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Presidential Address of Joseph Locke, M.P., January

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Presidential Address of Joseph Locke, M.P., January ( 128 ) .January 12, 1858. JOSEPH LOCKE, M.P., President, in the Chair. The following Candidates were balloted for and duly elect,ed:- ARTHURTHOMAS ANDREWS and CHARLESEDWARD AUSTIN, as Members ; T~MOTHYCCRLEY, GEORGEBELK SMITH, and BINDON BLOOD STOXEY, as Associates. Mr. LOCKEaddressed the Meeting in the following terms, on taking the Chair, for the first time, after his Election as Presi- dent :- GENTLEMEN, HATINGbeen called tothe officeof President for the present session, somewhat unexpectedly, I may bepermitted to claim indulgence on this occasion for what I am about to submit to you in that capacity. The duty which has devolved upon me was, until recently, unforeseen ; so that the time for considering and preparing what I might have to offer has been short. This circumstance, I hope, will be allowed in excuse, to some extent at least, of deficiencies which no one can feel more sensibly than myself That the Address, which it is a part of my ofice to deliver to such an audience, should not merely fulfil a formal obligation, but also contain some real substance, would in any case be an object of anxiety. It is one, moreover, which (as was well observed by my predecessor in office) every year becomes more difficult ;as the agency of our profession, in each successive period, covers a wider surface, and is connected with a greater variety of interests- social and financial, as well as scientific. The extent and complexity of these relations, indeed, are now such, that I might, inany case, deem theattempt to take an adequate viewof the whole subject a task beyond my powers. The incident already mentioned, is, atall events, a sufficient reason for not venturing on so large an enterprise. I shall there- fore confine myself to a small portion, only, of this vast field, with which my personal experience has rendered me in some measure familiar :-to a skebchof the principles andcharacter of the Downloaded by [ Purdue Univ Lib TSS] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. ;ZDDRRSS OF THE PRESIDENT. 129 French railn-aysystem. This I amthc morc cneouraged to attempt, by the circumstance of your late President’s having, on a similar occasion, so fully discussed the main features of English railways :-the origin, prlgrcss and results of which, are, in many respects, strikingly dissimilar to those of the former. The points in which they are contrasted will suggest various reflections on the past, and might be studied with advantage in regard to the future ; so that what I am about to oRer you may perhaps be acceptable as a sequel to what, you have lately heard :- a supplement, tending, however inadequately, to complete the out- line of a general survey, so ably begun by your late President. The contrast to which I have alluded, as shom in the principle, has been still more strongly displayed in the practical results of the respective systems. lVhat these have been, andare, in England, I need not attemptto detail. Theyare sufficiently apparent to you all,and may be briefly summed in these two positions :-immense conveniencc andadvantage to thc puldic who use,-inadequatcprofit to those who hayemade,-our rail- ways. In France, we see these terms reversed. The capitalhas yielded a fair, or even a handsome profit ; whilst the service to the public-although far in advance of all its former means of con- veyance-is stilllimited in comparisonwith ours. Such, at all events, is thestate of the comparison at the present moment. How far it may bemodified hereafter, I do not venture to cal- culate : although I am aware of circumst,anccs which may, before long, affect the balance, as it now stands, between the respective systems. Still, as these, again, may be contrasted with other processes, as yet undeveloped, on the opposite side, it may bc safer to confiue our view to thematerials which actually lic before us. In the first place, however, it should be observed, in pointing to contrasted results, that the real difference is greater than is appa- rent on a mere Comparison of‘ percentages of income and protit. Otherthings being equal, theadvantage might fairly be assumed to lie on theside of England, in allthat is essential to the success of improved communication.Dcnsit,y, move- ment, arid wealth of population; activity of tradeand manu- factures; habits of despatch and intercourse in the natives ; thc rcsnrt of strangers; cost of‘ necessary materials; practice and skill intheir manipulation :-these, andother points of less moment, were clearly in favour of our railway enterprises. It might be difficult,, indeed, to say what amount should bc added, on these grounds, to the evidence of actual ret,urns, in order to :L just estimate of the respective systems. Rutthere can be no hesitation in asserting that, viewing the relative conditions of the [1857-58. K.s.] H Downloaded by [ Purdue Univ Lib TSS] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. 