The Life of Thomas Telford Part 7

This extraordinary man not only made the highways which were designed for him by other surveyors, but himself personally surveyed and laid out many of the most important roads which he constructed, in difficult and mountainous parts of Yorkshire and Lancashire. One who personally knew Metcalf thus wrote of him during his life-time:. "With the a.s.sistance only of a long staff, I have several times met this man traversing the roads, ascending steep and rugged heights, exploring valleys and investigating their several extents, forms, and situations, so as to answer his designs in the best manner. The plans which he makes, and the estimates he prepares, are done in a method peculiar to himself, and of which he cannot well convey the meaning to others. His abilities in this respect are, nevertheless, so great that he finds constant employment. Most of the roads over the Peak in Derbyshire have been altered by his directions, particularly those in the vicinity of Buxton; and he is at this time constructing a new one betwixt Wilmslow and Congleton, to open a communication with the great London road, without being obliged to pa.s.s over the mountains.

I have met this blind projector while engaged in making his survey.

He was alone as usual, and, amongst other conversation, I made some inquiries respecting this new road. It was really astonishing to hear with what accuracy he described its course and the nature of the different soils through which it was conducted. Having mentioned to him a boggy piece of ground it pa.s.sed through, he observed that 'that was the only place he had doubts concerning, and that he was apprehensive they had, contrary to his directions, been too sparing of their materials.'"*[1]

Metcalf's skill in constructing his roads over boggy ground was very great; and the following may be cited as an instance. When the high-road from Huddersfield to Manchester was determined on, he agreed to make it at so much a rood, though at that time the line had not been marked out. When this was done, Metcalf, to his dismay, found that the surveyor had laid it out across some deep marshy ground on Pule and Standish Commons. On this he expostulated with the trustees, alleging the much greater expense that he must necessarily incur in carrying out the work after their surveyor's plan. They told him, however, that if he succeeded in making a complete road to their satisfaction, he should not be a loser; but they pointed out that, according to their surveyor's views, it would be requisite for him to dig out the bog until he came to a solid bottom. Metcalf, on making his calculations, found that in that case he would have to dig a trench some nine feet deep and fourteen yards broad on the average, making about two hundred and ninety-four solid yards of bog in every rood, to be excavated and carried away. This, he naturally conceived, would have proved both tedious as well as costly, and, after all, the road would in wet weather have been no better than a broad ditch, and in winter liable to be blocked up with snow. He strongly represented this view to the trustees as well as the surveyor, but they were immovable. It was, therefore, necessary for him to surmount the difficulty in some other way, though he remained firm in his resolution not to adopt the plan proposed by the surveyor.

After much cogitation he appeared again before the trustees, and made this proposal to them: that he should make the road across the marshes after his own plan, and then, if it should be found not to answer, he would be at the expense of making it over again after the surveyor's proposed method. This was agreed to; and as he had undertaken to make nine miles of the road within ten months, he immediately set to work with all despatch.

Nearly four hundred men were employed upon the work at six different points, and their first operation was to cut a deep ditch along either side of the intended road, and throw the excavated stuff inwards so as to raise it to a circular form. His greatest difficulty was in getting the stones laid to make the drains, there being no firm footing for a horse in the more boggy places.

The Yorkshire clothiers, who pa.s.sed that way to Huddersfield market --by no means a soft-spoken race--ridiculed Metcalf's proceedings, and declared that he and his men would some day have to be dragged out of the bog by the hair of their heads! Undeterred, however, by sarcasm, he persistently pursued his plan of making the road practicable for laden vehicles; but he strictly enjoined his men for the present to keep his manner of proceeding; a secret.

