Canal intended for a Communication between the Ports of Liverpool and Hull"
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"Avona: or a Transient View of the Benefit of Making Rivers of this Kingdom
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Badeslade, Thomas: "The History of the Ancient and Present State of the
Navigation of the Port of Kings-Lyn and of Cambridge, and the Rest of the
Trading Towns in those Parts" (1766).

Bailey, J.: "General View of the Agriculture of the County of Durham"
(1810).

Bailey, J., and Culley, G.: "General View of the Agriculture of the County
of Northumberland" (1794).

Baines, Thomas: "History of the Commerce and Town of {515}Liverpool"
(1852); "Lancashire and Cheshire, Past and Present" (1867).

Bateman, J.: "The General Turnpike Roads Acts" (1854); "The General
Highways Acts" (2nd ed., 1863).

Blome, Richard: "Britannia: or a Geographical Description of England,
Scotland and Ireland" (1673).

Bourn, Daniel: "A Treatise upon Wheel Carriages" (1763).

Boyle and Waghorn: "The Law Relating to Railway and Canal Traffic" (1901).

Bradfield, J. E.: "Notes on Toll Reform and the Turnpike Ticket System"
(1856); "Observations on the Injustice, Inequalities and Anomalies of the
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Brand, John: "History and Antiquities of Newcastle" (1789).

Brunlees, James, C.E.: Presidential Address, Mechanical Science Section,
British Association Meeting, 1883.

Buddie, John: "Description of a Coal Waggon," in the "General Magazine of
Arts and Sciences" for June, 1764.

Butterworth, A. Kaye: "The Law Relating to Maximum Rates and Charges on
Railways" (1897).

Cheyney, Edward P.: "English Towns and Gilds" (1895).

Clifford, Frederick, of the Inner Temple: "A History of Private Bill
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Copnall, H. H.: "A Practical Guide to the Administration of Highway Law"
(1905).

Cressett, John: "The Grand Concern of England Explained" (1673); Harleian
Miscellany, Vol. VIII.

Cumming, T. G.: "Illustrations of the Origin and Progress of Rail and Tram
Roads" (1824).

Cunningham, W.: "The Growth of English Industry and Commerce" (1890-92).

Curr, John: "Coalviewer and Engine Builder's Practical Companion" (1797).

Defoe, Daniel: "A Tour through the Whole Island of Great Britain" (1724).

Dehany, William Knight, of the Middle Temple: "The General Turnpike Acts"
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Denton, The Rev. W.: "England in the Fifteenth Century" (1888).

De Salis, Henry Rodolph: "A Chronology of Inland {516}Navigation in Great
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Dowell, Stephen: "A History of Taxation and Taxes in England" (2nd ed.,
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Eaton, J. Shirley: "Education for Efficiency in Railroad Service," United
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Forbes and Ashford: "Our Waterways" (1906).

Fowler, J. Kersley: "Records of Old Times" (1898).

Francis, John: "A History of the English Railway" (1851).

Franks, W. Temple: "History of Traffic Legislation and Parliamentary Action
in Connection with Railways"; London School of Economic Lectures (1907).

Fulton, R.: "A Treatise on the Improvement of Canal Navigation, exhibiting
the numerous advantages to be derived from Small Canals and boats of two to
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Galloway, R. L.: "Annals of Coal Mining and the Coal Trade" (1898 and
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Gilbey, Sir Walter: "Early Carriages and Roads" (1903).

Gordon, Alexander: "An Historical and Practical Treatise upon Elemental
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Grierson, J.: "Railway Rates, English and Foreign" (1886).

Hackworth, T.: "Jubilee of the World's First Public Railway" (1892).

Hadley, A. T.: "Railway Transportation: Its History and Its Laws" (1906).

{517}Harper, C. G.: "The Holyhead Road" (1902); "The Great North Road"
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Harris, Stanley: "Old Coaching Days" (1882); "The Coaching Age" (1885).

Herepath, John: "Railway Magazine" (1836-39).

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Humpherus, Henry: "History of the Origin and Progress of the Company of
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Hutton, William: "History of Birmingham" (1781).

Jacob, Giles: "Law Dictionary" (4th ed., 1809).

Jeans, J. Stephen: "Waterways and Water Transport" (1890); "Jubilee
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Jessop, William: "On Inland Navigation and Public Roads," Georgical Essays,
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Jusserand, J. J.: "English Wayfaring Life in the Middle Ages" (1889).

Kinderley, Nathaniel: "The Ancient and Present State of the Navigation of
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through those Places and the countries that border thereupon" (2nd ed.,
1751).

Law, H., and Clark, D. K.: "The Construction of Roads and Streets" (1887).

Lloyd, John: "Papers Relating to the Rivers Wye and Lug" (1873).

McAdam, John Loudon: "Remarks on the Present System of Road Making" (9th
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Macdonald, Sir J. H. A.: "The Triumph of Motor Traction," in "Chambers's
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Macpherson, David: "Annals of Commerce" (1805).

Maitland, F. W.: "Township and Borough" (1898).

Marriott, H.: "The Fixing of Rates and Fares" (2nd ed., 1910).

Marshall, A.: "Principles of Economics" (4th ed., 1898).

Mathew, Francis: "Of the Opening of Rivers for {518}Navigation: The Benefit
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Lynne to Yarmouth, and so consequently to the City of York, for the great
Advancement of Trade and Traffique" (1670).

Maxwell, William H.: "The Construction of Roads and Streets" (1899).

May, George: "Descriptive History of Evesham" (1845).

Mayo-Smith, Richmond: "Statistics and Economics" (1895-99).

Midleton, Viscount: Article on "Our Highways," in "The Nineteenth Century"
for Oct., 1881.

Moore, H. C.: "Omnibuses and Cabs: their Origin and History" (1902).

Morrison, James, M.P.: "Rail Roads: A Speech Delivered in the House of
Commons, 17th May, 1836"; "Influence of Railway Legislation on Trade and
Industry" (1848).

Nash, T.: "The History and Antiquities of Worcestershire" (1781).

Nicholson, J. Shield: "Principles of Political Economy" (1893).

Ogilby, John: "Britannia: A Geographical and Historical Description of the
Roads of England and Wales" (1675).

"On the Country Manners of the Present Age." Annual Register (1761).

Palgrave, R. H. I.: "Dictionary of Political Economy" (1900).

Parliamentary Reports and Papers:--

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  Departmental Committee on Railway Agreements and Amalgamations (1911).
  [Cd. 5631.]

  Joint Committee on the Amalgamation of Railway Companies (1872). [364.]

  Local Taxation, by H. H. Fowler (Lord Wolverhampton) (1893). [168.]

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  Road Board, First Report of (1911). [292.]

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  [Cd. 4979.]

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  [Cd. 5922.]

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  [383.]

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Pearson, Charles H.: "Historical Maps of England during the first thirteen
centuries, with Explanatory Essays and Indices" (1870).

Penny Cyclopædia: Articles on "Railways," "Rivers" and "Roads" (1841).

Phillips, J.: "A General History of Inland Navigation" (4th ed., 1803).

Plymley, Joseph, Archdeacon of Salop: "General View of the Agriculture of
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Porter, G. R.: "The Progress of the Nation" (1846).

Porter, Robert P.: "The Dangers of Municipal Trading" (1907).

Postlethwayt, Malachy: Article on "Roads" in "Universal Dictionary of
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Potter, F.: "The Government in Relation to the Railways," a Paper read
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Pratt and Mackenzie: "Law of Highways" (15th ed.).

Priestley, Joseph: "Historical Account of the Navigable Rivers, Canals and
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"Reprints of Rare Tracts: Letters of William Scott" (1847).

Rogers, J. E. Thorold: "History of Agriculture and Prices in England."

Sandars, Joseph: "A Letter on the Subject of the Proposed Rail Road between
Liverpool and Manchester, pointing out the necessity for its adoption and
the manifest advantages it offers to the Public, with an Exposure of the
exorbitant and unjust charges of the Water Carriers" (1824).

Smiles, Samuel: "Lives of the Engineers" (1861).

{520}Smith, Adam: "The Wealth of Nations" (1776).

Stretton, Clement E.: "Early Tramroads and Railways in Leicestershire";
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and Swannington Railway," etc.

Stukeley, William, M.D.: "Itinerarium Curiosum" (2nd ed., 1776).

