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. 4 miles, with 116 feet fall. From the lowest part of the Bond End, at the bottom of the
High-Street, in Knaresbro, to the Brook Crimple, on Ribston-Green, a
double Railway 15,794 9 yds. with 82 feet fall. From the Crimple Brook to Acaster Sailby, a Canal 68,628 Add Ten per Cent. for Contingencies 8,442 92,864 20 yds. with 198 feet fall. From the same point in Knaresbro to Acaster Sailby, by a double
Rail-way 60,000 14 m. with a fall of 11 feet per mile. From the same point in Knaresbro to Pateley-Bridge, with
Passing-places 38,830 In the foregoing estimates Mr. Telford
has considered the Canal, with its locks and bridges,
as suitable for the Humber Sloops, and the Rail-way
sufficiently strong to admit of one ton and a half
being carried by one waggon. When it was originally intended for
the lower end of the line to commence at Acaster Sailby,
it was unknown to your Committee that an Act of Parliament
existed, levying duties on merchandise on the River
Ouse, after the same had passed the Wharfe mouth towards
York; for the better information of the public, we
insert as much as relates thereto. ACT OF THE 5TH OF GEORGE II. “An Act for rendering more effectual
an Act passed in the 13th year of the reign of
his late Majesty King George the First, entitled an
Act for improving the Navigation of the River Ouse,
in the County of York: “That from and after the 24th
day of June, 1732, all and every the goods, wares,
and merchandises, and other commodities, carried and
conveyed on the said River Ouse, above Wharfe mouth,
except such manure, dung, compost, or lime only,
as shall be water borne, and used and applied
in tillage; and also except all timber, stone, and
other materials, made use of in or about the works
necessary for improving of the navigation of the
said river, shall pay the tolls or rates following,
that is to say, “For every ton of wines and groceries,
almonds, Areack brandy, cyder, cydar egar, hops,
fish oil, line-oil, Florence oil, Seville oil, and
turpentine oil, rum, spirits, tobacco, vinegar,
bacon, hams, sides, and pork; cases and chests
by measure, china, coffee, cork, drugs, and medicines;
dyers’ ware, (except logwood, copperas, and alum);
flour, glass, (except green glass bottles); haberdashers’
wares, household furniture, iron wrought, linen,
linen-drapers’ wares, lemons, oranges, and
nuts; leather and calves’ skins; mercery ware,
silk and woollen, paper white and books, garden
seeds, salt, tea, and woollen-drapery ware, two
shillings and sixpence respectively; and
so in proportion for any greater or less quantity.
For every ton of cheese, flax, pewter, soap,
marble, bell-metal, brass battery, and copper,
two shillings respectively, and so in proportion for
any greater or less quantity. “For every ton of oak, bark, corn
of all sorts, earthenware, green glass bottles,
iron cast and unwrought, lead white and red; paper,
cap, white, and brown; grass-seeds, beans and peas,
rapeseed, stone, tallow, tin-plates and wire;
timber, oak, ash and elm, one shilling
respectively; and so in proportion for every greater
or less quantity. “For every ton of alum,
copperas, logwood, brimstone, bricks, tiles,
coals, hemp, hay, lime for
building, lead, and turfs, sixpence
respectively; and so in proportion
for any greater or less quantity. “For every firkin, pot, cask,
or other vessel of butter, one penny. For
every hundred of oysters, one penny. And that
all other goods, not herein particularly rated,
shall pay ad valorem, such rates or duties as
shall be ascertained by the said commissioners, appointed
by or in pursuance of the said former Act.” Soon as your Committee had clearly
ascertained the existence of this Act, and its consequent
increase on the tonnage of flax, a deputation went
down to the Wharfe mouth, to examine the river, as
far up as Bolton Percy, and found from their own observations,
but more particularly from the information they collected,
that vessels of seventy tons burden can navigate the
river, nearly always once in twelve hours the whole
year; and that, if a little improvement was made in
the river at three places, which are rather too shallow
for vessels of this burden, they might pass at all
times without interruption; the deputation were also
of opinion that the improvement was practicable at
a moderate expense. This deputation also examined
the line below Bolton Percy, (see the map ) and
found it passed through the estate of Sir Wm. Milner
Bart. near his residence, and over lands in his own
occupation, consequently more likely to meet with
his opposition than his approbation. Under these accumulated circumstances,
your Committee decidedly recommended a double Rail-way,
to commence at a bend in the river, near Bolton Percy,
(see the map) which will shorten the length of the
original line about one mile and a half, and lessen
the expense of the project at the same time; thence
in a line, nearly straight, to Bow-Bridge, passing
on the South side of the village of Wighill, and close
to the North end of the village of Walton. Thence
in a circuitous direction towards Wetherby; but
if the line was permitted to pass from the North end
of the village of Walton to the North side of Ingmanthorpe,
the seat of Richard Fountaine Wilson, Esq. distant
from his residence about four hundred yards, it would
pass over very suitable ground, and shorten the length
of the line five-eights of a mile more. By either
of these lines it would cross the great North Road,
near the Drover’s Inn, then proceed on the North
side of the village of Little Ribston, and by the banks
of the River Nidd, sufficiently high to avoid the
broken parts, crossing the said river by a bridge,
near St. Robert’s Well, and thence proceeding
along the Eastern side of the town of Knaresbro’,
ascending, in an uniform manner, to the level of the
bottom of the High-Street, commonly called Bond-End;
where it will most conveniently pass behind, or on
the West side of Mr. Wm. Clayton’s house; or,
if more desirable to the owners of property at this
point, it is possible to pass it under ground, and
enter the valley of the Nidd without affecting or destroying
any property, except two or three old houses belonging
to Mrs. Stubbs. The line, for a single Rail-way,
will then wind along the North bank of the valley,
till it crosses the Nidd by another bridge, the clumps
of trees on Scotton Moor; from this point it will
keep on very favourable ground along the South side
of the river, passing half way between Killinghall
village and Killinghall bridge; thence through the