His plan was this. He ordered heather and ling to be pulled from the adjacent ground, and after binding it together in little round bundles, which could be grasped with the hand, these bundles were placed close together in rows in the direction of the line of road, after which other similar bundles were placed transversely over them; and when all had been pressed well down, stone and gravel were led on in broad-wheeled waggons, and spread over the bundles, so as to make a firm and level way. When the first load was brought and laid on, and the horses reached the firm ground again in safety, loud cheers were set up by the persons who had a.s.sembled in the expectation of seeing both horses and waggons disappear in the bog. The whole length was finished in like manner, and it proved one of the best, and even the driest, parts of the road, standing in very little need of repair for nearly twelve years after its construction. The plan adopted by Metcalf, we need scarcely point out, was precisely similar to that afterwards adopted by George Stephenson, under like circ.u.mstances, when constructing the railway across Chat Moss. It consisted simply in a large extension of the bearing surface, by which, in fact, the road was made to float upon the surface of the bog; and the ingenuity of the expedient proved the practical shrewdness and mother-wit of the blind Metcalf, as it afterwards ill.u.s.trated the prompt.i.tude as well as skill of the clear-sighted George Stephenson.

Metcalf was upwards of seventy years old before he left off road-making. He was still hale and hearty, wonderfully active for so old a man, and always full of enterprise. Occupation was absolutely necessary for his comfort, and even to the last day of his life he could not bear to be idle. While engaged on road-making in Cheshire, he brought his wife to Stockport for a time, and there she died, after thirty-nine years of happy married life.

One of Metcalf's daughters became married to a person engaged in the cotton business at Stockport, and, as that trade was then very brisk, Metcalf himself commenced it in a small way. He began with six spinning-jennies and a carding-engine, to which he afterwards added looms for weaving calicoes, jeans, and velveteens. But trade was fickle, and finding that he could not sell his yarns except at a loss, he made over his jennies to his son-in-law, and again went on with his road-making. The last line which he constructed was one of the most difficult he had everundertaken,-- that between Haslingden and Accrington, with a branch road to Bury. Numerous ca.n.a.ls being under construction at the same time, employment was abundant and wages rose, so that though he honourably fulfilled his contract, and was paid for it the sum of 3500L., he found himself a loser of exactly 40L. after two years' labour and anxiety.

He completed the road in 1792, when he was seventy-five years of age, after which he retired to his farm at Spofforth, near Wetherby, where for some years longer he continued to do a little business in his old line, buying and selling hay and standing wood, and superintending the operations of his little farm, During the later years of his career he occupied himself in dictating to an amanuensis an account of the incidents in his remarkable life, and finally, in the year 1810, this strong-hearted and resolute man --his life's work over--laid down his staff and peacefully departed in the ninety-third year of his age; leaving behind him four children, twenty grand-children, and ninety great grand-children.

[Image] Metcalf's house at Spofforth.

The roads constructed by Metcalf and others had the effect of greatly improving the communications of Yorkshire and Lancashire, and opening up those counties to the trade then flowing into them from all directions. But the administration of the highways and turnpikes being entirely local, their good or bad management depending upon the public spirit and enterprise of the gentlemen of the locality, it frequently happened that while the roads of one county were exceedingly good, those of the adjoining county were altogether execrable.

Even in the immediate vicinity of the metropolis the Surrey roads remained comparatively unimproved. Those through the interior of Kent were wretched. When Mr. Rennie, the engineer, was engaged in surveying the Weald with a view to the cutting of a ca.n.a.l through it in 1802, he found the country almost dest.i.tute of practicable roads, though so near to the metropolis on the one hand and to the sea-coast on the other. The interior of the county was then comparatively untraversed, except by bands of smugglers, who kept the inhabitants in a state of constant terror. In an agricultural report on the county of Northampton as late as the year 1813, it was stated that the only way of getting along some of the main lines of road in rainy weather, was by swimming!

In the neighbourhood of the city of Lincoln the communications were little better, and there still stands upon what is called Lincoln Heath--though a heath no longer--a curious memorial of the past in the shape of Dunstan Pillar, a column seventy feet high, erected about the middle of last century in the midst of the then dreary, barren waste, for the purpose of serving as a mark to wayfarers by day and a beacon to them by night.*[2]

[Image] Land Lighthouse on Lincoln Heath.

