Ñep<¡*^
A
íEeport
ON THE
COST AND SEPARATE ADVANTAGES
SHIP CANAL
RAIL-WAY,
NEWCASTLE TO CARLISLE,
PUBLISHED
BY ORDER OF AND ADDRESSED TO
la^ommíttíc of ^nquirg^
SECOND EDITION
BY WILLIAM CHAPMAN, ESQ.
CIVIL ENGINEER, &c.
OF A
AND OF A
FROM
NEWCASTLE
PRINTED BY EDWARD WALKER;
PILGRIM-STREET.
í'te« 4t/« ^-14Niif
7,JfSf
Newcastle, 27th October, 1824.
Gentlemen,
The task you hare allotted me of estimating the separate costs of
a Ship Canal, and of a Rail-way, between Newcastle and Carlisle,
with the probable amount of carriage upon each, and also the lines
of direction which each of them ought to pursue, I shall acquit my¬
self of, in the best manner that circumstances will admit. My local
knowledge of the country, both from my own surveys, and those of
others, enables me to point out the lines of direction with sufficient
accuracy to shew where each of them would pass through the estates
of great landed proprietors ; but without an accurate survey for decid¬
ing the most eligible levels, and the ascents and descents, whether they
be by inclined planes, or locks, it is impossible to determine the lesser
properties through which either the Rail-way or Canal should pass.
My former surveys for the proposed Canal in 1795, point out the
major portion of the most eligible line for a boat Canal ; but for the
conveyance of sea vessels from Carlisle to Newcastle, there are many
obstacles, not difficult to overcome in a boat Canal, which in a ship
Canal are insuperable, without an expenditure far beyond what can
possibly be warranted, by any real or contemplated advantages of a
Ship Canal over those producible by a Rail-way. These difficul¬
ties consist chiefly in the impossibility of avoiding steep and broken
ground, in the vale of the Tyne ; along which the width requisite
for a Ship Canal, and its outer bank, could not obtain sufficient base
at any reasonable charge. The vast number of Locks requisite to
pass upwards of 810 feet ascent and descent, with the time lost in
passing through them; as likewise the improbability of sufficient sup¬
ply of water at the summit ; and other circumstances which will be
best explained in the description of the courses this Canal might
pursue, form undoubtedly great impediments.
I will endeavour to describe them ; whilst to render that descrip¬
tion as concise as I can, I shall refer to the map engraved in 1795,
on which I have now laid down the probable lines of both the Canal
and Rail-way.
a 2
4
The west end of the Canal must, of course, commence from the
Basin at Carlisle, and after passing over the vales of the rivers Cal-
dew and Petterel, it may proceed without a Lock to cross the river
Eden over a bed of rock not far from Warwick Bridge ; after which,
if the high level of eventual communication with Penrith, Ullswater,
&c. be deemed of that moment I conceive it to be, the most easy
continuance to Glenwhelt will be as formerly proposed for the Boat
Canal between Newcastle and Carlisle, which will cut through an
angle of the demesne of Naworth Castle; but if the advantage of an
easy communication to the southward be relinquished, it is possible
(although far from certain) that a less expensive line of Canal may
be found by crossing the Eden a little below its junction with the
Irthing ; and continuing on its north side until proper to re-cross the
river at or near the summit level, by which means the demesne of
Naworth Castle will be avoided.
From near Glenwhelt Bridge, the west side of the vale of Glen¬
whelt may be followed to below Col. Coulson^s house and grounds, and
then to proceed in the best way the irregular ground will permit, more
or less near the line formerly proposed, until near Capon's Cleugh,
where it may cross the Tyne on a rocky bed, to the cliiF on the oppo¬
site shore ; from whence it may continue onwards by the south side
of Hexham, the Riding, and Prudhoe Castle, and in the best way
the country admits of, to its entrance into the Tyne, near Mr Askew^s
house at Redheugh,^ which is as far (without outraging all propriety)
as it can proceed. It would here join the navigable part of the Tyne^
to which, unless in the lowest neaps, vessels drawing 8 feet water
might navigate from the sea to and from the Canal, provided they
had striking masts, which would only be the case with those vessels
peculiarly designed for the passage of this Canal, and therefore use¬
less to all other vessels, should incidental circumstances cause them
ioa long, and steeply ascefiding and descending navigation, in
preference to the shorter, more level, and less expensive line between
the Forth and Clyde.
In fine, except in the addition of the following table, which shews
that all the Ship Canals existing between two seas (of which I have
any minutes) have much less length and elevation, than this which
is suggested between Newcastle and Carlisle ; and also stating that
none of them have returned a revenue approximating the interest of
their first cost and accumulated charges ; I cannot express my opinion
more forcibly than I shall do in a subsequent quotation from the
supplement of my report to Sir James Graham ;
5
SHIP CANALS.
1
Sleswick Canal (Rend^urgh \
to Kiel)* /
Forth and Clyde Canal
Crinan Canal
CaledoiiianCanalf (not finished)
Suggested Newcastle & Car- \
lisle Canal j
Carlisle to Solway Frith (fi- )
nished) upwards of J
Viz. : between £90,000 and
£100,000, including Ware¬
houses and vacant Ground.
Total from Newcastle to Sol- )
way Frith j
'tS
C/2
O
U
Length.
Amount of both
rise and fall.
No. of Locks.
Length of
Locks.
tVidth.
Depth of Water
£.
Miles,
Feet.
No.
Feet.
Feet.