"Survey of London"; edited by Walter Besant.

Sydney, William Connor: "England and the English in the Eighteenth Century"
(1891).

Tatham, William: "The Political Economy of Inland Navigation" (1799).

"The Motor Car in the First Decade of the 20th Century," compiled by W.
Eden Hooper (1908).

"The Rating of Railways," Great Western Railway Magazine Booklet (1908).

"The Tourists' Guide to Bridgnorth" (1875).

Thoresby, Ralph, F.R.S.: "Ducatus Leodiensis; or the Topography of Leedes"
(1715).

Thrupp, George A.: "The History of Coaches" (1877).

Tredgold, Thomas: "A Practical Treatise on Rail-roads and Carriages"
(1825).

Tristram, W. Outram: "Coaching Days and Coaching Ways" (1888).

Tylor, Alfred: "New Points in the History of Roman Britain," in
"Archæologia," Vol. XLVIII.

Vernon-Harcourt, L. F.: "Rivers and Canals" (1896).

Walford, Cornelius: "Fairs Past and Present" (1883).

Walker, Thomas: "Change in Commerce," in "The Original," No. XI (1835).

Wheeler, W. H.: "Tidal Rivers" (1893).

Whitaker, T. D.: "Loidis and Elmete" (1846).

Whitworth, Richard: "The Advantages of Inland Navigation; or Some
Observations offered to the Public to show that an Inland Navigation may be
easily effected between the three great ports of Bristol, Liverpool and
Hull" (1766).

Whyte, A. G.: "Electricity in Locomotion" (1911).

Williams, F. S.: "Our Iron Roads" (7th ed., 1888); "The Midland Railway"
(5th ed., 1888).

Wilson, T.: "The Railway System and its Author" (1845).

{521}Wood, Nicholas: "A Practical Treatise on Rail-roads" (1st ed., 1825;
3rd, 1838).

Wright and Hobhouse: "An Outline of Local Government and Local Taxation in
England and Wales."

Yarranton, Andrew: "England's Improvement by Sea and Land.... With the
Advantages of making the Great Rivers of England Navigable" (1672).

Young, Arthur: "A Six Weeks' Tour through the Southern Counties" (1769); "A
Six Months' Tour through the North of England" (1770).

{522}INDEX

  Accidents on railways: 442-3
  Acworth, W. M.: 425, 426
  Aeroplanes: 504-6
  Agricultural Organisation Society: 355
  Agriculture: 16, 74, 85, 89, 164, 179, 192, 353, 355, 497, 507
  Aikin, Dr.: 49, 91, 142, 169, 185
  Ale, Burton: 178
  Alldridge, T. J.: 403
  Amalgamated Society of Railway Servants: 446, 447, 512
  Amber: 6-7, 26
  Ambulance corps on railways: 444
  Anderson, Dr James: 229
  Andred-Weald, The: 4, 8
  Aqueducts on Canals: 304
  Arkwright, Sir Richard: 187, 188
  Armstrong (Newcastle) University: 427
  Ashley, W. J.: 18, 19
  Askwith, Sir George: 452
  Assizes of ale, bread and cloth: 19
  Associated Society of Locomotive Engineers and Firemen: 447
  Association of Railway Companies' Signal Superintendents: 429
  Association of Railway Locomotive Engineers: 429
  Australia, Railways in: 402
  Automobile Association and Motor Union: 479, 503
  Automobilism: See "Motor-vehicles."

  Badeslade, Thomas: 119-20
  Bagmen: 16
  Bailey, John: 207, 208
  Baines, Thomas: 136, 138, 141, 157, 165, 178, 180, 184, 236
  Balfour of Burleigh, Lord: 338
  Barber, H. C.: 505-6
  Bartholomew Fair: 27
  Bawtry: Classed as a seaport, 111;                                {523}
    port of consignment for Sheffield goods, 123-4, 148-9
  Beal, C. G.: 448
  Beasley, A.: 261 _n._, 290 _n._
  Bedford, The Duke of: 254
  Benevolent contributions, Railway companies': 440-1
  Bequests for road repairs: 12
  Birkenshaw, John: 206
  Birmingham: Coach communication, 54-5;
    trade conditions, 90-1;
    cost of road transport to London, 160;
    Birmingham Canal, 184, 236-7, 298-9, 301, 302, 307, 495;
    London and Birmingham Rly., 249-52
  Bishopsgate Goods Station: 392-4
  Board of Trade and Railways: 259, 268, 269, 271, 275, 277, 279, 282, 338,
      353, 356, 440, 443, 446, 448, 450, 492, 509
  Boonen, Guylliam: 37
  Bourn, Daniel: 45-7, 66
  Boyle, Courtenay, Sir: 338
  Bradfield, J. E.: 316, 333-4
  Brereton, R. M.: 317
  Bridge friars: 12, 13
  Bridges: 11, 13
  Bridgewater, Francis, Duke of: 139, 167-72, 173, 221, 231, 295
  Bridgnorth: Transit port on the Severn, 115;
    route for pottery goods, 159;
    Manchester goods, 161
  Brindley, James: 130, 167-8, 171, 173, 174, 295
  Bristol: Early prosperity of, 112;
    trade done by Bristol merchants, 116;
    Lancashire goods exported viâ the Severn and Bristol, 161
  Brome, The Rev. J.: 74-5                                          {524}
  Bronze Age, The: 6
  Brunlees, J.: 206
  Buddle, John: 200-1, 404
  Burnett, John: 448
  Burton-on-Trent: 122
  Bute, The Marquis of: 304
  Butterworth, A. Kaye: 343
  Buxton, Mr.: 452

  Cab, introduction of the: 63;
    taxi-cabs, 485-7
  Caledonian Railway: 289, 367, 451
  Cambridge: Located on river, 111;
    importance to of river transport, 119, 120, 125
  Canada, Railways in: 254, 402
  Canals: Advocated, 162, 164;
    a transition from rivers, 165;
    the pioneer British canal, 166-7;
    opposition, 170-1;
    effect of canals on trade and industries, 175-8, 180, 192-4, 295;
    engineering difficulties, 171, 174, 179-80;
    passenger traffic, 172, 265;
    public prejudice, 181-2;
    "canal mania," 183, 185;
    value of shares, 183, 236-8;
    number of canal Acts, 183;
    expenditure on canals, 183, 234;
    length of canals, 183;
    canal companies adopt railways, 212, 220;
    excessive charges, 231;
    attitude towards traders, 231-3, 243-4, 296;
    opposition to independent railways, 234-9, 296;
    canal extortions inspire railway restrictions, 258;
    Royal Commission on Canals and Waterways, 294, 295, 304;
    construction on no general scheme, 295;
    reduction of rates, 296;
    neglect of improvements, 296-7;
    canals acquired by railways, 297-9, 306;
    increased powers, 299, 300;
    amalgamation of canals, 301;
    physical conditions, 301-4;
    locks, 302, 303;
    railway competition, 304;
    aqueducts, 304-5;
    tunnels, 305;
    colliery operations, 306;
    canal and rail transport compared, 307-9;
    canal resuscitation impracticable, 309-11, 495                  {525}
    Aberdare C.: 213
    Aire and Calder Nav.: 141, 143, 147, 307
    Ashby C.: 219
    Barnsley C.: 184, 238
    Birmingham C.: 184, 236-7, 298-9, 301, 302, 307
    Charnwood Forest C.: 220
    Coventry C.: 183, 237, 302
    Dudley C.: 301
    Ellesmere C.: 184
    Erewash C.: 183, 237
    Fossdyke: 121, 154
    Glamorganshire C.: 184, 214-8, 238-9, 304
    Grand Junction C.: 183, 184
    Herefordshire and Gloucestershire C.: 193
    Huddersfield C.: 180
    Kennet and Avon C.: 184
    Lancashire C.: 219
    Leeds and Liverpool C.: 179-80, 237
    Leicester C.: 183, 238
    Loughborough C.: 237, 261
    Manchester, Bolton and Bury C.: 184
    Mersey and Irwell Nav.: 238
    Peak Forest C.: 193-4
    Rochdale C.: 180, 183, 193, 303
    Sankey Brook C.: 165-6
    Stratford-on-Avon C.: 298
    Swansea C.: 304
    Thames and Severn C.: 184
    Trent and Mersey (Grand Trunk) C.: 172-5, 210, 237, 238, 261, 307
    Trent Nav.: 183
  Cardwell's Committee: 285
  Carriages, Private: 37-8
  Castlereagh, Viscount: 439
  Central London Rly.: 492
  City and South London Rly.: 492
  Chamberlayne, Dr: 38
  Chaplin, William: 325
  Chaplin, Mr: 459
  Chapmen: 17, 21, 24, 91
  Charles I.: Proclamation concerning roads, 43
  Charles II. and roads: 33-4, 132
  Cheap Trains Act, 1883: 263 _n._
  Cheese industry: 122, 163, 179                                    {526}
  Chester: Roman road to, 8;
    fair, 27;
    coaches, 40, 51, 54;
    decay of port, 137
  Church and roads: 11-14;
    fairs, 21
  Claughton, G. H.: 448
  Clifford, Frederick: 128, 170, 223, 272, 273, 277, 295, 303, 324
  Cloth-makers and transport: 143-4, 146-7
  Coaches and coaching: The "long waggon," 35-6, 38, 53, 325;
    stage-coaches, 38-42, 51-3, 325;
    "flying" coaches, 53-5, 327;
    mail-coaches, 55-7, 325;
    Thames watermen and coaches, 58-63;
    hackney coaches, 60-3;
    the "palmy" days of coaching, 325;
    tolls paid by coaches, 316;
    coach-owners join railways, 326;
    speed accelerated, 327;
    effect on horses, 327-8;
    cost of coach-horses, 328;
    accidents and discomforts, 328;
    decline of coaching, 329;
    taxation, 329-34
  Coal industry: 36, 117, 140, 165, 167, 179, 188, 195-7
  Commercial Motor Users' Association: 477, 485
  Continental railway rates: 357
  Copper industry: 9
  Corporations, Rise of Municipal: 19
  Cort, Henry: 190
  Cotton industry: 138, 187-8
  County towns, Influence of transport conditions on: 94-7
  Court of Pie Powder: 22-3
  Cressett, John: 39-42, 51
  Crewe Mechanics' Institution: 417
  Cromwell, Oliver: 131, 132
  Cumming, T. G.: 213
  Cunningham, W.: 23
  Curr, John: 204
  Cutlery, Sheffield: 124, 142, 148-9, 191
  Cycles and Cycling, 472-3, 480