middle of Hampsthwaite village, and close by Wreaksmill
crossing the Nidd again below the village of Birstwith;
after which it winds along the North bank of the River
Nidd to Pateley-Bridge. Your Committee having stated their
reasons for abandoning the project of a Canal, and
recommending that of a Railway, and having also pointed
out the adopted line, the next duty which presents
itself to their notice is the Revenue; the
nature and quantity of Tonnage which is likely to come
upon the line, and within the limits of its attraction; and
give to each such a charge as will equally benefit
the various consumers. Such as we conceive to
be of the most general importance, first attracts notice,
which is the article of COAL, Wherein there is little doubt but
a saving of eight shillings per chaldron will, on
the completion of the work, be effected a
most material object for the poor, and the general
benefit of commerce. The rule by which this
computation is made, compared with others we have
seen, is very much on the safe side, but should a trifling
mistake occur, we confidently believe that the decrease
in the price of this article will very much enhance
its consumption, without anticipating any increased
demand at the lime-works and bleach-grounds, arising
from an increase of business, which naturally follows
the cheapness of carriage, and the rapid transport
of goods from place to place. The increase of
population, while speaking of this article, must not
be omitted, since, in the last twenty-one years it
hath increased from four to near seven thousand, including
Knaresbro’, Scriven-with-Tentergate, and Brearton.
The most correct statement we are able to give is below:
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tons. Knaresbro and Scriven with Tentergate, including lime-kilns and
bleach-grounds 11,000 Brearton 100 Flaxby 50 Goldsborough 100 Haverah Park 25 Killinghall 350 Plumpton 100 Harrowgate and Bilton 3,000 Ribston 150 Scotton 200 Stainburn 200 15,275 Birstwith Township 500 Hampsthwaite and Felliscliffe do. 600 Clint do. 260 Darley do. 400 Hartwith do. 450 Thornthwaite do. 200 Dacre do. 500 Bewerley do. 1,600 Bishopside do. 50 Updale do. 1,500 Pateley Tonnage 6,060 Knaresbro do. 15,275 Total Tonnage of Coals 21,335 From good authority we are informed
that Kippax and Haigh-Moor coals can be delivered
at Bolton-Percy for ten shillings per chaldron, or
8s. to 8s 6d. per ton.; and if any back carriage could
be procured they would be delivered for less, hence
the advantage of taking yarns, &c. from Knaresbro’,
and the neighbourhood of Pateley-Bridge to Barnsley,
and bringing coals back; but independent of such an
advantage we are able to prove the great saving named
before in these coals:
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. s. d. Cost per chaldron of the Kippax, or Haigh-moor coals, at the end of
the Rail-way, at or near Bolton Percy, is 0 10 0 Removing do. into the waggon, (if not landed 4d.) 0 0 9 Rail-way dues, 18 miles, at 2d. per ton, per mile 0 3 0 Waggon dues, 18 miles, at ld. per ton, per mile 0 2 3 0 16 0 The present cost by way of Boroughbridge,
is one pound five shillings, and hence the saving
to the public on every ton, or chaldron of coals,
will be nine shillings, except the merchants’
profit. By the foregoing statement the tonnage
of the Knaresbro’ and Pateley-Bridge coal, when
it reaches Knaresbro’, will yield a revenue of
3200 pounds annually, being 21,335 tons, at 2d. per
ton, per mile, for 18 miles, and the tonnage on the
coal belonging the district up to Pateley-Bridge will
be 6000 tons, for 6 miles, the average distance at
2d. per ton, per mile, or 303 pounds 0d. making
together 3503 pounds 0d. The next topic for our consideration
which naturally presents itself, is the surplus PRODUCE OF THE SOIL, Which although composed of a great
variety, we shall here only notice that of Corn; and
although the town of Knaresbro’ and its vicinity,
cannot complain of a scanty or contracted supply, nor
yet of exorbitant prices, compared with their more
western neighbours, the inhabitants of Craven, and
the borders of Lancashire: who, at least must
pay such suitable advance as will compensate for a
long and expensive land, or a longer and protracted
water carriage, neither of which in all probability,
can in these days of depression, bear a further reduction
of rate. Under these circumstances, knowing
the soil in the neighbourhood of Wetherby and Tadcaster
to be rich and fertile, we feel some confidence that
corn and its produce in flour and meal, (which can
so conveniently be converted by mills upon the line,)
will soon become an article of tonnage in no small
degree, nearly the whole length of the line; and thence
being removed by land carriage from Pateley-Bridge
to Skipton and other places further west, will be
found cheaper than heretofore. The quantity
of tonnage on this head is not so clearly ascertained,
still it will have some reference to the quantity
of coals brought from Skipton into the neighbourhood
of Pateley-Bridge, or the quantity of lead taken from
Pateley-Bridge, to Ripon as either one or the other
of these articles, in both directions must be considered
back carriage, otherwise they could not be removed,
as heretofore, at the usual low rates. From
these data, and the fact of three waggons three days
each week from Knaresbro’ towards Skipton, we
believe the tonnage under this head in that direction
will be three thousand tons annually, which being nearly
the whole length of the line, or twenty-five miles
at 3d. per ton, per mile, will yield a revenue of
937 pounds 10s. Being aware some doubt may arise
as to the computation of this tonnage being correct,
we feel no apprehension as to the result. For while it must be admitted, that
lead in this case ceases to be a back carriage, hence
the expense of carrying corn from Ripon to Pateley-Bridge
must naturally increase, whilst on the contrary, the
expense by the Railway must as naturally decrease;
these two circumstances in all probability will fully
support the estimate, if not greatly exceed it. We now come to the present principal
trade of the town and neighbourhood of Knaresbro’,
which is that of dressing Flax and spinning Yarns;
and what first takes our notice upon the subject of
tonnage, is that of FLAX. This article during the latter period
of the late war, was dressed and manufactured here
in greater quantities than at present, probably owing
to the profits upon it at that time being more adequate
to the heavy expense of carriage, than they are now.
