
 per ton, and manufactured goods 45s per ton. The Manchester and 
 Leeds Railway now carry corn and flour for I3s. per ton, cotton 
 twist for 20s. per ton, and manufactured goods for 24s. per ton. On 
 the Trent and Mersey Canal, the freight for coal was Is. 2d. per ton 
 per mile; it is now reduced to one halfpenny per ton, per mile. The 
 following Tables of reduced tonnages in the Midland district, are 
 equally interesting : — 
 
 Statement of Reduced Tonnages on Canals, showing the advan- 
 tages which the TubUc have derived by Competition between 
 Railways and Canals. 
 
 Tonnage on the undermentioned Lines of 
 Canal. 
 
 Rates which 
 they were enti- 
 tled under their 
 Acts to charge, 
 and which they 
 did charge. 
 
 Reduced since 
 1836 to 
 
 Grand Junction, 97 miles : — 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 s. 
 10 
 
 9 
 
 6 
 2 
 
 4 
 2 
 
 2 
 1 
 
 2 
 1 
 
 1 
 1 
 
 d. 
 
 3f 
 
 1 
 
 
 11 
 
 9 
 1 
 
 6 
 2 
 
 6 
 2 
 
 
 
 
 £ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 s. 
 2 
 2 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 d. 
 
 
 0+ 
 
 Grand Union, 24 miles: — 
 
 51 
 
 On Coal 
 
 fii 
 
 Union, 19 miles : — 
 
 On Coal 
 
 54 
 54 
 
 4 
 
 Leicester, 16 miles : — 
 
 On Coal 
 
 4 
 
 Loughboro', 10 miles: — 
 
 4 
 
 
 4 
 
 Erewash, 11 miles: — 
 
 4 
 
 On Coal 
 
 4 
 
 London to Leicester by Canal is 139 miles ; London to Birmingham 
 by Canal is 144 miles. Whole Tonnage from London to Leicester, 
 2s. lOjfd.; whole Tonnage from London to Birmingham, about 7s. 
 
 Inland Canals. 
 
 Coals : — 
 Melton Mowbray to Stamford . 
 Ditto to Uppingham 
 
 Ditto to Oakham. . . 
 
 Corn :— 
 Stamford to Melton Mowbray . 
 Oakham to ditto 
 
 Present Cost 
 hy Canal. 
 
 £ S. d. 
 
 9 
 
 7 
 
 3 
 
 10 
 5 
 
 Cost by 
 Railway. 
 
 £ s. d. 
 
 2 7 
 
 3 5 
 
 1 2 
 
 3 
 1 7
 
 121 
 
 Post-offlce Letters unclaimed.— No. 155. 
 
 From a Parliamentary Return (No. 713), 1847, lex- 
 tract the following particulars of letters then lying in the 
 General Post-office, London, and not owned : — 
 
 "4,201 letters containing in coin .£'310 9s. 7d.; j£1,010 in Bank 
 Notes ; jf?40,410 5s. 7d. in Bills of Exchange, and man}- other sundry 
 articles of various descriptions. There are also 346 letters containing 
 Money Orders, amounting to .£407 12s. 8d. — In the Edinburgh Post- 
 office, on the 5th January, 1847, there were 89 letters containing 
 £\ 16s. Id. in coin; £"13 10s. in Bank Notes; ^10 in Bills of Ex- 
 change, and sundry articles; also 5 letters containing Money Orders 
 for £3 17s. 9d.— In Dublin Post-offlce, on the 1st May, 1847, there 
 were 457 letters containing £'24 19s. OJd. in coin; ^£'100 in Bank 
 Notes ; .£'642 9s. lid. in Bills of Exchange, and sundry articles ; also 
 64 letters containing Money Orders for £'38 14s. 9d. — After the usual 
 means have been adopted to find the owners, but without success, at 
 the expiration of three years the amount is placed to the Post-office 
 revenue. 
 
 Turnpike Trusts in 1345.— No. 156. 
 
 The following abstract from a Parliamentary paper 
 (No. 695) published in 1847, will shew the Income and 
 Expenditure of the Turnpike Trusts, for twelve months 
 ending 31st December, 1845 : — 
 
 England. 
 40 Counties. 
 
 TOTAL. 
 
 Balance in Treasurer's hand 1st of 
 
 January, 1845 
 
 Balance due to the Treasurer 1st of 
 
 January, 1815 
 
 INCOME. 
 
 Revenue received from Tolls 
 
 Parish Composition in lieu of Statute 
 
 Duty 
 
 Estimated value of Statute Duty 
 
 performed 
 
 Revenue from Fines 
 
 Revenue from Incidental Receipts .. 
 Amount of Money horrowed on the 
 
 Security of the Tolls 
 
 s. d 
 
 7 10 
 
 2 11 
 
 17 2 
 
 13 8 
 
 17 7 
 
 13 8 
 
 15 4 
 
 M s. d 
 
 13,135 15 ( 
 
 2,855 12 10 
 
 62,468 5 9 
 
 3,611 9 9 
 
 1/0 (I 
 
 35 15 4 
 
 4,265 13 5 
 
 ■£ 8. d. 
 
 315,257 3 7 
 
 62 218 15 9 
 
 1,322,890 2 11 
 
 27,405 3 5 
 
 5,551 17 7 
 
 332 9 (1 
 
 37,727 13 9 
 
 38,147 16 2 
 
 Total Income 1,357,735 3 7 
 
 74,309 19 3 1,432,045 2 10
 
 122 
 Turnpike Trusts.— (Continued.) 
 
 EXPENDITURE. 
 
 Manual Labour 
 
 Team Labour & Carriage of Materials 
 
 Materials lor Surface Repairs 
 
 Land purchased. 
 
 Damage done in obtaining Materials 
 
 Tradesmen's Bills 
 
 Salaries of Treasurers 
 
 „ Clerks 
 
 „ Surveyo s 
 
 Law Charges 
 
 Interest of Debt 
 
 Improvements 
 
 Debts paid off 
 
 Incidental Expenses 
 
 Estimated value of Statute Duty 
 performed 
 
 Total Expenditure 
 
 DEBTS. 
 
 Bonded or Mortgage Debts 
 
 Rate of Interest, per cent 
 
 Floating Debt 
 
 Unpaid Interest 
 
 Balance due to Treasurer Hist ot 
 December, 1845 
 
 Totai Debts 
 
 ARREARS OF INCOME. 
 Arrears of Toll for current year 
 Arrears of Parish Composition 
 
 current year 
 
 Arrears of other Receipts for current 
 
 year 
 
 Arrears of former years 
 
 Balance in Treasurers' hands 31st of 
 
 December, 1845 
 
 Tot 
 
 Assets 
 
 & s. d. 
 
 292, 603 IS 7 
 125,502 11 "" 
 184,032 11 
 4,101 4 10 
 G.860 3 
 48,475 15 
 5,019 12 2 
 23.752 10 6 
 56,109 i " 
 23,049 11 8 
 203.813 : 
 58,053 6 7 
 149,509 14 
 48,S50 7 
 
 5,381 17 7 
 
 8,000,119 2 1 
 
 18,921 2 
 3,886 7 
 
 3,139 IS 
 20,516 3 
 
 211.271 
 3,121 
 11,881 
 37 
 176 
 1,788 
 
 215 
 1,025 : 
 3,160 
 
 448 
 
 18,025 
 4,2.2 
 6.387 
 3,833 
 
 10 
 
 4 2 
 14 11 
 
 19 (I 
 
 £ a. d. 
 
 312,873 8 7 
 
 128,686 14 6 
 
 195,914 9 9 
 
 4,138 14 10 
 
 6,830 7 
 
 50,264 10 1 
 
 5,835 11 2 
 
 25.37S 3 
 
 59,270 5 4 
 
 23,497 17 2 
 
 282,439 1 5 
 
 62,875 14 1 
 
 155,89? 2 
 
 52,863 12 8 
 
 5.551 17 7 
 
 972 15 11 1,372,148 7 10 
 
 440,790 16 1 6,964.959 8 3 
 
 8 1 
 
 9 
 
 2 10 
 
 4,087 5 9 
 23,822 12 7 
 
 113.284 
 1,407,805 
 
 1,769 10 7 
 11,661 17 11 
 
 8,531,864 8 2 
 
 17,475 
 3,914 
 
 19 3 
 7 
 
 3,172 5 6 
 22,285 14 4 
 
 358,720 5 8 
 
 391,521 19 3 14,046 12 6 405.56S 11 9 
 
 Cost of working a Train at 40 or 16 Miles an 
 hour.— No. 157. 
 
 In the Appendix to the Gauge Commissioners' Report 
 
 in 1846, page 347, Mr. J. Locke says — 
 
 " I should think it will cost about one-third more to work a train 
 ,it 40 mile* an hour than at 16."
 
