Lives of the Engineers Part 1

Lives of the Engineers.

by Samuel Smiles.

INTRODUCTION.

Since the appearance of this book in its original form, some seventeen years since, the construction of Railways has continued to make extraordinary progress. Although Great Britain, first in the field, had then, after about twenty-five years' work, expended nearly 300 millions sterling in the construction of 8300 miles of railway, it has, during the last seventeen years, expended about 288 millions more in constructing 7780 additional miles.

But the construction of railways has proceeded with equal rapidity on the Continent. France, Germany, Spain, Sweden, Belgium, Switzerland, Holland, have largely added to their railway mileage. Austria is actively engaged in carrying new lines across the plains of Hungary, which Turkey is preparing to meet by lines carried up the valley of the Lower Danube. Russia is also occupied with extensive schemes for connecting Petersburg and Moscow with her ports in the Black Sea on the one hand, and with the frontier towns of her Asiatic empire on the other.

Italy is employing her new-born liberty in vigorously extending railways throughout her dominions. A direct line of communication has already been opened between France and Italy, through the Mont Cenis Tunnel; while another has been opened between Germany and Italy through the Brenner Pa.s.s,-so that the entire journey may now be made by two different railway routes (excepting only the short sea-pa.s.sage across the English Channel) from London to Brindisi, situated in the south-eastern extremity of the Italian peninsula.

During the last sixteen years, nearly the whole of the Indian railways have been made. When Edmund Burke, in 1783, arraigned the British Government for their neglect of India in his speech on Mr. Fox's Bill, he said: "England has built no bridges, made no high roads, cut no navigations, dug out no reservoirs. . . . Were we to be driven out of India this day, nothing would remain to tell that it had been possessed, during the inglorious period of our dominion, by anything better than the ourang-outang or the tiger."

But that reproach no longer exists. Some of the greatest bridges erected in modern times-such as those over the Sone near Patna, and over the Jumna at Allahabad-have been erected in connection with the Indian railways. More than 5000 miles are now at work, and they have been constructed at an expenditure of about 88,000,000 of British capital, guaranteed by the British Government. The Indian railways connect the capitals of the three Presidencies-uniting Bombay with Madras on the south, and with Calcutta on the north-east-while a great main line, 2200 miles in extent, pa.s.sing through the north-western provinces, and connecting Calcutta with Lucknow, Delhi, Lah.o.r.e, Moultan, and Kurrachee, unites the mouths of the Hooghly in the Bay of Bengal with those of the Indus in the Arabian Sea.

When the first edition of this work appeared, in the beginning of 1857, the Canadian system of railways was but in its infancy. The Grand Trunk was only begun, and the Victoria Bridge-the greatest of all railway structures-was not half erected. The Colony of Canada has now more than 3000 miles in active operation along the great valley of the St.

Lawrence, connecting Riviere du Loup at the mouth of that river, and the harbour of Portland in the State of Maine, _via_ Montreal and Toronto, with Sarnia on Lake Huron, and with Windsor, opposite Detroit in the State of Michigan. During the same time the Australian Colonies have been actively engaged in providing themselves with railways, many of which are at work, and others are in course of formation. The Cape of Good Hope has several lines open, and others making. France has constructed about 400 miles in Algeria; while the Pasha of Egypt is the proprietor of 360 miles in operation across the Egyptian desert. The j.a.panese are also making railroads.

But in no country has railway construction been prosecuted with greater vigour than in the United States. There the railway furnishes not only the means of intercommunication between already established settlements, as in the Old World; but it is regarded as the pioneer of colonization, and as instrumental in opening up new and fertile territories of vast extent in the west,-the food-grounds of future nations. Hence railway construction in that country was scarcely interrupted even by the great Civil War,-at the commencement of which Mr. Seward publicly expressed the opinion that "physical bonds-such as highways, railroads, rivers, and ca.n.a.ls-are vastly more powerful for holding civil communities together than any mere covenants, though written on parchment or engraved on iron."