  Dalhousie, Lord: 269, 276
  Darby, Abraham: 190
  Day, Frank B.: 394 _n._
  Defoe, Daniel: On Sturbridge Fair, 24-6;
    roads at Lewes, 68;                                             {527}
    turnpikes, 78, 87-90;
    country towns, 95-6, 121, 126;
    Bristol traders, 116;
    port of Lynn, 119;
    trade on the Trent, 122;
    River Idle, 123-4;
    River Wey, 126;
    Devonshire serges, 127;
    Yorkshire trade conditions, 144, 145-7;
    cheese industry, 163
  Dehany, W. K.: 28, 49, 81
  Denmark, Prince George of: 67
  Denton, The Rev. W.: 5, 14, 58
  De Salis, Rodolph: 152
  Domesday Survey: 4
  Dover, Early communication with: 35 _n._, 53
  Dublin Society, The: 72
  Dugdale, Sir William: 51
  Duncombe, Sir Sandars: 60

  Easingwold Rly.: 290-1
  Eastern Counties Rly.: 253
  Eaton, J. Shirley: 415, 416
  Edgeworth, R. L.: 72, 229
  Edinburgh, Coaches to: 36, 37, 51-2, 56;
    cost of posting to, 57
  Edington, Robert: 197
  Education of railwaymen, The: 413-27
  Elizabeth, Queen: 37, 57, 196
  Enclosure Acts: 192
  Engineer and Railway Staff Corps: 401
  Evelyn, John: 63

  Factory System: 385
  Fairs: 20-7, 91, 95
  Farrer, Sir Thomas: 276
  Fay, Sam: 506 _n_
  Fen-lands: 5
  Festivals, Religious: 21
  Findlay, Sir George: 345, 376
  Finger-posts: 65 _n._
  Fish industry: 89-90
  Flannels, Trade in: 114-5
  Fowler, H. H. (Lord Wolverhampton): 323
  Fowler, J. Kearsley: 315, 316
  France, Roads in: 67, 320
  Francis, John: 210, 222, 251, 252, 255, 256, 272
  Franks, W. Temple: 339
  Freeman, James E.: 371                                            {528}
  Fulton, R.: 181, 211

  Galloway, Robert L.: 196, 198
  Garcke, Emile: 458
  General Railway Workers' Union: 447
  Gibb, Sir George: 343
  Gladstone, W. E.: 268, 269, 270, 273, 275-6, 278, 279, 282, 322
  Glasgow and South-Western Railway: 436
  Glynn, G. C.: 264, 279
  Goschen, Mr: 323
  Gordon, Alexander: 474
  Gower, Earl: 173
  Graham, Sir James: 265
  Granet, Sir Guy: 448
  Gray, Robert: 332
  Gray, Thomas: 207, 221, 229-230, 328
  Great Central Rly.: 289, 367, 423, 451
  Great Eastern Rly.: 253, 277, 287, 288, 289, 367, 392-4, 401, 418-20, 437
  Great Eastern Rly. Mechanics' Institution: 418-20
  Greater London, Beginnings of: 97
  Great Northern Rly.: 277, 289, 339, 367, 391-2
  Great Northern of Ireland Rly.: 289
  Great North Road: 32, 65, 75, 123
  Great Southern and Western Rly.: 289
  Great Western Rly.: 252, 254, 273-4, 277, 288, 289, 297-8, 326, 366,
      421-2, 427-8, 451
  Great Western Rly. Literary Society: 427-8
  Griffin, H. Hewitt: 486
  Guilds, Craft: 19
  Guilds, Merchant: 18-19
  Gurney, Sir Goldsworthy: 474-5

  Hackney carriages: 59-63
  Hackworth, J. W.: 227
  Hackworth, T.: 227
  Hadley, Prof.: 226 _n._, 347
  Hall, Sir John: 282
  Hamilton, Lord Claud: 437, 439
  Hardware trades: 191                                              {529}
  Harper, C. G.: 56, 57
  Harrel, Sir David: 448
  Harrison, William: 114
  Hawkshaw, Sir John: 396
  Henderson, M.P., Arthur: 448
  Hereford, Ross and Gloucester Rly.: 131
  Herepath, John: 262-3, 275, 278
  Hermits and road repairs: 13
  Highwaymen: 95
  Historical Manuscripts Commission Reports: 12, 13 _n._
  Holinshed: 31
  Homer, Henry: 73
  Hops: 25
  Horne, Benjamin: 325, 327
  Horseback, travelling on: 16, 36
  Horses: Number used for long waggons, 35, 37;
    restrictions in regard to, 43-5;
    horses used for coaches, 325;
    mortality on roads, 327-8
  Horwich Mechanics' Institute: 420-1
  Hours of labour, Railwaymen's: 441-2
  Howells, Clarence S.: 306
  Hull, Trade of: 122, 123, 147
  Humpherus, Henry: 37, 63
  Hunter, The Rev. J.: 123, 124, 148, 149
  Hutchinson, William: 198, 199
  Hutton, William: 54, 90, 176
  Hyde, W. H.: 401

  Inglis, Sir James C.: 421
  Insurance Bill, National: 375
  Ireland: Control of roads, 319;
    cheap conveyances, 333
  Iron industry: 4, 7, 9, 26, 117, 134, 161-2, 178, 188-91

  Jacob, Giles: 21-3
  James I.: 196
  James, William: 234
  Jeans, J. S.: 226, 227, 306, 308
  Jersey, Lord: 353
  Jessop, William: 49, 122, 206
  Jusserand, J. J.: 11, 12, 13

  Kellawe, Richard de: 11
  Kendal as a packhorse station: 36
  Kinderley, Nathaniel: 119, 154                                    {530}
  Knoop, Douglas: 427