 123 
 
 Coals Exported In 1840 to 1846.- N". 158. 
 Parliamentary Return, No. 520, 1847, supplies the 
 following abstract : — 
 
 " Abstract of the Number of Ships laden with Coals, Cinders, and 
 Culm entered Outwards at the several ports of the United Kingdom, 
 in the years 1840, 1841, 1842, 1843, 1844, 1845 and 1846 respectively. 
 
 
 IN BRITISH SHIPS. 
 
 YEARS. 
 
 Number of 
 Ships. 
 
 Coals. 
 
 Cinders. 
 
 r , Amount of 
 Culm. Duty 
 
 1840 
 
 1841.... 
 1842.... 
 1843.... 
 1844.... 
 1845.... 
 1846 . .. 
 
 5,275 
 6,138 
 6,783 
 6,344 
 5,954 
 7,043 
 7,223 
 
 Tons. 
 1,081,118 
 
 1,231,250 
 
 1,343,692 
 
 1,220,465 
 
 1,085,315 
 
 1,421,314 
 
 1,490,990 
 
 Tons. 
 10,006 
 
 9,480 
 
 15,917 
 
 28,860 
 
 35,758 
 
 53,314 
 
 51 408 
 
 Tons. 
 
 8 
 
 1 
 
 526 
 
 1,434 
 
 4,241 
 
 932 
 
 1,214 
 
 £ «. d. 
 
 1,539 16 1 
 
 1,899 1 9 
 28,806 4 
 87,848 19 7 
 73,655 1 
 
 9,768 16 6 
 
 IN FOREICN SHIPS. 
 
 Number of 
 Ships. 
 
 Cinders. 
 
 Culm. 
 
 Tons. 
 3,857 
 
 Tons. 
 135 
 
 5,716 
 
 
 6,919 
 
 720 
 
 5,801 
 
 1,918 
 
 9,428 
 
 2,513 
 
 24,612 
 
 90 
 
 19,161 
 
 2,350 
 
 Amount of 
 Duty. 
 
 1840... 
 1841... 
 1842... 
 1843... 
 1844... 
 1845... 
 1846... 
 
 3,820 
 3,939 
 3,497 
 3,777 
 4,095 
 5,546 
 5,578 
 
 Tons. 
 
 403,797 
 
 466,971 
 463,313 
 493,329 
 506,580 
 780,492 
 799,939 
 
 .* s. d. 
 
 5,559 8 3 
 
 9,720 4 1 
 
 28,509 8 
 
 43,877 8 6 
 
 40,525 2 7 
 
 7,119 8 9 
 
 1,364 8 4
 
 124
 
 125 
 
 Railways between London and Manchester in 
 184-5.— No. 1G0. 
 During the Mania in 1845, the following Ten Schemes 
 were projected to shorten the distance between London 
 and Manchester, and many persons were very severe suf- 
 ferers by them, only one, the North Staffordshire, obtained 
 an Act. 
 
 Names of Railways. 
 
 No. of 
 Shares. 
 
 Churnet and Blythe 50,000 
 
 North Cheshire 20,000 
 
 Tean and Dove 72,000 
 
 South Union 75,000 
 
 North Staffordshire, &c 100,000 
 
 Manchester Direct (Reming-\ iqooOO 
 
 ton's) / ' 
 
 Manchester Direct (Ashurst's). 100,000 
 
 Rugby, Derby, and Manchester 60,000 
 Staffordshire Potteries, and ") 
 
 Liverpool and Manchester > 96,000 
 
 Direct J 
 
 Manchester and Rugby Direct. . 85,000 
 
 758,000 
 
 Value of 
 
 Shares. 
 
 £ 
 
 . 25 
 
 . 50 
 
 . 25 
 
 . 20 
 
 . 20 
 
 . 50 
 
 ,. 50 
 . 25 
 
 Capital. 
 
 £ 
 1,250,000 
 1,000,000 
 1,800,000 
 1,500,000 
 2,000,000 
 
 5,000,000 
 
 ^23,150,000 
 
 Omnibuses in London in 1847.— No. 161. 
 
 The total number of omnibuses now traversing the streets of 
 London, is 1,490, giving employment to nearly 4,000 hands. The 
 earnings of these vehicles vary very much, on some roads being as 
 high as £A per day, and on others as low as £i ; but, taking the lowest 
 average, we shall then find that there is spent in omnibus rides, in 
 and around the metropolis, the large sum of ^2,980 per day, or 
 ^1,087,700 per annum. Persons can be now convej'ed as great a 
 distance for 6d. as would have formerly cost five times the amount ; 
 besides, the whole system is so regulated that there is a comfortable 
 means of conveyance, ready at all hours, from eight o'clock in the 
 morning till twelve o'clock at night, to all parts of the metropolis, 
 and for miles beyond it in every direction, and in an advertisement of 
 a coffee-house in Fleet-street it is stated that 2969 omnibuses pass and 
 repass daily. 
 
 M 2
 
 126 
 Railway Deposits In 1845 and 1846.— No. 162. 
 
 1845. 
 Total amount paid to the Court of Chancery in 
 
 England, on account of Railway Companies 
 
 applying for Acts in the year 1845 £ 3,444,300 5 
 
 Total amount paid to ditto for Ireland 373,812 10 
 
 Total amount paid to ditto for Scotland 180,703 15 
 
 Gross Total £ 3,998,882 10 
 
 1840. 
 
 Total amount paid to the Court of Chancery in 
 England, under Standing Orders of the House 
 of Commons, on account of Railway Compa- 
 nies applying for Acts in the year 1846 ^11,390,783 9 
 
 Total amount paid to the Court of Chancery in 
 Ireland, on account of Irish Railway Compa- 
 nies applying for Acts in the year 1846 928,663 10 
 
 Total amount paid to the Court of Exchequer in 
 Scotland, on account of Scotch Railway Com- 
 panies applying for Acts in the year 1846. . .. 2,323,371 10 
 
 Gross Total £ 14,048,818 9 10 
 
 * 
 
 Miles of Railway of each Gauge in 1846.— No. 163. 
 Statement of the number of Miles of Railway com- 
 pleted and in progress in the United Kingdom ; specify- 
 ing the different Widths of Gauge : — 
 
 Sanctioned previous to 1844 — Miles. 
 
 Wide Gauge of Seven Feet 274 
 
 Six Feet Two Inches (intended to be altered to 5 feet'l 25 
 
 3 inches — Ulster) / 
 
 Five Feet Three Inches (Dublin and Drogheda) 32 
 
 Five Feet Six Inches (intended to be altered to 4 feet'l 
 
 8£ inches — Arbroath and Forfar and Dundee and \ 32 
 
 Arbroath) J 
 
 Four Feet Eight-and-a-half Inches 1 ,901 
 
 Total miles previous to 1844 2,264
 
 127 
 
 Sanctioned in 1844 — 
 
 Seven Feet Gauge 03 
 
 Five Feet Three Inches (Ireland) 122J 
 
 Four Feet Eight-and-a-half Inches 602i 
 
 Total miles sanctioned in 1844 787J 
 
 Sanctioned in 1845— 
 
 Seven Feet Gauge 491| 
 
 Five Feet Three Inches (Ireland) 644j 
 
 Four Feet Eight-and-a-half Inches 1,61 1 
 
 Total miles sanctioned in 1845 2,746| 
 
 Sanctioned in 1846 — 
 
 Seven Feet Gauge 385§ 
 
 Five Feet Three Inches (Ireland) 673£ 
 
 Four Feet Eight-and-a-half Inches 3,465 
 
 Total miles sanctioned in 1846 4,524 J 
 
 Totals of Miles sanctioned in the United Kingdom — 
 
 Seven Feet, or Broad Gauge l,214j Miles. 
 
 Five Feet Three Inches, or Irish Gauge l,497i .. 
 
 Four Feet Eight-and-a-half Inches 7,611| „ 
 
 Total 10,322| „ 
 
 # 
 
 Railway Capital increased by the issue of New 
 Shares.— No. 164. 
 
 In the Second Report from the Committee on Railway 
 Acts Enactments in 1846, it is stated : — 
 
 " Mr. Hudson, a member of your committee, specified several in- 
 stances, in companies with which he was connected, where large 
 additions were made to the nominal capitals by these, and other 
 means. For instance, he states that by an arrangement between the 
 Great Northern and the Great North of England Railway, it was sti- 
 pulated that the latter should receive 10 per cent, on every 601. share 
 till 1851, when they had a claim to be paid off in 4 per cent, stock at 
 250?. a share ; thus creating a new nominal capital of 250J. for every 
 501. He states also that, to meet a purchase by the Newcastle and
 
 128 
 
 Darlington Company, new 25?. shares were lssuod to the proprietors 
 at par, when they were at a premium of 20?. It is obvious that the 
 money required could have been obtained by a much smaller issue of 
 shares, had the 20?. premiums, as well as the 251. shares, been applied 
 to the purposes of the company, and not divided as a bonus among 
 the proprietors. 
 