The people of the United States were the first to follow the example of England, after the practicability of steam locomotion had been proved on the Stockton and Darlington, and Liverpool and Manchester Railways. The first sod of the Baltimore and Ohio Railway was cut on the 4th of July, 1828, and the line was completed and opened for traffic in the following year, when it was worked partly by horse-power, and partly by a locomotive built at Baltimore, which is still preserved in the Company's workshops. In 1830, the Hudson and Mohawk Railway was begun, while other lines were under construction in Pennsylvania, Ma.s.sachusetts, and New Jersey; and in the course of ten years, 1843 miles were finished and in operation. In ten more years, 8827 miles were at work; at the end of 1864, 35,000 miles; and at the 31st of December, 1873, not less than 70,651 miles were in operation, of which 3916 had been made during that year. One of the most extensive trunk-lines is the Great Pacific Railroad, connecting the lines in the valleys of the Mississippi and the Missouri with the city of San Francisco on the sh.o.r.es of the Pacific, by means of which it is possible to make the journey from England to Hong Kong, via New York, in little more than a month.

The results of the working of railways have been in many respects different from those antic.i.p.ated by their projectors. One of the most unexpected has been the growth of an immense pa.s.senger-traffic. The Stockton and Darlington line was projected as a coal line only, and the Liverpool and Manchester as a merchandise line. Pa.s.sengers were not taken into account as a source of revenue, for at the time of their projection, it was not believed that people would trust themselves to be drawn upon a railway by an "explosive machine," as the locomotive was described to be. Indeed, a writer of eminence declared that he would as soon think of being fired off on a ricochet rocket, as travel on a railway at twice the speed of the old stagecoaches. So great was the alarm which existed as to the locomotive, that the Liverpool and Manchester Committee pledged themselves in their second prospectus, issued in 1825, "not to require any clause empowering its use;" and as late as 1829, the Newcastle and Carlisle Act was conceded on the express condition that the line should not be worked by locomotives, but by horses only.

Nevertheless, the Liverpool and Manchester Company obtained powers to make and work their railway without any such restriction; and when the line was made and opened, a locomotive pa.s.senger train was advertised to be run upon it, by way of experiment. Greatly to the surprise of the directors, more pa.s.sengers presented themselves as travellers by the train than could conveniently be carried.

The first arrangements as to pa.s.senger-traffic were of a very primitive character, being mainly copied from the old stage-coach system. The pa.s.sengers were "booked" at the railway office, and their names were entered in a way-bill which was given to the guard when the train started. Though the usual stage-coach bugleman could not conveniently accompany the pa.s.sengers, the trains were at first played out of the terminal stations by a lively tune performed by a trumpeter at the end of the platform; and this continued to be done at the Manchester Station until a comparatively recent date.

But the number of pa.s.sengers carried by the Liverpool and Manchester line was so unexpectedly great, that it was very soon found necessary to remodel the entire system. Tickets were introduced, by which a great saving of time was effected. More roomy and commodious carriages were provided, the original first-cla.s.s compartments being seated for four pa.s.sengers only. Everything was found to have been in the first instance made too light and too slight. The prize 'Rocket,' which weighed only 4 tons when loaded with its c.o.ke and water, was found quite unsuited for drawing the increasingly heavy loads of pa.s.sengers. There was also this essential difference between the old stage-coach and the new railway train, that, whereas the former was "full" with six inside and ten outside, the latter must be able to accommodate whatever number of pa.s.sengers came to be carried. Hence heavier and more powerful engines, and larger and more substantial carriages were from time to time added to the carrying stock of the railway.

The speed of the trains was also increased. The first locomotives used in hauling coal-trains ran at from four to six miles an hour. On the Stockton and Darlington line the speed was increased to about ten miles an hour; and on the Liverpool and Manchester line the first pa.s.senger-trains were run at the average speed of seventeen miles an hour, which at that time was considered very fast. But this was not enough. When the London and Birmingham line was opened, the mail-trains were run at twenty-three miles an hour; and gradually the speed went up, until now the fast trains are run at from fifty to sixty miles an hour,-the pistons in the cylinders, at sixty miles, travelling at the inconceivable rapidity of 800 feet per minute!