  Lancashire and Yorkshire Rly.: 289, 367, 420-1, 423, 426-7
  Land-beacons: 65
  Lead industry: 6, 9, 26
  Leeds cloth market: 145-7
  Lees, Sir Edward: 333
  Lefevre, Shaw: 456 _n._
  Leicester and Swannington Rly.: 242-4
  Leigh, Charles: 36
  Levy, Lewis: 318
  Light railways: 457, 463, 507
  Linen industry: 115, 134, 138
  Litters, Use of: 16
  Liverpool: Early waggons and coaches, 36, 54, 56;
    isolation, 135-7;
    improvement of Mersey, 137;
    river communication with Manchester, 139;
    effect on Liverpool trade of navigation facilities on the Weaver and
      the Douglas, 139-41;
    Sankey Brook Canal, 165-6;
    Bridgewater Canals, 167-72;
    Leeds and Liverpool Canal, 179;
    Liverpool and Manchester Rly., 230-41, 494
  Loads, Restrictions on: 43-5
  Locks on canals: 302-4
  London and Birmingham Rly.: 249-52, 254, 256, 326, 417
  London and North-Western Rly.: 252, 276, 285, 289, 298-9, 339, 366, 367,
      370, 376-84, 391, 417-8, 422-3, 432, 438, 440, 451, 507
  London and South-Western Rly.: 254, 256, 289, 326, 353, 367, 440
  London, Brighton and South Coast Rly.: 254, 256, 275, 289, 367
  London Electric Railway Coy.: 492, 493, 507
  London General Omnibus Coy.: 485
  London Railways Athletic Association: 431
  London School of Economics: 425-6, 506 _n_
  London, Tilbury and Southend Rly.: 496 _n._
  London traffic problem: 490-3, 497, 499, 507                      {531}
  London Traffic, Royal Commission on: 462, 493
  London United Tramways: 492
  Long service on railways: 445
  Lord Mayor's coach, The: 58
  Lowther, M.P., J. W.: 459 _n._
  Lynn, Early importance of: 24, 26, 119-20

  Macaulay, Lord: 94, 95
  Mackay, Dr Charles: 93
  Mackworth, Sir Humphry: 202
  Macpherson, David: 29, 30, 32, 42, 72
  Manby, Charles: 401
  Manchester: Coaches, 53-4;
    early trading conditions, 91;
    goods despatched viâ Bewdley and Bridgnorth, 161, 172;
    Mersey and Irwell Navigation, 138-9, 168-9, 171;
    Worsley-Manchester Canal, 168, 171;
    cost of transport, 169;
    privations due to defective transport, 170;
    Liverpool and Manchester Railway, 230-40
  Manorial courts: 19
  Manor, Lord of, and transport: 18
  Markets: 20
  Marriott, H.: 350, 427
  Mathew, Francis: 131-3, 158
  McAdam, J. L.: 50, 99, 101-7, 192, 318, 325, 480
  McAdam, Sir James: 314, 318
  Metcalf, John: 99-100
  Midland Rly.: 244, 277, 289, 366, 367, 376, 420, 427, 432, 451
  Midland Railway Institute: 420
  Monasteries: 11, 12, 14, 15
  Montagu of Beaulieu, Lord: 503
  Moon, Sir Richard: 339
  Morrison, James: 260-1, 265, 271, 509
  Moryson, Fynes: 38, 57
  Motor-vehicles: Competition of motor-omnibuses with electric tramways,
      466-7, 497-8,
      with horse-omnibuses, 485-7,
      with railways, 496, 498-503;
    comparison of motor-omnibus and railless electric traction, 467-8;
    early days of steam-coaches, 473-4;                             {532}
    traction engines, 475;
    hostile legislation, 475-6;
    the Magna Charta of automobilism, 476;
    Motor-Car Act of 1903, 477;
    Heavy Motor-Car Order of 1904, 477-8;
    pleasure cars in use, 478;
    Royal Automobile Club, 478-9;
    Automobile Association and Motor Union, 479;
    road improvements, 480-2;
    commercial motors, 482-5;
    motor-cabs, 485-7;
    motor industry, 487-90;
    imports and exports, 489-90;
    motors and railway strikes, 503
  Municipal Tramways Association: 469

  Nails, Cart-wheel: 44, 49-50
  Nash, T.: 114
  Newcastle-on-Tyne: Coaches, 53;
    salt trade, 140
  Nicholson, J. Shield: 2
  "Nimrod": 107
  North British Rly.: 289, 367
  North-Eastern Rly.: 287, 289, 290, 367, 371, 424-5
  North Staffordshire Rly.: 210-11, 307
  Nottingham, Early importance of: 121, 122, 137

  Oakley, Sir Henry: 339, 340, 341
  Ogilby, John: 33-4
  Omnibuses: Introduction of, 63;
    motor-omnibuses: competition with tramways, 466-7, 497-8,
      with railways, 496, 499, 501-3;
    succeed horse-omnibuses, 485-7
  Outram, Benjamin: 204
  Overton, George: 225, 240
  Owner's risk rates on railways: 351-2
  Oxford: Coaches to, 53;
    University and river transport, 125

  Packhorse, Transport by: 15, 16, 32, 36, 90, 91, 127, 138, 139, 140, 146,
      161
  Paley, W. P.: 224 _n._
  Palmer, John: 55
  Parnell, Sir Henry: 326                                           {533}
  Passengers: In packhorse panniers, 16;
    by long waggon, 38, 42;
    stage-coach, 38-42;
    canals, 172, 265;
    rail, 498-9
  Patten, Thomas: 138
  Paving, Early Britons and: 6
  Pearson, Charles: 5, 8, 108, 111
  Pedlars: 17, 21, 93
  Peel, Sir Frederick: 353
  Peel, Sir Robert: 259, 262, 263, 271, 281
  Pension funds, Railway: 438
  Permanent Way Institution: 428
  Perry, G.: 117
  Philippe, William: 13
  Phillipps, W. D.: 210-11
  Phillips, J.: 183, 184, 193, 214
  Pilgrims: 16
  Plymley, Joseph: 44, 114, 117, 152, 153, 164, 220, 312
  Polyhistor, T. S.: 202
  Porter, G. R.: 74, 106, 255-6, 266-7
  Porter, Robert P.: 458, 464 _n._
  Posting: 57
  Post Office and Railways: 264-5
  Potter, F.: 351-2, 428
  Pottery industry: 159-61, 175, 176, 307
  Powell, E. T.: 402
  Preferential railway rates: 352
  Priestley, Joseph: 120
  Private Owners of Railway Rolling Stock, Association of: 361 _n._
  Prussian State Railways: 255, 291, 292, 357, 359, 365
  Public Service Commission of New York City: 493

