The Iron Horse by Robert Michael Ballantyne (the best e book reader TXT) 📖

bear in mind that it was all conducted by means of heavy waggons and slow-going canal barges.

Now, let us contrast this state of things with the condition and influence of railways up to the present time. As we have said, the iron horse began his career in 1830 on the Liverpool and Manchester line-- long since become part of the London and North-Western Railway--at that time thirty-one miles long. Eight years later, Liverpool, Manchester, and Birmingham were completely connected with London by railway. Then, as success attended the scheme, new lines were undertaken and opened at a still more rapid rate until, in 1843--despite the depression caused for a time by over-speculating--there were nearly 2000 miles of railway open for traffic. In 1850 there were above 6000 miles open; in 1860, above 10,000. In 1864 the railways of the kingdom employed upwards of 7200 locomotives, 23,470 passenger carriages, and 212,900 goods and mineral waggons. In that one year about five million passengers and goods trains ran 130 millions of miles--a distance that would encircle the earth 5221 times--the earth being 24,896 miles in circumference. In 1866 the gross receipts of railways was about forty millions of pounds sterling. At the present date (1871) above 14,000 miles of railway are open in the United Kingdom. This mileage is divided amongst about 430 companies, but a considerable number of these have been incorporated with the larger companies, such as the London and North west, the Great Western, etcetera.

All the lines carried in one year (1870) somewhere about 307 millions of passengers--in other words, that number of passenger journeys were performed on them. The mail and stage-coaches in their best days only conveyed, as we have said, two millions! See note at end of chapter.

It is almost overwhelming to consider what a vast change in the condition and habits of the people of this country is implied in these figures. Forty years ago none travelled but the comparatively rich, and that only to an extent equal to about two-thirds of the present population of London. Now-a-days the poorest artisan can, and does, afford to travel, and the number of journeys performed each year on all our British railways is equal to more than the entire population of Europe! which, in Stewart's "Modern Geography," is set down at 285 millions. From this of course it follows, that as many thousands of men, women, and children never travel at all, many others must have undertaken numerous journeys in that year.

The facilities afforded by railways are altogether innumerable. If so disposed you may sup one night in the south of England and the next night in the north of Scotland. Thousands of families dwell in the country, while the heads thereof go to their business in town by rail every morning and return home every evening. Huntsmen, booted and spurred, are whirled off, horses and all, to distant fields, whence, after "crossing country" all day, they return to the railway and are whirled back to town in time for dinner. Navvys and artisans are conveyed to their work at a penny a mile, and monster-trains carry thousands of excursionists to scenes of rural delight that our fathers never dreamed of in their wildest flights of fancy.

One of the most remarkable and interesting facts in connexion with all this is, that although mail-coaches have been beaten off the field, there are actually more horses employed in this country now than there were in 1837, while canals are doing more business than they ever did, and are making higher profits too. In 1865 the carriage of cattle by railway amounted to between fourteen or fifteen million head of all kinds. The consumption of coal, in the same year, by our railways amounted to four million tons, and the quantity of that and other minerals carried by rail continually is enormous.

The benefit derived by the post-office also from our railways is incalculable. We cannot afford space to enter into details, but it may be truly said that but for railways the Post-Office Savings Bank system could not have existed; and of course, also, our frequent deliveries of letters and rapid as well as cheap communication with all parts of the kingdom would have been impossible. The railway service of the Post-Office is over 60,000 miles a day, and the gross sum paid by the Post-Office to railways in one year was 570,500 pounds.

These are but a few of the amazing statistics connected with our railway system, which, if fully enlarged upon, would fill a bulky volume. If our readers desire more there are several most interesting and instructive works on the subject, which are well worthy of perusal. See note 2 at the end of the chapter.

Before closing this perhaps too statistical chapter, we shall say a few words as to the construction of a railway. No one who has not looked pretty closely into the subject can form any adequate conception of the difficulties that beset an engineer-in-chief in the formation of a line of railway. We will suppose that all the Parliamentary battles have been fought, opposition overcome, the heavy expenses connected therewith paid, and the work begun.