At that time the Heath was not only uncultivated, but it was also unprovided with a road across it. When the late Lady Robert Manners visited Lincoln from her residence at Bloxholm, she was accustomed to send forward a groom to examine some track, that on his return he might be able to report one that was practicable.

Travellers frequently lost themselves upon this heath. Thus a family, returning from a ball at Lincoln, strayed from the track twice in one night, and they were obliged to remain there until morning. All this is now changed, and Lincoln Heath has become covered with excellent roads and thriving farmsteads.

"This Dunstan Pillar," says Mr. Pusey, in his review of the agriculture of Lincolnshire, in 1843, "lighted up no longer time ago for so singular a purpose, did appear to me a striking witness of the spirit of industry which, in our own days, has reared the thriving homesteads around it, and spread a mantle of teeming vegetation to its very base. And it was certainly surprising to discover at once the finest farming I had ever seen and the only land lighthouse ever raised.*[3] Now that the pillar has ceased to cheer the wayfarer, it may serve as a beacon to encourage other landowners in converting their dreary moors into similar scenes of thriving industry."*[4] When the improvement of the high roads of the country fairly set in, the progress made was very rapid.

This was greatly stimulated by the important inventions of tools, machines, and engines, made towards the close of last century, the products of which--more especially of the steam-engine and spinning-machine--so largely increased the wealth of the nation.

Manufactures, commerce, and shipping, made unprecedented strides; life became more active; persons and commodities circulated more rapidly; every improvement in the internal communications being followed by an increase of ease, rapidity, and economy in locomotion. Turnpike and post roads were speedily extended all over the country, and even the rugged mountain districts of North Wales and the Scotch Highlands became as accessible as any English county. The riding postman was superseded by the smartly appointed mail-coach, performing its journeys with remarkable regularity at the average speed of ten miles an hour. Slow stagecoaches gave place to fast ones, splendidly horsed and "tooled," until travelling by road in England was p.r.o.nounced almost perfect.

But all this was not enough. The roads and ca.n.a.ls, numerous and perfect though they might be, were found altogether inadequate to the accommodation of the traffic of the country, which had increased, at a constantly accelerating ratio, with the increased application of steam power to the purposes of productive industry.

At length steam itself was applied to remedy the inconveniences which it had caused; the locomotive engine was invented, and travelling by railway became generally adopted. The effect of these several improvements in the means of locomotion, has been to greatly increase the public activity, and to promote the general comfort and well-being. They have tended to bring the country and the town much closer together; and, by annihilating distance as measured by time, to make the whole kingdom as one great city.

What the personal blessings of improved communication have been, no one has described so well as the witty and sensible Sydney Smith:--

"It is of some importance," he wrote, "at what period a man is born. A young man alive at this period hardly knows to what improvement of human life he has been introduced; and I would bring before his notice the changes which have taken place in England since I began to breathe the breath of life, a period amounting to over eighty years. Gas was unknown; I groped about the streets of London in the all but utter darkness of a twinkling oil lamp, under the protection of watchmen in their grand climacteric, and exposed to every species of degradation and insult. I have been nine hours in sailing from Dover to Calais, before the invention of steam. It took me nine hours to go from Taunton to Bath, before the invention of railroads; and I now go in six hours from Taunton to London! In going from Taunton to Bath, I suffered between l0,000 and 12,000 severe contusions, before stone-breaking Macadam was born.... As the basket of stage-coaches in which luggage was then carried had no springs, your clothes were rubbed all to pieces; and, even in the best society, one-third of the gentlemen at least were always drunk..... I paid 15L. in a single year for repairs of carriage-springs on the pavement of London; and I now glide without noise or fracture on wooden pavement. I can walk, by the a.s.sistance of the police, from one end of London to the other without molestation; or, if tired, get into a cheap and active cab, instead of those cottages on wheels which the hackney coaches were at the beginning of my life..... Whatever miseries I suffered, there was no post to whisk my complaints for a single penny to the remotest comer of the empire; and yet, in spite of all these privations, I lived on quietly, and am now ashamed that I was not more discontented, and utterly surprised that all these changes and inventions did not occur two centuries ago.