  Railless electric traction: 467-70, 507
  Railway agreements and amalgamations: 278, 283-91, 433, 508-11
  Railway and Canal Commission: 278 _n._, 355, 508
  Railway Benevolent Institution: 439
  Railway Classification: 337-40, 345-6
  Railway Clearing House: 284, 337, 338, 359
  Railway Club, The: 430                                            {534}
  Railway directors, Functions of: 378
  Railway electrification: 492, 494-5, 507
  Railway Guards' Universal Friendly Society: 438
  Railway mania, 1845-6: 271-5
  Railway nationalisation: 279-81, 511-2
  Railway rates: Early proposals for revision, 260-1, 279-80;
    canals and railway rates, 310;
    basis on which early rates fixed, 335-7;
    early classification, 337-40;
    revision of rates by Board of Trade commissioners, 338-40;
    Confirmation Acts of 1891-2, 340-1;
    Act of 1894, 342;
    restrictions on companies, 342-3;
    equal mileage rates, 344;
    "cost of service," 344-5;
    "what the traffic will bear," 345, 347;
    present classification, 345-6;
    sea competition, 347-8;
    "anomalies," 348;
    sliding scale principle, 349;
    American railway rates, 349-50, 357;
    exceptional rates, 350-1;
    owner's risk rates, 351-2;
    preferential rates, 353-4;
    agricultural interests, 353-4, 355;
    machinery for dealing with traders' grievances, 355-6;
    comparisons with Continental rates, 357-8;
    Government promise of legislation in respect to increases, 448, 511;
    survival of fittest, 494-5;
    competition of omnibuses and electric tramways, 496;
    effect on suburban traffic, 496-7;
    competition of private motors, 498;
    passenger journeys, 498-9;
    suburban goods transport, 499-500;
    road _v._ rail, 501-3;
    railway system complete, 506;
    needs of to-day, 507;
    railway agreements, 508-9;
    Departmental Committee, 509-10;
    railway nationalisation, 511-12
  Railway Savings Banks: 432
  Railway shareholders: 263-4, 377                                  {535}
  Railway Signalling, Schools of: 421-3
  Railway strikes: 447, 450, 503, 512
  Railway system: Length of line, 359;
    single track, 359;
    length of track, 360;
    rolling stock, 360;
    traffic statistics, 361;
    railway capital, 361;
    gross receipts and expenditure, 361;
    dividends, 362-3;
    share-holders and their holdings, 363-4;
    taxation, 364-75
  Railway Temperance Unions: 432
  Railway warehouses: 390-4
  Railways: Rise of the coal trade, 195-7;
    wooden rails adopted at collieries, 198-200;
    introduction of cast-iron wheels, 201;
    double rails, 203;
    iron "plates," 203;
    cast-iron rails, 203;
    flanged rails, 205;
    edge rails, 206;
    wrought-iron rails, 206;
    significance of expression "iron" railway, 207;
    inclined planes and gravity, 208;
    stationary engines, 208;
    length and character of colliery lines, 209;
    railways adopted by canal companies, 210-13;
    position in South Wales, 213-4;
    canal interests overcome the first proposed competing railway, 214-9;
    railways supplement canals, 219-21;
    their superiority recognised, 220-1;
    railways before 1825, 222;
    Surrey Iron Rail-way, 223-5;
    Stockton and Darlington, 225-8;
    advocates of general railways, 229-30;
    Liverpool and Manchester Railway, 230-40;
    opposition of canal companies, 234-8;
    Leicester and Swannington Railway, 242-4;
    hostility to railways, 245-9;
    London and Birmingham Railway, 249-52;
    landowners and railways, 250-1, 252-5;
    cost of Parliamentary proceedings, 255-7;
    canal precedents inspire State policy, 258;
    competition between carriers, 359-60;
    Morrison's proposal, 260-1;                                     {536}
    Duke of Wellington's motion, 262-3;
    early taxation, 263-4;
    attitude of Post Office, 264-5;
    competition between companies, 265;
    lack of national policy, 266-8;
    proposals by Mr Gladstone's Committee, 269;
    special department of Board of Trade created, 269;
    set aside, 270;
    "railway mania" of 1845-6, 271-5;
    Private Bill Committees and the special department, 276;
    Board of Railway Commissioners, 277;
    Committee of 1844, 279-81;
    State purchase, 280;
    competing lines, 281-3;
    railway amalgamations, 283-91;
    Railway Clearing House established, 284;
    Mr Cardwell's Committee, 285;
    cost of construction, 291-3;
    railway companies and canals, 297-9, 306-7;
    rail and canal transport compared, 307, 309;
    railways and coaches, 326, 329, 332;
    results of railway operation on industries, 386,
      on towns, 387,
      on general trade, 387-96,
      on political and social conditions, 397,
      on national life, 398-402,
      on colonial expansion, 402-4
  Railways a National Industry: Number of railway servants, 405-6;
    employees in locomotive works, etc., 407-10;
    independent concerns, 411;
    characteristics of the railway service, 412-3;
    training, 413-4;
    education for efficiency in U.S.A., 415-6;
    railwaymen's education movement: mechanics' institutes, 416-21,
      railway companies' classes, 421-5,
      London School of Economics, 425-6,
      arrangements with Universities, 426-7,
      literary societies, 427-8;
    railway organisations, 428-9;
    Railway Club, 430;
    recreation and physical culture, 431;                           {537}
    railwaymen's societies, 431-2;
    Temperance Unions, 432;
    regularity of employment, 433;
    wages, 434-5;
    subsidiary advantages, 435-7;
    superannuation and pension funds, 438;
    railway charities, 439-41;
    hours of labour, 441-2;
    accidents, 442-3;
    ambulance, 444;
    railway work a "service," 444;
    family records, 445;
    the agitation in 1907, 446;
    strike in 1911, 447;
    Royal Commission of Inquiry, 448-51;
    increases in wages, 451;
    railway unions to ballot on question of general strike, 452
  "Rebecca" riots in Wales: 320-1
  "Recognition," Question of, on railways: 446-52, 512
  "Red Flag Act": 475
  Rendell, T. H.: 298, 422
  Renner, P. A.: 404
  Retired Railway Officers' Society: 431
  Rivers, Location of towns, etc., on: 15, 108-9, 110;
    influence of, on social and economic conditions, 108-10;
    ports on rivers, 110-11;
    causes of decline of rivers, 111, 150-8;
    river improvements, 111-2, 128-41;
    navigable rivers as public highways, 112-4;
    toll collection on rivers, 128;
    influence on trade and industries, 114-27, 129, 132, 153, 154, 159-64;
    floods, 150-1, 161;
    high tides, 151-2;
    water shortage, 152-3;
    silting-up, 154;
    present condition, 155-6;
    pilfering on, 162-3;
    side-cuts precede canals, 165
    Aire: 121, 123, 141, 143, 147, 179, 303, 307
    Avon (Bristol): 131
    Avon (Warwickshire): 112, 115-6, 155
    Avon (Wiltshire): 110, 131
    Brandon: 120
    Calder: 141, 143, 147, 303, 307
    Cam: 15, 24                                                     {538}
    Croal: 184
    Cuckmere: 111
    Dee: 135, 137
    Derwent: 121, 122
    Don: 121, 123, 143, 147-9
    Douglas: 140-1, 166
    Exe: 127
    Humber: 24, 121, 141, 147, 151
    Idle: 111, 123
    Irwell: 138, 168, 184
    Lea: 125-6, 128-9
    Lug: 116, 130, 131, 165
    Medway: 126, 130
    Mersey: 5, 135-9, 151, 165, 168
    Mildenhall: 120
    Nen: 151, 154, 156
    Ouse (Norfolk): 5, 24, 111, 118-20, 151, 156
    Ouse (Sussex): 111
    Ouse (York): 121, 122, 141, 147, 151, 153, 156
    Parrett: 127
    Ribble: 5, 15, 140, 166
    Severn: 112-8, 135, 151, 153-4, 155, 159-62, 298
    Sheaf: 143
    Stour (Worcestershire): 135
    Teme: 130
    Thames: 4, 7, 15, 58-61, 122, 125, 130, 151, 155
    Trent: 111, 121-2, 124, 147, 148, 151, 152, 154, 155-6, 159
    Tyne: 24, 151, 166
    Weaver: 139-40, 159, 166
    Welland: 111
    Wey: 126
    Wharfe: 121
    Witham: 111, 120-1, 151
    Wye: 112, 116, 117, 130-1, 151, 165
  Road Boards in Scotland: 319
  Road Board, The: 481-2
  Roads: British, 4-8;
    Roman, 8-10, 11, 28;
    action of Church, 11-14, 28;
    road conditions, 14, 28-30, 31, 32-3, 49, 54, 64-73, 75, 87, 98-99;
    legislation, 28-33, 43-5;
    Statute labour, 30-1, 312-3;
    road-making and repairing, 98-107, 314;
    parish roads, 77;
    highway rates and road repairs, 319;
    county councils and roads, 323, 480;                            {539}
    Road Board and Road Improvement Grant, 481-2.
    See, also, "Turnpikes"
  Robinson, Sir Clifton: 454, 459-61
  Roebuck, Dr: 190
  Romans: 6-10, 28, 111
  Royal Automobile Club: 477, 478-9, 482, 503
  Royal Commission on Canals and Waterways: 294, 295, 301, 304, 310
  Royal Commission on Local Taxation: 373
  Royal Commission of Inquiry (Conciliation Scheme of 1907): 448-51
  Royal Commission on London Traffic: 465, 492-3
  Russell, M.P., C.: 273