To bear the load of heavy engines run at high speeds, a much stronger and heavier road was found necessary; and shortly after the opening of the Liverpool and Manchester line, it was entirely relaid with stronger materials. Now that express pa.s.senger-engines are from thirty to thirty-five tons each, the weight of the rails has been increased from 35 lbs. to 75 lbs. or 86 lbs. to the yard. Stone blocks have given place to wooden sleepers; rails with loose ends resting on the chairs, to rails with their ends firmly "fished" together; and in many places, where the traffic is unusually heavy, iron rails have been replaced by those of steel.

And now see the enormous magnitude to which railway pa.s.senger-traffic has grown. In the year 1873, 401,465,086 pa.s.sengers were carried by day tickets in Great Britain alone. But this was not all. For in that year 257,470 periodical tickets were issued by the different railways; and a.s.suming half of them to be annual, one-fourth half-yearly, and the remainder quarterly tickets, and that their holders made only five journeys each way weekly, this would give an additional number of 47,024,000 journeys, or a total of 448,489,086 pa.s.sengers carried in Great Britain in one year.

It is difficult to grasp the idea of the enormous number of persons represented by these figures. The mind is merely bewildered by them, and can form no adequate notion of their magnitude. To reckon them singly would occupy twenty-five years, counting at the rate of one a second for twelve hours every day. Or take another ill.u.s.tration. Supposing every man, woman, and child in Great Britain to make ten journeys by rail yearly, the number would greatly fall short of the pa.s.sengers carried in 1873.

Mr. Porter, in his 'Progress of the Nation,' estimated that thirty millions of pa.s.sengers, or about eighty-two thousand a day, travelled by coaches in Great Britain in 1834, an average distance of twelve miles each, at an average cost of 5s. a pa.s.senger, or at the rate of 5d. a mile; whereas above 448 millions are now carried by railway an average distance of 8 miles each, at an average cost of 1s. 1d. per pa.s.senger, or about three halfpence per mile, in considerably less than one-fourth of the time.

But besides the above number of pa.s.sengers, over one hundred and sixty-two million tons of minerals and merchandise were carried by railway in the United Kingdom in 1873, besides mails, cattle, parcels, and other traffic. The distance run by pa.s.senger and goods trains in the year was 162,561,304 miles; to accomplish which it is estimated that four miles of railway must have been covered by running trains during every second all the year round.

To perform this service, there were, in 1873, 11,255 locomotives at work in the United Kingdom, consuming about four million tons of coal and c.o.ke, and flashing into the air every minute some forty tons of water in the form of steam in a high state of elasticity. There were also 24,644 pa.s.senger-carriages, 9128 vans and breaks attached to pa.s.senger-trains, and 329,163 trucks, waggons, and other vehicles appropriated to merchandise. Buckled together, buffer to buffer, the locomotives and tenders would extend from London to Peterborough; while the carrying vehicles, joined together, would form two trains occupying a double line of railway extending from London to beyond Inverness.

A notable feature in the growth of railway traffic of late years has been the increase in the number of third-cla.s.s pa.s.sengers, compared with first and second cla.s.s. Sixteen years since, the third-cla.s.s pa.s.sengers const.i.tuted only about one-third; ten years later, they were about one-half; whereas now they form more than three-fourths of the whole number carried. In 1873, there were about 23 million first-cla.s.s pa.s.sengers, 62 million second-cla.s.s, and not less than 306 million third-cla.s.s. Thus George Stephenson's prediction, "that the time would come when it would be cheaper for a working man to make a journey by railway than to walk on foot," is already verified.

The degree of safety with which this great traffic has been conducted is not the least remarkable of its features. Of course, so long as railways are worked by men they will be liable to the imperfections belonging to all things human. Though their machinery may be perfect and their organisation as complete as skill and forethought can make it, workmen will at times be forgetful and listless; and a moment's carelessness may lead to the most disastrous results. Yet, taking all circ.u.mstances into account, the wonder is, that travelling by railway at high speed should have been rendered comparatively so safe.

To be struck by lightning is one of the rarest of all causes of death; yet more persons are killed by lightning in Great Britain than are killed on railways from causes beyond their own control. Most persons would consider the probability of their dying by hanging to be extremely remote; yet, according to the Registrar-General's returns, it is considerably greater than that of being killed by railway accident.

The remarkable safety with which railway traffic is on the whole conducted, is due to constant watchfulness and highly-applied skill. The men who work the railways are for the most part the picked men of the country, and every railway station may be regarded as a practical school of industry, attention, and punctuality.

