Chambers's Edinburgh Journal, No. 455. Various

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СКАЧАТЬ Chambers's Edinburgh Journal, No. 455 / Volume 18, New Series, September 18, 1852

      A GLANCE AT CONTINENTAL RAILWAYS

      When lately making a pretty extensive continental excursion, we were in no small degree gratified with the progress made in the construction and operation of railways. These railways, from all that could be seen, were doing much to improve the countries traversed, and extend a knowledge of English comforts; for it must always be borne in mind that the railway system, with its locomotives, carriages, waiting-rooms, commodious and cheap transit, and other matters, is essentially English. Hence, wherever one sees a railway in full operation, he may be said to see a bit of England. And is not this something to be proud of? The railway being your true civiliser, England may be said to have sent out a missionary of improvement, whom nothing can withstand. The continent, with all its stupid despotisms, must improve, and become enlightened in spite of itself.

      The newspapers lately described the opening of the line of railway from Paris to Strasbourg. Those who know what travelling in France was a few years ago, cannot wonder that Louis Napoleon should have made this the occasion of a popular demonstration. The opening of this line of railway is an important European event; certainly it is a great thing for both France and Germany. English travellers may also think much of it. A tourist can now journey from London to Paris—Paris to the upper part of the Rhine at Strasbourg, going through a most interesting country by the way—then go down the Rhine to Cologne by steamer; next, on by railway to Ostend; cross by steamer to Dover; and, finally, reach London—thus doing in a few days, and all by force of steam, what a short time ago must have been done imperfectly, and with great toil and expense. Still more to ease the journey, a branch railway from the Strasbourg line is about being opened from near Metz, by Saarbrück, to Manheim; by which means the Rhine will be reached by a shorter cut, and be considerably more accessible. In a month or two, it will be possible to travel from Paris to Frankfort in twenty-five hours. All that is wanted to complete the Strasbourg line, is to strike off a branch from Metz to Luxembourg and Treves; for by reaching this last-mentioned city—a curious, ancient place, which we had the pleasure of visiting—the traveller is on the Moselle at the spot where it becomes navigable, and he descends with ease by steamer to Coblenz. And so the Rhine would be reached from Paris at three important points.

      Paris, as a centre, is pushing out other lines, with intermediate branches. Marseille, Bordeaux, Nantes, Rouen, Dieppe, Boulogne, Calais, and Lille, are the outposts of this series of radiation. The latest move is a line from Caen to Cherbourg; it will start from the Paris and Rouen Railway at Rosny, 40 miles from Paris, and proceed through Caen to the great naval station at Cherbourg—a distance of 191 miles from Rosny. By the time the great lines in France are finished—probably 3500 miles in the whole—it is expected that the total expenditure will amount, in round numbers, to a hundred millions sterling.

      It is gratifying to know, that the small German powers which border on France have been most active in providing themselves with railways; not only for their own accommodation, but to join the lines of other countries; so as to make great trunk-thoroughfares through their dominions. There seems to be a cordiality in making these junctions, for general accommodation, that cannot but deserve praise. The truth, however, is, that all these petty states are glad to get hold of means for bringing travellers—that is, money-spenders—to their cities and watering-places, and for developing their long-hidden resources. For example, in the district lying between Saarbrück and Manheim, there exist vast beds of coal, and powerful brine-springs; but hitherto, in consequence of being out of the way of traffic, and there being only wretched cars drawn by cows, as the means of locomotion, this great mineral wealth has been locked up, and next thing to useless. What an outlet will the Strasbourg and Manheim Railway furnish! Paris may be as well and as cheaply supplied with coal as London.

      Belgium—a kind of little England—has for a number of years been well provided with railways; and you may go by locomotion towards its frontiers in all directions, except one—namely, that of Holland. This odd exception, of course, arose from the ill-will that has subsisted for a number of years between the Belgians and Dutch; the latter being not at all pleased with the violent disjunction of the Netherlands. However, that coolness is now passing off. The two neighbours begin to find that ill-nature does not pay, and, like sensible people, are negotiating for a physical union by rail, seeing that a political one is out of the question. In short, a railway is proposed to be laid down in an easterly direction from the Antwerp branch, towards the border of Holland; and by means of steam-boat ferries across the Maas and other mouths of the Rhine, the junction will be effected with the Rotterdam and Amsterdam series of railways. The north of Holland is yet a stranger to railways, nor are the towns of such importance as to lead us to expect any great doings there. But the north German region—from the frontiers of Holland to those of Russia and Poland, a distance of something like 1000 miles—is rapidly filling up the chasms in its railway net-work. Emden and Osnaburg and Gottingen in the west, Danzig and Königsberg and Memel in the east, are yet unprovided; but almost all the other towns of any note in Prussia and North Germany are now linked together, and most or all of the above six will be so in a few years.

      The Scandinavian countries are more interesting in respect to our present subject, on account of their railway enterprises being wholly written in the future tense. Denmark has so little continuous land, Sweden has so many lakes, and Norway so many mountains, that, irrespective of other circumstances, railways have not yet reached those countries. They are about to do so, however. Hitherto, Denmark has received almost the whole of its foreign commodities viâ the two Hanse towns—Hamburg and Bremen; and has exported its cattle and transmitted its mails by the same routes. The Schleswig-Holstein war has strengthened a wish long felt in Denmark to shake off this dependence; but good railways and good steam-ship ports will be necessary for this purpose. When, in April 1851, a steamer crossed rapidly from Lowestoft to Hjerting, and brought back a cargo of cattle, the Danes felt suddenly independent of the Hamburghers; but the route from Hjerting to Copenhagen is so bad and tiresome, that much must yet be done before a commercial transit can really be established. There was at that time only an open basket-wagon on the route; there has since been established a diligence; but a railway will be the only effective means of transit. Here we must correct a mistake in the last paper: Denmark is not quite without railway accommodation; there is about 15 miles of railway from Copenhagen to Roeskilde, and this is to be continued across the island of Zealand to Korsör. The Lowestoft project has led to important plans; for a railway has been marked out from Hamburg, through the entire length of Holstein and Schleswig to the north of Jütland, where five hours' steaming will give access to the Swedish coast; while an east and west line from Hjerting to Copenhagen, with two breaks at the Little Belt and the Great Belt, are also planned. If Denmark can by degrees raise the requisite capital, both of these trunk-lines will probably be constructed.

      Norway has just commenced its railway enterprises. It seems strange to find the familiar names of Stephenson and Bidder, Peto and Brassey, connected with first-stone layings, and health-drinkings, &c., in remote Norway; but this is one among many proofs of the ubiquity of English capital and enterprise. The government of Norway has conceded the line to an English company, by whom it will be finished in 1854. The railway will be 50 miles in length; it will extend from Christiania to Lake Miösen, and will connect the capital with an extensive chain of internal navigation. The whole risk seems to have been undertaken by the English company; but the benefits will be mutual for both companies—direct steam-communication from Christiania to some English port being one feature in the comprehensive scheme.

      In Russia, the enterprises are so autocratic, and ordinary joint-stock operations are so rare, that our Stock Exchange people know very little about them. The great lines of railway in Russia, either being constructed or definitely planned, are from Warsaw to Cracow (about 170 miles); Warsaw to St Petersburg (680 miles); Moscow to St Petersburg (400 miles); from a point on the Volga to another point on the Don (105 miles); and from Kief to Odessa, in Southern Russia. The great tie which will bind Russia to the rest of Europe, will be the Warsaw and St Petersburg Railway—a vast work, which nothing but imperial means will accomplish. Whether all these lines will be opened by 1862, it is impossible to predict; Russia has to feel its way СКАЧАТЬ