He Sets As Many Hands On As Possible To Get It In; But Now What Is He To Do With It?

Send it to London.

That is easily said; but trace the process through. The goods, perishable and delicate, must first be carted to the railway station and delivered there, eight miles from the farm, at most inconvenient hours. They must be loaded into slow goods trains, which may not reach town for four-and-twenty hours. There is not the slightest effort to accelerate the transit, and the rates are high. By the time the produce reaches the market its gloss and value are diminished, and the cost of transit has eaten away the profit. The thing has been tried over and over again and demonstrated. One need only go to the nearest greengrocer's to obtain practical proof of it. The apples he sells are American. The farmers in New York State or Massachusetts can grow apples, pack them in barrels, despatch them two thousand eight hundred miles to Liverpool, and they can then be scattered all over the country and still sold cheaper than the fruit from English orchards. This is an extraordinary fact, showing the absolute need of speedy and cheap transit to the English farmer if he is to rise again. Of what value is his proximity to the largest city in the world - of what value is it that he is only ninety miles from London, if it costs him more to send his apples about ninety miles than it does his American kinsman very nearly three thousand?

As we have in this country no great natural waterways like the rivers and lakes of the United States, our best resource is evidently to be found in the development of the excellent common roads which traverse the country, and may be said practically to pass every man's door. Upon these a goods train may be run to every farm, and loaded at the gate of the field. This assertion is not too bold. The thing, indeed, is already done in a manner much more difficult to accomplish than that proposed. Traction engines, weighing many tons - so heavy as to sometimes endanger bridges, and drawing two trucks loaded with tons of coal, chalk, bricks, or other materials - have already been seen on the roads, travelling considerable distances, and in no wise impeded by steep gradients; so little, indeed, that they ascend the downs and supply farms situated in the most elevated positions with fuel. What is this but a goods train, and a goods train of the clumsiest, most awkward, and, consequently, unprofitable description? Yet it is run, and it would not be run were it not to some extent useful. Anything more hideous it would be hard to conceive, yet if the world patiently submits to it for the welfare of the agricultural community, what possible objection can there be to engines so formed as to avoid every one of the annoyances caused by it? It may be asserted without the slightest fear of contradiction that there are at least fifty engineering firms in this country who could send forth a road locomotive very nearly noiseless, very nearly smokeless, certainly sparkless, capable of running up and down hill on our smooth and capital roads, perfectly under control, not in the least alarming to horses, and able to draw two or more trucks or passenger cars round all their devious windings at a speed at least equal to that of a moderate trot - say eight miles an hour.

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