Feet,
200,000
200,000
• • •
Canal
Lakes
20i
35
9
21i
374
46
312
• • •
• • •
• • •
8
39
• • •
• • •
• • •
96
• 74
96
• • •
172
24
20
24
• • •
40
10
9
14
• • •
20
888,000
90,000
644
114
814
62
CO
p-H
i
18 6
9
978,000
76
878
125
78
18 6
9
Although I have minutes among my papers which would have
enabled me to fill up the vacancies in the above columns, I find, after
some search, that it would take up too much time to find them, par¬
ticularly as there is enough stated to shew the comparison in a suflä-
ciently strong light.
The cost of the Forth and Clyde Canal is stated in the Encyclo¬
paedia Britannica to be £200,000, as in the preceding table ; but,
according to other information, the amount was much higher. The
cost of the Crinan Canal was such as to leave the adventurers little
or no return for their outlay.
The advantages derivable from the suggested continuation of the
Solway Frith and Carlisle Canal to Newcastle, can only be in the pas¬
sage of small vessels from the Baltic, or the coast of Jutland, Germany,
and Holland, and part of the east of England, to the Irish Channel, or
in the reversed direction, and also of such vessels as may be bound
from the Irish Channel to Newcastle, or from the Baltic, Holland,
&c. to Carlislel^
" As to the first description of vessels, those that make the passage
between the opposite seas, very few of them indeed, and those only to
* Dues about öd. per vessel at each Lock. The accounts I have had from
those who have passed through this Canal, and other sources, differ a little, but
not essentially from the dimensions I have given.
t Expended to May 1, 1824, £929,210 2s. 6|d See Pari, Report^ May 31,
1824.
6
a very limited district on each side of the Solway Frith, would ever
think of incurring the great charge of passing through a canal of 76
miles in lengthy with 880 feet rise and falh when they might at a
comparatively small charge of trackage and tolls pass through the
Forth and Clyde Canal, of about 35 miles in length, and 312 feet
rise and fall."
" It therefore follows clearly, that from this source, no adequate
inducement could arise for any person, ever so abounding in money,
to adventure in this speculation."
Approximate Estimate of a continuation of the Ship Canal from
the Basin at Carlisle, to the river Tyne at Redheugh, above the
bridge at Newcastle :—
117 Locks of about 7 feet rise, including gates, difficulty of
foundation, &c. at an average of £3,000* - - £351,000
Aqueducts over the Tyne and Eden,
Aqueduct over the Derwent, % - - -
Smaller aqueducts and culverts over lesser rivers and
streams, viz. the Caldew, Petterel, Tipple, DeviPs
Water, at an average of £3,000, and about 25 small
brooks at £450,
96 draw-bridges,f viz. three in every two mñes, at £500
each - - - - -
About 32 miles on an average of level cutting, with
towing paths, fences, &c. viz. bottom width 33 feet,
slope of sides 21 inches to a foot, and depth 9 feet, at -
an average of 30s. per running yard, viz. £2640 ^per
mile, - - - - . 84,480
Carried forward - £546,980
* Although this amount includes the extended pavement and wing waUs,
and defensive frame work beyond each extremity of the Locks, and also the
lock keeper's house, the sum is too high, but left unaltered in this edition, be¬
cause the whole will subsequently be more closely investigated. From the
same unintentional cause, viz. the having barely time sufficient to discuss the
comparative advantages of a Ship Canal and a Rail-way, the former edition has
some errors of calculation—one of them, in page 17, so material, as to diminish
the probable income of the Rail-way very essentially, by the insertion of ¿£3,333
in the place of £6,666,
"b Such of the bridges as are not over high roads, need not be draw-bridges ;
but the expence of arches sufficiently high for light vessels with the standing
parts of their striking masts, and with towing paths under them, and long ap¬
proaches on each side (excepting where the Canal was in deep cutting) would
add more than 50 per cent, to their cost.
32,000
7,000
24,500
48,000
7
Brought forward
Sü^ioailes of deeper cutting and embankment, at an
average of £4,000 per mile, - - -
10 miles more difficult, at £6,000,
2 miles, viz. 3520 yards, at £10 per yard,
Reservoirs in the high country, on the vales of the
Irthing and Tipple, with purchase of land, probably
not less than - - - -
é
Compensation for mill property on the Irthing and Tip¬
ple, uncertain, may assume it as
Incidents, superintendance, &c. 15 per cent.
Land at an average width of only 84 feet, will require
101^^ acres per mile, viz. on 64i miles, equal to 655
acres, at an average of £60 per acre, - -
Temporary damage to land, yth of the above.
%
This calculated expence, which I conceive to be materially under
what it would prove to be, on an actual survey, must, exclusive of
the annual charge of 117 lock-keepers, and 96 bridge-keepers,* be¬
tween Newcastle and Carlisle only, clearly shew to every dispassion¬
ate mind, the impropriety of any longer entertaining the idea of a
Ship Canal ; and that only practicable for vessels provided with
striking masts.
No attainable tolls would give the proprietors a chance of 2 per
cent, for their outlay ; and to shew that no other vessels but those
direct either to or from Carlisle, would ever think of passing the
Canal, I shall give the charge of doing so, according to the rates
paid on the Forth and Clyde Navigation, viz :—
Tolls per Ton per Mile.
On general goods, 3|d.
On timber, 2
On stones, slates, brick, &c 1
On coals, excepting short distances, 1
* Many of these, where there is little passage^ may be had for providing
them with houses and kale yards, rent free : but the Canal can never answer
without a considerable passage.