  Salt industry: 26, 139-40, 161, 166, 178
  Samuel, Sir Samuel: 489
  Sandars, Joseph: 231, 233
  Sandon, Lord: 265
  Sandys, Sir William: 130-1, 158, 165
  Sclater-Booth, G. (Lord Basing): 321, 322
  Scotland, Roads in: 75, 104-5, 319, 333
  Scott, William: 199-200
  Sea-ports, Thirteenth century: 157-8
  Sedan chair, The: 60-1
  Sheffield: Coaches, 55;
    route for despatch of goods, 123-4, 148-9;
    reason for settlement of cutlery industry on the Sheaf, 142-3
  Shelford, Frederick: 403
  Sherman, E.: 326, 329
  Sherwood Forest: 121
  Shillibeer, Mr: 63, 330, 491
  Shirley, Sir Richard: 68
  Shrewsbury: Important centre for Severn trade, 114;
    social life, 115;
    a metropolis for North Wales, 115;
    river traffic, 118
  Smeaton, John: 152
  Smiles, Samuel: 93, 170, 175
  Smith, Adam: 36, 90, 109, 187
  Smith, Sydney: 67                                                 {540}
  Social conditions: See under "Transport, Influence of"
  Society of Motor Manufacturers and Traders: 477
  Soil, Nature of, in England: 5
  South Africa, Railways in: 402
  "Southampton case," The: 353
  South-Eastern and Chatham Rly.: 289, 367
  Spencer, C. J.: 469
  Stamford, The Earl of: 173
  Staple: 29
  Starley, J. K.: 472
  State policy: Roads, 9-10, 11, 33-4, 43-50, 481-2;
    railways, 258-93, 336-43, 364-75, 509-11;
    canals, 295-6, 299-300, 303, 311;
    coaches, 329-34;
    tramways, 454-6, 459, 461-2;
    self-propelled road vehicles, 475-7
  State purchase of railways, Enactments respecting: 280-1
  Statute labour on roads: 30-1, 312-3
  Steam-coaches: Introduction of, 473;
    anticipations in regard to, 474;
    opposition to, 474;
    withdrawal from roads, 475
  Stephenson, George: 225, 226 _n_
  Stephenson, Robert: 251
  Stockton and Darlington Rly.: 225-8, 290
  Stow, John: 38
  Stratford-on-Avon: Repair of bridge, 13 _n._;
    river transport, 115
  Stukeley, Dr William: 143 _n._, 209
  Sturbridge Fair: 23-6
  Suburban passenger traffic: 496-7, 502, 507
  Superannuation funds, Railway: 438
  Surrey Iron Rail-way: 223-5
  Surveyors, Road: 30, 31, 83-4, 105
  Sutherland, The Duke of: 173

  Taff Vale Rly.: 261
  Taunton, Lord: 254
  Taxation, Railway, 263-4, 311, 364-75, 508
  Taylor, John ("The Water Poet"): 58-61                            {541}
  Telford, Thomas: 50, 99, 100-1, 106, 174 _n._, 192, 220, 318, 325
  Terminal charges on railways: 336, 340, 349-50
  Textile industries: Reasons for location of in the north, 141-2;
    influence of canals on their development, 180
  Thames watermen: 57-63
  Thoresby, Ralph: 145
  Thorne, W. B.: 332
  Tin industry: 6, 7, 9, 26
  Traction engines: 475, 480
  Train, George Francis: 453
  "Tram," Derivation of word: 204
  Tramways, Street: Introduction of, 453;
    early lines, 454;
    State policy, 454;
    Tramways Act, 1870, 454-5;
    local authorities' veto, 455;
    electric traction, 455-6;
    Light Railways Act, 1896, 457;
    "price of assents," 457, 459-61;
    municipal tramways, 461-5;
    competition of motor-omnibuses, 466-7;
    railless electric traction, 467-70;
    tramway competition with railways, 496, 497-8, 502
  Transport, Influence of on social conditions: Isolation of communities,
      16-18, 92-4, 108, 170, 175;
    effect of coaching facilities, 41;
    country gentry, 94;
    county towns, 95-6;
    coaches and "country manners," 96-7;
    beginnings of "Greater London," 97;
    civilising effects of improved communication, 175-7;
    political results of rail communication, 397;
    social results, 397-8;
    a factor in national life, 398-400;
    country homes for town workers, 496-8
  Transport, Influence of on trade and industries: general, 1-3, 16-19, 27,
      31, 73, 102 _n._, 109, 192;
    roads, 4, 6-9, 85-7, 88-92, 104, 129-30, 139, 160, 162, 169, 249-50;
    rivers, 108, 109-10, 112, 114-6, 119-27, 129, 137-49, 153-4, 159-64,
      169;
    canals, 166, 174-80, 193-4, 230-4, 249-50, 294, 301, 307-9;     {542}
    turnpikes, 316, 320;
    railways, 198, 217, 225, 245, 308-10, 349, 350, 354, 385-96;
    motor-vehicles, 482-4
  Tube railways: 490, 492-3, 496, 507
  Turnpikes: Principle of tolls, 13, 29;
    turnpikes introduced, 32-3;
    turnpike Acts, 75-6, 104;
    turnpike system, 77;
    opposition to toll-bars, 78-80, 320-1;
    defects of system, 80-4;
    stimulus to trade, 85-90;
    turnpike roads, 98-9, 104-5;
    number of turnpike Acts and trusts, 312;
    statute labour, 312-3;
    cost of road repairs, 314;
    turnpike debt, 314, 323-4;
    tolls, 314-6, 318, 320, 331;
    cost of management, 317, 320;
    consolidation of trusts, 319;
    highway rates and road repairs, 319;
    "Rebecca riots" in Wales, 320-1;
    House of Commons Turnpike Committee, 321;
    reduction in number of trusts, 321-4;
    burden on ratepayers, 321-2;
    Government grants, 323;
    rapid decline of trusts, 324;
    attitude of trustees to steam coaches, 474-5
  Tylor, Alfred: 6-7

  Underground railways: 491-2
  United Kingdom Railway Officers and Servants' Association: 439
  United Pointsmen and Signalmen's Society: 447
  United States: Land grants to railways, 254;
    railway rates, 349-50, 357, 377;
    education for railway efficiency, 415-6
  University of Leeds: 427
  University of London: 425
  University of Manchester: 426, 427

  Vernon-Harcourt, L. V.: 156-7, 158                                {543}

  Wade, General: 75
  Wages, Railwaymen's: 433-5, 451, 511, 512
  Waggons: 15, 31, 32, 35-7, 38, 43-8, 91
  War Office and motor-lorries: 504
  Warrington: Position in Coaching Age, 36, 54;
    Mersey navigation, 137, 138
  Watermen, Thames: 57-63
  Water power and industries: 141-2, 143
  Watt, James: 142, 187, 188, 190
  Webb, F. W.: 440
  Wedgwood, Josiah: 159, 160, 161, 173, 176
  Weight of loads: 44-5
  Wellington, The Duke of: 262, 265
  Welshpool: Severn navigable to, 112;
    market for Welsh flannels, 114
  Wesley, John: 177
  West Coast of Africa, Railways on: 402-4
  Wheels, Broad: 35, 45-9, 102, 103
  Whitaker, T. D.: 73, 78
  Whitworth, Richard: 160, 161, 164, 177, 182
  Williams, E. L.: 151
  Williams, F. S.: 274, 275
  Wimberley, W. C.: 331
  Wine trade: 92
  Wood, Nicholas: 197, 198, 201, 203, 296, 395
  Woods and Forests: 4-5, 8
  Woollen industry: 15, 16, 23, 24, 25, 26, 115, 118, 138, 141-3, 145-7,
      179, 186

  Yarranton, Andrew: 133-5, 158
  York: Roman military post, 8;
    coaches, 40, 51, 52;
    road conditions, 64;
    river control, 121;
    trading position, 121
  Young, Arthur: 68-71, 85, 168, 209

WILLIAM BRENDON AND SON, LTD., PRINTERS, PLYMOUTH

Notes

 [1] Mr Tylor argues that Brading, in the Isle of Wight, was the favoured
     point of shipment.

 [2] In the Ninth Report of the Historical Manuscripts Commission, page
     290, mention is made of a charter, granted by Edward VI., giving a new
     municipal constitution to the "ancient borough" of Stratford-on-Avon
     in lieu of the franchise and local government taken away by the
     suppression of the guild previously existing there; and in this
     charter the guild in question is spoken of as having been, in former
     times, "founded and endowed with divers lands tenements and
     possessions," the rents, revenues and profits from which were to be
     devoted to the maintenance of a grammar school, an almshouse, and "a
     certain great stone bridge, called Stratford Bridge, placed and built
     over the water and river of the Avon beside the said borough."

 [3] The subject of rivers and river transport will be fully dealt with in
     later chapters.

 [4] The fair has, also, been widely described as the "Stourbridge" fair, a
     name which seems to associate it, quite wrongly, with the town of
     Stourbridge, in Worcestershire. I have preferred to follow here the
     spelling favoured by Defoe and other contemporary writers.