The depressed state of the trade since that period
has caused one flax-mill, turned by water, to be converted
into a corn-mill, no doubt to the detriment of others
in that line; and two more, turned by the power of
steam, to stand still, and become useless; whereas,
if carriage could be considerably reduced upon this
article, and also in that of coal as stated already
there remains little doubt but this useless property
would regain its former value, and additional employment
be afforded to the increasing population of the neighbourhood;
an object at all times deserving the notice of the
opulent and rich, and which of late, hath, with partial
success engaged the united efforts of the legislature. In calculating on the tonnage of this
article we have it in our power to be more exact than
on that of any named before, for every individual
concerned with it, has made his own return, and which
added together amounts to two thousand four hundred
and forty tons, being for the town of Knaresbro’,
one thousand seven hundred; and for the neighbourhood
up to Pateley-Bridge, seven hundred and forty.
Hence the amount of revenue from this tonnage will
be as follows:
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. s. d. From Bolton Percy to Knaresbro 2440 tons per an miles, at 4d.
per ton, per mile 732 0 0 From Knaresbro to Pateley-Bridge, which is 14 miles, but for safety
sake is only taken at 12. 740 tons, 12 miles at 4d. per ton, per mile 148 0 0 880 0 0 Having pointed out the probable amount
of revenue which the article of Flax will yield to
the Railway; we shall next endeavour to exhibit how
much will be saved between the present and the projected
mode of conveying it to Knaresbro’:
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From Hull, via B. Bridge, the present expense per ton, is 1 2 0 And the time of coming from 10 to 21 days From Hull to Bolton Percy, per ton 0 5 0 Removing from the boat into the waggon 0 0 9 Rail dues, 18 miles, at 4d. per ton per mile 0 6 0 Waggon dues, 18 miles, at 1d. per ton, per mile 0 2 3 0 14 0 0 8 0 By this statement it appears there
is a saving of 8s. per ton from Hull to Knaresbro’;
and nothing seems to prevent the same ratio holding
good from Hull to Pateley-Bridge; besides should the
Flax come from Hull on board the regular traders,
it will in all probability arrive at the Wharfe mouth
in two tides, and from thence to Knaresbro’ in
eight or nine hours; but should the trade of Knaresbro’
attract the notice of the owners of steam vessels,
its dispatch would doubtless be greater; and more
in proportion it would benefit the trade of the place;
in as much as cheapness of carriage and dispatch of
goods whether manufactured or otherwise are the very
sinews of commerce, and in such proportion as these
are obtained, so will the wealth and prosperity of
the town or neighbourhood be regulated. In presuming upon any increase of
tonnage on this head, we feel equally safe as on any
other, or more so; for if the present mills turned
by water, and spinning Flax were found insufficient,
some corn-mills might easily be converted, and in
lieu of them, wind-mills might be erected, for which
purpose many fine situations present themselves on
both sides of the valley, where there is abundance
of stone and lime always contiguous, which would render
such erections less expensive than in many other places. The next subject for our consideration,
and which naturally follows the last, is the tonnage
arising from manufactured LINEN, Which in former times when spinning
was done by hand, was the staple trade of Knaresbro’
and its vicinity, but which, of late years has been
much on the decline, perhaps owing to many causes. The principal one we are disposed
to believe, arose from the capitalists originally
engaged in that line becoming mill owners; and as mills
for sometime did not increase by their numbers so
rapidly as to glut the market with their produce,
the profits in that branch were better than the other;
and as this became apparent, its effects soon spread;
so that few more reasons are requisite to prove the
fact, of the Linen Manufacture having given place
to that of Yarns. Another reason why it hath not made
equal progress with other places, may be the length
of time manufactured goods are on their passage to
London, where there is a market for every thing every
day; the port of York is the only one where these
goods have been shipped, and from what cause we cannot
say, but they have been frequently so long on their
passage, that good connections have been entirely
lost on that account; whereas if the Railway was completed,
Hull would naturally become the port of Knaresbro’,
and all produce of its manufacture would reach Hull
in two days, at a much less expense than at present,
and London most probably in five or six days more.