 " This practice of swelling the nominal amount of stocks beyond 
 the actual outlay on the lines, which has extensively prevailed, was 
 recently noticed in Reports presented by Mr. Ellice from the Select ' 
 Committee on Group (58) of Railway Bills, in which it is stated that 
 in the Hull and Selby Purchase Bill the actual outlay and estimates 
 for further works is 955,363?., while the money to be raised by the 
 bill is two millions, exceeding the outlay and engagements of the 
 Hull and Selby proprietors by the large sum of nearly a million, and 
 that in the Great North of England Railway Purchase Bill, the actual 
 outlay and estimate for additional works is 1,496,796?. 18s. 4d., the 
 proposed capital 4,000,000?., exceeding the actual outlay and engage- 
 ments of the Great North of England proprietors by the sum of 
 2,503,003?. Is. 8d." 
 
 Time required for transhipping Goods in London. 
 
 No. 165. 
 
 In the appendix to the Gauge Commissioners' Report, 
 Mr. T. C. Mills, in a letter dated 19th September, 1845, 
 and referring to the Camden station in London, says : — 
 
 "At 1 p.m. 16 waggons arrived in their shed from Manchester, 
 which they instantly commenced unloading, the men and road 
 waggons being in attendance purposely for them. These were all 
 unloaded, and the contents of 10 of them reloaded into their road 
 waggons in 1 hour and 40 minutes. From 1 to 2 o'clock there were 
 49 men employed at the work ; and from 2 o'clock to 2 40, eight 
 more men were employed, making a total of 57 men. The loading 
 consisted entirely of Manchester packs or bales, well packed and 
 corded, and weighing from 1 to 4 cwt. each, which were all removed 
 by cranes, two of the cranes being worked by engine power; the 
 packages were of that nature that no risk was run of damage in 
 removing them rapidly."
 
 129 
 Expense of laying "Wide Gauge Railways.— No. igg. 
 
 Mr. Brunei, in the Gauge Evidence published in 1846, 
 at page 367, gives the following estimate : — 
 
 " Estimate for one mile of doable line of Rails upon Continuous 
 Bearings similar to the Cheltenham and Great Western Railway and 
 Oxford Branch. 
 Timber:— £ s. d. 
 
 Longitudinals 5280 ft. 14J X 7£ X 4, say 320 loads 
 
 Transoms, No. 880 6 6" X 7 X 5 ] 
 
 ►say 30 
 
 220 6' ' X 7 X 5 
 
 350 loads.. 1487 10 
 
 Joint plates 1650, 1 ton 2 cwt., at ;£8 8 16 
 
 Strap bolts 2200 . 
 
 Small ditto 2200 
 
 Washers (large) 2200 L 7 tons 15 cwt., at £U 108 10 
 
 Ditto (small) 2200 
 Nails 8890/ 
 
 Rails, 7040 yards, at 70 tbs. per yard, 220 tons, at £%.. 1760 
 
 Fang bolts, 14,200, 3 tbs. each, 19 tons, at ^14 266 
 
 Screws, 10 in each rail, 100 gross, at 22s 110 
 
 Joint plugs, 1376, at lis. per 100 7 
 
 Hard wood, 31 loads, at 85s 13115 
 
 Grease 27 
 
 Laying .£400, load of materials, 600 tons, say .£200.. .. 600 
 
 Contingencies 100 
 
 .£4606 11 
 
 Estimate for adding one Timber and one Rail to each Line for 1 Mile. 
 
 £ s. d. 
 
 Timber, 160 loads, at 85s 680 
 
 Hard wood, 15* loads, at 85s 64 
 
 Rails, 3520 yards, at 70 tbs., 1 10 tons, at £8 880 
 
 Joint plates, 1 1 cwt., at 8s 4 H 
 
 Screws, 50 gross, at 22s 55 
 
 Fang bolts, 7100, 9 tons 10 cwt., at £li 133 
 
 Joint plugs, 688 3 10 
 
 880 through bolts 3j feet X J inch, with washers 9 tbs. 
 
 each, 3 tons 10 cwt., at 14s 49
 
 130 
 
 Crease, creosote, &c 14 
 
 Laying ^'200., load of materials, about 300 tons, j£100 300 
 
 Contingencies 100 
 
 .•£'2282 18 
 
 Estimate for adding two Timbers and two Rails to each Line for 1 Mile. 
 
 £ s. d. 
 
 Timber, 320 loads, at 85s 1360 
 
 Hard wood, 31 loads, at 85s 131 15 
 
 Rails, 7040 3'ards at 70 ibs., 220 tons, at ^8 1760 
 
 Joint plates, 1 ton 2 cwt., at £% 8 16 
 
 Screws. 100 gross, at 22s 110 
 
 Fang bolts, 14,200, 19 tons at ^"14 266 
 
 Joint plugs, 1376 at lis. per 100 7 
 
 1760 through bolts 2 J feet long, with washers G.J lbs. 
 
 each, 5 tons 5 cwt., at 4^14 73 10 
 
 Grease, &c 28 
 
 Laying 300 
 
 Load of Materials, about 600 tons 200 
 
 Contingencies 100 
 
 £4345 1 
 
 Liverpool and Manchester Railway difficult to 
 Start.— No. 167. 
 
 At a meeting in Manchester, on Tuesday the 15th of 
 June, 1847, to present a Service of Plate to J. P. West- 
 head, Esq., Chairman of the Manchester and Birmingham 
 Railway, Mr. George Stephenson said — 
 
 " He felt gratified in being placed in the position in which he then 
 was, when he looked back to the time when he had few supporters in 
 bringing out the railway system — when those few knew nothing 
 about railways — when he sought England over for a man to support 
 him in his evidence before Parliament, and could find only one man, 
 James Walker, and was then afraid to call that gentleman, because 
 he knew nothing about railways That gentleman and Mr. Rastrick 
 then recommended that 80 ropes should be applied between Manches- 
 ter and Liverpool- that there should be 20 stationary engines— and
 
 131 
 
 that there should be 4 ropes for each engine, It being a double line at 
 Way. He (Mr. Stephenson) had then no one to tell his tale to but Mr. 
 Saudars, of Liverpool, who did listen to him, and kept his spirits up. 
 He (Mr. Stephenson) had many times said that he would leave the 
 place (i.e. the country) if he could net carry his schemes out ; but 
 the}' had been carried out by perseverance, and lie was indeed proud 
 to be placed in the position in which he then was that day in Man- 
 chester, the most scientific town in the world. The manufactories of 
 the Continent passed into the shade when compared with those of 
 Manchester; and while the men of Manchester had manufactured 
 goods for the whole world, he (Mr. Stephenson) had provided horses 
 for them, and he hoped that the two would still continue to go 
 together." 
 
 Parliamentary Expenses in obtaining Railway 
 Acts.— No. 168. 
 
 The following remarks are made by the Committee on 
 
 Railway Acts Enactments in 1846 : — 
 
 " Some idea may be formed of the magnitude of the sums absolutely 
 wasted in this country, before Rills can pass through Committees, 
 from a Return just made by the Eastern Counties Railway Company 
 to an Order of the House. The line, which is 51 miles in length, cost 
 ^45,190 in Parliamentary expenses. The other preliminary expenses, 
 such as cost of engineering, &c, amounting to .£'48,650, are separately 
 stated. The Parliamentary expenses of the London and Birmingham 
 have been stated at £'650 per mile; of the Great Western at £ J 1,000 
 per mile. No wonder that foreigners hold up their hands in astonish- 
 ment when they hear of this enormous waste. The sums paid for 
 land by the Eastern Counties amounted to .£809,950, or about £' 12,000 
 per mile, alone exceeding the whole cost per mile on most of the 
 German linos, and on several of the Belgian. The London and 
 Birmingham and the Great Western paid £ J 6,300 each per mile for 
 lands. In the case of the Rouen and Havre line, Mr. Reed states that 
 .£6,000 was paid to three gentlemen who made considerable exertions 
 to obtain the Act, but that the expenses incurred in the inquiry 
 before the Board, and up to the time the Act was obtained, amounted 
 in all only to £700."
 
 132 
 Railway Newspapers In 1846.— No. 169. 
 
 " Stag Newspaper. — It is stated of the Iron Times, which expired 
 recently during a great mortality amongst railway newspapers, that, 
 in order to keep the concern going till a change should take place in 
 the market, the same number was brought out day by day for a 
 month, three copies only being printed off each time." — Liverpool 
 Mercury, 17th July, 1847. 
 