 [5] "Staple" was a term applied, in the Middle Ages (1) to a town to which
     traders were encouraged to send their supplies of some particular
     commodity--wool, for example--such town becoming the recognised
     headquarters of the trade concerned, while the arrangement was one
     that facilitated the collection of the taxes imposed by the King on
     the traders; and (2) to the commodity sold under these conditions.

 [6] The earlier Continental route was by river to Gravesend and thence by
     road to Dover.

 [7] This Act also provided that when the wheels of a waggon were so
     arranged that those at the back followed in a line with those in
     front, the two pairs thus running in one and the same groove, only
     half the usual tolls should be charged.

 [8] Passengers are to-day regularly conveyed between London and Edinburgh
     by train in eight and a quarter hours.

 [9] The journey between Birmingham and London can now be done by train in
     two hours.

[10] The fares by the stage coaches generally worked out at 2½d. to 3d. a
     mile outside, and 4d. to 5d. a mile inside; and those by mail-coach at
     4d. to 5d. a mile outside, and 8d. to 10d. a mile inside. An outside
     place on the Edinburgh mail-coach cost about 7½ guineas, and an inside
     place 11½ guineas, exclusive of tips to coachmen and guards at every
     stage, and meals and refreshments _en route_. C. G. Harper, in "The
     Great North Road," estimates that the total cost of a journey from
     London to Edinburgh by mail-coach was, for an outside traveller, 11
     guineas, and for an inside traveller 15 guineas.

[11] By an Act of Parliament passed in 1710 the number of sedan chairs
     allowed to ply for hire in London was fixed at 200, but the limit was
     raised in the following year to 300. This was, of course, independent
     of the private sedan chairs, of which every mansion had at least one.

[12] So numerous were--or had been--the Thames watermen and lightermen
     that, according to Stow, they could at any time have furnished 20,000
     men for the fleet.

[13] Incidentally, this fact may explain why country roads to-day, still
     following old tracks, often have so many twists and turns when, one
     might think, they could just as well have been made straight.

[14] A writer in the "Westminster Review" for October, 1825, referring to
     the lack of finger-posts, says: "There is scarcely a parish in the
     country, and not one in the remoter parts, where a stranger can
     possibly find his way, for want of this obvious remedy. South Wales is
     an inextricable labyrinth; it is a chance if there is a finger-post in
     the whole principality. Cornwall and Devonshire are as bad. If by
     chance they are once erected they are never repaired or replaced. The
     justices know their own roads and care nothing for the traveller."

[15] Cross = cross road.

[16] Similar Committees were, also, appointed in 1819, 1820, and 1821. In
     the report it eventually issued, the Committee of 1811 said: "By the
     improvement of our roads, every branch of our agricultural, commercial
     and manufacturing industry would be materially benefitted. Every
     article brought to market would be diminished in price; the number of
     horses would be so much reduced, that by these and other
     retrenchments, the expense of five millions would be annually saved to
     the public."

[17] It was shown in evidence before the Select Committee of 1819 that the
     "surveyors" in a certain district included a miller, an undertaker, a
     carpenter, a coal merchant, a publican, a baker, "an infirm old man,"
     and "a bedridden old man who had not been out of his house for several
     months." Nineteen times out of twenty, it was declared, the
     appointment was "a perfect job."

[18] McAdam had found the roads at Bristol loaded with an accumulation two
     or three feet deep of stones, which had been thrown down during a
     series of years with the idea of "repairing" the roads. Such roads
     became his quarries for stones to be broken by hand.

[19] Salisbury.

[20] "Wines and groceries," says Archdeacon Plymley, "are brought up the
     Severn from Bristol and Gloucester to Shrewsbury, and so on to
     Montgomeryshire."

[21] Eighteenth.

[22] The Douglas navigation was afterwards purchased by the proprietors of
     the Leeds and Liverpool Canal, who substituted an artificial cut for
     part of the natural channel of the river.

[23] In giving an account of a visit he paid to Derbyshire in 1713, Dr.
     William Stukeley says in his "Itinerarium Curiosum" (2nd ed., 1776):
     "At the smelting works they melt down the lead ore, and run it into a
     mould, whence it becomes pigs, as they call it; the bellows
     continually are kept in motion by running water."

[24] Barges were towed up-stream on the Severn by men. Writing in 1803,
     Archdeacon Plymley said: "A horse towing-path is now established from
     Bewdley to Coalbrookdale, which is more and more used, and it is hoped
     will soon be extended, the office of towing barges by men being looked
     upon as very injurious to their manners."

[25] Subsequently supplemented by a tunnel of larger dimensions alongside,
     constructed by Telford.

[26] The imports of raw cotton into the United Kingdom in 1910 were
     17,614,860 cwts., or nearly 1973 million lbs., valued at £71,716,808.

[27] Not only was it a case of the cart going before the horse, on a
     descending road, but in some instances there was attached to the
     waggon a sort of horse-trolley on which the animal itself could ride
     down-hill, and thus reserve its strength for taking back the empty
     waggon on a second pair of rails alongside.

[28] In the first instance projections were cast on the rails to allow of
     their being attached to the wooden sleepers; but, as these projections
     were found to break easily, they were cast separately in the form of
     "pedestals," or "chairs," into which, after they had been fastened to
     the sleepers, the rails could be fixed with pieces of wood.

[29] Mr Brunlees is of opinion that the plating of rails with a steel
     surface was probably begun about 1854, and that it was not until eight
     or ten years later they were made entirely of steel. "Now," he said in
     his address, "owing to the improvements in the manufacture of steel
     rails, they can be produced as easily and as cheaply as iron rails."

[30] The adoption of the designation "Iron," as applied to the railway
     systems abroad, was probably influenced to some extent by Thomas
     Gray's "Observations on a General Iron Rail-way." First published in
     1820, the work had gone through five editions by 1825, and in a letter
     addressed, in 1845, to Sir Robert Peel, urging the claims of Gray to
     generous treatment by the State, on the ground of his being the
     "author" (_sic_) of the railway system, Thomas Wilson wrote: "His name
     and his fame were spreading in other lands; his work was translated
     into all the European languages, and to the impression produced by it
     may be attributes the popular feeling throughout Germany and France in
     favour of rail-road which has terminated in the adoption of his
     railway system in Germany and Belgium especially."

[31] The stone bridge here referred to allowed of an easy transport across
     the valley from the collieries to the Tyne. Constructed by a local
     mason, the bridge soon fell down, and was rebuilt in 1727, the
     architect thereupon committing suicide to spare himself the anxiety of
     any possible further collapse of his work. In Brand's "History and
     Antiquities of Newcastle" (1789) it is stated that the span of the
     bridge was 103 feet, that the height was 63 feet, and that the cost of
     the structure was £1200.

[32] In the Company's further Acts of 1783 and 1785 this line was still
     spoken of as a "rail-way," with the hyphen; but in their Act of 1797
     it had become a railway--without the hyphen.

[33] Stationary engines.

[34] The length of the main line from Carno Mill to Cardiff was to be 26
     miles, the branches increasing the total to 44 miles. The estimates of
     expenditure put the cost of land and construction at £31,105,
     exclusive of £894 10s., for "obtaining the Act, etc." The items in
     respect to the main line were as follows:--

                                                           £     s.  d.
       Forming the road and laying the dram rails,
         making the fences, etc., £220 per mile           5720   0   0
       Iron dram rails, 44 tons per mile, at £6 per ton   6864   0   0
       Sleepers, £40 per mile                             1040   0   0
       Purchase of land, 26 miles at £75 per mile         1950   0   0
       Extra allowance, £100 per mile                     2600   0   0
                                                       ---------------
                                                       £18,174   0   0

[35] In regard to this particular plea, see further references to the
     Glamorganshire Canal Company on pages 238-9.

[36] Amalgamated by the Midland Railway Company.

[37] My authority for this statement is a newspaper article, headed
     "Centenary of the First Railway Act," written in 1901 by W. P. Paley,
     and to be found in a collection of railway pamphlets in the British
     Museum (08235 i 36). The name of the journal is not stated; but the
     writer of the article gives such precise details concerning the line
     in question that his information is evidently authentic.