Thus it is highly probable an order from London might
be executed and warehoused in eight days, or sometimes
in half that time; a convenience perhaps unenjoyed
by any other place of the kind. Notwithstanding the manufacture of
Linens here has not till lately been carried forward
in that variety, nor the great increase of Looms been
made compared with other places, still the character
of Knaresbro’ Linens is maintained, when brought
into service. With regard to the tonnage arising
from Linens, it alone will not be considerable, but
as it is one article of tonnage in a descending direction,
we beg leave to class with it, that of Linen Yarns,
for should, by this improved mode of conveyance, either
of these increase in quantity in a descending direction,
the other as naturally will decrease, and as a considerable
proportion of Yarns made in this neighbourhood, finds
a market at Barnsley, and in that direction, it is
presumed that along the Railway, and thence by a Barnsley
boat, will be the cheapest mode of conveyance; and
in the reverse direction coal will naturally become
an article of tonnage and traffic. Having already
from good and safe data, stated the quantity of Flax
likely to come on this improved line of conveyance,
at 2440 tons, and why a great proportion of it when
made into Linens, Yarns, and Tow, should naturally
be tonnage in a descending direction, we hope the
public will give us credit for estimating this tonnage,
at 2000 tons, per annum, and which we will suppose
to be all delivered at Knaresbro’; hence the
tonnage of it to Bolton Percy, will be 2000 tons,
18 miles, at 4d. per ton, per mile 600 pounds per
annum, in a descending direction. We now come to that consideration
belonging the tonnage arising from GENERAL MERCHANDIZE, Which will include every thing consumed
for the support of the population, and which there
is no occasion to dwell upon separately under respective
heads. This tonnage is made up from entries of
different individuals, and amounts to 1035 tons, per
annum, in an ascending direction; 570 for the town
of Knaresbro’; and for the district, up to Pateley-Bridge,
465; the revenue arising from this source will be as
under:
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1035 tons, 18 miles, at 6d. per ton, per mile 465 15 0 465 do. do. do. do. do. 139 10 0 605 5 0 Although the distance from Knaresbro’
to Pateley-Bridge is 14.75 miles, still we have only
rated it at 12 miles. TIMBER AND IRON Will also become articles of tonnage
in an ascending direction, and although different
when considered respectively, are in their application
so liable to meet, that perhaps it may not infringe
much on their respective rights if classed together
for their amount of tonnage; the amount handed to
us is composed of returns made by such individuals
as are concerned in the trade, and although it does
not form a conspicuous figure, nor produce a great
sum, still perhaps it is not the less likely to make
up its full share of increase; for with these, cast
metal may be classed, and recollecting the great wear
and tear in mills, machinery, and waggons on the Railway,
the quantity is more likely to be doubled, in a short
period, than that of any named before; the amount of
revenue as at present calculated, would be 1250 tons,
up to Knaresbro’ from Bolton Percy, being 18
miles, at 3d. per ton, per mile, is 281 pounds 5d. And for the district of Pateley-Bridge, the
returns are 450 tons, taken at 12 miles, at 3d. per
ton, per mile, amounts to 67 pounds 10d. per annum. Another article of tonnage both ascending
and descending may be named, and on which some revenue
may be expected to arise, although the data for estimating
it may be greatly clouded; it is that of PASSENGERS. The market of Knaresbro’ is
generally well supplied, and prices moderate, as they
are in other equally fertile districts, except in a
few articles, such as poultry, butter and eggs; but
the increase of price in these articles is the most
felt during the Harrogate season, when large quantities
are in great demand for that improving place.
Contemplating the execution of this project, it would
immediately afford a most complete opening for all
produce of this kind, coming to the market, in an
easy, comfortable, and cheap manner, from a neighbourhood
which hath not before enjoyed such an advantage, and
would bring with it a corresponding demand for such
articles of merchandize as are sold at Knaresbro’,
and in daily consumption in all farm houses.
Contemplating again the prospect of a steam conveyance
from the lower end of the Railway to Hull, which is
highly probable, it is only natural to suppose, that
very few journies would be taken, by the inhabitants
of Knaresbro’, and its vicinity, by any other
conveyance to Hull, because cheapness, expedition,
and comfort would recommend it. Having stated such as we can at present
call the ascending tonnage, our next duty is to say
what there is which presents itself, that we can rely
upon for a descending tonnage, more than what hath
already been treated of. Of these we find a tolerable variety,
and of some articles a never failing supply; viz.