The engineer has walked again and again over the country through which the railway is to be carried and selected the best route, his assistants having meanwhile taken for him "flying levels" and "cross levels." Too frequently prejudice, ignorance, and selfishness interpose to prevent the best route being taken, and immense sums that might have been saved are spent in constructing the line on the next best route. As soon as the course of a line is fixed, accurate surveys are made by the assistant engineers, copies of which are placed, according to Act of Parliament, with the various clerks of the peace of the counties, through which the line is to pass, with the Commissioners of Railways and others, besides which there has to be prepared for each parish its proportion, and for each landholder a section showing the greatest depth of cutting or embankment in any of his fields.

As soon as all this has been done, and the Act of Parliament authorising the line obtained, an accurate plan and section of the whole line is made, from which the engineer ascertains and lays down its gradients, in other words its ascents and descents, determines the number and size of the bridges and viaducts to be made, calculates the quantity of embankments required to fill up hollows, and the number of cuttings to level obstructions, in which latter calculations he estimates that the cutting down of elevations will be made subservient as far as may be, to the elevation of depressions. All this involves very nice and exact calculation as to quantity of material, masonry, etcetera, and the sinking of "trial shafts" to ascertain the nature of the various strata to be excavated or tunnelled. Then the cost of all the works has to be estimated in detail, apportioned into lengths and advertised for execution by contract. To each section of the line thus apportioned-- forty or fifty miles--an experienced engineer is appointed, having under him "sub-assistants," who superintend from ten to fifteen miles each, and these again are assisted by "inspectors" of masonry, mining, earth-work and permanent way, to each of whom a district is assigned.

These managing and guiding men having been appointed, the physical workers are then called into action, in the form of bands of navvies. As the steam and mechanism of the locomotive are useless except in regulated combination, so brain and muscle can achieve nothing without wise and harmonious union. If boys and men would reflect more deeply on this great truth, pride, boasting, and the false separation of classes would be less rife. We say _false_, because there is a separation of classes which is natural and unavoidable. No one ever complains of _that_. If ill-advised or angry navvies were to refuse to work, what could directors and engineers do? If, on the other hand, ill-advised or angry directors and engineers refused to pay, what could navvies do? Antagonism is an unhealthy condition of things. There is far too much of it between employers and employed in this world. "Agree with thine adversary quickly" is a command which applies to bodies of men quite as much as to individuals, and the word is "agree," not coerce or force. If we cannot agree, let us agree to differ; or, if that won't do in our peculiar circumstances, then let us agree to separate. Fighting, save in self-defence, is only fit for fools.

But to return. When bone and muscle have been for the time welded to brain, then the work of construction goes on "full swing." Difficulties and obstructions are overcome in a way that appears to the unskilled eye nothing less than miraculous. But the work is often hindered and rendered greatly more expensive by the sudden appearance of evils against which no amount of human wisdom or foresight could have guarded.

The Kilsby tunnel of the London and North west Railway is a case in point. When that tunnel was proposed, it was arranged that it should be about 3000 yards long, and 160 feet below the surface, with two great ventilating shafts 60 feet in diameter. It was a gigantic work. The engineer examined the ground in the usual way, with much care, and then advertised for "tenders." The various competing contractors also examined the ground minutely, and the offer of one of them to work it for 99,000 pounds was accepted. Forthwith the contractor went to work, and all went well and busily for some time, until it was suddenly discovered that a hidden quicksand extended 400 yards into the tunnel, which the trial shafts had just passed without touching. This was a more tremendous blow to the contractor than most readers may at first thought suppose, for he believed that to solidify a quicksand was impossible. The effect on him was so great that he was mentally prostrated, and although the company generously and justly relieved him from his engagement, the reprieve came too late, for he died. It then came to be a question whether or not the tunnel should be abandoned. Many advised that it should. At this juncture Mr Robert Stephenson, son of the great George, came forward and undertook the work. He placed his chief dependence on the steam-engine to keep the water down while the work was in progress. At first he was successful, but one day, while the men were busy laying their bricks in cement one of them drove into the roof, and a deluge of water burst in on them, and although they tried to continue their work on a raft the water prevailed and at last drove them out. They escaped with difficulty up one of the air-shafts. The water having put an effectual stop to the work, the directors felt disposed to give it up, but Stephenson begged for a fortnight more. It was granted. By means of thirteen steam-engines, the amazing quantity of 1800 gallons of water per _minute_ was pumped out of the quicksand night and day for eight months. With the aid of 1250 men and 200 horses the work was finally completed, having occupied altogether thirty months from the laying of the first brick.

Two very singular accidents occurred during the course of the construction of this tunnel. On one occasion a man who had been working in it was being hauled