[38] In succeeding engines a double tube, bent in the form of the letter U,
     was fixed. Stephenson provided his "Rocket" with 25 tubes, thus giving
     a further substantial increase in the heating surface.

[39] That this attitude of organised hostility on the part of the canal
     companies was well maintained is shown by the following extract from
     the "Manchester Advertiser" of January 30, 1836: "The proprietors of
     the Ayre and Calder navigation and of the Canals, have resolved to
     organise an opposition to all railways whatever in Parliament. The
     canal proprietors are thus openly setting themselves in opposition to
     one of the greatest improvements of the age."

[40] See page 237.

[41] In the Taff Vale Railway Act of 1836 (the same year as that in which
     Morrison made his proposals) the company were prohibited from paying a
     dividend of more than seven per cent when the full tolls were charged,
     or of more than nine per cent after the tolls had been reduced by
     twenty-five per cent; and the shareholders were required, at any
     meeting at which these maximum dividends were declared, to make such
     reasonable reductions in the amount of the rates to be paid during the
     following year as would, in their opinion, reduce the profits to the
     seven or nine per cent level. It was further provided that, for the
     purpose of "better ascertaining the amount of the clear profits upon
     the said railway," the company should submit their accounts to the
     Justices in Quarter Sessions, who were to make such reductions in the
     rates to be collected during the year next ensuing as would, in their
     judgment, reduce the profits to the prescribed minima. Mr A. Beasley,
     general manager of the Taff Vale Railway, who gives this information
     in an article on "How Parliament Harassed Early Railways," published
     in "The Railway Magazine" for November, 1908, adds: "The gentlemen of
     Quarter Sessions were never called upon to undertake this formidable
     task as the clauses were repealed by the Company's Act of 1840."

[42] Under the Cheap Trains Act of 1883 the duty was remitted in the case
     of all fares not exceeding the rate of one penny a mile, and was
     reduced to two per cent on fares exceeding that rate for conveyance
     between urban stations within one urban district.

[43] Professor Hadley states, in "Railroad Transportation," that in 1844
     the average length of English railroads was fifteen miles.

[44] The present Railway and Canal Commission, which, however, has no
     functions in regard to advising on railway Bills, was created in 1873
     for a period of years, and was made permanent in 1888.

[45] The figures in this column are taken from the Board of Trade Railway
     Returns for 1910.

[46] When giving evidence before the Departmental Committee on Railway
     Agreements and Amalgamations, on June 21, 1910, Mr A. Beasley, general
     manager of the Taff Vale Railway Company, called attention to the fact
     that in "Bradshaw's Railway Manual" for 1909 there was published a
     special index of all the railways of which notices had appeared in
     that publication during sixty years (practically covering the whole
     position), the total of such railways, including light railways, being
     1129. Of this number 86 were recorded as having been abandoned, closed
     or wound up, leaving a balance of 1043. In "Bradshaw's Railway Guide"
     for March, 1910, only 110 railways--including light railways, railways
     operated by joint committees, as well as railways in the Isle of Man,
     the Isle of Wight, and Jersey--were given as being in actual
     operation. "That shows," continued Mr Beasley, "that there must have
     been 933 railways, all separately authorised, most of them separately
     constructed, and many of them, for a time, separately worked, which
     have been purchased, amalgamated, leased or otherwise absorbed or
     taken over by other undertakings."

[47] 1825.

[48] 1832.

[49] "The Law Relating to Railway and Canal Traffic"; Boyle and Waghorn.
     Vol. I, page 296.

[50] "Publications of the Department of Economics and Political Science of
     the University of South Wales and Monmouthshire," No. 2 (1911).

[51] The turnpike trust loans still outstanding on the 25th of March, 1887,
     amounted to £92,000.

[52] See p. 63.

[53] Lectures on the "History of Traffic Legislation and Parliamentary
     Action in Connection with Railways," delivered at the London School of
     Economics. See "The Railway News," November 30, 1907.

[54] The existence of this large number of privately owned railway
     waggons--the greater proportion of which are in use in the coal
     trade--recalls the days when it was assumed that traders would provide
     their own rolling stock on the railways. It shows that they still do
     so to a considerable extent, although, of course, relying on the
     railway companies to supply the locomotives. It will also be seen how
     the questions which have arisen from time to time as to the use of a
     larger type of railway waggon and, also, of automatic couplers on
     waggons, may be complicated by the variety of ownership. There is an
     Association of Private Owners of Railway Rolling Stock, the objects of
     which are "to maintain and defend the rights and promote the interests
     of private owners and hirers of railway rolling stock."

       The receipts under this head were as follows:--        £
         Steamboats, canals, harbours and docks           5,145,640
         Rents, tolls, hotels, etc.                       4,542,793
                                                          ---------
                                                          9,688,433

[56] An excellent summary of the general position to-day will be found in
     "The Rating of Railways," a booklet issued by the Editor of the "Great
     Western Railway Magazine."

[57] In "Insurance Legislation in Germany; Copy of Memorandum containing
     the Opinions of various Authorities in Germany" [Cd. 5679], Herr E.
     Schmidt, Member of the Imperial Diet, and President of the German
     Tobacco Manufacturers' Association, is quoted as saying: "I am
     convinced that when the social legislation was introduced, and for the
     first time the large contributions for sickness insurance and later
     for old age and infirmity insurance had to be paid, many of us
     groaned. To-day, however, these contributions, which occur every year,
     are booked either to the general expenses account or the wages
     account--for they are, in fact, a part of wages--and they are
     naturally calculated as part of the cost of production, and eventually
     appear in the price of the goods, though perhaps not to the full
     extent in times of bad trade."

[58] See an article on "Bishopsgate Goods Station," by Frank B. Day, in the
     "Great Eastern Railway Magazine" for July, 1911.

[59] In the week ending April 17, 1909, the broccoli sent from the Penzance
     district to various destinations throughout the country filled 1012
     railway waggons, and necessitated the running of 34 special trains.

[60] See speech by Mr Frederick Shelford at a meeting of the Royal Colonial
     Institute, May 24, 1910, reported in "United Empire; the Royal
     Colonial Institute Journal," for August, 1910.

[61] When the Tramways Bill of 1870 was introduced, Mr Shaw Lefevre stated
     that its underlying principle was to empower local authorities "to
     construct tramways, but not, of course, work them."

[62] Another of the witnesses was the Right Hon. J. W. Lowther, M.P., at
     that time Chairman of Committees, and now Speaker of the House of
     Commons. He assured the Commission that the power of "vetoing"
     tramways had worked a great deal of mischief. He further declared that
     the Standing Order had been most improperly used for the purpose of
     extorting all sorts of terms and conditions from tramway companies,
     and had subjected them to liabilities and disabilities which were
     never contemplated by Parliament.

[63] See R. P. Porter's "Dangers of Municipal Trading," pp. 174-5, where it
     is stated that of over £4,000,000 spent by the London County Council
     on street widenings for tramway extensions only £377,000 was debited
     to the tramway undertaking.

[64] "Electricity in Locomotion," by A. G. Whyte, 1911.

[65] The total number of commercial motor-vehicles working in the London
     district in August, 1911, was, according to statistics compiled by
     "Commercial Motor," 3500.

[66] Mails are now being sent out from London every night by motor-vans for
     distances of up to 100 miles.

[67] July 31, 1911.

[68] See pp. 58-63.

[69] Figures for March 31. On September 30, 1911, the number of taxicabs in
     London was 7360.

[70] Figure for Sept. 24, 1907.

[71] A good example of these tendencies is offered by the Southend
     district, situate at the mouth of the Thames, a distance of 35 miles
     from London. Season tickets between London and Southend are issued by
     the railways at a low rate, and on the London, Tilbury and Southend
     line there are 6000 holders of these tickets. In the special interests
     of wives and daughters cheap tickets to London by an express train are
     issued on Wednesdays to allow of shopping in town, visits to the
     theatre, etc., and by this train there is an average of from 600 to
     700 passengers, consisting almost exclusively of ladies.

[72] Exclusive of those by season-ticket holders.

[73] In an address delivered by him as president of the Railway Students'
     Union at the London School of Economics on October 24, 1911, Mr Sam
     Fay, general manager of the Great Central Railway, said: "There is
     little prospect of any extensive opening out of new competitive routes
     in this country, and, but for a few comparatively short lines here and
     there, the railway system may be considered complete."