lead; stone for building; stone for highways; lime
and lime stone; slates; flags; oak bark; wood; cotton
twist; Irish flax and linens; ashes and several other
kinds of American produce; which if we treat of as
they are respectively named, that of LEAD First takes our attention. This
article from time immemorial has been extracted from
the bowels of the earth, at Greenhowhill, near Pateley-Bridge,
in large quantities, the greatest part of which, of
late years, has been carted to Ripon, a distance of
twelve miles, and thence shipped for Hull, at an expense
of one pound per ton. From good authority we are informed
that these mines produce annually, 3000 tons, out
of which quantity 2500 will become tonnage along the
Railway, as below: 2500 tons, 33 miles,
1.5d. per ton, per mile, is 515 pounds 12 6. The advantage which the proprietors
of these mines will derive from this improved mode
of conveyance, is made apparent, by the following
statement:
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From Pateley Bridge to Hull, by way of Ripon and Boroughbridge, per
ton, is 1 0 0 BY THE RAILWAY, From Pateley-Bridge to Bolton Percy, 33 miles, 1d. per ton 4 1 Rail dues, 33 miles, at ld. per ton, per mile 4 1 Removing from the waggon into the boat 0 3 Freight to Hull from Bolton Percy 4 0 0 12 6 0 7 6 By this statement it appears there
is a clear saving of 7d. per ton; but should the
freight and carriage at present be only 19s. instead
of 20s. as before stated, then the saving will be
6d. which is an object of no small moment, and
contributes its full share of recommendation to the
project. STONE FOR BUILDING, Next claims our attention: It
is of various kinds and qualities, some about Birstwith
is of a strong coarse grit, will bear an immense pressure,
is well adapted for bridges, locks, wiers, &c. but
is not to be had in blocks large enough for pier works.
There is another kind of stone at Dacre-Pasture,
of a much finer grit than the last, paler in colour,
and well adapted for finer masonry, such as columns,
pédiments, &c. Blocks of this kind may
be had of large dimensions. Another kind of
stone is found at Wilsill, in quality similar to that
at Birstwith, but may be risen in much larger blocks.
When the Ouse-bridge at York was building, in 1818,
the contractors for, or the inspectors of that work,
got some stone from this neighbourhood for the piers,
and by a letter from Mr. William Craven, one of the
inspectors, there is no doubt of its being fit for
any kind of public works, as bridges, locks, &c.
The expense of land carriage from the quarry to Ripon
was the sole cause why a greater quantity was not
made use of. There is another kind of stone found
a little way above Pateley-bridge, well adapted for
flags, window heads and soles, staircases, landings,
tomb-stones, and grind-stones; but owing to the beds
being thin, it is not well adapted for general building
purposes. At Fellbeck, near Smelthouse-mill,
a slate quarry has lately been opened, which produces
a slate of a darker colour than that of Idle, is very
sound, lays well on, and will probably improve in fineness,
if pursued to a greater depth. A ton of it will
cover about ten square yards. Another Slate-Quarry, at Bouthwaite,
near Pateley-Bridge, has recently been discovered;
the produce of which is much superior to that of Idle;
a ton of it will cover about 14 square yards. All this stone and slate is immediately
upon the adopted line, or can be brought to it for
4.25d. per foot, which, with the expense of carriage
to Bolton-Percy will cost at that place as below:
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. s. d. Rail-dues 30 miles, at 1d. per ton per mile 0 3 1 Waggon-dues, do. do. 0 3 1 0 6 3 Calculating 16 feet of this stone to weigh one ton, it appears the
carriage of each foot will cost 0 0 4 And the original cost delivered on the line 0 0 4 Cost of this stone at Bolton-Percy per foot 0 0 9 Which if necessity requires, may experience
a little reduction. At this time the Bramley-fall
stone delivered at Selby, costs 1s. per foot; and
at York during the building of Ouse-bridge it cost
from 15d. to 16d. STONE FOR HIGHWAYS. This is found in immense quantities
at Greenhow-hill, distant from Pateley-bridge two
miles, it resembles a grey flint; the road from Pateley-bridge
to Skipton is principally composed of it; it is hard
but easily broken small, and after a little using
almost resembles one entire stone; its use and extraordinary
properties are not known to a great distance, particularly
towards Ripon or Ripley; this may be accounted for
in two ways first, the hills in either direction
are long and steep; and 2dly, other materials are
just at hand, of a quality sufficient for a road where
the forbidding ascents deny the frequent passing of
heavy carriages. This stone has been compared to that
at Middleton-Tyas, near Richmond, and when analysed
is found to be exactly of the same quality, although
a little lighter in colour; it was compared to this
merely to prove a corresponding property. For it is a certain fact, that the
Middleton-Tyas stone has been for some time, and is
now, carted from the quarry to Northallerton and Brompton,
distant 14 and 15 miles, for the use of their highways,
at an expence of 8d. per ton to the former, and
9s. to the latter place. This fact is the more
remarkable, since there has been a quarry open for
many years, within 200 yards of Northallerton, but
the stone is only of a common kind. From this
circumstance, it is fair to expect, that provided the
stone of Greenhow-hill can be delivered at Bolton-Percy
for 6d. per ton, and at Cawood, Selby, Booth-Ferry,
and Howden for 8s. it will both become an article
of tonnage in a descending direction, and a great
acquisition to that district; but as that neighbourhood
has never been in the habit of paying such a high
price for highway materials, it will probably in the
first instance meet with many objections, which may
be replied to in two ways 1st, that whatever
is worth doing, is worth well doing; and that the
best materials are the cheapest; and 2dly,
if the surveyors and overseers of Northallerton and
Brompton have, by their experience, established the
