The Iron Horse - Robert Michael Ballantyne (ereader android .TXT) 📗

carriages and stations in the best style compatible with giving our shareholders a small dividend--carry them to and fro over the land at little short of lightning speed, every day and all day and night too, for extremely moderate fares, and with excessive safety and exceeding comfort; enable them to live in the country and do business in the city, as well as afford facilities for visiting the very ends of the earth in a few days; not to mention other innumerable blessings to which we run them, or which we run _to_ them, and yet no sooner does a rare accident occur (as it _will_ occur in every human institution, though it occurs less on railways than in most other institutions) than down comes this ungrateful public upon us with indignant cries of `disgraceful!' and, in many cases, unreasonable demands for compensation."

"Such is life," said Gurwood with a smile.

"On the rail," added Mr Superintendent Sharp with a sigh, as the whistle sounded and the train moved slowly out of the station.


CHAPTER SIX.


HISTORY OF THE IRON HORSE.

Having gone thus far in our tale, permit us, good reader, to turn aside for a little to make a somewhat closer inspection of the Iron Horse and his belongings.

Railways existed long before the Iron Horse was born. They sprang into being two centuries ago in the form of tramways, which at first were nothing more or less than planks or rails of timber laid down between the Newcastle-on-Tyne collieries and the river, for the purpose of forming a better "way" over which to run the coal-trucks. From simple timber-rails men soon advanced to planks having a strip of iron nailed on their surface to prevent too rapid tear and wear, but it was not till the year 1767 that cast-iron rails were introduced. In order to prevent the trucks from slipping off the line the rails were cast with an upright flange or guide at one side, and were laid on wooden or stone sleepers.

This form of rail being found inconvenient, the flange was transferred from the rails to the wheels, and this arrangement, under various modifications has been ever since retained.

These "innocent" railroads--as they have been sometimes and most appropriately named, seeing that they were guiltless alike of blood and high speed--were drawn by horses, and confined at first to the conveyance of coals. Modest though their pretensions were, however, they were found to be an immense improvement on the ordinary roads, insomuch that ten horses were found to be capable of working the traffic on railroads, which it required 400 horses to perform on a common road. These iron roads, therefore, began to multiply, and about the beginning of the present century they were largely employed in the coal-fields and mineral districts of the kingdom. About the same time thoughtful men, seeing the immense advantage of such ways, began to suggest the formation of railways, or tramways, to run along the side of our turnpike-roads--a mode of conveyance, by the way, in regard to towns, which thoughtful men are still, ever at the present day of supposed enlightenment, endeavouring to urge upon an unbelieving public--a mode of conveyance which we feel very confident will entirely supersede our cumbrous and antiquated "'bus" in a very short time. What, we ask, in the name of science and art and common-sense, is to prevent a tramway being laid from Kensington to the Bank, "or elsewhere," which shall be traversed by a succession of roomy carriages following each other every five minutes; which tramway might be crossed and recrossed and run upon, or, in other words, used by all the other vehicles of London except when the rightful carriages were in the way? Nothing prevents, save that same unbelief which has obstructed the development of every good thing from the time that Noah built the ark! But we feel assured that the thing shall be, and those who read this book may perhaps live to see it!

But to return. Among these thoughtful and far-seeing men was one Dr James Anderson, who in 1800 proposed the formation of railways by the roadsides, and he was so correct in his views that the plans which he suggested of keeping the level, by going round the base of hills, or forming viaducts, or cutting tunnels, is precisely the method practised by engineers of the present day. Two years later a Mr Edgeworth announced that he had long before, "formed the project of laying iron railways for baggage waggons on the great roads of England," and, in order to prevent tear and wear, he proposed, instead of conveying heavy loads in one huge waggon, to have a train of small waggons. With the modesty of true genius, which never over-estimates or forms wildly sanguine expectations, he thought that each waggon might perhaps carry one ton and a half! Edgeworth also suggested that _passengers_ might travel by such a mode of conveyance. Bold man! What a goose many people of his day must have thought him. If they had been alive now, what geese they might have thought themselves. The Society of Arts, however, were in advance of their time. They rewarded Edgeworth with their gold medal.

This man seems to have been a transcendent genius, because he not only devised and made (on a small scale) iron railways, but proposed to take ordinary vehicles, such as mail-coaches and private carriages, on his trucks, and convey them along his line at the rate of six or eight miles an hour with one horse. He also propounded the idea of the employment of stationary steam-engines (locomotives not having been dreamed of) to drag the trains up steep inclines.