 Passengers by the London and North- Western 
 
 Railway, from Manchester, &c, during Whitsun 
 
 Week, 184.7.— No. 170. 
 
 Number of Scholars conveyed to the under-mentioned 
 stations, during Whitsun Week, 1847 : — 
 
 May, 1847. 
 
 From ■£ '| 
 
 - 
 
 O So 
 
 <s 
 
 i 
 
 o 
 c "55 
 
 Ha 
 % 
 
 c S. o S 
 
 H g His 
 
 ■5 5 
 
 Total 
 each 
 Day. 
 
 Tuesday.... 25th 
 
 Manchester . . 
 
 Manchester .. 
 Ditto .... 
 Ditto .... 
 
 330 
 
 380 
 
 
 
 .. .. 
 
 25& 
 380 
 
 Ditto 26th 
 Thursday . . 27th 
 
 Friday 28th 
 
 Saturday . . 29th 
 
 150 
 
 600 
 1500 
 
 130 .. 
 750 1400 
 
 8oo: .. 
 
 1400 200 
 
 130 
 
 3050 
 2300 
 1750 
 
 Number of Passengers at Manchester office during 
 Whitsun Week, 1847 — 
 
 May, 1847. 
 
 Manchester 
 
 and 
 Birmingham 
 
 Maccles- 
 field. 
 
 Grand 
 Junction 
 
 London 
 
 and 
 
 Birminghm 
 
 Total 
 each 
 Day. 
 
 Sunday . . . 
 
 .23 rd 
 
 1687 
 
 171 
 
 57 
 
 25 
 
 1940 
 
 Monday ... 
 
 .21th 
 
 2135 
 
 203 
 
 245 
 
 95 
 
 2678 
 
 Tuesdav ... 
 
 .25th 
 
 1883 
 
 205 
 
 168 
 
 99 
 
 2355 
 
 Wednesday 
 
 26th 
 
 3399 
 
 269 
 
 171 
 
 79 
 
 3918 
 
 Thursday . 
 
 .27th 
 
 5195 
 
 318 
 
 201 
 
 96 
 
 6410 
 
 Friday . . . 
 
 .28th 
 
 5487 
 
 282 
 
 197 
 
 64 
 
 6030 
 
 Saturday . 
 
 .29th 
 
 4371 
 
 259 
 
 196 
 
 114 
 
 4940 
 
 Total number of Passengers booked on the Manchester and Bir- 
 mingham Section of the London and North Western Railway, for 
 WhitsnnWeek, 1847, is 60,713.
 
 133 
 
 Cost of printing "The Times" Newspaper. 
 
 Xo. 171. 
 
 At a meeting of the Eastern Counties Railway, in 
 
 September, 1846, Mr. Hudson stated : — 
 
 " As proprietors of railways, they paid largely for advertisements, 
 and he had been rather curious to see if The Times were the liberal 
 people to the public which they professed to be when dealing with 
 other men's property. He bad been curious to see whether Mr. 
 Walter, who said that this advice was constantly called into requisition 
 In guiding the affairs of Tlie Times, went along with the low charges 
 and the low rate of interest which he proposed railway companies 
 should receive. He had an advertisement before him which was 
 published on a certain day, and for the insertion of which, whilst the 
 Morning Chronicle charged £3 3s., The Times charged £Z 18s. 
 There were many similar cases to that, and it was certainly a very 
 rich one in its way. He did not wish to exhort the Morning Chronicle 
 to charge £3 18s., but rather to suggest to The Times the propriety 
 of charging £3 3s. He should think that if The Times were content 
 with 10 per cent, for their money, as railway proprietors were obliged 
 to be, they should give an advantage to the public by charging about 
 one-fourth of what they did at present for advertising." 
 
 To which remarks "The Times" of the 18th September, 
 1846, replied: — 
 
 " The cost of each single copy of The Times, as published to-day : — 
 Cost of paper for each copy of this day's publication. . .. 2d. 
 
 Stamp li 
 
 Newsvendor's profit 1 £ 
 
 4| 
 Sale to the public 5 
 
 Profit on each paper 0|d. 
 
 Now, according to our Royal censor, out of these three-eighths of a 
 penny, one farthing and a half for each copy, are to be defrayed all 
 the substantial expenses of the journal, reporters, printers, composi- 
 tors, correspondents foreign and domestic, repair of machinery, and 
 all the numerous burdens to which journalism is liable. We omit to 
 speak of the contributors to the leading columns; but we suppose 
 there are few persons blind to the necessity of retaining for this pur-
 
 134 
 
 pose men of sound education, undoubted intelligence, and integrity 
 beyond the temptation or suspicion of a bribe. It is obvious that no 
 extent of circulation can by itself repay the outlay required for the 
 complete management of a daily paper. Nay, increase of circulation 
 is itself, after a certain point, an evil, for it entails the necessity of 
 further appliances and a more numerous corps, for the due support of 
 which recourse must be perpetually had to the profits on advertise- 
 ments." 
 
 Competition in Railways bad.— No. 172. 
 
 Before the Select Committee on Railway Acts Enact- 
 ments in 1846: — 
 
 " Mr. Robert Stephenson, -when asked whether the lowering the 
 fares might not be influenced by competing lines and competing 
 canals, gave this decided answer ; — ' I have had so many cases of 
 that kind brought before me, that I have come to the conclusion, 
 that wherever combination is practicable, competition is Imprac- 
 ticable. Therefore I say, let the Government be as stringent as they 
 like with existing companies, but never excite competition ; because 
 by exciting competition, you increase the capital invested for giving 
 the same convenience which would be otherwise obtained with less 
 capital.' " 
 
 And before the Committee on the Stour Valley Railway, 
 in 1846, Mr. R. Stephenson said: — 
 
 "Looking at the past, we may expect for some time to come that 
 the hostile companies will go on devouring each other, though T hold 
 the opinion very strongly that permanent competition is impossible. 
 The object of companies who are In competition in laying out lines is 
 generally for the purpose of maintaining the ground, in order that 
 when the time does arrive for adjusting their differences they may 
 not be trampled on by their neighbours. I have the strongest pos- 
 sible opinion that perpetual competition is impossible, and that after 
 the country is occupied there will be an adjustment. The Great 
 Western are great preachers of competition, yet it is within my own 
 knowledge that treaties have been going on between them and (he 
 London and South Western, of which a territorial division has been 
 the basis."
 
 135 
 Toll for Coals.— No. 173. 
 Very conflicting arguments were used before a Parlia- 
 mentary Committee in 1845, to prove the cost of convey- 
 ing coals by railway; and for short distances it is clear 
 they cannot be conveyed without loss at Id. per ton per 
 mile. The following memorandum is from actual work 
 which has come under my own observation : — 
 
 During six months ending 30th May, 1846, 28,178 tons of coal 
 were conveyed in 9,392 waggons a distance of six miles, being a 
 mileage of 56,352 for -waggons under load, and a total mileage of 
 waggons run 112,704 miles. 28,178 tons at Id. perton per mile would 
 realize €704 9s., and the actual expenses paid have been as follows : 
 If we take the expenses at Is. per mile, and work a train of 40 tons, as 
 requested by the colliers, say 13 waggons, that would shew 2,167 
 trains at Is. per mile per train, being six miles, would cost €650 
 exclusive of conveying the empty waggons back, which would cost 
 almost the same money ; or if we calculate the actual expenses for 
 six months as under : — 
 
 Cost of Locomotive and Tender €1,800 
 
 „ 200 Waggons, at .€39 each 7,800 
 
 €9,600 
 
 Interest on .€9,600, at 1\ per cent for six months €360 
 
 Wages to Engine Driver, at 36s. per week 46 16 
 
 „ Stoker, at 16s. per week 20 16 
 
 „ Breaksman, at 18s. per week 23 8 
 
 450 
 Coke, Oil, Tallow, &c, at 4d. per mile, running 100 
 
 miles each day 260 
 
 ^6'710 
 
 From an average of 58 railways who obtained Acts in 1845, I Bud 
 the average toll for coals is 2|gd. per ton per mile, and out of these, 
 ten lines are under ten miles in length, which average 2 jod. per ton 
 per mile, namely : —
 
 136 
 
 Coals 
 M. r c. per Ton. 
 Aberdarc 8 5 2 Id. 
 