above fact, and found this stone cheaper than that
at home, it is reasonable to conclude that the surveyors
and overseers of the highways in the neighbourhood
of Cawood, Selby, and Howden, may do the same; for
the soil of that district is equally fertile and rich
as that of Northallerton; and the occupiers of it equally
opulent hence their ability to do well whatever
is worth doing. The expense of this stone at the before-mentioned
places we state below:
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. s. d. One ton of stone delivered at Pateley-bridge 0 1 3 33 miles Rail dues at 1d. per ton per mile 0 2 9 33 miles waggon dues, do. 0 2 9 Cost of stone at Bolton-Percy per ton 0 6 9 Removing do. into the boat, do. 0 0 6 Freight of do. Selby, Cawood, or Howden 0 1 0 0 8 3 It is probable the expense of delivering
this stone at Pateley-bridge, might be reduced by
the application of a Railway from that place to the
quarry; by this estimate horses are expected to be
used; it is also possible to remove it from the waggon
to the boat at less than is stated above. The neighbourhood of Pateley-bridge
possessing many water-falls on which more mills might
be built, gave rise to an idea of cutting this last-mentioned
stone by water-sawing, into scantlings for fire-places,
hearths, and slabs; but upon an experiment being tried,
it was found to contain what is termed the dry heads,
which cause a division of the parts when brought into
service, otherwise it yields a beautiful polish, and
exhibits much of the shell and feather; but notwithstanding
this last attempt hath failed to augment its value,
another in reserve still remains of no small moment,
which is that of the most excellent GREENHOW-HILL LIME. In the district where it has long
been used as a manure either for arable or grassing
land, no comment on its superior utility is requisite;
but to those parts where its presence hitherto hath
been forbidden by the rugged and steep hills, and
to others at too great a distance to warrant the expense
of a long land carriage, something of its superior
quality as a manure in this place may not, we hope,
be deemed unseasonable, especially as the carriage
of it, when the Railway is constructed, will be an
object of less notice, and this will be exemplified
hereafter. We have said before, the stone of
Greenhow-hill has been submitted to analysis, to prove
a corresponding property with that of Middleton-Tyas;
this inquiry was extended to ascertain if they produced
similar lime, and we have great satisfaction to inform
the public this was the case. We say a great satisfaction, because
we have it in proof, that the Middleton-Tyas lime
is situated in a country, where a knowledge of its
excellence is not confined to narrow limits by steep
and forbidding hills, but being more favourably situated,
it has been for a great number of years, and is now,
with increasing demand, conveyed generally 17 or 18
miles, and in some instances, into the immediate vicinity
of other kilns, even at 24 miles distance. The reader will be best able to calculate
the expense of this lime to the consumer, when he
is informed that the cost at the kilns is 12s. per
chaldron of 32 bushels Winchester, one of which weighs
7slb. Under this view of the case, we hope
it may not be deemed impertinent to recommend a trial
of this lime, even in districts where lime is plentiful
and cheap, and which hath been upon proof hitherto
satisfactory; and should it unexpectedly fail upon
arable land, we still beg it may be admitted to a
trial on grassing land. For the purpose of bleaching
it hath been carted to Bilton-cum-Harrogate, and used
with satisfaction, and frequently 9 or 10 miles towards
Ripley, to places distant from the Nidd lime-kilns
only 3 or 3.5 miles. To say any thing of this
lime for the purpose of building we are completely
unable; for whenever it became a topic of conversation,
its excellence as a manure alone may be named as one
reason, and that of having at Knaresbro’ kilns,
a kind as well adapted for building as any lime probably
can be, and at a rate as reasonable as circumstances
will admit of, may be offered as another reason. Having ascertained that two tons of
this lime stone will make one chaldron of lime, weighing
1 ton 7 cwqrs. we give below a statement of what
it will cost at different points on the line, recommending
at the same time on all occasions the lime-stone to
meet the coal.
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. s. d. Cost of the stone at Pateley-bridge, 2 tons 0 2 6 10 miles Rail-dues, at 1d. per ton per mile 0 1 8 10 do. Waggon-dues, do. 0 1 8 7 bushels of coals, at 7d. per bushel 0 4 4 Breaking stone and burning 0 1 0 At Killinghall Toll-bar the chaldron of lime is 0 11 2 5 miles additional tonnage on stone 0 1 8 0 12 10 5 miles decrease of tonnage on coal 0 0 7 At the Bond-End Knaresbro the lime per chal. 0 12 3 6 miles additional tonnage on stone 0 2 0 0 14 3 6 miles decrease of Tonnage on coal 0 0 9 0 13 6 By the above statement it appears
the Greenhow-hill lime can be burnt at Ribston, for
13d. per chaldron, a circumstance not unlikely
to make it in great demand, whenever its properties
are known for agricultural purposes. Adverting now to some articles the
exact quantity of which is difficult to ascertain,
such as slate, oak bark, wood, Irish flax and linens,
ashes and some other kinds of American and colonial
produce imported into Liverpool, and which will have
a cheap conveyance from Liverpool to Skipton by canal,
and naturally become a back carriage from Skipton to
Pateley-Bridge; as corn, &c. will move in the other
direction, and from Pateley-Bridge to Knaresbro’,
by the Railway at a much cheaper rate than heretofore,
and will as a matter of course, increase the tonnage,
as example will prove: VIA SKIPTON.
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. s. d. The present cost per ton from Liverpool to Skipton in general
Merchandize, is 1 6 8 Do. from Skipton to Knaresbro 1 7 6 2 14 2 VIA LEEDS.
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The present cost per ton from Liverpool to Leeds 2 0 0 Do. Leeds to Knaresbro 0 15 0 2 15 0 VIA RAILWAY.
