But a suspicion is whispered abroad, that the public are ill informed respecting the actual expenses, the profits, and the prospects of that railway, on which we ground all our plans and expectations; the statements circulated are said not to be open, candid, and above-board. Sir, I should be ashamed to enter on a justification of men so well known to the world, of such high honour, such unsullied integrity as those gentlemen, who are best known among the projectors and supporters of the Liverpool and Manchester railway. But if any one should still cherish his suspicions,—what has been their conduct? If they have deceived the public, why did they continue to hold their shares after they had reached 100_l._ per cent. premium? When they began to decline,—and they have declined,—why did they still hold them? Why are they among the first to encourage similar undertakings in favourable situations? Why were they among the earliest, why are they among the greatest shareholders in those railways, which are the object of our present meeting? But they are enthusiasts; they are blinded by their pre-conceived opinions, or by some feeling of honour. But are there not men at Liverpool, not connected with them, and able to expose their misstatements, to unmask their artifices? Many;—and how are these disclosing their sentiments respecting railways? _By embarking in a new railway_, _carried very nearly through the same line of country with that now at work_; for such is that projected between Liverpool and Leeds. With regard to the traffic on the lines connected with Birmingham, I am not prepared on this occasion to go into detail; other persons well informed on this subject will address you. But look for a moment at the canals between Liverpool and London, the Duke of Bridgewater’s, the Trent and Mersey, the Staffordshire and Worcestershire, the great Birmingham canal, the Warwick, the Napton, the Coventry, the Oxford, the Grand Junction,—all of which have paid the proprietors amply, some enormously. They sufficiently indicate the extent of traffic. Add to this the land-conveyance by coaches, chaises, private carriages, waggons, vans, amounting at least to 300,000_l._ per annum, between Birmingham and London;—add the cattle sent from Leicestershire, Northamptonshire, &c. to the London markets, and which the railways will convey for less than the value of the flesh lost in driving;—add those kinds of agricultural produce which require a smooth and rapid transport. In short, statements have been made out by persons of no mean capacity, which show a profit so ample as to render the reader incredulous from its magnitude. There probably may be error, but after rigid correction the return must be ample.