With the history of these great improvements is also mixed up the story of human labour and genius, and of the patience and perseverance displayed in carrying them out. Probably one of the best ill.u.s.trations of character in connection with the development of the inventions of the last century, is to be found in the life of Thomas Telford, the greatest and most scientific road-maker of his day, to which we proceed to direct the attention of the reader.

Footnotes for Chapter VI.

*[1] 'Observations on Blindness and on the Employment of the other Senses to supply the Loss of Sight.' By Mr. Bew.--'Memoirs of the Literary and Philosophical Society of Manchester,'

vol.i., pp. 172-174. Paper read 17th April, 1782.

*[2] The pillar was erected by Squire Dashwood in 1751; the lantern on its summit was regularly lighted till 1788, and occasionally till 1808,, when it was thrown down and never replaced. The Earl of Buckingham afterwards mounted a statue of George III. on the top.

*[3] Since the appearance of the first edition of this book, a correspondent has informed us that there is another lighthouse within 24 miles of London, not unlike that on Lincoln Heath. It is situated a little to the south-east of the Woking station of the South-western Railway, and is popularly known as "Woking Monument."

It stands on the verge of Woking Heath, which is a continuation of the vast tract of heath land which extends in one direction as far as Bagshot. The tradition among the inhabitants is, that one of the kings of England was wont to hunt in the neighbourhood, when a fire was lighted up in the beacon to guide him in case he should be belated; but the probability is, that it was erected like that on Lincoln Heath, for the guidance of ordinary wayfarers at night.

*[4] 'Journal of the Agricultural Society of England, 1843.'

LIFE OF THOMAS TELFORD.

CHAPTER I. ESKDALE.

[Image] Valley of "the Unblameable Shepherd", Eskdale

Thomas Telford was born in one of the most Solitary nooks of the narrow valley of the Esk, in the eastern part of the county of Dumfries, in Scotland. Eskdale runs north and south, its lower end having been in former times the western march of the Scottish border. Near the entrance to the dale is a tall column erected on Langholm Hill, some twelve miles to the north of the Gretna Green station of the Caledonian Railway,--which many travellers to and from Scotland may have observed,--a monument to the late Sir John Malcolm, Governor of Bombay, one of the distinguished natives of the district. It looks far over the English border-lands, which stretch away towards the south, and marks the entrance to the mountainous parts of the dale, which lie to the north. From that point upwards the valley gradually contracts, the road winding along the river's banks, in some places high above the stream, which rushes swiftly over the rocky bed below.

A few miles upward from the lower end of Eskdale lies the little capital of the district, the town of Langholm; and there, in the market-place, stands another monument to the virtues of the Malcolm family in the statue erected to the memory of Admiral Sir Pulteney Malcolm, a distinguished naval officer. Above Langholm, the country becomes more hilly and moorland. In many places only a narrow strip of land by the river's side is left available for cultivation; until at length the dale contracts so much that the hills descend to the very road, and there are only to be seen their steep heathery sides sloping up towards the sky on either hand, and a narrow stream plashing and winding along the bottom of the valley among the rocks at their feet.