 Cockermouth and Workington 8 6 74 3 
 
 Dunstable and London and Birmingham 7 If 
 
 Exeter and Crediton 5 6 3 
 
 Glasgow, Barrhead, and Nielston Direct 8 7 8 2 
 
 London and Blackwall Extension 1 6 3 J 
 
 Manchester, South Junction, and AHrincham ..9 3 1J 
 
 Middlebro' and Kedcar 7 5 ...... 2 
 
 North Woolwich 2 6 6 2 
 
 Richmond (Surrey) 6 if 
 
 20| 
 Average — 2j d. per ton per mile. 
 And from an average of 32 existing companies authorized to construct 
 Branches or Extension lines, I find the average is If | d. per ton per 
 mile, out of which fourteen are under ten miles in length, averaging 
 2 T \d. per ton per mile, namely : — 
 
 Coals 
 M. f. c. per Ton. 
 Ashton, Staleybridge, and Liverpool Junction 
 
 (Ardwick Branch) 1 6 6 3d 
 
 Edinburgh and Glasgow 6 2 24 
 
 Gravesend and Rochester 6 7 1 3 
 
 Great North of England and Richmond 9 8 3 2 
 
 Lancaster and Carlisle 4 2 4 3 
 
 London and Brighton (Horsham Branch) 8 3 2 
 
 London & S. Western (Metropolitan Extension) 2 3 
 
 Manchester and Birmingham (Ashton Branch) 5 2 
 
 Newcastle & North Shields (Tynemouth Exten.) 1 1 
 
 North British 1 7 ...... 2J 
 
 Preston and Wyre Branches 8 2 6 If 
 
 South Eastern (Branch to Deal, &c.) 9 2 2 
 
 „ (Tunbridgeto Tunbridge Wells).. 5 1 3 2 
 
 York and Scarborough 3 5 if 
 
 31 
 Average — 2 T \d. per ton per mile. 
 Various opinions on this subject may be seen in Salt's Statistics and 
 Calculations. There is no doubt but coals may be conveyed long 
 distances, under favourable circumstances, at a slow speed for Id. 
 per ton per mile with a profit.
 
 137 
 
 Cost of publishing the Encyclopaedia Britannica. 
 
 No. 174. 
 During a trial, the magnitude of the expenses of this truly national 
 work, the "Encyclopedia Britannica," seventh edition, 21 volumes, 
 quarto, was shown, and it was proved to have been no less a sum 
 than .^125,667 9s. 3d. — a sum which, when considered as the venture 
 of two private individuals, is truly creditable to our native enterprise 
 and energy. This amount of course includes every item of expendi- 
 ture, amongst which the following are the most important : — 
 
 Contributions and Editing ^22,590 2 1 1 
 
 Printing 18,610 1 4 
 
 Stereotyping 3,317 5 8 
 
 Paper 27,854 15 7 
 
 Bookbinding 1 2,739 12 2 
 
 Engraving and Plate Printing 1 1 ,777 1 8 1 
 
 For the contribution of the dissertation in dispute, Dugald Stewart 
 received from the Ann of Constable and Co. jf 1,600, and for the 
 accompanying dissertations by Sir James Mackintosh and Sir John 
 Leslie, the present proprietors of the Encyclopaedia paid rfl,030. 
 The cost of Professor Playfair's dissertation is not precisely stated, 
 but if paid for at the same rate as Sir John Leslie's, it could not fall 
 Short of JC500. For editing the volume the sum of j£320 was paid, 
 bringing up the total expenditure for the literary labour of this volume 
 alone to ^3,450. Of this outlay only £ 106,526 had as yet been re- 
 turned to the proprietors, but we trust that the sale of the stock, 
 which, as it embraces the works of so many celebrated men, must 
 continue for many years, will ultimately reward the spirit and energy 
 of its projectors. — Douglas Jerrold's Weekly Newspaper. [Manchester 
 Guardian, 16th January, 1847.] 
 
 <S> — 
 
 Cost of conveying heavy goods by Railway. 
 No. 175. 
 Mr. R. Stephenson made the following remarks before 
 the Committee on the Stour Valley Railway in 184G : — 
 
 " I think that railways as instruments for the carriage of heavy 
 goods, have not reached half their perfection or extent, and will not 
 until we are permitted to separate the fast and slow trains. If we 
 convey heavy goods at 15 miles an hour, I believe it will reduce the 
 cost of conveyance to considerably lower than one-half of what it is 
 n2
 
 138 
 
 now ; so that a large quantity of coal may come to London from the 
 Midland districts. At present it costs us three farthings per ton per 
 mile. In the North at Stockton and Darlington, where they convey 
 the coal at 9 miles an hour, every charge is included, and they carry 
 it at one halfpenny a ton per mile. The breakage of coal is so much 
 increased by rapidity of movement that it becomes impossible to 
 move ordinary coal waggons when they are on any of the main lines 
 without springs. The public will never get the full advantage of rail- 
 ways until they can separate the slow traffic more or less from the 
 quick traffic. Up to a certain extent the mixture does not add to the 
 expense of conveyance, but when the mixture becomes very great, 
 or the income of the railway is derived as much from goods as from 
 passengers, then, in order to convey goods most economically, it 
 becomes desirable to convey them at a speed of, say, from 15 to 18 
 miles an hour, coals at a speed not exceeding 15 miles an hour, for it 
 is impossible to convey them at Id. or fd. per ton per mile if they are 
 to be hurried along at 25 miles or 30 miles an hour ; the cost and the 
 wear and tear are too great, besides coal is damaged very much by 
 velocity." 
 
 Irregularities of Goods by Railway.— No. 176. 
 
 The city article of " The Times," 1 8th of November, 
 1847, gives the following remarks:-^ 
 
 " Complaints reach us regarding irregularities and losses in the 
 conveyance of goods on railways. There can be no doubt that much 
 injury is sustained in this way with which the general public never 
 becomes acquainted, each isolated case of loss or inconvenience, 
 although of serious moment to the individual, being too small in 
 itself to enable the sufferer to create a stir about it, while the risk of 
 legal proceedings, which would have been dreaded by the carriers of 
 former times, is of course altogether disregarded by bodies who not 
 only possess exclusive powers, but whose capital is reckoned by 
 millions. One correspondent, engaged in a manufacturing business 
 at Birmingham, writes : — ' Will you allow me to direct public atten- 
 tion to the gross system of irregularity now existing in the carrying 
 departments of the various railway companies ? Since the com- 
 mencement of the monopoly of carriage by the railway companies, 
 and between August 13th and November 13th, we have had no less 
 than 19 cases of irregularity, in many of which goods have been 
 altogether lost. Complaints are attended by no good effects, and
 
 139 
 
 indeed in nearly all instances they are totally disregarded. The only 
 course, therefore, is to request your assistance in producing the ne- 
 cessary reform, and in thus correcting one of the greatest evils the 
 mercantile community can suffer from, namely, that of delay and 
 uncertainty in the transit of goods. I must observe, in conclusion, 
 that the majority of cases of irregularity referred to rest with the 
 London and North-Western Railway Company.'" 
 
 The above complaint, I believe, was made by Mr. Selby, of 
 the Patent Tube Company, Smethwick, near Birmingham, 
 and when we consider that the London and North-Western 
 Company made so great a change on the 1st of June, 
 1847, in taking the carrying into their own hands, it is 
 not to be wondered at that some occasional delays would 
 take place ; but these would appear comparatively small 
 if compared with all the former complaints made which 
 were distributed amongst 36 carriers; and if we consider 
 that 20,000 tons, divided into more than 50,000 consign- 
 ments are conveyed weekly between 180 stations, and that 
 there are 75,084 printed rates, and upwards of 30,000 
 registered letters written monthly by the officers in the 
 Merchandise Department — in fact, the actual number of 
 letters that passed through my own hands in September, 
 1847, was 8,957, being 4,151 sent and 4,806 received. 
 I have met with many very unreasonable complaints ; one 
 gentleman at Manchester, I recollect, was very cross 
 because he had been, according to his own statement, 
 overcharged six-eighths oj a penny; another gentleman 
 at Birmingham was continually complaining to the chair- 
 man of delays which, on investigation, were generally 
 found uncalled for, and in one case I recollect the goods 
 had actually never been sent. Other companies also 
 seem to have had their share of complaints, for, with 
 reference to this fashionable mode of writing to the news- 
 papers, Mr. Hudson stated at a meeting of the Eastern 
 Counties Railway in September, 1846: —
 
 140 
 
 " He often received communications containing matters of com- 
 plaint, and the parties writing often said, — ' If you don't attend to 
 this immediately, I shall address the public through The Times' His 
 answer generally was, — ' That he would attend to the subject ; but 
 that, if it would be any gratification to the parties to send to The 
 Times, he had not the least possible objection.' He did nothing which 
 he feared coming before the public, and if The Times thought it w^orth 
 their while to publish these sort of things, he had not the least 
 objection ; for it saved him the trouble of answering them." 
 
