Chambers's Edinburgh Journal, No. 309

A CHEAP CLASS OF RAILWAYS

A short time ago (October 13) we took occasion, in speaking of the present railway system, to hint at the possibility of constructing a class of useful railways, auxiliary to the great lines, at a very moderate expense. Our observations have drawn the attention of the conductors of 'Herapath's Railway Journal' to the subject, which is discussed by them in two able articles (Nov. 3 and 10), of which we take the liberty of offering an analysis, along with some general remarks.

The first thing noticed by Herapath is the unnecessarily large cost at which most of the existing railways have been constructed. While the railway mania lasted, cost was of inferior consideration. In the inordinate hurry of the moment, engineers gave only a rapid glance at the proposed route; they thought nothing of tunnelling hills and crossing deep valleys, rather than go a mile or two out of their way; and then, to avoid local opposition, or to promote local jobbing in land, enormous sums were recklessly promised or expended. 'To show how lines are projected,' says Herapath, 'we remember that there was one for which a bill was actively and zealously prosecuted in parliament in the eventful year 1845, which tunnelled and cut nearly all the way from Liverpool to Leeds. From the extent of its works, this line, though not a very long one, would have taken fifteen or twenty years to make. At the head of this hopeful project was an engineer ranking high amongst the talents of the day, a gentleman who had made one of our longest railways, and in support of it as a feasible project it numbered amongst its directors or committeemen gentlemen of the first respectability. It narrowly escaped the sanction of the legislature, which would no doubt have been granted had not a strong opposition been raised to it by parties interested in a competing line. But even where there is opposition to expose merits and demerits, it is not always that parliament can be depended upon to sanction the better of two lines proposed; the best line remains most likely undiscovered by engineers. In the case of the Brighton line, of three proposed, parliament actually selected the worst, the most expensive, and the shortest only by a trifling distance. There was a route proposed, which, passing through a natural gap in the hills, avoided the necessity of tunnelling, and the enormous outlay and permanent inconvenience consequent upon it. This superior route parliament discountenanced, and favoured the present long-tunnelled and costly line.' The parliamentary expenses, caused by the opposition of rival companies and landowners, told also most seriously on the initiatory cost of the lines. 'There probably never was a bill passed without having to encounter great opposition, because there probably never was a bill for a railway prosecuted in quiet ordinary times. There must be, it would seem, a mania to bring forth railways, and then all the world comes out with railway schemes. It is opposition which engenders expense; and a mania is the hotbed for the raising of opposition. One of our railway companies had to fight so hard for their bill, that they found, when at length they reached the last stage – namely, that of receiving the royal assent – that their parliamentary expenses had mounted up to half a million of money. Half a million of money spent in barely acquiring from parliament the right of making a line of railway which is to confer a benefit on the nation! Such is the fact. Without opposition, the same bill would have been passed into an act at a cost not worth naming by the side of that enormous sum.'

The result of all this was, that the cost of constructing railways went far beyond what was warranted by prospects of traffic; and in point of fact, had the traffic not turned out to be greater than was contemplated by the projectors, scarcely a railway in the country would ever have paid a shilling of profit. The usual expense of construction and putting in working order – all outlays included – was L.30,000 to L.40,000 per mile; some lines were executed at L.20,000 per mile; but in several instances the cost was as high as L.300,000 per mile. The mere parliamentary expenses of some lines were L.5000 per mile; and a railway got well off at L.1000 per mile for expenses of this nature. But the primary cost of railways is only one element of calculation as respects the chances of profit: another large item is the expense of working. It is now discovered that a railway cannot be worked, to be at all efficient, under the present heavy locomotive system, at a less cost than L.700 per mile per annum. 'Several branch lines owned by wealthy companies,' says Herapath, 'do not receive more than L.500 per mile per annum, while the expense of working them cannot be less than L.700 per mile per annum. Here the loss is L.200 per mile per annum in addition to the loss of the capital expended' for construction. 'The [present] locomotive railway system is of too costly a character to admit of every town having its railway. It is too costly in working as well as in construction. A vast number of places have not traffic sufficient to support railways, though the capital cost of them should be nothing. The working of trains is too expensive to allow of any profit being derived from the traffic conveyed.'

The announcement of these truths brings us to the consideration of a new and cheaper kind of railway system. It will naturally occur to every one that there are towns and districts which might find a paying traffic for some species of thoroughfare superior to what is afforded by a common road. A road is a general pathway on which so many cart-loads of stones are laid down to be ground to mud annually, at great labour to horses, and no small pain and loss of time and money to passengers. The way they are supported by toll-bar exactions is in itself a pure barbarism. It is not an advance beyond the rudest stage of social economy. We pity towns that are cut off from the general intercourse of the world by so miserable a class of thoroughfares; and the question we propound is – whether something better, yet not so stupendous as ordinary railways, could be brought into operation? We think there could; yet only provided certain concessions were made. The following is what we propose: —