£546,980
80,000
60,000
35,200
6,000
3,000
109,677
£840,857
39,300
7,860
£888,017
8
Tracking horses about one farthing per ton per mile, because of
the small detention from Locks. In Boat Canals the charge is gene¬
rally from three farthings to one penny.
Freight of vessel from Id. to l|d, per ton per mile.
In passing the 76 miles from Solway Frith, the tolls would, ex¬
clusive of tracking and other charges, amount to more than the
freight at which vessels may generally be obtained from Liverpool to
Newcastle ; and as to the occasional passage of corn from Berwick to
Liverpool, its obviously preferable course would be by the less charge-
able passage through the Forth and Clyde Canal.
In compliance with the instructions given me, I shall, through
such information as I have obtained, state the chief proprietors whose
lands the projected Canal would have to pass through, viz. :—The
Duke of Northumberland ; the Directors of Greenwich Hospital ;
A. Askew. Esq. Redheugh ; Humble Lamb, Esq. Ryton ; Lord
Ravensworth, Bradley; Chris. Blackett, Esq. ; T. W. Beaumont, Esq.;
Bywell ; Wm Wrightson, Esq. ; C. Bacon, Esq. ; Riding, (perhaps) ;
Sir C. Heron, Broomhaugh ; Lady Blackett, or Sir E. Blackett ;
Colonel Coulson ; Lord Carlisle ; George Shadforth, Esq. Mumps
Hall ; Robt. Mounsey, Esq. ; Rev. Thos. Ramshay ; Thos. Henry
Graham, Esq. Edmond Castle; Mrs Grahq^, Stonehouse ; Sir H.
D. Ross ; Peter Dixon, Esq. ; Thomas Parker, Esq. Warwick Hall ;
Henry Howard, Esq. Corby Castle; the Duke of Devonshire ; George
Blamire, Esq. ; the Earl of Lonsdale ; the Corporation of Carlisle:;
Dixon, Esq. ; William Halton, Esq. ; the Dean and Chapter.
If the two first named parties should be decidedly hostile to the
suggested Canal ; they alone, without other dissentients, would be
sufficient to prevent the execution of this measure, if subscribers
could be found to advance the capital for its completion.
The total amount of its revenue (because no articles for short dis¬
tances would be shipped on the Canal) would not, in all human pro¬
bability, exceed that estimated in a subsequent page, for the Rail¬
way ; on which, by a proper construction of the wheels, the carriages
designed for that purpose, might also travel on streets, or high¬
roads ; from which cause many articles that would not be shipped on
the Canal, would pass for considerable distances on the line of Rail¬
way.
As to the course of the Rail-Road between Newcastle and Car¬
lisle, the apparently most eligible lines are mentioned in the Addi¬
tional Supplement of my Letter to Sir James Graham, Bart. viz.
" To commence near the Foot of the Forth Banks, or West End
of the Close, in Newcastle, and continue along the shore to the Tyne
Iron Works at Lemmington ; then, after passing through a short
9
tunnel behind these works, there would be no essential obstacle in a
diversity of routes to Carlisle, the most eligible of which I shall re¬
capitulate, after premising that if any material land-holder on one
line should not see the great advantages to himself and tenants, of
the easy conveyance of the products of the land to either side of the
island, and of the facility afforded of obtaining manure, that the
Rail-way may then be directed by some other course.
From Lemmington, it may proceed onwards to cross the Tyne
to Ryton Haughs, and thence westwards to Stanley Burn, where it
will ascend by an inclined plane ; and, in its further progress, it
should pass south of Prudhoe Castle, of the Riding, and Hexham;
from which, after passing towards the verge of the High Ground on
the south side of the Tyne, and continuing westward until opposite
the west end of Caponas Cleugh, either of the following lines may be
adopted, viz. :—that of continuing onwards on the south side of the
Tyne to behind the town of Haydon Bridge ; and then, after crossing
the river Allen, at some distance behind Ridley Hall, it might pro¬
ceed onwards, in such way as to be clear of annoyance to Unthank
Hall, to a suitable place for crossing the South Tyne a little above
the junction of the Tipple, and thence forward up that vale to Glen-
whelt. But if this line, which possesses some advantage of nearer
communication with the mineral country, should not meet the con¬
currence of the leading land proprietors, the other line will be to
cross the Tyne at the west end of Capon's Cleugh (where suggested
for the Ship Canal), and thence forward on the north side of the
Tyne to the vale of Glenwhelt, where it would join the last described
course. From this junction near Glenwhelt, it should pass near to
the formerly proposed line of Canal, all the way to the Carlisle Ba¬
sin, with a short branch to Botchergate ; and with one or more of
the following deviations, viz. :—As there would be no equivalent ad¬
vantage from deep cutting on the summit between Glenwhelt
and the Irthing; and no need for preserving an absolute level
to the proposed point of future junction with a line from Ullswater,
&c. ; there is, consequently, no necessity for passing through the
Park of Naworth Castle. From the proposed point of separation to¬
wards Penrith and Ullswater, on the summit level, which would
render that branch easy of execution, I conceive no better line for
long descents and intervening planes down to the Carlisle level, on
which the river Eden has to be crossed, is likely to be found, than
that formerly proposed for the Canal ; but as Brampton is a consi¬
derable town, it is advisable to try whether it could be approached
more nearly, without injury to the line of descent, or material increase
of length."