Few are aware of the complicated means and agencies that are in constant operation on railways day and night, to ensure the safety of the pa.s.sengers to their journey's end. The road is under a system of continuous inspection. The railway is watched by foremen, with "gangs"

of men under them, in lengths varying from twelve to five miles, according to circ.u.mstances. Their continuous duty is to see that the rails and chairs are sound, their fastenings complete, and the line clear of all obstructions.

Then, at all the junctions, sidings, and crossings, pointsmen are stationed, with definite instructions as to the duties to be performed by them. At these places, signals are provided, worked from the station platforms, or from special signal boxes, for the purpose of protecting the stopping or pa.s.sing trains. When the first railways were opened, the signals were of a very simple kind. The station men gave them with their arms stretched out in different positions; then flags of different colours were used; next fixed signals, with arms or discs of rectangular or triangular shape. These were followed by a complete system of semaph.o.r.e signals, near and distant, protecting all junctions, sidings, and crossings.

When Government inspectors were first appointed by the Board of Trade to examine and report upon the working of railways, they were alarmed by the number of trains following each other at some stations, in what then seemed to be a very rapid succession. A pa.s.sage from a Report written in 1840 by Sir Frederick Smith, as to the traffic at "Taylor's Junction," on the York and North Midland Railway, contrasts curiously with the railway life and activity of the present day:-"Here," wrote the alarmed Inspector, "the pa.s.senger trains from York as well as Leeds and Selby, meet four times a day. No less than 23 pa.s.senger-trains stop at or pa.s.s this station in the 21 hours-an amount of traffic requiring not only the utmost perfect arrangements on the part of the management, but the utmost vigilance and energy in the servants of the Company employed at this place."

Contrast this with the state of things now. On the Metropolitan Line, 667 trains pa.s.s a given point in one direction or the other during the eighteen hours of the working day, or an average of 36 trains an hour.

At the Cannon Street Station of the South-Eastern Railway, 627 trains pa.s.s in and out daily, many of them crossing each other's tracks under the protection of the station-signals. Forty-five trains run in and out between 9 and 10 A.M., and an equal number between 4 and 5 P.M. Again, at the Clapham Junction, near London, about 700 trains pa.s.s or stop daily; and though to the casual observer the succession of trains coming and going, running and stopping, coupling and shunting, appears a scene of inextricable confusion and danger, the whole is clearly intelligible to the signalmen in their boxes, who work the trains in and out with extraordinary precision and regularity.

The inside of a signal-box reminds one of a pianoforte on a large scale, the lever-handles corresponding with the keys of the instrument; and, to an uninstructed person, to work the one would be as difficult as to play a tune on the other. The signal-box outside Cannon Street Station contains 67 lever-handles, by means of which the signalmen are enabled at the same moment to communicate with the drivers of all the engines on the line within an area of 800 yards. They direct by signs, which are quite as intelligible as words, the drivers of the trains starting from inside the station, as well as those of the trains arriving from outside. By pulling a lever-handle, a distant signal, perhaps out of sight, is set some hundred yards off, which the approaching driver-reading it quickly as he comes along-at once interprets, and stops or advances as the signal may direct.

The precision and accuracy of the signal-machinery employed at important stations and junctions have of late years been much improved by an ingenious contrivance, by means of which the setting of the signal prepares the road for the coming train. When the signal is set at "Danger," the points are at the same time worked, and the road is "locked" against it; and when at "Safety," the road is open,-the signal and the points exactly corresponding.

The Electric Telegraph has also been found a valuable auxiliary in ensuring the safe working of large railway traffics. Though the locomotive may run at 60 miles an hour, electricity, when at its fastest, travels at the rate of 288,000 miles a second, and is therefore always able to herald the coming train. The electric telegraph may, indeed, be regarded as the nervous system of the railway. By its means the whole line is kept throbbing with intelligence. The method of working the electric signals varies on different lines; but the usual practice is, to divide a line into so many lengths, each protected by its signal-stations,-the fundamental law of telegraph-working being, that two engines are not to be allowed to run on the same line between two signal-stations at the same time.