Railways to be constructed with only one line. The rails to be of a somewhat lighter make than those ordinarily employed. The routes to be accommodated, as far as possible, to the nature of the country. Tunnels, deep cuttings, high embankments, and expensive viaducts, to be avoided. The best levels to be chosen, even although the route should be some miles divergent. No sidings of any kind, so that local superintendence to shift points would be altogether avoided. Small locomotives, of not more than ten-horse power, to be employed. Light omnibuses for passengers, and light wagons for goods, only to be used. On the supposition that the lines of this nature shall be made only of from ten to twenty miles in length (larger lines not being immediately contemplated), there ought on no account to be more than one locomotive in use: if there were a second, it should only be as a reserve in case of accidents. This rule for locomotives to form a main feature in the whole plan. The locomotive, with its one or two omnibuses for passengers, or its short train of wagons, or with omnibuses and wagons mixed, to be kept almost constantly going. Instead of standing during long intervals doing nothing, with its steam ineconomically escaping, and its driver idle, let it be on the move, if necessary, the whole twenty-four hours. As soon as it comes in at one terminus, let it return to the other. Let it, in short, do all the work that is to be done; and as by this means there can be only one train at a time in operation, so there can never be any collisions, and sidings would be useless. The speed to be regulated according to circumstances. Trains with coal, lime, or other heavy articles, may go at the rate of six or eight miles an hour; those with passengers may proceed at an accelerated rate of twelve to fifteen miles, which we anticipate to be a sufficient maximum speed for railways of this kind, and more would not be expected. The width or gauge might be that commonly employed, and the lines might be in connection with the existing railways. But we would not consider it indispensable for the light trains here spoken of to run into the main lines. It might be proper to run the same wagons on both; but the shifting of passengers would be of less importance. At present, people shift into stage-coaches at certain stations, and they would have no greater trouble in shifting into the omnibuses on the single branch lines. To leave nothing untried as regards saving in the working expenses, it might be preferable to have no station clerks. Stations need only be covered sheds, to afford shelter from the weather; and instead of a class of clerks and porters fixed to a spot, a conductor to sell tickets, and a porter as an assistant, might travel with every train.

Such are the leading features of a plan for establishing cheap railways. If no fallacy lurk under our calculations, the expense of working such lines would be comparatively small. The number of attendants would be on the most moderate scale, and so likewise would be the amount of the engines and carriages in active operation. Possibly, in some instances, horse-power would be preferable to that of steam; but on this point it is needless to say much, for the question would be determined by circumstances. Herapath seems to indicate that horse-power might be deemed sufficient in the first instance. He observes, 'It is probable that on railways of the character recommended for local purposes the average traction would be about one-tenth of the common road traction. One horse on a local railway would therefore draw as much as ten on a common road, perhaps more. But even this gives a great advantage over the common road. Horses, in the room of the heavy locomotives now in use, would effect great saving, in carrying a limited amount of traffic, in working, as well as in the repairs of the permanent way. Should the traffic of these local lines increase much, it may then become advisable to put on light locomotives equal to the duty. Improvements are every day being made in the locomotive; and it is highly probable that in course of time we shall have light locomotives fit for the working of branch lines, where there is but a meagre supply of traffic, and where the expense of the giant locomotive now in use cannot be borne.'

The only matters remaining to be discussed are the mode and cost of construction. It may be as well to say at once, that unless the landowners and general inhabitants of a district cordially concur in establishing such lines, they cannot be made, and the whole project falls to the ground. It must be regarded in every instance as assumed, that the parties locally interested wish for the lines, and will earnestly, and without selfishness, promote their execution. It will, we believe, be very generally found that on a line of ten to twenty miles in length there are not more than six to eight principal landowners. We could mention instances in which lines would go six miles over one person's property. In a variety of cases the lines might run for certain distances alongside the public roads, so as to cause the least possible damage to property or general amenity. In any case, supposing that nothing more than the fair price of the land taken is to be paid for – no contest in parliament, and no great works to be attempted – it is reasonable to conclude that the first cost of the lines would be little more than a tenth of what is ordinarily charged. According to Herapath – 'instead of L.30,000, L.40,000, or L.50,000 a mile, the cost of a town's or landowner's branch line, constructed on the above principle, would only be a few thousands – probably as low as L.2000, L.3000, or L.4000 a mile. The expense, however, would vary according to the nature of the country to be traversed. Where the ground is flat and sound (not boggy) the expense would be lightest. But in each case an estimate could ascertain – not to a nicety, but nearly – what a line would cost. We should advise that, prior to entering upon the construction of a line, the parties should carefully estimate the cost of construction, the charges for working – say by horses – and thus see, before they commenced, that there was no chance of their being on the wrong side. We imagine that lines constructed and worked so cheaply as these would be, would pay well; in dividend far outrival their more costly connections, the great locomotive lines. A wide field is here opened for legitimate and safe speculation; for benefiting all parties, if it be only properly carried out. To raise funds for this purpose, the townspeople and landowners could form themselves into partnerships or companies. We have no doubt they would amply benefit their pockets in a direct manner, by the profitable return such a railway would make upon its capital, as well as obtain railway communications which would enhance the value of their estates and the importance of their towns.'