10
As already observed, in describing the practicable çéhrses of the
Ship Canal, the Rail-way might proceed down the north side of the
Irthing, and cross the river Eden below the junction of the former
river, so as to join the course of the described line from near War¬
wick Bridge to Carlisle Basin.
Through the same information as mentioned in the apparently best
course for the suggested Ship Canal, I subjoin the following list of
the principal proprietors on each of the described lines of Rail-way
viz. on the south division from Newcastle, to opposite the west end
of Caponas Cleugh :—North Side of Tyne—Major Anderson; John
Hodgson, Esq. Elswick ; John Buddie, Esq. ; John Walker, Esq. ; Mrs
James, Deckham Hall ; William Ord, Esq. ; Matthew Montague,
Esq. East Denton; George Baker, Esq. West Denton; Duke of
Northumberland, Newburn. South of Tyne—Ryton Haughs ;
Townley Standish, Esq. ; Miss Simpson, or Lord Ravensworth ^
Duke of Northumberland, Prudhoe ; Charles William Bigge, Esq.
Prudhoe; Thomas Humble, Esq. Eltringham; William Wrightson,
Esq. Mickley ; Robert Surtees, Esq. Merryshields ; Thos. W. Beau¬
mont, Esq. Bywell; Matthew Potts, Esq. Shilford^ Sir Cuthbert
Heron,^and others, Broomhaugh ; Charles Bacon, Esq. Riding;
William Bainbridge, Esq. ditto ; Thomas Cowing, and others, Faim-
ley Gate and Corbridge,, &c. ; Greenwich Hospital, Dilston ; Mark
WTilliam Carr, Esq. Sunnyside; Rev. Jonathan Walton, Duke's
House. Small Properties on the South and West of Hexham—James
Kirsopp>^ Esq. Spital; Greenwich Hospital, Coastley and Wesh-
wood ; Gibson, Common House ; Messis Snowball, Wharmley.
South line of the second division, viz.: from opposite the west
end of Caponas Cleugh,, to the crossing of the South Tyne, above the
j unction of the Tipple, and up that vale to Glenwhelt :—Rev. Robert
Tweddell, Mr John Armstrong, Greenwich Hospital, Thos. Bates,
Esq., John Davidson,^ Esq., Robert Pearson, Esq.
North line of the second division, viz. : from the west end of Ca¬
pon's Cleugh to Glenwhelt:—North of Tyne to Glenwhelt—Green¬
wich Hospital, Langley Barony ; Thomas Coats, Esq. Lipwoo^ ;
Nicholas Maughan, Esq. Whinnitley ; John Davidson, Esq. Crow-
hall ; Lady Blackett, Bardon Mills, &c. ; Lady Blackett, Henshaw
and Melkridge ; Wm Carrick, Esq. Milkridge ; Proprietors, Halt-
whistle ; Lieut.-Colonel Coulson.
Line from Glenwhelt south of Naworth Castle Demesne, to the
point of separation to Ullswater, and thence forward to Cai-lisle
The same Proprietors as mentioned for the course of the Ship Ca¬
nal through the same district.
Suggested line of deviation by the right bank of the river Irthing,
11
Tiz. : the variation mentioned as practicable hoth for the Ship Canal
and Rail-wày:—George Shadforth, Esq. ; Mr Bowman, Bird-
oswald; Lord Carlisle ; Rev. Mr Ramshay ; the King; Sir James
Graham, Bart. M. P.; Mr Tallentire; Wm P. Johnson, Esq. Wal¬
ton House; Mr James Boustead; John Graham, Esq. Lincoln^s
Inn, London ; Mr Dixon, Parker, &c.
It was scarcely necessary to advert to this deviation, because sudi
a line would neither answer for the conveyance of the Earl of Car¬
lisle's coals, nor accord with a proper line of conveyance of slates, &c.
from Ulis water to the east side of the island.
Previously to forming any estimate of the probable cost of the de¬
scribed Rail-way from Newcastle to Carlisle, it will be necessary to
discuss the most eligible motive power to the carriages that must tra¬
vel on the line.
In the conveyance between coal pits and their staiths, or shipping
places, wherever the preponderancy of weight is in the same direc¬
tion, it is obviously expedient, as far as practicable, to give to the
ifitermediate spaces between inclined planes, such declivity as will
nearly equalize the resistance of the light and loaden waggons ; but,
in Rail-Roads where there is no material difference of weight of car¬
riage either way, an horizontal plane is the best. Rail-ways have
one decided advantage over Canals, because the latter must necessa¬
rily be horizontal between their locks ; but the former admit of a de¬
viation from that level, more or less, according to the system of con¬
veyance made use of
Where an intermediate space between any two places, at consi¬
derable distance, admits of being made, without much expence, so
nearly horizontal as to have no material portion of it deviating so
much as 3-16ths of an inch in a yard (equal to the rate of 27ft. 6in.
in a mile) loco-motive engines may, if the amount of carriage be
sufficient, be used to advantage, because of their greater speed than
horses at full draught, in which chiefly they are more eligible. The
latter, under a suitable stress on their traces, varying from 160 to
2001bs. move only at the rate of 2i miles an hour, whilst the former
mostly travel on their Rail-ways at about 3| to 4 miles. The most
rapid I have seen was on Hetton Rail-way, in the county of Durham,
where on a slightly descending line, on which the waggons could
nearly move of themselves, I have observed them go from 4| to 5
miles. Without a continuous line of teeth on a Rail way, as used
from Middleton Colliery to Leeds, a loco-motive engine* cannot in
* In dry weather, the adhesion of the wheels upon an Iron Bail-way, is
nearly l-8^th of the weight they sustain.