Another semi-prophetic man of these days was Thomas Gray, of Leeds, who in 1820 published a work on what he styled a "General Iron Railway, or Land Steam Conveyance, to supersede the necessity of Horses in all public vehicles, showing its vast superiority in every respect over the present pitiful Methods of Conveyance by Turnpike-Roads and Canals." Gray, whose mind appears to have been unusually comprehensive, proposed a system of railway communication between all the important cities and towns in the kingdom, and pointed out the immense advantage that would be gained to commerce by such a ready and rapid means of conveying fish, vegetables, and other perishable articles from place to place. He also showed that two post deliveries in the day would become possible, and that fire insurance companies would be able to promote their interests by keeping railway fire-engines, ready to be transported to scenes of conflagration without delay.

But Gray was not esteemed a prophet. His suggestions were not adopted nor his plans acted on, though unquestionably his wisdom and energy gave an impulse to railway development, of which we are reaping the benefit to-day. His labours were not in vain.

Horse railways soon began to multiply over the country. The first authorised by Act of Parliament was the Surrey Railway in 1801. Twenty years later twenty lines of railway were in operation.

About this time, too, another man of note and of great scientific and mechanical sagacity lent his powerful aid to advance the interests of the railway cause. This was Charles Maclaren, of Edinburgh, editor of the _Scotsman_ newspaper for nearly thirty years. He had long foreseen, and boldly asserted his belief in, the certain success of steam locomotion by rail, at a time when opinions such as his were scouted as wild delusive dreams. But he did more, he brought his able pen to bear on the subject, and in December 1825 published a series of articles in the _Scotsman_ on the subject of railways, which were not only extensively quoted and republished in this country and in America, but were deemed worthy of being translated into French and German, and so disseminated over Europe. Mr Maclaren was thus among the foremost of those who gave a telling impulse to the cause at that critical period when the Iron horse was about to be put on the rail--the right horse in the right place--for it was not many years afterwards that that auspicious event took place. Mr Maclaren not only advocated generally the adoption of railways, but logically demonstrated the wonderful powers and capacities of the steam locomotive, arguing, from the experiments on friction made more than half a century before by Vince and Colomb, that by the use of steam-power on railroads a much more rapid and cheaper transit of persons as well as merchandise might be confidently anticipated. He leaped far ahead of many of even the most hopeful advocates of the cause, and with almost prophetic foresight wrote, "there is scarcely any limit to the rapidity of movement these iron pathways will enable us to command." And again,--"We have spoken of vehicles travelling at twenty miles an hour; but we see no reason for thinking that, in the progress of improvement, a much higher velocity might not be found practicable; and in twenty years hence a shopkeeper or mechanic, on the most ordinary occasion, may probably travel with a speed that would leave the fleetest courser behind." Wonderful words these! At a first glance we may not deem them so, being so familiar with the ideas which they convey, but our estimate of them will be more just if we reflect that when they were penned railways had scarcely sprung into being, steam locomotives had only just been born, and not only men in general, but even many learned, scientific and practical men regarded the statement of all such opinions as being little short of insanity. Nevertheless, many deep-thinking men thought differently, and one contemporary, reviewing this subject in after years, said of Mr Maclaren's papers, that, "they prepared the way for the success of railway projectors."

We have said that the steam locomotive--the material transformer of the world--our Iron Horse, had just been born. It was not however born on the rails, but on the common road, and a tremendous baby-giant it was, tearing up its cradle in such furious fashion that men were terrified by it, and tried their best to condemn it to inactivity, just as a weak and foolish father might lock up his unruly boy and restrain him perforce, instead of training him wisely in the way in which he should go.

But the progenitors of the Iron Horse were, like their Herculean child, men of mettle. They fought a gallant fight for their darling's freedom, and came off victorious!

Of course, many men and many nations were anxious to father this magnificent infant, and to this day it is impossible to say precisely who originated him. He is said by some to have sprung from the brains of Englishmen, others assert that brains in France and Switzerland begat him, and we believe that brother Jonathan exercised his prolific brain on him, before the actual time of his birth. The first name on record in connexion with this infant Hercules is that of Dr Robison, who communicated his ideas to Watt in 1759. The latter thereupon made a model locomotive, but entertained doubts as to its safety. Oliver Evans, of Philadelphia, patented a "steam waggon" in 1782. William Murdoch, the friend and assistant of Watt, made a model in 1787 which drew a small waggon round a room in his house in Cornwall. In the same year Symington exhibited a model locomotive in Edinburgh, and in 1795 he worked a steam-engine on a turnpike-road in Lanarkshire. Richard Trevethick, who had seen Murdoch's model, made and patented a