With these explanations, the subject may be left in the hands of the public. Only one obstacle seems to present itself – and that is the present disheartened condition of the country respecting all railway schemes whatever. On this account projects such as we speak of would have a difficulty in obtaining a hearing. At the same time, the penalties of neglecting opportunities must be borne in mind. To conclude in the words of Herapath: – 'The local parties interested in lines of this description should not delay directing their attention to the subject; for while they are waiting and dreaming, the trade of their towns may permanently pass away from them, and centre in places provided with railway accommodation. Trade remains with a place for a long time after another place has possessed itself of superior advantages for carrying it on; but when it has passed away, owing to neglect to retain it, it is almost impossible to regain it. Certainly, it may be said, the sooner the inhabitants of isolated places in want of railway communication bestir themselves in this matter, the better for their own interests. In self-defence they will be called upon in the course of years to do so; when they find their trade slipping through their fingers they must have railways; and as railway companies will never be allowed to do it for them, they must needs make the lines themselves. Is it not better to set about this work before it is a matter of necessity, before they lose their business, and before others take it away? To our mind there is not a doubt of the propriety of local parties attending to this notice at once; not in haste, but with deliberate judgment, reviewing the local position in which they stand, the capability of forming a cheap line, and the advantages of it both directly and indirectly to themselves.'

CURIOUS PECULIARITY IN THE ELEPHANT

The Bombay Times notices a paper by Dr Impey in the 'Transactions of the Bombay Medical and Physical Society,' containing an account of the rise of a malignant pustule from contact with the flesh of a dead elephant. It furnishes a curious new fact in the natural history of the animal. 'It is so seldom,' says the Bombay Times, 'that tame elephants amongst us die from natural causes, or under such circumstances as permit of dissection, that this peculiarity of the carcase has not, we believe, till now been described, though perfectly well known to the natives. A baggage elephant accompanying the third troop of horse artillery having died on the march betwixt Mhow and Poona at the commencement of the hot season of 1846, the elephant was cut up by some of the artillerymen and attendants, under the supervision of Dr Impey, to see, if possible, to determine the cause of its death. The mochee was ordered to work amongst the rest, but could not be induced to touch the carcase until he had smeared his hands and arms with oil, assigning as the reason of his aversion the certainty of disease supervening, and its liability periodically to attack those who had once suffered from it. This at the time was heartily ridiculed; but the laugh was on the mochee's side when every man employed in the dissection but himself was two days afterwards attacked with acute disease. The character of this was at first purely local: the pain felt like that arising from the bite of a venomous insect; it was accompanied by slight local inflammation. This soon extended, and became a sore. These deepened to the bone, and extended on all sides, manifesting a remarkable degree of sluggishness and inactivity. Fever accompanied the earlier symptoms, exhibiting a remittent type, and being most severe towards the evening. After a fortnight, secondary fever appeared, and three weeks elapsed before the sores could be healed up. The patient had by this time become emaciated, sallow, and enervated, so that active dietetic measures required to be taken for his restoration.'

DIG DEEP TO FIND THE GOLD

SCOTLAND IN ENGLAND

The great annual Caledonian Ball is soon to come off with its accustomed splendour; the Scottish National pastimes and fêtes are to be celebrated under the most influential auspices; and the [late] Scotch Lord Mayor continues to keep up the national character for hospitality with unwonted liberality and éclat. A Scotch nobleman has won the Derby, an achievement surpassing, in the estimation of the Cockneys, all the exploits of Lord Gough. Another Scotch nobleman has added the splendid territory of the Five Rivers to the British empire in India; and a third is wisely, and ably, and approvingly, suppressing rebellion in Canada. Two Scotch noblemen made the best speeches, pro and con, on the Navigation-laws. The temporary absence from illness of one Scotch member (Hume) from the Commons is generally lamented. Scotch music is heard and applauded in the streets despite of the dilettanti and tramontane attractions of Alboni and Lablache; and Scotch steamers are universally allowed to be the finest models of marine architecture in the river. From the stone bridges over the Thames – nearly all built [of Scotch stones] by Scotchmen – you are perpetually reminded of the genius of James Watt. Scotch banking is getting more into vogue, and is trenching on the originally Scotch organised Bank of England. Scotch cakes, Scotch shortbread, Scotch gingerbread, Edinburgh buns, and Selkirk bannocks, Scotch whisky, ale, salmon, herrings, haddocks, and oats, maintain their accustomed supremacy. Scotch plaids and tartans are in the windows of every clothier, draper, and tailor's shop; and you scarcely meet a smart female in the streets without some part at least of her person being decorated in tartan array. In the printshop windows you see the departure of the 'Highland Drove' – the Illicit Still on the mountain side – the Stag at Bay – the Lassie herding Sheep, in juxtaposition with her Majesty the Queen and her Court at the Coronation. – London Correspondent of Inverness Courier.