B 2
12
every description of weather be calculated to move against a retard¬
ing stress of 1-lOtb of its own weight, on a level plane ; because its
wheels would slip with a greater load; which is however of minor
consequence ; because by proper connection, one or more of the train
of carriages may be made to act with a greater or less portion of the
adhesion of their wheels, according to the mode in which they may
be united, which is preferable to a great weight of the loco-motive
machine, not only because apt to break the rails if placed only on 4
wheels, but likewise because the engine itself, in any material ascent,
consumes a great portion of its power in the movement of its own
weight, and that of the water and coals it requires, which altogether
amount to about 8 tons, which consequently diminishes its effective
force, and in a certain ascent would annihilate it.
It is obvious that these loco-rnotive engines must be high pressure
engines ; but the dangerous effects from the bursting of their boilers
is much lessened by their being now generally formed of malleable
iron. Under the limitations I have stated, and particularly when
horses, hay, and corn are dear,* they are certainly useful, although
in point of economy not preferable, but even inferior to horses in
short distances. In Hetton coal-road they draw 24 chalder waggons
in a train, which when loaden, under the usual weight of coal-
waggons, would be equal to 90 tons, and when light to about 26
tons.f
Hetton Coal Road has in the length, from the pit to the staith, of
nearly 7 miles and 5 furlongs, an ascent of 266 feet, and a series of
descents equal to 546 feet, viz. in the whole 812 feet, which, in that
short distance, is extremely near to the whole ascent and descent be¬
tween Newcastle and Carlisle.
* This circumstance was the cause of their introduction ; but they have not
been universally persevered in, of which I shall only give one instance. Mr
Williams, whilst lessee of Coxlodge Colliery, expended a large sum in tliose
engines, exclusive of the cost of re-laying the Waggon-way to make it suitable ;
but, after a considerable trial, laid them aside, and reverted to the use of horses.
In the use of loco-motive engines, considerable expence and inconvenience arise
from the wearing out and renewal of their wheels, which, under heavy machines,
only last from three to six months, according to the extent and duration of their
use, and the stress on them from the train of carriages they keep in mo¬
tion. This wearing of the wheels must have some corresponding, although
small effect, on the ways they travel over. The wearing is chiefiy occasioned
by an alternate small slippage of each pair, through their present mode of connec¬
tion, which effect is now remedied by a recent invention of Mr Robert Wilson,
steam-engine maker, in this town.
t It is necessary to mention that the waggons in question, with a view to
some conceived advantage in their application, weighed each of them upwards
of half a ton more than the weight of common waggons.
13
The Rail-way from the pit to the foot of the ascending plane is 1 mile
7| furlongs in length, and its general descent is l-9th inch per yard
(with a portion of it 5-16ths), which is nearly equally favourable for
both loaren and light carriages. On this, a single loco-motive engine, with
24 waggons in a train, has drawn (according to my information from
the colliery agent) 600 tons of coals per day, and consequently must
have gone 9 gaits, and travelled 35 miles forwards and returning.
On another portion of the way, in length 21 miles and 62 yards,
with a descent for the greater part of betw een 4 and 5 sixteenths of
an inch to a yard, in which the loaden w^aggons would tend to move of
themselves, and consequently leave considerable stress on the light train,
two loco-motive engines in use at the same time, have conveyed the
quantity above-mentioned.
Having stated these facts, I shall proceed similarly with the sta¬
tionary reciprocating engines. These engines draw loaden and light
waggons alternately each way, and each successive station performs
its operation in the same time ; the relative speed of the waggons
being accordant to the distances between the engines, so as to per¬
form their respective journies in similar times, and maintain a uni¬
form succession of carriages each way, by means of ropes, alternate¬
ly winding and unwinding, and supported by light rollers in the
middle of the road, which consequently preclude the possibility of
horses being used in the same way. This method has been advan¬
tageously introduced by Mr Thompson,* on the Rail-way of Faw-
don and Ouston Collieries, in which he is a proprietor. This system
has the advantage of not demanding that minuteness of deviation
from a horizontal line, which is absolutely requisite for loco-motive
engines ; and therefore is, in cases where that circumstance is not
attainable without great expence, decidedly preferable, and in many
instances, where not so limited, because they have no occasion to wait
the assembling of a numerous train.
The road from Fawdon Colliery to an ascending plane, consists of
one nearly level road of 1,012 yards in length, on which coals are
conveyed by horses, each drawing four chalder waggons (containing
10 tons 12 cwt. of coals) travelling at the rate of 2f miles an hour,
and usually 24 miles a day, which is equal to 11 gaits ; consequent¬
ly each horse conveying an equivalent to 127 tons for one mile,
which at a halfpenny per ton per mile, is equal to 5s. 3fd. per day
for horse and driver. The four waggons subsequently ascend an in¬
clined plane of 1210 yards, rising 141 feet, by the aid of a steam-
engine at its head ; from hence to the first descending plane, the dis-
* Benj. Thompson, Esq. of Ayton Cottage, County of Durham.
lé
tance is 2,398 yards, with a descent of 12 ft. 7 in. averaging nearly
1-16th inch per yard. On this line of near a mile and 3 furlongs,
the reciprocating stationary engines are used ; along which a train of
8 chalder waggons are generally drawn 33 gaits a day, viz. the quan¬
tity conveyed is 900 tons for a distance rather exceeding 44 miles 7
furlongs, in one direction, or nearly 90 miles in the whole, in which
the usual rate of motion of the waggon is 9 miles an hour.