When a train pa.s.ses one of such stations, it is immediately signalled on-usually by electric signal-bells-to the station in advance, and that interval of railway is "blocked" until the signal has been received from the station in advance that the train has pa.s.sed it. Thus an interval of s.p.a.ce is always secured between trains following each other, which are thereby alike protected before and behind. And thus, when a train starts on a journey, it may be of hundreds of miles, it is signalled on from station to station-it "lives along the line,"-until at length it reaches its destination and the last signal of "train in" is given. By this means an immense number of trains can be worked with regularity and safety. On the South-Eastern Railway, where the system has been brought to a state of high efficiency, it is no unusual thing during Easter week to send 600,000 pa.s.sengers through the London Bridge Station alone; and on some days as many as 1200 trains a-day.

While such are the expedients adopted to ensure safety, others equally ingenious are adopted to ensure speed. In the case of express and mail trains, the frequent stopping of the engines to take in a fresh supply of water occasions a considerable loss of time on a long journey, each stoppage for this purpose occupying from ten to fifteen minutes. To avoid such stoppages, larger tenders have been provided, capable of carrying as much as 2000 gallons of water each. But as a considerable time is occupied in filling these, a plan has been contrived by Mr.

Ramsbottom, the Locomotive Engineer of the London and North-Western Railway, by which the engines are made to _feed themselves_ while running at full speed! The plan is as follows:-An open trough, about 440 feet long, is laid longitudinally between the rails. Into this trough, which is filled with water, a dip-pipe or scoop attached to the bottom of the tender of the running train is lowered; and, at a speed of 50 miles an hour, as much as 1070 gallons of water are scooped up in the course of a few minutes. The first of such troughs was laid down between Chester and Holyhead, to enable the Express Mail to run the distance of 841 miles in two hours and five minutes without stopping; and similar troughs have since been laid down at Bushey near London, at Castlethorpe near Wolverton, and at Parkside near Liverpool. At these four troughs about 130,000 gallons of water are scooped up daily.

Wherever railways have been made, new towns have sprung up, and old towns and cities been quickened into new life. When the first English lines were projected, great were the prophecies of disaster to the inhabitants of the districts through which they were proposed to be forced. Such fears have long since been dispelled in this country. The same prejudices existed in France. When the railway from Paris to Ma.r.s.eilles was laid out so as to pa.s.s through Lyons, a local prophet predicted that if the line were made the city would be ruined-"_Ville traversee_, _ville perdue_;" while a local priest denounced the locomotive and the electric telegraph as heralding _the reign of Antichrist_. But such nonsense is no longer uttered. Now it is the city without the railway that is regarded as the "city lost;" for it is in a measure shut out from the rest of the world, and left outside the pale of civilisation.

Perhaps the most striking of all the ill.u.s.trations that could be offered of the extent to which railways facilitate the locomotion, the industry, and the subsistence of the population of large towns and cities, is afforded by the working of the railway system in connection with the capital of Great Britain.

The extension of railways to London has been of comparatively recent date; the whole of the lines connecting it with the provinces and terminating at its outskirts, having been opened during the last thirty years, while the lines inside London have for the most part been opened within the last sixteen years.

The first London line was the Greenwich Railway, part of which was opened for traffic to Deptford in February 1836. The working of this railway was first exhibited as a show, and the usual attractions were employed to make it "draw." A band of musicians in the garb of the Beef-eaters was stationed at the London end, and another band at Deptford. For cheapness' sake the Deptford band was shortly superseded by a large barrel-organ, which played in the pa.s.sengers; but, when the traffic became established, the barrel organ, as well as the beef-eater band at the London end, were both discontinued. The whole length of the line was lit up at night by a row of lamps on either side like a street, as if to enable the locomotives or the pa.s.sengers to see their way in the dark; but these lamps also were eventually discontinued as unnecessary.

As a show, the Greenwich Railway proved tolerably successful. During the first eleven months it carried 456,750 pa.s.sengers, or an average of about 1300 a-day. But the railway having been found more convenient to the public than either the river boats or the omnibuses, the number of pa.s.sengers rapidly increased. When the Croydon, Brighton, and South-Eastern Railways began to pour their streams of traffic over the Greenwich viaduct, its accommodation was found much too limited; and it was widened from time to time, until now nine lines of railway are laid side by side, over which more than twenty millions of pa.s.sengers are carried yearly, or an average of about 60,000 a day all the year round.

