Let us now inquire what might be conveyed along a single line of railway, on the supposition that a speed of ten miles per hour only may be performed upon it. The number of yards in a mile (1,760) multiplied by the speed, gives 17,600. A carriage for three tons of goods occupies a space of four yards and a half; but we will suppose a space of six yards is required, which gives two yards for each ton. Then 17,600 (the number of yards per mile multiplied by the velocity) divided by 2 yards, gives 8,800 tons per hour, on the supposition that the carriages moved in a continuous train; but with a space between each train of carriages equal in length to the train, we have half that amount, or 4,400 tons, that might if necessary be conveyed upon a single line of railway: or, what requires twenty-four hours to pass through the canal locks at Birmingham, might be sent along a railway in one hour. Thus it appears, that canals are limited, in respect of the quantity of goods that can be conveyed upon them, to less than 200 tons per hour; their greatest average speed is less than three miles per hour, and for the slow boats one mile and a half per hour; the general expense of haulage is 1_d._ per ton per mile; they are subject to stoppages averaging five weeks per annum, from frost, drought, and repairs. A railway, on the contrary, may convey 4,000 tons per hour, at a velocity of fifteen miles: steam propelling power costs only one farthing per ton per mile, exclusive of the waggons; and the stoppage that would arise from the breaking of a rail, would not be more than one of half an hour. Does not this show, then, that an infinitely superior conveyance is now offered to the public, both for themselves and their goods? An instance of the support which the public give to quick conveyance, is afforded by the facts, that in 1800 there were seven coaches from Birmingham to London, and the average time was eighteen and twenty hours; that at present there are twenty-two coaches, and the average time is twelve hours.