 Speed on Railways too high for Permanent Way. 
 
 No. 177. 
 
 Before the Committee on the Birmingham, Wolverhamp- 
 ton and Stonr Valley Railway in 1846, Mr. R. Stephenson 
 said : — 
 
 " We are now in possession of speed that no permanent way in 
 existence, broad or narrow, will be able to stand long. The wear 
 and tear of the rails has been, in my opinion, nearly as the square of 
 the speed. If it were perfect machinery in every respect, the wear 
 and tear arising from concussions, ought to be exactly as the square 
 of the speed, and I presume it ought to be directly as an engine 
 weighing double the number of tons woidd cause double the amount 
 of crushing. Indeed, I know that speed is the great trial of our pre- 
 sent permanent roads. The proof is that we have been obliged t° 
 Strengthen them about 16 or 181b. per yard, and now there are some 
 of about 901b. This increase of speed, the weight remaining the 
 same, is a direct and large sacrifice of the profits of the company, 
 which has operated and is now operating with the London and Bir- 
 mingham, and has led them to consider the propriety of duplicating 
 the lines where they are compelled to run the heavy trains so quickly 
 —that is between Tring and London. The interest of the capital 
 they are about to expend to duplicate the line will be about ^40,000 
 a year, the cost will be about -£780,000." See No. 109, page 79.
 
 141 
 
 Reduction of Fares on the London & Birmingham 
 Railway.— No. 178. 
 
 In the Second Report of the Committee on Railway 
 Acts Enactments in 1846, it is stated : — 
 
 " Mr. Creed states that the difference between the prices charged 
 originally on the Birmingham Railway and the present prices is ex- 
 actly one-third. The reductions on the first class in the half-year 
 ending 30th June, 1844, were 17? per cent., and they caused an in- 
 crease of passengers of I9J per cent.; on the second class the reduc- 
 tion in the fares was 26f per cent., and the increase in the number of 
 passengers 61 £ per cent ; on the third class the reduction in the fares 
 was 33s per cent., and the increase in the number of passengers 259 
 per cent.; and the reductions have in most cases increased the reve- 
 nue of the company. But were there to have been no immediate 
 increase of the revenue, still a regard to the welfare and convenience 
 of the community, which ought to be the object of all legislation 
 would have demanded the reduction." 
 
 Mr. Strutt's Bill for the Regulation of Railways, 
 in 1847.— No. 179. 
 Mr. Houldsworth, at a meeting of the Manchester and 
 Leeds Company, 8th June, 1847, said: — 
 
 " If that bill were imposed upon them, he knew those who had 
 the management of railways had no alternative but to abandon the 
 whole thing to government. If government should take the respon- 
 sibility, and if there^were no objection on the part of the public, he 
 thought there would be no objection on the part of the shareholders, 
 so long as they were to stand in a position of such responsibility as 
 they would be placed in by this bill. He did not think that the Bail- 
 way Commissioners or Parliament understood what they were doing." 
 
 [It may be worth while to compare this with Mr. Houldsworth's 
 opinion of Mr. Strutt, as given at page 88, No. 120.] 
 
 In a report of the Wilts, Somerset, and Weymouth Rail- 
 way, 31st of August, 1847, it is stated: — 
 
 " This measure was, in various important points, founded on prin- 
 ciples cither novel or contrary to the spirit and practice of this 
 country; and_ was so ffi considered in its details, that without
 
 142 
 
 accomplishing a single beneficial object otherwise unattainable, it 
 would have tended to deteriorate the present system of railway 
 management, and to unsettle the tenure and reduce the value of all 
 railway property." 
 
 And in the " Kailway Chronicle" of the 6th of March, 
 1847, are the following two letters : — 
 
 "Newcastle-on-Tyne, March 1. 
 " To the Right Hon. Lord Ossulston, London. 
 " My Lord, — An insidious and atrocious attempt to plunder and 
 confiscate the railways is at present making in Parliament by Mr. 
 Strutt, member for Perby, and other place-hunters. Let me suggest 
 to you to oppose tliia villanous attempt upon public faith, credit, pro- 
 perty, and the best interests of Great Britain, by rejecting in toto 
 Strutt's bill in Parliament by your vote and interest in inducing others 
 to do the same. The North of England, Scotland, and Ireland 
 anxiously look forward to railways as the means of developing their 
 immense mineral wealth, agriculture, &c, and thus supporting by 
 giving constant employment to its millions, who will otherwise be 
 starved out, and go to strengthen other nations. Really this measure 
 of Strutt's is horrible to contemplate ; it is that of robbers cutting 
 down the tree for the sake of the fruit. 
 
 "An Elector of North Northumberland." 
 
 The second is addressed to Lord Morpeth : — 
 
 " My Lord, — I hope you will have the honesty to think for your- 
 self in reference to Mr. Strutt's confiscation railway bill. You must 
 then come to the conclusion that its object is most impertinent — 
 meddling with private property. Government undertake to manage 
 railways ! Hear, my Lord, what the President of the Council (Lord 
 Lansdowne) said early this session :— ' It is universally admitted that 
 a Government is the worst of cultivators, the worst of manufac- 
 turers, the worst of traders.' Why, then, should it be able to manage 
 or control railways? Vote honestly, my Lord, in this matter, or 
 railway interest will make your seat at the next election rather 
 
 uncomfortable. 
 
 "A Yorkshire Elector." 
 
 But the most extraordinary remarks were the following, 
 in consequence of being made by the very person who 
 introduced the bills and supported them. In the House
 
 143 
 
 of Commons, on the 21st June, 1847, Mr. Strutt calmly 
 and deliberately delivered his opinion of interference 
 thus : — 
 
 "Nothing could be more injurious than that any public board, 
 appointed for the supervision of railways, should take upon itself 
 even the appearance of interfering in the management of railways. 
 He believed that such interference would be injurious to all parties ; 
 and therefore he was fully prepared to go with the right honourable 
 gentleman opposite (Mr. Hudson) upon that point, and to state that 
 nothing was further from the intentions of the government in pro- 
 moting this bill than to sanction any interference with the manage- 
 ment of the railway companies." 
 
 $ 
 
 Oxford, Worcester, and Wolverhampton Railway. 
 No. 180. 
 
 The origin of this Railway was thus described by Mr. 
 R. Stephenson to the Committee of the Stour Valley 
 Railway, in 1846: — 
 
 " Q. — Is it a fact that this district applied to the London and Bir- 
 mingham for accommodation and was refused, and was it in conse- 
 quence of that refusal that the Oxford, Worcester, and Wolverhamp- 
 ton line was originally projected? A. — That, perhaps, is a rather 
 harsh . mode of representing it. But some of the London and Bir- 
 mingham Board entertained a notion at that time that railways were 
 not really fitted for the conveyance of heavy goods, and they did not 
 seek to obtain the traffic which the country demanded ; and then 
 again, their accounts were kept in such a way as to make it appear 
 that they lost money by the conveyance of goods. This was done by 
 charging the goods with a portion of the fixed expenses, which ivould 
 have been necessary, under any circumstances, even for conveying 
 passengers. Therefore when you debit the goods department with its 
 proportion of the fixed establishment of the railway then it does 
 appear a loss to carry goods. There may be one or two of the Bi ail 
 now left who entertain their old opinions, but I know the management 
 and system has undergone a complete revolution in that respect. I 
 have always entertained the opinion that they ought to come down 
 with thoir fares and carry heavy goods, and have urged it on the 
 Board. But 1 do not move out of the engineering department of the 
 company ."
 
 144 
 Long Passenger Train.— No. 181. 
 
 On the 23rd August, 1847, the Manchester, Sheffield, and Lincoln- 
 shire Railway conveyed, in one train, from Ashton and neighbourhood 
 to Sheffield, 1874 passengers in 46 carriages ; and on the 24th August, 
 1847, 3080 passengers in 66 carriages to Dunford Bridge. 
 
 Qualification for a Railway Director.— Ho. 182. 
 The qualification for a Railway Director, in the Acts of 1846, 
 varies from 10 to 100 shares, and in the Acts of 1845, from 10 to 
 50 shares. 
 
 Passengers on the Midland Railway during 
 Whitsun Week, 1847.— No. 183. 
 
 Number of Passengers on the Midland Railway, for 
 the 23rd, 24th, and 25th May, 1847 : — 
 
 
 Sunday 
 23rd. 
 
 Monday 
 24th. 
 
 Tuesday 
 25th. 
 
 Total. 
 