In the projected line of Rail-way, there must necessarily be seve¬
ral inclined planes, and where the weight of articles conveyed is not
decidedly the greatest on the downward liney a steam-engine must be
placed on the summit, beyond which it will answer for one end of a
reciprocating line.
Without entering further into the minutiae than has been necessary
to give a general idea of each mode of conveyance, it is sufficient to
say that in short distances, and moderate qua^ntities more particular¬
ly, horses are the preferable motive power; that in intermediate
spaces from If to 2}* miles, and inequalities of way materially ex¬
ceeding 3-16ths of an inch per yard, the reciprocating plan is the
most advantageous ; and that in level lines, of two miles and up¬
wards in length, where the amount of carriage is equivalent to the
employment of one or any given number of them, loco-motive en¬
gines on six or eight wheels, may be advantageously used ; because
by a proper succession of waggons placed accordingly to the situa¬
tions at which they would have to quit the line, they might be cast
off at their separate points of departure ; and in a similar manner
others might be attached to the train of the loco-motive engine, wherever
necessary. In this point it has an advantage on a public Rail-way ;
because the reciprocating system, similarly to inclined planes, can
only either receive or send off any carriages, at their terminating
points, without great inconvenience ; notwithstanding which, as the
lengths of each may be limited by commanding circumstances, they are
eligible, both on account of economy and quickness of conveyance.
The line from Newcastle to Carlisle will, so far as I can judge,
whilst the precise line is undetermined, have 6 or 7, or perhaps more,
inclined planes. Some of them may be at no great distance from
each other ; but there are five long spaces, on which nearly level
planes may be formed, viz. from Newcastle to Stanley Burn, which
is a suitable position for the first ascending plane ; the distance is
about Si miles. From the head of that ascent, there may be a se-
* The length of the stage in the reciprocating plan, must, in a great degree,
be determined by the position of such high roads as may (by proper sideways)
convey a considerable tonnage either to or from the Rail-way.
15
Cond nearly level plane, of the length of about ISJ miles, to the west
end of Hexham, where another ascent will be requisite ; and from
thence a third nearly level plane of about 6 miles to opposite Haydon
Bridge (or some distance longer, if on the south side ; possibly to and
over the river Allen). The 4th nearly level plane will be from near
Glenwhelt to the point of separation for Penrith, &c. a length of
about 111 miles ; and the last of these long and nearly level planes,
will be from the River Eden to Carlisle Basin, about 5| miles in
length, making on the whole 45 miles. On all these, unless unex¬
pected irregularities of surface should determine it otherwise, horses
may be used, which are most consonant to a public Rail-way,
wherever favourable circumstaiices admit of their being so to advan¬
tage. No doubt the slow rate of 2f miles an hour, or at most 3
miles, militates against the revenue derivable from the conveyance of
passengers and parcels ; but this (without the appropriation of a se¬
parate line for the purpose) is remediable two ways, each of them
dependent on setting apart a given time of each day, when the quick
carriages shall pass on each portion of the line. For instance, sup¬
posing a long carriage, on six or more wheels, capable of conveying
any determinate number of passengers with all the conveniences of a
passage boat, were to start every morning at 8 from Newcastle, and
from Carlisle, there would be no difficulty, by means of horses on the
level planes, to cause them to arrive at the opposite extremities,
64 miles asunder, in 9 or 10 hours, as might be determined: be¬
cause the inclined planes and reciprocating engines might send them
forward at 8 or 9 miles an hour, or upwards ; and two hoi'ses, or in
great loads three, to each carriage, would encounter far less resist¬
ance than the horses employed in mail-coaches, and might conse¬
quently travel faster.
If w anted to travel on these long planes with more than the speed
of horses, a light loco-motive, proportioned to the resistance it would
have to overcome, might be substituted for horses, and with consi¬
derable advantage, if Mr Samuel Brownes gas engine should realize
the effects expected from it.
Nothing would conduce more to the benefit of the country adja¬
cent to the line of Rail-way, than the enabling of country carts to
travel upon it, to effect which no more is wanted than the following
circumstances, viz. : that the tread of the wheels should correspond
with the distance, as under, of the waggon-way rails, which, on an
average, in this district, are 4 ft. 6 in. between inside and inside.
2nd. That their wheels should be about 3 ft. 6 in. in diameter, and
have 3 inches breadth of felly, hooped with iron. Lastly, by a sim¬
ple contrivance, loose flanches of no great weight may be fixed in 2
16
or 3 minutes to the wheels of each cart, by which means a train of
them in succession, with the shafts of each resting on or fixed to the
tail of the preceding one, might, when the foremost was fixed to a
common rail-way waggon, proceed to any convenient departure from
the Rail-road, and travel thence forward in the common way* to where-
ever they may have to go, without any change of, or derangement
whatever, of the articles they may be laden with.
Upon that portion of the way which may require machinery, the
public company who may execute it, must necessarily become carriers
at some given rate. It therefore becomes necessary to state at what
rate each distinct species of carriage can be carried into effect, in
which, as a basis of comparison, 1 shall also state that by Canal
boats.
The expences under each predicament will be nearly as under per
ton per mile.
By Canal, vessels in full employment, (with quick loading and
delivery), accordingly as they may be more or less interrupted by
locks, or other causes, Jd. to lfd.
By horses on level ways, inclusive of casual replacement of the
horse, fd.