130 ADDRESS PRESIDENT.OF THE two countries-apart from disturbing circumstances-the result, as betweenthem, of theexperiment of railways,ought to have been a higher rate of profit in England than in France. So that, at all events, it is stating the question in the most moderate terms, to take the actual figures only, without deduction on the score of local circumstances. The essential characteristic of thc French systcm, almost from its beginning, has becn the determination by the State of' its lines of railway. In whatever form,-to whateverextent,-private enterprise has been admitted, or invited, this main principle has beenuniformly preserved. This isthe' first of the two leading objectsin our presentsurvey. The second, thoughconsiderable, may be termedsubordinate. It includesthe process which thc State,-while adheringto its general rule of absolutecontrol in the selection of lines,-has thought proper to employ, in orcler to obtain the desired progress in their construction. The terms of concession haveundergone great variations at differentstages of French railwayhistory. The succcssive modifications have largely affected the interests of promoters ; and the practical effects thus successively produced, its well asthe motives to which their adoptionmay be traced, will deservc attentive consideration ; and must occupy the largest space in the view before us. The operation of the first, or mainprinciple, is simple,-its effects are obvious. The consideration of the second point neccs- sarilyleads into more detail, amidst various successive changes. Throughout all, however, it will appear, that the railway system hasbeen sustained by theconservative operation of that first rulingprinciple. In this, moreover, WC find the secret, of much, if not all, that has given the French system an advantage over ours. The rule, we repeat, is, thatthe State absolutelydcter- mines what linesshall be made. Its operationhas been exclu- sively in favour of main arterial communications : protecting these, onwhatever terms conceded, from competition inthc districts assigned to them. The conditions annexed to this security have varied at different periods. A complete review of such modifications, and a full explanation of their effects, would embracenearly allthat is peculiar to the French system. In such a review, featurcs of dis- advantage, inconvenience, and restriction will present thcnlselvcs ; hut it dlbe seen that, in spite of all such, the security from that species of competition which has been thc bane of English railways, has hithcrto maintained the French lines in a healthy condition, which they are likely to enjoy, so long as thisvital advantage remains unimpaired. You are all well aware of the preliminary steps that are required Downloaded by [ Purdue Univ Lib TSS] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. ADDBESS OF THE PRESIDENT. 131 in England before a Company can be incorporated for making a railway : and it may be useful to observe at once, that the Par- liamentary notices ; deposit of plans showing the line ; standing- order committees ; examinations, &c. ; are altogether dispensed with in France, as in that country, the Governmcnt has long taken the initiative in all that relates to public works. It has a corps of engineers well organized, presided over by the Minister of PublicWorks ; who dirccts the operations of that important body known by the title of l’Administratim des Pants et. C‘haztssdes. All railway lines, therefore, must originate with, or be sanctioned by, the Government, before anymaterial steps whatever can be taken. When a ministerial decision is pronounced, declaring tht a particular line would be “ of public utility,” the Minister of Public Works is authorised toenter into communication with such parties as may desire to undertake it ; and,-having satisfied himself of the honciJides and ability of those who make the most eligible offer,- to enter into a preliminary treaty with them : which treaty, when approved by the Governmcnt and the Chamber, or the Senate, is ultimately signed by the Emperor, and becomes law. The cahier des charges, containing the conditions of the con- cession, fixing therates of charge, and defining therelative powers of the Company and the State, is settled at the same time. The Government,-having atits disposal all the means of collecting information respecting the course of the line proposed,- furnishes, at all times, whatever plans, sections and estimates it may have in its possession, to the company thus formed ; who then proceed to lay out the line. The cahier des charges allows con- siderable latitudein this selection ;-the only restrictionbeing that the line shall pass “by, or nearto ” certain towns therein mentioned. This preliminary survey, or avant projet asit is termed, is presented, when completed, cither in the whole, or by departments, to the Minister of Public Works, accompanied with a list of curves, and adients, and a full description of theline generally ;-and the sinister, after conferring with the Conseil Ge‘ne‘ral des Ponts et Chausse‘es, ultimately notifies his approval, through the Pre‘fet, to the company.
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