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across the plains of Hungary to the frontier of Turkey, which Turkey is preparing to meet by lines carried up the valley of the Lower Danube; and Russia, with 2800 miles already at work, is occupied with extensive schemes for connecting Petersburg and Moscow with her ports in the Black Sea on the one hand, and with the frontier towns of her Asiatic empire on the other.
Italy also is employing her new-born liberty in vigorously extending railways throughout her dominions. The length of Italian lines in operation in 1866 was 2752 miles, of which not less than 680 were opened in that year. Already has a direct line of communication been opened between Germany and Italy through the Brenner Pass, by which it is now possible to make the entire journey by railway (excepting only the short sea-passage across the English Channel) from London to Brindisi on the southeastern extremity of the Italian peninsula ; and, in the course of a few more years, a still shorter route will be opened through France, when that most formidable of all railway borings, the seven-mile tunnel under Mont Cenis, has been completed.
During the last ten years, nearly the whole of the existing Indian railways have been made. When Edmund Burke in 1783 arraigned the British government for their neglect of India in his speech on Mr. Fox's Bill, he said, “ England has built no bridges, made no high roads, cut no navigations, dug out no reservoirs. .... Were we to be driven out of India this day, nothing would remain to tell that it had been possessed, during the inglorious period of our dominion, by any thing better than the
orangoutang or the tiger.” But that reproach no longer applies. Some of the greatest bridges erected in modern times—such as those over the Sone near Patna, and over the Jamna at Allahabadhave been erected in connection with the Indian railways, of which there are already 3637 miles at work, and above 2000 more under construction. When these lines have been completed, at an expenditure of about £88,000,000 of British capital guaranteed by the British government, India will be provided with a
magnificent system of internal communication, connecting the capitals of the three Presidencies—uniting Bombay with Madras on the south, and with Calcutta on the northeast—while a great main line, 2200 miles in extent, passing through the northwestern provinces, and connecting Calcutta with Lucknow, Delhi, Lahore, Moultan, and Kurrachee, will unite the mouths of the Hooghly in the Bay of Bengal with those of the Indus in the Arabian Sea.
When the first edition of this work appeared in the beginning of 1857, the Canadian system of railways was but in its infancy. The Grand Trunk was only begun, and the Victoria Bridge—the greatest of all railway structures—was not half erected. Now, that fine colony has more than 2200 miles in active operation along the great valley of the St. Lawrence, connecting Rivière du Loup at the mouth of that river, and the harbor of Portland in the State of Maine, via Montreal and Toronto, with Sarnia on Lake Huron, and with Windsor, opposite Detroit, in the State of Michigan. The Australian Colonies also have during the same time been actively engaged in providing themselves with railways, many of which are at work, and others are in course of formation. Even the Cape of Good Hope has several lines open, and others making. France also has constructed about 400 miles in Algeria, while the Pasha of Egypt is the proprietor of 360 miles in operation across the Egyptian desert.
But in no country has railway construction been prosecuted with greater vigor than in the United States. There the railway furnishes not only the means of intercommunication between already established settlements, as in the Old World, but it is regarded as the pioneer of colonization, and as instrumental in opening up new and fertile territories of vast extent in the west -the food-grounds of future nations. Hence railway construction in that country was scarcely interrupted even by the great Civil War; at the commencement of which Mr. Seward publicly expressed the opinion that “physical bonds, such as highways, railroads, rivers, and canals, are vastly more powerful for hold
ing civil communities together than any mere covenants, though written on parchment or engraved on iron."
The people of the United States were the first to follow the example of England, after the practicability of steam locomotion had been proved on the Stockton and Darlington and Liverpool and Manchester Railways. The first sod of the Baltimore and Ohio Railway was cut on the 4th of July, 1828, and the line was completed and opened for traffic in the following year, when it was worked partly by horse-power, and partly by a locomotive built at Baltimore, which is still preserved in the Company's workshops. In 1830 the Hudson and Mohawk Railway was begun,
while other lines were under construction in Pennsylvania, Massachusetts, and New Jersey; and in the course of ten years, 1843 miles were finished and in operation. In ten more years, 8827 miles were at work; at the end of 1864, not less than 35,000 miles, mostly single tracks; while about 15,000 miles more were under construction. One of the most extensive trunk-lines still unfinished is the Great Pacific Railroad, connecting the lines in the valleys of the Mississippi and the Missouri with the city of San Francisco on the shores of the Pacific, by which, when completed, it will be possible to make the journey from England to Hong Kong, via New York, in little more than a month.