[Image] Telford's Native District

From this brief description of the character of Eskdale scenery, it may readily be supposed that the district is very thinly peopled, and that it never could have been capable of supporting a large number of inhabitants. Indeed, previous to the union of the crowns of England and Scotland, the princ.i.p.al branch of industry that existed in the Dale was of a lawless kind. The people living on the two sides of the border looked upon each other's cattle as their own, provided only they had the strength to "lift" them. They were, in truth, even during the time of peace, a kind of outcasts, against whom the united powers of England and Scotland were often employed. On the Scotch side of the Esk were the Johnstones and Armstrongs, and on the English the Graemes of Netherby; both clans being alike wild and lawless. It was a popular border saying that "Elliots and Armstrongs ride thieves a';" and an old historian says of the Graemes that "they were all stark moss-troopers and arrant thieves; to England as well as Scotland outlawed." The neighbouring chiefs were no better: Scott of Buccleugh, from whom the modern Duke is descended, and Scott of Harden, the ancestor of the novelist, being both renowned freebooters.

There stands at this day on the banks of the Esk, only a few miles from the English border, the ruin of an old fortalice, called Gilnockie Tower, in a situation which in point of natural beauty is scarcely equalled even in Scotland. It was the stronghold of a chief popularly known in his day as Johnnie Armstrong.*[1] He was a mighty freebooter in the time of James V., and the terror of his name is said to have extended as far as Newcastle-upon-Tyne, between which town and his castle on the Esk he was accustomed to levy black-mail, or "protection and forbearance money," as it was called. The King, however, determining to put down by the strong hand the depredations of the march men, made a sudden expedition along the borders; and Johnnie Armstrong having been so ill-advised as to make his appearance with his followers at a place called Carlenrig, in Etterick Forest, between Hawick and Langholm, James ordered him to instant execution. Had Johnnie Armstrong, like the Scotts and Kers and Johnstones of like calling, been imprisoned beforehand, he might possibly have lived to found a British peerage; but as it was, the genius of the Armstrong dynasty was for a time extinguished, only, however, to reappear, after the lapse of a few centuries, in the person of the eminent engineer of Newcastle-upon-Tyne, the inventor of the Armstrong gun.

The two centuries and a half which have elapsed since then have indeed seen extraordinary changes.*[2] The energy which the old borderers threw into their feuds has not become extinct, but survives under more benignant aspects, exhibiting itself in efforts to enlighten, fertilize, and enrich the country which their wasteful ardour before did so much to disturb and impoverish.

The heads of the Buccleugh and Elliot family now sit in the British House of Lords. The descendant of Scott of Harden has achieved a world-wide reputation as a poet and novelist; and the late Sir James Graham, the representative of the Graemes of Netherby, on the English side of the border, was one of the most venerable and respected of British statesmen. The border men, who used to make such furious raids and forays, have now come to regard each other, across the imaginary line which divides them, as friends and neighbours; and they meet as compet.i.tors for victory only at agricultural meetings, where they strive to win prizes for the biggest turnips or the most effective reaping-machines; while the men who followed their Johnstone or Armstrong chiefs as p.r.i.c.kers or hobilers to the fray have, like Telford, crossed the border with powers of road-making and bridge-building which have proved a source of increased civilization and well-being to the population of the entire United Kingdom.

The hamlet of Westerkirk, with its parish church and school, lies in a narrow part of the valley, a few miles above Langholm.

Westerkirk parish is long and narrow, its boundaries being the hill-tops on either side of the dale. It is about seven miles long and two broad, with a population of about 600 persons of all ages.

Yet this number is quite as much as the district is able to support, as is proved by its remaining as nearly as possible stationary from one generation to another.*[3] But what becomes of the natural increase of families? "They swarm off!" was the explanation given to us by a native of the valley. "If they remained at home," said he, "we should all be sunk in poverty, scrambling with each other amongst these hills for a bare living.

But our peasantry have a spirit above that: they will not consent to sink; they look up; and our parish schools give them a power of making their way in the world, each man for himself. So they swarm off--some to America, some to Australia, some to India, and some, like Telford, work their way across the border and up to London."

One would scarcely have expected to find the birthplace of the builder of the Menai Bridge and other great national works in so obscure a corner of the kingdom. Possibly it may already have struck the reader with surprise, that not only were all the early engineers self-taught in their profession, but they were brought up mostly in remote country places, far from the active life of great towns and cities. But genius is of no locality, and springs alike from the farmhouse, the peasant's hut, or the herd's shieling.