 
 641 
 3,420 
 1,420 
 1,141 
 
 633 
 1,009 
 3,804 
 
 1,972 
 3,507 
 2,057 
 1,214 
 964 
 7,168 
 5,202 
 
 1,286 
 2 134 
 2,572 
 1,014 
 1,393 
 3,470 
 6,535 
 
 3,899 
 9,061 
 6,049 
 3,369 
 2,990 
 12,247 
 15,541 
 
 
 
 
 
 
 
 12,668 
 
 22,084 
 
 18,404 
 
 53,156 
 
 FINIS
 
 INDEX, 
 
 No. Fnge. 
 A 
 
 Accidents, Railway in 1847 145 111 
 
 Acts, Errors in Railway 134 97 
 
 Acts, Parliamentary Expenses in obtaining Railway .... 137 99 
 
 Acts, Parliamentary Expenses in obtaining Railway .... 1G8 131 
 
 Acts, Railway in 1846 6 
 
 Acts, Railway passed in 1845 135 98 
 
 Advantage of Railways 40 35 
 
 Age of Members of the House of Commons 55 43 
 
 America, Cost of Freight from, &c 99 71 
 
 America, Tonnage entering from 1789 to 1844 41 31 
 
 Axle Crease, Recipe for making, for Railway Carriages . . 98 70 
 
 B 
 
 Birmingham and Oxford Junction 116 85 
 
 Blunders, Nobody Responsible for, made in Railway Acts 120 92 
 
 Bookselling, Statistics of, in Ireland 17 14 
 
 British Trade, Contrast of, with Ports protected and those 
 
 not protected 05 50 
 
 C 
 
 Calls, Railway, not paid up duly 53 41 
 
 Canal Conveyance Improved 10 y 
 
 Canal, Leeds and Liverpool 140 101 
 
 Canals, New Mode of Propelling Boats on 100 71 
 
 Canal, Trent and Mersey 104 74 
 
 (anal. Merchandise Traffic on the Duieof Bridgewater's.. 141 102 
 
 Capital required for Construction of Railways, and income 23 20 
 
 Capital, Railway 47 30 
 
 Capital, Railway, increased hy the Issue Of New Shares .. 164 127 
 
 Carriers 88 64 
 
 o
 
 146 
 
 No. Pa;e. 
 
 Charges allowed by Railway Acts in 1845 107 77 
 
 Charges, Maximum allowed by Railway Acts passed in 1 846 21 18 
 Charges, Curious, for damage done to Passengers by the 
 
 Overturning of a Diligence 13 12 
 
 Coal in Liverpool, 1844 117 86 
 
 Coals, Charge on, into Manchester, and Population of 
 
 England and France 30 25 
 
 Coal consumed by Steamers from Liverpool 83 61 
 
 Coal, Cost of, at Pontypool 118 87 
 
 Coals Exported from 1840 to 1846 158 123 
 
 Coal, Sunderland Trade Ill 82 
 
 Coals, Toll for 32 26 
 
 Coals, Tolls for 173 135 
 
 Cobden's opinion of Railways 42 32 
 
 Coffee Trade with England for 1 1 years 124 91 
 
 Coke, Cost of, made by Railway Companies 37 28 
 
 Collieries, the, of Northumberland and Durham 18 15 
 
 Comparison of the Eastern Counties and London and North 
 
 "Western Goods Station in London 112 82 
 
 Competition, Railway 102 73 
 
 Competition, Railway and Canal 142 107 
 
 Competition in Railways bad 172 134 
 
 Conveyance, Canal, Improved 10 9 
 
 Conveyances, Public, in Paris 26 23 
 
 Cost of three Railways 101 72 
 
 Cost of constructing Railways in England, France, Belgium 
 
 and Prussia 144 109 
 
 Cotton, Statement of the Export Trade of India from 
 
 1833-34 to 1845-46 115 84 
 
 Crampton's, Mr., Engine, the " Namur" 129 94 
 
 Creative power of Railways 19 16 
 
 Curious charges for damage done to Passengers by the 
 
 Overturning of a Diligence 13 12 
 
 Curves, Railway 45 34 
 
 Customs, Duties of, in 1845 and 1846 159 124 
 
 D 
 
 Deposits, Railway, in 1845 and 1846 162 126 
 
 Deserter's Escape a, from a Railway Train 76 57 
 
 Developments, Railway 3- 3
 
 147 
 
 No. Page. 
 
 Directors in their private and public capacity 79 59 
 
 Directors, Number of, in Acts of 1846 7 7 
 
 Directors, Pay to 114 83 
 
 Director, Qualification for a Railway 182 144 
 
 Dividend, Poor 31 25 
 
 Docks, Liverpool 89 65 
 
 Dock Duties, Liverpool, from 1812 to 1845 1 46 112 
 
 Dublin and Kingstown Railway 22 19 
 
 E 
 
 Eastern Counties Railway, Good working of the 80 59 
 
 Electric Telegraph in America in 1846 60 46 
 
 Electric Telegraph in England in 1847 91 66 
 
 Ellcsmere Port, Traffic at • 52 41 
 
 Emigration from Liverpool 138 100 
 
 Encyclopaedia Britannica, Cost of publishing the 174 137 
 
 Engineer, Mr. Hawkshaw, of the Lancashire and York- 
 shire Railway 61 46 
 
 Engines, Long Boiler, not safe at great velocity 92 67 
 
 Engine, Mr. Crampton's, the " Xamur." 129 94 
 
 Engine, Powerful Goods 28 24 
 
 Engine, Powerful, for working bad gradients 150 1 16 
 
 Engines, Tractive Power of Locomotive, on heavy gra- 
 dients 136 99 
 
 Engine, what Weight of, will the Rails bear ? 109 79 
 
 Enemies to Railways 20 17 
 
 Errors in Railway Acts 131 97 
 
 Expense of laying Wide Gauge Railways 166 129 
 
 Extension of Railways, objection to the, in 1846 85 62 
 
 F 
 Fares, Reduction of, on the London and Birmingham 
 
 Railway 178 111 
 
 Female Speaker at a Railway Meeting 77 58 
 
 Fight on a Locomotive Engine 89 30 
 
 Fish, Yarmouth Trade in 1847 139 101 
 
 France, Trade and Navigation of, in hh, 1845, and L846 148 lit 
 
 Freight, Contrast of, by Steamers and by Rail 1 43 108 
 
 G 
 
 Gauge, Railways, miles of each in 1846 163 126 
 
 Gloucester, Transhipping Goods at 71 "> r >
 
 148 
 
 No. Page. 
 Goods Stations in London, Comparison of the Eastern 
 
 Counties and London and North Western 112 82 
 
 Goods, Cost of Conveying by Railway 125 92 
 
 Goods, Cost of Conveying by Railway 175 137 
 
 Goods, Irregularities of, by Railway 176 138 
 
 Goods, Time required for Transhipping, at London 1G5 12a 
 
 Good-will amongst Railway Companies 100 70 
 
 Gradients, Railway 44 33 
 
 Grand Junction Railway, Live Stock Traffic from Liverpool 75 57 
 
 Grease, Axle, Recipe for making for Railway Carriages . . 98 70 
 Great Western and Loudon and Birmingham Railways, 
 
 comparison of the 153 1 18 
 
 H 
 Hawkshaw, Mr., Engineer of the Lancashire and York- 
 shire Railway 01 40 
 
 Hay Fired by sparks from an Engine 43 32 
 
 Huddersfleld and Manchester Railway Merchandise Traffic 2 2 
 Hudson Mr., Extent of Railway under the management of, 
 