The results of the working of railways have been in many respects different from those anticipated by their projectors. One of the most unexpected has been the growth of an immense passenger-traffic. The Stockton and Darlington line was projected as a coal line only, and the Liverpool and Manchester as a merchandise line. Passengers were not taken into account as a source of revenue; for, at the time of their projection, it was not believed that people would trust themselves to be drawn upon a railway by an “explosive machine," as the locomotive was described to be. Indeed, a writer of eminence declared that he would as soon think of being fired off on a ricochet rocket as
travel on a railway at twice the speed of the old stage-coaches. So great was the alarm which existed as to the locomotive, that the Liverpool and Manchester Committee pledged themselves in their second prospectus, issued in 1825,"not to require any clause empowering its use;" and as late as 1829, the Newcastle and Carlisle Act was conceded on the express condition that it should not be worked by locomotives, but by horses only.
Nevertheless, the Liverpool and Manchester Company obtained powers to make and work their railway without any such restriction; and when the line was made and opened, a locomotive passenger-train was ordered to be run upon it by way of experiment. Greatly to the surprise of the directors, more passengers presented themselves as travelers by the train than could conveniently be carried.
The first arrangements as to passenger-traffic were of a very primitive character, being mainly copied from the old stage-coach system. The passengers were “ booked” at the railway office, and their names were entered in a way-bill which was given to the guard when the train started. Though the usual stage-coach bugleman could not conveniently accompany
the trains were at first played out of the terminal stations by a lively tune performed by a trumpeter at the end of the platform, and this continued to be done at the Manchester Station until a comparatively recent date.
But the number of passengers carried by the Liverpool and Manchester line was so unexpectedly great, that it was very soon found necessary to remodel the entire system. Tickets were introduced, by which a great saving of time was effected. More roomy and commodious carriages were provided, the original first-class compartments being seated for four passengers only. Every thing was found to have been in the first instance made too light and too slight. The prize “Rocket,” which weighed only 44 tons when loaded with its coke and water, was found quite unsuited for drawing the increasingly heavy loads of pas
sengers. There was also this essential difference between the old stage-coach and the new railway train, that, whereas the former was "full" with six inside and ten outside, the latter must be able to accommodate whatever number of passengers came to be carried. Hence heavier and more powerful engines, and larger and more substantial carriages, were from time to time added to the carrying stock of the railway.
The speed of the trains was also increased. The first locomotives used in hauling coal-trains ran at from four to six miles an hour. On the Stockton and Darlington line the speed was increased to about ten miles an hour; and on the Liverpool and Manchester line the first passenger-trains were run at the average speed of seventeen miles an hour, which at that time was considered very fast. But this was not enough. When the London and Birmingham line was opened, the mail-trains were run at twenty-three miles an hour; and gradually the speed went up, until now the fast trains are run at from fifty to sixty miles an hour—the pistons in the cylinders, at sixty miles, traveling at the inconceivable rapidity of 800 feet per minute !
To bear the load of heavy engines run at high speeds, a much stronger and heavier road was found necessary; and shortly after the opening of the Liverpool and Manchester line, it was entirely relaid with stronger materials. Now that express passenger-engines are from thirty to thirty-five tons each, the weight of the rails has been increased from 35 lbs. to 75 lbs. or 86 lbs. to the yard. Stone blocks have given place to wooden sleepers ; rails with loose ends resting on the chairs, to rails with their ends firmly “fished” together; and in many places, where the traffic is unusually heavy, iron rails have been replaced by those of steel.
And now see the enormous magnitude to which railway passenger-traffic has grown. In the year 1866, 274,293,668 passengers were carried by day tickets in Great Britain alone. But this was not all; for in that year 110,227 periodical tickets were