Strange, indeed, it is that the men who have built our bridges, docks, lighthouses, ca.n.a.ls, and railways, should nearly all have been country-bred boys: Edwards and Brindley, the sons of small farmers; Smeaton, brought up in his father's country house at Austhorpe; Rennie, the son of a farmer and freeholder; and Stephenson, reared in a colliery village, an engine-tenter's son.

But Telford, even more than any of these, was a purely country-bred boy, and was born and brought up in a valley so secluded that it could not even boast of a cl.u.s.ter of houses of the dimensions of a village.

Telford's father was a herd on the sheep-farm of Glendinning.

The farm consists of green hills, lying along the valley of the Meggat, a little burn, which descends from the moorlands on the east, and falls into the Esk near the hamlet of Westerkirk. John Telford's cottage was little better than a shieling, consisting of four mud walls, spanned by a thatched roof. It stood upon a knoll near the lower end of a gully worn in the hillside by the torrents of many winters.

The ground stretches away from it in a long sweeping slope up to the sky, and is green to the top, except where the bare grey rocks in some places crop out to the day. From the knoll may be seen miles on miles of hills up and down the valley, winding in and out, sometimes branching off into smaller glens, each with its gurgling rivulet of peaty-brown water flowing down from the mosses above.

Only a narrow strip of arable land is here and there visible along the bottom of the dale, all above being sheep-pasture, moors, and rocks. At Glendinning you seem to have got almost to the world's end.

There the road ceases, and above it stretch trackless moors, the solitude of which is broken only by the whimpling sound of the burns on their way to the valley below, the hum of bees gathering honey among the heather, the whirr of a blackc.o.c.k on the wing, the plaintive cry of the ewes at lambing-time, or the sharp bark of the shepherd's dog gathering the flock together for the fauld.

[Image] Telford's Birthplace

In this cottage on the knoll Thomas Telford was born on the 9th of August, 1757, and before the year was out he was already an orphan.

The shepherd, his father, died in the month of November, and was buried in Westerkirk churchyard, leaving behind him his widow and her only child altogether unprovided for. We may here mention that one of the first things which that child did, when he had grown up to manhood and could "cut a headstone," was to erect one with the following inscription, hewn and lettered by himself, over his father's grave: "IN MEMORY OF JOHN TELFORD, WHO AFTER LIVING 33 YEARS AN UNBLAMEABLE SHEPHERD, DIED AT GLENDINNING, NOVEMBER, 1757,"

a simple but poetical epitaph, which Wordsworth himself might have written.

The widow had a long and hard struggle with the world before her; but she encountered it bravely. She had her boy to work for, and, dest.i.tute though she was, she had him to educate. She was helped, as the poor so often are, by those of her own condition, and there is no sense of degradation in receiving such help. One of the risks of benevolence is its tendency to lower the recipient to the condition of an alms-taker. Doles from poor's-boxes have this enfeebling effect; but a poor neighbour giving a dest.i.tute widow a help in her time of need is felt to be a friendly act, and is alike elevating to the character of both. Though misery such as is witnessed in large towns was quite unknown in the valley, there was poverty; but it was honest as well as hopeful, and none felt ashamed of it. The farmers of the dale were very primitive*[4]

in their manners and habits, and being a warm-hearted, though by no means a demonstrative race, they were kind to the widow and her fatherless boy. They took him by turns to live with them at their houses, and gave his mother occasional employment. In summer she milked the ewes and made hay, and in harvest she went a-shearing; contriving not only to live, but to be cheerful.

The house to which the widow and her son removed at the Whitsuntide following the death of her husband was at a place called The Crooks, about midway between Glendinning and Westerkirk. It was a thatched cot-house, with two ends; in one of which lived Janet Telford (more commonly known by her own name of Janet Jackson) and her son Tom, and in the other her neighbour Elliot; one door being common to both.