RAILWAYS, HIGHWAYS, AND CANALS. 



consumer 13*. l|d., or 5*. \\d. more, exclusive of the prime cost and 

 the coal-merchant's profit. It is true there are two inclined planes 

 on the railway, which are worked by stationary engines ; but there 

 are twenty-five locks to be passed on the canals, and twenty draw- 

 bridges to be opened and shut by the boatmen. 



This is a case of the utmost importance to the public, and one 

 which completely describes the question of the comparative public 

 utility of canals and rail-roads with locomotive engines for the 

 transport of heavy goods. The question of time is here not 

 worthy of consideration ; for if the public were to be charged 

 more than double price for coal, which they would be (and more) 

 by the substitution of railways for canals, it would be but a poor 

 consolation to tell them that the coal had only been one-third 

 of the time upon the road. Nor does this great comparative cheap- 

 ness of the canals, which Mr. Grahame has taken for the estimate of 

 the two modes of conveyance, depend in any degree upon a better 

 natural adaptation in the one locality for a canal than there is in the 

 other for a railway ; for, in this respect, the railway has decidedly 

 the advantage, so that, upon the average, railway conveyance would 

 be considerably higher in proportion. We shall now very briefly 

 advert to Mr. Grahame's other instance. 



The Liverpool and Manchester Railway. In as far as magnitude, 

 expense, extended power, and determined resolution to overcome all 

 opposition offered to it are concerned, this is one of the most splendid 

 works that ever was executed ; and it is also one, the facilities for 

 constructing which, and the expectation, nay, the certainty of trade 

 by which, are far greater than can occur in any other line of equal 

 length in the British islands. This is, therefore, a case in which the 

 capabilities and advantages of a rail-road with locomotive engines 

 should appear in the most favourable light. Mr. Grahame examines 

 it with great minuteness and accuracy, in so far as the documents 

 published by the parties themselves can be considered accurate ; but 

 we must content ourselves with the results. 



Cost. The capital for which the original shareholders were pro- 

 cured in 1824, was 400,000/. ; that on which the act of incorporation 

 was obtained in 1825, was 510,000/. with a power to borrow 127,000/., 

 in all 636,OOOZ. ; in March 1830, the estimate rose to 820,000/. ; and 

 at the close of 1833, the expenditure had risen to 1,089,447/. 17*. 6c/., 

 or more than double the estimate on which the act was obtained. 

 The same parties who drew up the original estimate had, we believe, 

 the charge of carrying the work into execution. 



Trade. The orignal estimate was as follows : 



1,500 tons goods daily. 

 2,000 tons coal do. 



500 tons cattle do. 



200 tons passengers do. 



4,200 tons per day, or, at 313 days to the year, 

 1,324,600 tons. 



This is the net weight of merchandize and passengers estimated 

 for, exclusive of 3,500 tons of full and empty waggons daily, or 