 inl847 127 93 
 
 Hull, Ancient Importation into 8 7 
 
 I 
 
 Income of the Leeds and Liverpool Canal 51 40 
 
 Inland Navigation to and from Liverpool, estimated traffic 
 
 in Goods recived and forwarded by, in the year 1844 121 88 
 
 Iron, Comparative Value of Cast and Manufactured articles 34 27 
 
 Iron Trade, Statistics of the Scottish 11 10 
 
 Isle of Man Tonnage 149 115 
 
 L 
 
 Lead Trade, the, at Newcastle-upon-Tyne 15 13 
 
 Leeds and Liverpool Canal, Income of the 51 40 
 
 Leeds and Liverpool Canal 140 101 
 
 Leeds and Bradford Railway, Merchandise Traffic on the 74 57 
 
 Letters, Post-office unclaimed 155 121 
 
 Limestone, Cost of, on the Trent and Mersey Canal 49 38 
 
 Liverpool, Merchandise Traffic to and from, by Railway.. 122 89 
 
 Liverpool Rock Duties, from 1812 to 1845 140 112 
 
 Liverpool, Inland Trade of, in 1844 132 96 
 
 Liverpool and Manchester Railway difficult to start 107 130
 
 149 
 
 No. Page 
 
 Long Boiler Engines not safe at great velocity 92 G7 
 
 Long Passenger Train 181 144 
 
 London and Birmingham Railway Merchandise Traffic .... 5 4 
 
 M 
 
 Machine, the Patent Street-sweeping, v. Hand-sweeping.. 130 'J4 
 
 Manchester and Neighbourhood 70 54 
 
 Manchester and Birmingham Railway 84 Gl 
 
 Men of different Countries do not work well together .... 40 30 
 
 Merchandise Traffic, Iludderstleld and Manchester Railway 2 2 
 
 Merchandise Traffic, London and Birmingham Railway . . 5 4 
 
 Merchandise Traffic on the Duke ofBridgewater's Canal. . 141 102 
 
 Merchandise Traffic on the Leeds and Bradford Bail way . . 74 57 
 
 Merchandise Traffic on the Norfolk Railway 73 50 
 
 Merchandise Traffic to and from Liverpool by Railway . . 122 89 
 
 Merchandise on the Midland Railway in 184G 59 45 
 
 Merchant, a Manchester 33 2G 
 
 Mersey and Irwell Navigation, Traffic on the 50 38 
 
 Milk by Railway 35 27 
 
 Money, how to make 29 24 
 
 N 
 
 Newcastle Lead Trade 15 13 
 
 Newspaper, Cost of Printing the "Times." 171 133 
 
 Newspaper, Extraordinary Exertion of the "Times." .. 24 21 
 
 Newspaper, Railway, in 184G 1G9 132 
 
 Norfolk Railway, Merchandise Traffic on the 73 66 
 
 o 
 
 Officers, Railway, in 1847 1 1 
 
 Officials, bad case of, Pocketing Money in getting up a 
 
 Railway, in 1845 105 75 
 
 Omnibuses in London in 1847 1G1 125 
 
 Oxford, Worcester, and Wolverhampton Railway 180 143 
 
 P 
 
 Paper Making 56 13 
 
 Paris, Public Conveyances in 2G 23 
 
 Parliamentary-interference with Railways often injurious 78 58 
 Passengers by the London and North Western Railway 
 
 from Manchester, &c, during Whitsun Week, 1847.. 170 132 
 
 Passengers, Discouragement of Third Class 3G 28 
 
 o 2
 
 150 
 
 No. Page. 
 Passengers on the Midland Railway daring Whitsun Week, 
 
 1847 183 144 
 
 Passengers, Railway, from an Agricultural District.... 133 97 
 
 Passengers, Railway, in 1846 4 4 
 
 Post-office Act of 1847, anil Railway Parcels 81 CO 
 
 Presents, in Chirstmas, 1847 48 37 
 
 Prospectuses, Railway, in 1845 25 22 
 
 Property, Depreciation of, in 1847 62 47 
 
 Propelling Boats on Canals, New Mode of 100 71 
 
 Property destroyed by Hallway Schemes in 1845 147 113 
 
 Publishing, Cost of, the Encyclopaedia Britannica 174 137 
 
 Q 
 
 Quarrels between Directors and Proprietors 58 45 
 
 E 
 
 Races, Chester 123 91 
 
 Rails, what weight of Engine will they bear ? 109 79 
 
 Railway Travelling easy and smooth in its motion 14 13 
 
 Railway, Dublin and Kingstown 22 19 
 
 Railway Prospectuses in 1845 25 22 
 
 Railway Train, without a Passenger 27 23 
 
 Railway Gradients 44 33 
 
 Railway Curves 45 34 
 
 Railway Capital 47 36 
 
 Railway Calls not Paid up duly 53 41 
 
 Railway Property, Value of, in 1843 54 42 
 
 Railway Scrip, Value of, in 1845 and 1846 68 52 
 
 Railway, Good Working of the Eastern Counties 80 59 
 
 Railway, Manchester and Birmingham 84 61 
 
 Railway, Peel's opinion of the Trent Valley 95 68 
 
 Railway Stock, Depreciation of, in 1847 113 83 
 
 Railway, West Riding Union, in 1846 128 93 
 
 Railway Schemes, Property Destroyed by, in 1845 147 113 
 
 Railway Deposits in 1845 and 1846 162 126 
 
 Railway Capital increased by the issue of New Shares. . . . 164 127 
 
 Railway, Liverpool and Manchester difficult to start .... 167 130 
 
 Railway, Oxford, Worcester, and Wolverhampton 180 143 
 
 Railways, how far profitable, and extent 16 14 
 
 Railways, Creative Power of 19 16 
 
 Railways, Enemies to 20 17
 
 151 
 
 No. Page. 
 
 Railways, Capital required for Construction, and Income.. 23 20 
 
 Railways, Cobden's opinion of. 42 32 
 
 Railways, Advantage of 46 35 
 
 Railways in 1845, too anxious to obtain the favour of the 
 
 Board of Trade 69 53 
 
 Railways, Parliamentary interference with, often injurious 78 58 
 
 Railways, Objection to the Extension of, in 1846 85 62 
 
 Railways, Cost of Three 101 72 
 
 Railways, Cost of Constructing, in England, France, Bel- 
 gium, and Prussia 144 109 
 
 Railways, Width of Wide and Narrow Gauge 151 117 
 
 Railways Sanctioned in 1847 152 117 
 
 Railways, Comparison of the Great Western and London 
 
 and Birmingham 153 118 
 
 Railways between London and Manchester, in 1845 160 125 
 
 Railways, Miles of each Gauge, in 1846 163 126 
 
 Railways, Expense of laying Wide Gauge 166 129 
 
 Russia, Statistics of 87 63 
 
 S 
 
 Suit Exported from Liverpool during 13 years 110 81 
 
 Scrip, Railway, value of, in 1845 and 184G 68 52 
 
 Sea, Quick Travelling by 97 70 
 
 Blip, Cost of Working a 82 60 
 
 Ships, Hire for British, and cost of provisions, &c, at 
 
 Sooth Shields 57 44 
 
 Speakers, Hint to Public 90 66 
 
 Speed on Railways too high for Permanent Way 177 140 
 
 Ition in 1825, 1835, and 1845 93 67 
 
 iters, Men of the North 96 69 
 
 steam I larriage, Small 9 8 
 
 Steam in 1730 n>3 71 
 
 sinm's Mr., BUI for the Regulation of Railways In 1847. 179 141 
 
 Strutt Mr., Mr. Houldsworth's opinion of, in 1846 120 88 
 
 Sugar, Profits on, from Batavia 38 29 
 
 Sugar Trade with England for 11 years ion 7H 
 
 T 
 
 Tea Trade with England for 1 1 years 119 87 
 
 Telegraphing, Mode of, previous to the Electric Telegraph IS 13 
 
 Tonnage, British and Foreign, from 1820 to 1846 66 51
 
 152 
 
 No. Page' 
 Tonnage, Comparative view of English and Foreign, in- 
 wards and outwards 64 49 
 
 Tonnage entering the Ports of France from 1825 to 1844. . G7 52 
 
 Tonnage entering America, from 1789 to 1844 41 31 
 
 Tonnage of the United Kingdom, from 1821 to 184G .... G3 48 
 
 T0II3, Canal, Reduced by Railways 154 lit) 
 
 Traffic at Ellesmere Port 52 41 
 
 Traffic, Estimated, in Goods received and forwarded by 
 Inland Navigation to and from Liverpool, in the 
 
 year 1844 121 88 
 
 Traffic on the Mersey and Irwell Navigation 50 38 
 
 Train, Cost of Working, at 40 or 1G uiiles an hour 157 122 
 
 Train, Long Passenger 181 144 
 
 Transhipment of Goods an evil on Canals 94 68 
 
 Transhipping Goods at Gloucester 71 55 
 
 Travellers, Increase of, leads to diminution of fares 131 96 
 
 Trent and Mersey Canal 101 74 
 
 Trent Valley Railway, Peel's opinion of the 95 68 
 
 Turnpike Trusts in 1845 15G 121 
 
 V 
 
 Viaduct, Stockport 8G 63 
 
 W 
 
 Water Conveyed by Railway 72 55 
 
 West Hiding Union Railway in 1846 128 93 
 
 Width of Wide and Narrow Gauge Railways 151 117 
 
 Y 
 
 Yarmouth Fish Trade 139 101 
 
 PRINTED BY nit Mi Ml .in AND BLAC Kl.nC K , 2/, BROWN-STREET, BANCHBSTEH 
 AND 59, FLEET-STREET, LONDON.
 
 This book is DUE on the last 
 date stamped below 
 
 QL APR 
 JUL 
 
 91979 
 g 1979 
 
 to 
 
 5m-6,'41(3644)
 
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 3 1158 00436 6927 
 
 HE 
 
 3018 
 
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 UC SOUTHERN REGIONAL LIBRARY FACILITY 
 
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