By loco-motive engines passing through coal districts, inclusive of
their renewal, interest of cost, and repairs, on ways very nearly le¬
vel,* or a little declining on the loaden road, and in distances of up¬
wards of If miles, with such amount of articles to be conveyed aS
will employ the machine or machines, about fths of a penny.
By stationary engines in similar districts, and in suitable interme¬
diate distances, under material diversity from what has been stated
for horses and loco-motive engines, with the same extent of carriage
as above, and inclusive of interest of cost and expences of machinery,
from frd to fths of a penny.
Self-acting inclined planes, about |d.
Inclined planes, where the weight of descending carriage is the
least, and where the angle of declivity is not unusually great, about
frd to fths of a penny.
The precise rates of each respective mode of conveyance are, in the
present stage, of no farther moment than to admit the inference, that
inclusive of interest of capital employed, and repairs of machinery,
the conveyance by mechanical means will only amount to from frd to
* Colliery waggons, with the wheels and axles in perfect order, and on a
well-laid way, will continue in motion without effort on a declivity of l-5th
inch per yard ; consequently, in so small an ascent as l-5th inch per yard, the
power necessary to draw them along the way wiU bè double what it is on an
horizontal plane.
17
■fths of a penny per ton per mile, under à rapid conveyance ofl miles, or
Upwards, per hour ; and that conveyance by horses, whose rate of
motion will fall short of 3 miles, the charge will be about id. per
ton per mile ; therefore, the charge of Id. per ton per mile for con¬
veyance of articles> so far as they must necessarily be conveyed by
the company of subscribers, will fully enable them to do it, whether
by machinery or horses. At the same time, the latter mode of con¬
veyance (which will be practicable for the major portion of the way)
may, under due regulations, be left open to the public on the pay¬
ment of tolls only.
As to the probable extent of carriage on the line, I can obtain no
better data than those stated in my last letter to Sir James Graham,
as being obtained with great care when the Canal was in agitation,
and which, taking the average, cannot be less at present, the excess
of many articles compensating for any deficiency in others.
10,000 tons of merchandize between the extremes, viz. for
64 miles.
Since the completion of the Ship Canal to Carlisle,
this quantity has diminished, but will no doubt
be greatly enlarged when the proposed cheap
means of conveyance shall be carried into effect,
viz. 640,000 tons and miles, at 2d. per ton per
mile, - -
11,000 tons of lead, partly to Newcastle and part to Car¬
lisle, say 25 miles, viz. 275,000 tons and miles,
at 2d. - - - - »
5,000 tons of back carriage of timber and iron for the
mines, 20 miles, viz. 100,000 tons and miles,
at 2d. - - - - «
Limestone is partially scattered over the line, and
coal at certain intervals^ so that the annual charge
of both cannot, it may fairly be presumed^ be
less than
80,000 tons for 20 miles, at Id.
The country produce, such as corn, potatoes, tim¬
ber, &c. passing to the east or to the west, has
been estimated at
70,000 tons for 25 miles, viz. 1,750,000 tons and miles,
at 2d. - - - . 14,583
10,000 tons of slates, stones. See.for 25 miles, viz. 250,000,
at Id. .... 1,041
£5,333
2,291
833
6,666
186,000 tons
c
£30,747
IS
Light market boats on wheels to convey the farmers and
light produce to different markets on the line, of which
the most essential portion will probably be from Hex¬
ham to Newcastle, and the whole equivalent to lô miles.
26,000 passengers annually for 15 miles
Passengers from the country to the fairs, assizes, and races
at Newcastle and Carlisle, cannot well be assumed at a
less number than 100,000 annually for 10 miles
Unenumerated sources of revenue which must obviously be
very considerable, are left to be estinmted by those best
acquainted with the line of country passed through -
I have placed no sum after those latter articles, although the bath¬
ing places of Allonby, Skinbumess, and Bowness, will invite con¬
siderable numbers from the east end of the Rail-way, and Gilslatíd
Spaw from both extremities.
The passage boats on the Grand and Royal Canals of Ireland,
and on the Manchester and Runcorn, and the Chester and Whidby
Canals, though none of those move with the speed of the projected
conveyance, are all of them very productive.
The amount of the produce of the earth yearly passing along a
portion of the line, forms the most essential article in the preceding
estimate, the whole of whichy as to their quantities, were estimated
with great attention by'gentlemen versant with agriculture and com¬
merce. The article mentioned has appeared to others much over¬
rated, and to me not a little so ; therefore, out of respect to the
memory of those gentlemen who estimated the quantities, and who
are now no more, I feel it incumbent on me to shew, that their
opinion was not devoid of some foundation.
It may fairly be admitted that recourse to the Rail-way will, at
furthest, commence at 7 miles from each extremity, and that its
average influence in the intermediate space of 50 miles, may extend a
mile on each side of it: we then shall have 64,000 acres sending a
considerable portion of their perennial products for a probable mean of
25 miles ; and also all the produce of the woods from a much greater
distance on each side. If 20,000 acres of the preceding quantity be
in fallow or in pasturage, the average saleable produce of hay, corn,
straw, turnips, potatoes, &c. may, exclusive of the produce of the
woods, far exceed one ton per acre, particularly as the country around
Brampton is peculiarly suited to the growth of good potatoes, and
many ship loads of that article w^ould, through the cheapness of con¬
veyance to Newcastle, find their way to the London market. Vast
quantities of manure from London would also (at an inferior rate of
19
toll) proceed intp the country, to the amelioration and increase of its
spare produce,
; To compensate the over-rating of the article in question, be it
more or less, the subsequently mentioned heads, without sums at¬
tached to them, should be more than sufficient.