Since the partial opening of the Greenwich Railway in 1836, a large extent of railways has been constructed in and about the metropolis, and convenient stations have been established almost in the heart of the City. Sixteen of these stations are within a circle of half a mile radius from the Mansion House, and above three hundred stations are in actual use within about five miles of Charing Cross.

To accommodate this vast traffic, not fewer than 3600 local trains are run in and out daily, besides 340 trains which depart to and arrive from distant places, north, south, east, and west. In the morning hours, between 8.30 and 10.30, when business men are proceeding inwards to their offices and counting-houses, and in the afternoon between four and six, when they are returning outwards to their homes, as many as two thousand stoppages are made in the hour, within the metropolitan district, for the purpose of taking up and setting down pa.s.sengers, while about two miles of railway are covered by the running trains.

One of the remarkable effects of railways has been to extend the residential area of all large towns and cities. This is especially notable in the case of London. Before the introduction of railways, the residential area of the metropolis was limited by the time occupied by business men in making the journey outwards and inwards daily; and it was for the most part bounded by Bow on the east, by Hampstead and Highgate on the north, by Paddington and Kensington on the west, and by Clapham and Brixton on the south. But now that stations have been established near the centre of the city, and places so distant as Waltham, Barnet, Watford, Hanwell, Richmond, Epsom, Croydon, Reigate, and Erith, can be more quickly reached by rail than the old suburban quarters were by omnibus, the metropolis has become extended in all directions along its railway lines, and the population of London, instead of living in the City or its immediate vicinity, as formerly, have come to occupy a residential area of not less than six hundred square miles!

The number of new towns which have consequently sprung into existence near London within the last twenty years has been very great; towns numbering from ten to twenty thousand inhabitants, which before were but villages,-if, indeed, they existed. This has especially been the case along the lines south of the Thames, princ.i.p.ally in consequence of the termini of those lines being more conveniently situated for city men of business. Hence the rapid growth of the suburban towns up and down the river, from Richmond and Staines on the west, to Erith and Gravesend on the east, and the hives of population which have settled on the high grounds south of the Thames, in the neighbourhood of Norwood and the Crystal Palace, rapidly spreading over the Surrey Downs, from Wimbledon to Guildford, and from Bromley to Croydon, Epsom, and Dorking. And now that the towns on the south and south-east coast can be reached by city men in little more time than it takes to travel to Clapham or Bayswater by omnibus, such places have become as it were parts of the great metropolis, and Brighton and Hastings are but the marine suburbs of London.

The improved state of the communications of the City with the country has had a marked effect upon its population. While the action of the railways has been to add largely to the number of persons living in London, it has also been accompanied by their dispersion over a much larger area. Thus the population of the central parts of London is constantly decreasing, whereas that of the suburban districts is as constantly increasing. The population of the City fell off more than 10,000 between 1851 and 1861; and during the same period, that of Holborn, the Strand, St. Martin's-in-the-Fields, St. James's, Westminster, East and West London, showed a considerable decrease. But, as regards the whole ma.s.s of the metropolitan population, the increase has been enormous. Thus, starting from 1801, when the population of London was 958,863, we find it increasing in each decennial period at the rate of between two and three hundred thousand, until the year 1841, when it amounted to 1,948,369. Railways had by that time reached London, after which its population increased at nearly double the former ratio.

In the ten years ending 1851, the increase was 513,867; and in the ten years ending 1861, 441,753: until now, to quote the words of the Registrar-General in a recent annual Report, "the population within the registration limits is by estimate 2,993,513; but beyond this central ma.s.s there is a ring of life growing rapidly, and extending along railway lines over a circle of fifteen miles from Charing Cross. The population within that circle, patrolled by the metropolitan police, is about 3,463,771"!

The aggregation of so vast a number of persons within so comparatively limited an area-the immense quant.i.ty of food required for their daily sustenance, as well as of fuel, clothing, and other necessaries-would be attended with no small inconvenience and danger, but for the facilities again provided by the railways. The provisioning of a garrison of even four thousand men is considered a formidable affair; how much more so the provisioning of nearly four millions of people!