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The present cost per ton at Skipton 1 6 8 Skipton to Pateley-Bridge 0 16 0 Pateley-Bridge to Knaresbro, per Railway, 15 miles, at 3d. per ton,
per mile 0 3 9 Waggon dues, 15 miles, at 1d. per ton, per mile 0 1 10 2 8 3 By the foregoing statement it appears,
that when an average of the cost is taken, which the
present modes of conveyance afford, and contrasted
with the Railway when completed, the latter will have
a preference of 6.5d. per ton, being a reduction
of more than ten per cent. upon the present charges. Having now dwelt on the different
articles of tonnage in each direction, with as much
accuracy as we are able, and finding the tonnage in
the ascending direction amount to 31,735 tons per
annum, and that in the contrary to 4,000; and believing
from the best information we are able to obtain, that
for every two tons moved in an ascending direction,
three tons may be moved in the contrary; consequently
we look to building stone, stone for highways and
lime, and some other articles not enumerated, to make
up the quantity of tonnage required to keep the whole
waggons in full work; and to produce the greatest possible
revenue. Having enumerated such tonnage as
falls within our power of calculation, and named a
source with strong probability of much more; we come
next to the general summary, and to contrast it with
the expense of the project as stated by Mr. Telford,
wherein we have no doubt, but every ample consideration
is embraced. COST OF THE RAILWAY.
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Bolton Percy to Knaresbro, 18 miles, at 3,000, per mile, double
Railway 54,000 Knaresbro to Pateley-Bridge, 14 miles, with passing places, single
Railway 38,830 92,830 REVENUE ASCENDING.
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. s. d. 21,335 Tons of Coal, see page 15 3503 0 0 3,000 . . . Corn, &c. 937 10 0 2,440 . . . Flax, 880 0 0 1,035 . . . Merchandise 21 605 5 0 1,250 . . . Timber and Iron 21 281 5 0 29,060 6207 0 0 REVENUE DESCENDING.
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. s. d. 2,000 Tons Linens and Yarns, (see page 20) 600 0 0 2,500 . . . Lead . . . 23 515 12 6 4,500 1115 12 6 Total amount of revenue at present estimated 7322 12 6 By the above statements it appears
the project will cost 92,830 pounds; and the amount
of revenue arising from such tonnage as is comprehensible,
will amount annually to 7,322 pounds 12d. which
is rather more than 8 per cent. per annum for the
shareholders, independent of 39,090 tons more which
the works will be able to perform, if required, and
which from the low price of one penny per ton for
Rail dues, for twenty miles, will amount to 3,257
pounds 10d. and when only another penny per ton,
per mile is estimated for waggon dues, this kind of
tonnage will be conveyed at a cheap rate, and delivered
in the neighbourhood where it is so much wanted, at
prices agreeable to the foregoing estimates; a circumstance
of itself likely to improve the value of all estates,
containing the articles of stone and lime, and ultimately
bring a great increase of tonnage in that direction,
most desirable in all Railway projects. In the foregoing estimates it is calculated
that the waggons will be drawn by horses, at the same
time we believe, that loco-motive engines might be
applied to do the work at a less expense: but
not having employed an engineer perfectly acquainted
therewith, we are not authorized to say more on the
subject. With regard to the annual repairs
of a Rail-way our engineer, Mr. Telford hath not supplied
the information; but from other sources we have ascertained
the repairs are in proportion to the quantity of business
done; upon Rail-ways well constructed, and made strong
in the first instance, about l-8th of the annual proceeds
is highly sufficient, but if the castings are light
and laid upon timber instead of stone, at least twice
that sum will be required. Having as a Committee, accomplished
in the best way we are able, what was originally intrusted
to our care, (except deviating from a Canal to a Rail-way;)
we now beg leave to lay the subject before the public,
not doubting but that public will duly appreciate
its utility, and also recommend to the Noblemen and
Gentlemen who have estates on the line, to give it
such a consideration as a work of this magnitude deserves,
either as regards its importance, by the employment
it will afford to the partially employed labouring
poor, during the time the work is in progress, but
more particularly during all the time hereafter; so
long as one ton of lead, or stone may be found near
the higher end of the line; or the river Nidd flow
in its present course; or the neighbourhood of Selby
or Howden continue to produce more corn than is sufficient
for its population; or as may regard its importance
in an agricultural view, a sight of which should never
be lost, nor whatever can promote its advancement,
be treated with disdain or neglect, but quite the contrary;
for upon the best, the cheapest, and most skilful method
of causing the earth to bring forth abundantly, depends
in a great measure our national prosperity; it gives
a plentiful supply at home, will tend to reduce our
alarming pauperism, and hence promote peace, the welcome
inhabitant of every breast; of every cottage; of every
mansion; of every state; and the safest rampart of
every throne; for while we consider the soil only as
an agent, let us not forget it is one of an incorruptible
class; and whatever is skilfully committed to its
care is generally repaid tenfold; then it should not