In addition to the observations made on the sources of revenue, I
have to mention that the constant and quick intercourse between Li¬
verpool and Carlisle, will, to the mutual advantage of Liverpool and
the Canal from Solway Frith to the latter place, cause considerable
quantities of coffee and other valuable West India products to pass
by the Rail-way to this side of the island. Carlisle will necessarily
be the emporium on the west side, and, as to the apprehended fear
of some of the canal proprietors, that the Rail-way will in future be
extended to Maryport, Workington, and Whitehaven, a momenfs
reflection will shew that those towns upon the same line of coast,
possess much cheaper means of communication than can be acquired
either by a Canal or Rail-way, as these means of conveyance cannot,
where the distance is material, compete with sea conveyance. Al¬
though some portion of the estimated revenue is derived from the
conveyance of stones and slates, the amount from the latter alone,
would be many times as much if a branch Rail-way were made to
Ullswater; because the easy rate of conveyance from Newcastle
would occasion a very great consumption of the valuable slates of
Westmoreland along the eastern coast, and in London.
At the low rates of toll mentioned, the revenue from the projected
Rail-way has every appearance of being more than commensurate
to the out-lay ; but should it be otherwise, the usual pow er of some
increase beyond the rates stated, may, without disadvantage to the
general commerce, be laid upon short distances.
The preceding estimate of tonnage falls short of being equal to
500 tons per day for 300 days, over the whole extent of distance, at
which rate of carriage the repairs of the way may amount to between
30 and £40 per mile, say £35, equal on 64f miles to £2,258, to
which add 5 per cent, on the gross revenue for agency and incidental
charges, viz. £1,537, or in all £3,795, which, deducted from the esti¬
mated tolls of £30,747, would leave £26,952 clear annual revenue.
The Rail-way may either be formed of cast-iron or malleable iron :
the latter may be somewhat less expensive, and has been found eli¬
gible in rolley-ways below ground, in which the weight on each wheel
is not considerable ; but above ground, with heavy waggons, their
utility, or rather their duration, is not likely to be so great as rails
of cast iron of due strength, because with heavy carriages, and case-
20
hardened wheels (which are much in use except fi)T loco-motives, as
it would diminish their adhesion to the way) the following effect is
produced from the softness of malleable iron, and the rails formed
of it, being drawn out between rollers, and consequently fibrous y viz.
the great weight on these wheels roiling on those ways expands their
upper surface, and at length cauSes it to separate in thin laminae.
The injury from oxydation is comparatively small.
Under this impression the line is estimated as being composed of
cast-iron rails, and the same weight is assumed as those in use at
Backworth and Willington Collieries, which are 4 feet in length,
weighing 621b. each rail and chair, and found to be of ample strength
for coal-waggons carrying 53 cwt. on four wheels.
Although inclined planes, excepting in the middle, and at each
extremity, require only single ways, and loco-motive engines require
no more under any expected rate of carriage ; yet to make ample
allowance for extensive sideings, I shall calculate the whole way as
consisting of four parallel rails, viz. :
ESTIMATE OF FOUR YARDS OF WAY.
12 rails and chairs at 621b. equal to 6 cwt. 2qr. 141b. at
12s.* - - - - - . £3 19 6
12 blocks for supporting the rails, inclusive of laying them,
covering or forming the way for horses, and fences,
gates, and styles, - - ^ 10 9
£5 0 3
Equal to £2,205 10s. per mile.
APPROXIMATE ESTIMATE OF A RAIL-WAY FROM NEWCASTLE TO CARLISLE.
64 i miles of rails, as in the preceding statement, at £2,205
10s. per mile, - - - - £142,255
Cuts and batteries (excavations and embankments) under
4he variations admitted by stationary engines, inclusive
of the portions nearly sufficiently level for horses or loco¬
motive engines, admit of no accuracy without an actual
sm-vey, assumed at an average of £600 per mile on the
whole distance, - - 38,700
Short tunnel at Lemington, wooden bridge to Ryton
* Since my letter to Sir James Graham, in May, pig iron has risen nearly
50 per cent, in price.
21
Haughs, over the North Tyne, the Eden, &c. under the
same predicament as above, but may be assumed at 20,000
Land, Inclusive of fences, embankments, and cuts, average
width 40 feet on 641 miles, equal to 310 acres at £60, 18,600
£219,555
Temporary damage to land, superintendance, incidents,
&c. 15 per cent. - - . - 32,933
Total - £252,488
Because impossible to make an accurate estimate without minute
surveys, I have designedly made this estimate amount in the un¬
certain points, to more than I conceive it will do.
In the present uncertain state of information as to tlie whole locali¬
ties of the way, it would be futile to make any estimate of the cost
of stationary engines, with their appendages, or of loco-motive en¬
gines ; because it has already been shewn that the suggested charge
of Id. per ton per mile will be an ample reimbursement on the ex-
pence they may require. Neither have I estimated the cost of store¬
houses at the Newcastle end of the line, or elsewhere ; because the
usual charges for receiving and storeage of goods, will equally pay the
adventurers.
I am. Gentlemen,
Your obedient humble servant.
To the Committee for enquiring as to a better
Co7nmunication between Newcastle and
Carlisle,
EDWARD WALKER, PRINTER, NEWCASTLE.
3 5556 042 1
58543
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