Robert Michael Ballantyne - The Iron Horse

Now, let us contrast this state of things with the condition and influence of railways up to the present time. As we have said, the iron horse began his career in 1830 on the Liverpool and Manchester line—long since become part of the London and North-Western Railway—at that time thirty-one miles long. Eight years later, Liverpool, Manchester, and Birmingham were completely connected with London by railway. Then, as success attended the scheme, new lines were undertaken and opened at a still more rapid rate until, in 1843—despite the depression caused for a time by over-speculating—there were nearly 2000 miles of railway open for traffic. In 1850 there were above 6000 miles open; in 1860, above 10,000. In 1864 the railways of the kingdom employed upwards of 7200 locomotives, 23,470 passenger carriages, and 212,900 goods and mineral waggons. In that one year about five million passengers and goods trains ran 130 millions of miles—a distance that would encircle the earth 5221 times—the earth being 24,896 miles in circumference. In 1866 the gross receipts of railways was about forty millions of pounds sterling. At the present date (1871) above 14,000 miles of railway are open in the United Kingdom. This mileage is divided amongst about 430 companies, but a considerable number of these have been incorporated with the larger companies, such as the London and North west, the Great Western, etcetera.

All the lines carried in one year (1870) somewhere about 307 millions of passengers—in other words, that number of passenger journeys were performed on them. The mail and stage-coaches in their best days only conveyed, as we have said, two millions! 1 1 Many readers may find it difficult to form an adequate conception of such a vast number as 307 millions. It may help one to some idea of it to know that, if a man were to devote himself to count it, one by one,—sitting down after breakfast counting at the rate of one every moment, and working without intermission for eight hours every day, excepting Sundays,—he would not conclude his task until the thirty-fifth year.

It is almost overwhelming to consider what a vast change in the condition and habits of the people of this country is implied in these figures. Forty years ago none travelled but the comparatively rich, and that only to an extent equal to about two-thirds of the present population of London. Now-a-days the poorest artisan can, and does, afford to travel, and the number of journeys performed each year on all our British railways is equal to more than the entire population of Europe! which, in Stewart’s “Modern Geography,” is set down at 285 millions. From this of course it follows, that as many thousands of men, women, and children never travel at all, many others must have undertaken numerous journeys in that year.

The facilities afforded by railways are altogether innumerable. If so disposed you may sup one night in the south of England and the next night in the north of Scotland. Thousands of families dwell in the country, while the heads thereof go to their business in town by rail every morning and return home every evening. Huntsmen, booted and spurred, are whirled off, horses and all, to distant fields, whence, after “crossing country” all day, they return to the railway and are whirled back to town in time for dinner. Navvys and artisans are conveyed to their work at a penny a mile, and monster-trains carry thousands of excursionists to scenes of rural delight that our fathers never dreamed of in their wildest flights of fancy.

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Many readers may find it difficult to form an adequate conception of such a vast number as 307 millions. It may help one to some idea of it to know that, if a man were to devote himself to count it, one by one,—sitting down after breakfast counting at the rate of one every moment, and working without intermission for eight hours every day, excepting Sundays,—he would not conclude his task until the thirty-fifth year.