be forgotten what was the state of the high-roads in
this country eighty years ago, they were chiefly composed
of clay; and now contrast that period, with the present,
and say how much their improvement hath, or hath not,
contributed to the advancement of that ancient, useful,
respectable, and princely profession, of agriculture;
if this is not denied, then contrast the present highways
of the district through which the adopted line will
pass, remembering the many steep and rugged hills,
with the present much improved Rail-ways where the
uniformity of ascent and descent is maintained as a
principal object, and permit it to come within your
calculating powers to show, what benefit it may contribute
to the perfection of a science on which so much wealth
and public benefit depend. Or as may regard its importance by
the constant employment it will afford to nearly all
ages and classes of people, who may be concerned directly
or indirectly in the manufacture of Yarns, Linens,
and Cottons, and probably at better wages than are
regularly paid at other manufacturing places, for
should a considerable saving of carriage be effected,
together with the quick dispatch and transport of goods
from place to place, as we have contemplated; the
profits of the masters would be improved, their business
extended, competition created, and hence wages would
be advanced; industry would thereby be promoted, and
could morality and economy be taught by example, then
pauperism would only be known by its name. If there be any doubt, that the completion
of this project will not open new channels for such
tillage as the various soils which are contiguous
to the line require, we are unacquainted with it; because
instead of that, we believe it will not only facilitate
the transport of the various limes as may be requisite
to suit the different soils, but also afford an opportunity
of introducing great quantities of manure from the
towns of Leeds and Hull, into places which the present
modes in use never will accommodate. To enumerate all the advantages which
a well constructed Rail-way possesses over every other
mode of conveyance, on lines where the ascent is great,
as in this, would be a work of time, and therefore
we shall dismiss it after quoting a passage from Dupini’s
Report to the French Government: “The advantages which Iron Rail-ways
present are immense. England owes to
them a part of her wealth. Never without them
could coal, lime, minerals, and other raw materials
have been conveyed to such distances, and at the
same time, at so trifling an expense.” To the Noblemen and Gentlemen who
have money vested in the security of the tolls, arising
from the highways contiguous to the line, we beg to
offer some observations, particularly to those who
may feel alarm for their interests: It
is the opinion of others, better informed on these
subjects than ourselves, that instead of reducing the
annual amount of tolls, they have invariably been
found to increase, particularly on such roads as cut
the line in a transverse direction; but on roads parallel
to the line, the increase has not been so great; and
when it is remembered the great quantity of tonnage,
a project of this kind must require to make it profitable,
it must be admitted that a disposal of it in all directions
will necessarily be the case; thus it is accounted
for why the tolls have increased. To such Noblemen and Gentlemen who
may at some future period (we hope not far distant)
form themselves into a Committee to ascertain the merits
of this report, we beg to express a request, which
we trust will be treated with attention, that they
will permit all the money advanced towards the expenses
of the survey already made, to become share money,
(if the work should go forward) and the subscribers
who may not be disposed to purchase shares, to have
the option of receiving back the sum or sums so advanced
by them. JOHN ETESON.
MATTHEW OATES.
WM. THACKWRAY.
FRANCIS COOPER.
WM. DRIFFIELD.
JOHN ELLISON.
THOMAS SIMPSON.
LAMBERT ELLISON.
ROBT. DEARLOVE.
ISAAC NEWTON.
MICHAEL MEEK. An account of the sixty-seven mills
named in the preface of this Report, showing how each
mill is at this time employed:
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Corn. Flax. Cotton. Lead. Shaw Mills 2 2 0 0 Thornton 0 1 0 0 Wreaks 1 0 1 0 Waite 1 0 0 0 Fewstone 1 0 0 0 West House 1 1 0 0 West End 0 3 0 0 Bramley Head 0 2 0 0 Darley 1 1 0 0 Thornthwaite 1 1 0 0 Summer-bridge 1 1 0 0 Fellbeck 1 0 0 0 Braisty Wood 0 1 0 0 Low Laith 0 1 0 0 Smelt House 0 3 0 0 Glass House 1 1 0 0 Holling House 0 1 0 0 Pateley-Bridge 1 1 0 0 Bridge-house Gate 1 0 0 0 Cockhill 0 0 0 1 Sun Side 0 0 0 1 Scarah 1 0 0 0 Providence 0 0 0 1 Prosperous 0 0 0 1 Merry Field 0 0 0 1 Low Mill 0 0 0 1 Grass Field 0 1 0 1 New Bridge 0 0 0 0 Gouthwaite Hall 1 0 0 0 Ramsgill 1 0 0 0 Killinghall l 0 0 0 Scotton 0 l 0 0 Knaresbro 0 1 0 0 Do. Chapman 1 0 0 0 Do. Do. Calverleys 1 0 0 0 Plumpton 1 0 0 0 Goldsbro 1 0 0 0 Staveley 1 1 0 0 Hunsingore 1 0 0 0 Knox 1 0 0 0 Crimple 0 1 0 0 Spofforth 1 0 0 0 Wetherby 3 0 0 0 Thorp-Arch 2 1 0 0 Tadcaster 1 0 0 0 Clifford 1 1 0 0 32 27 1 7 Besides the before-named mills, flax
is sent from Knaresbro’ to be spun at Scotland Mill, near Leeds.
Mickley Mill, near Ripon.
Bishopton Mill, near Ripon.
Ripon Mill, and
Masham Mill. N.B. Soon as additional Subscriptions
are received, by the Committee, to cover the expenses
of the Survey, a list of the same will be printed,
and distributed to each Subscriber, setting forth,
also, the expenses of the Survey, with every particular. Edward Baines,
Printer, Leeds.
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