This was in March, 1831. About six months before, however, there had actually been a trial of speed between a horse and one of the pioneer locomotives, which had not resulted in favour of the locomotive. It took place on the present Baltimore and Ohio road upon the 28th of August, 1830. The engine in this case was contrived by no other than Mr. Peter Cooper. And it affords a striking ill.u.s.tration of how recent those events which now seem so remote really were, that here is a man until very recently living, and amongst the most familiar to the eyes of the present generation, who was a contemporary of Stephenson, and himself invented a locomotive during the Rainhill year, being then nearly forty years of age. The Cooper engine, however, was scarcely more than a working model. Its active-minded inventor hardly seems to have aimed at anything more than a demonstration of possibilities. The whole thing weighed only a ton, and was of one horse power; in fact it was not larger than those handcars now in common use with railroad section-men. The boiler, about the size of a modern kitchen boiler, stood upright and was fitted above the furnace-which occupied the lower section-with vertical tubes. The cylinder was but three-and-a-half inches in diameter, and the wheels were moved by gearing. In order to secure the requisite pressure of steam in so small a boiler, a sort of bellows was provided which was kept in action by means of a drum attached to one of the car-wheels over which pa.s.sed a cord which worked a pulley, which in turn worked the bellows. Thus, of Stephenson"s two great devices, without either of which his success at Rainhill would have been impossible-the waste steam blast and the mult.i.tubular boiler-Peter Cooper had only got hold of the last. He owed his defeat in the race between his engine and a horse to the fact that he had not got hold of the first. It happened in this wise. Several experimental trips had been made with the little engine on the Baltimore and Ohio road, the first sections of which had recently been completed and were then operated upon by means of horses. The success of these trips was such that at last, just seventeen days before the formal opening of the Manchester and Liverpool road on the other side of the Atlantic, a small open car was attached to the engine-the name of which, by the way, was _Tom Thumb_-and upon this a party of directors and their friends were carried from Baltimore to Ellicott"s Mills and back, a distance of some twenty-six miles.
The trip out was made in an hour, and was very successful. The return was less so, and for the following reason:-
"The great stage proprietors of the day were Stockton and Stokes; and on that occasion a gallant grey, of great beauty and power, was driven by them from town, attached to another car on the second track-for the company had begun by making two tracks to the Mills-and met the engine at the Relay House on its way back. From this point it was determined to have a race home, and the start being even, away went horse and engine, the snort of the one and the puff of the other keeping tune and time.
"At first the grey had the best of it, for his _steam_ would be applied to the greatest advantage on the instant, while the engine had to wait until the rotation of the wheels set the blower to work. The horse was perhaps a quarter of a mile ahead when the safety valve of the engine lifted, and the thin blue vapour issuing from it showed an excess of steam. The blower whistled, the steam blew off in vapoury clouds, the pace increased, the pa.s.sengers shouted, the engine gained on the horse, soon it lapped him-the silk was plied-the race was neck and neck, nose and nose-then the engine pa.s.sed the horse, and a great hurrah hailed the victory. But it was not repeated, for, just at this time, when the grey"s master was about giving up, the band which draws the pulley which moved the blower slipped from the drum, the safety valve ceased to scream, and the engine-for want of breath-began to wheeze and pant. In vain Mr. Cooper, who was his own engineer and fireman, lacerated his hands in attempting to replace the band upon the wheel; the horse gained upon the machine and pa.s.sed it, and although the band was presently replaced, and the steam again did its best, the horse was too far ahead to be overtaken, and came in the winner of the race."
ENGLISH AND AMERICAN OPPOSITION.
What wonder that such an innovation as railways was strenuously opposed, threatening, as it did, the coaching interest, and the posting interest, the ca.n.a.l interest, and the sporting interest, and private interests of every variety. "Gentlemen, as an individual," said a sporting M.P. for Cheltenham, "I hate your railways; I detest them altogether; I wish the concoctors of the Cheltenham and Oxford, and the concoctors of every other scheme, including the solicitors and engineers, were at rest in Paradise. Gentlemen, I detest railroads; nothing is more distasteful to me than to hear the echo of our hills reverberating with the noise of hissing railroad engines, running through the heart of our hunting country, and destroying that n.o.ble sport to which I have been accustomed from my childhood." And at Tewkesbury, one speaker contended that "any railway would be injurious;" compared engines to "war-horses and fiery meteors;" and affirmed that "the evils contained in Pandora"s box were but trifles compared with those that would be consequent on railways."
Even in go-aheadative America, some steady jog trotting opponents raised their voices against the nascent system; one of whom (a ca.n.a.l stockholder, by the way) chronicled the following objective arguments.
"He saw what would be the effect of it; that it would set the whole world a-gadding. Twenty miles an hour, sir! Why you will not be able to keep an apprentice-boy at his work; every Sat.u.r.day evening he must take a trip to Ohio, to spend the Sabbath with his sweetheart. Grave plodding citizens will be flying about like comets. All local attachments must be at an end. It will encourage flightiness of intellect. Veracious people will turn into the most immeasurable liars; all their conceptions will be exaggerated by their magnificent notions of distance. "Only a hundred miles off! Tut, nonsense, I"ll step across, madam, and bring your fan!"
"Pray, sir, will you dine with me to-day at my little box at Alleghany?"
"Why, indeed, I don"t know. I shall be in town until twelve. Well, I shall be there; but you must let me off in time for the theatre." And then, sir, there will be barrels of pork, and cargoes of flour, and chaldrons of coals, and even lead and whiskey, and such-like sober things that have always been used to sober travelling, whisking away like a set of sky-rockets. It will upset all the gravity of the nation. If two gentlemen have an affair of honour, they have only to steal off to the Rocky Mountains, and there no jurisdiction can touch them. And then, sir, think of flying for debt! A set of bailiffs, mounted on bomb-sh.e.l.ls, would not overtake an absconded debtor, only give him a fair start. Upon the whole, sir, it is a pestilential, topsy-turvy, harum-scarum whirligig. Give me the old, solemn, straightforward, regular Dutch ca.n.a.l-three miles an hour for expresses, and two for ordinary journeys, with a yoke of oxen for a heavy load! I go for beasts of burthen: it is more primitive and scriptural, and suits a moral and religious people better. None of your hop-skip-and-jump whimsies for me."
-_Sharpe"s London Journal_.
AN UNPLEASANT TRIAL TRIP.
Mr. O. F. Adams remarks:-"A famous trial trip with a new locomotive engine was that made on the 9th of August, 1831, on the new line from Albany to Schenectady over the Mohawk Valley road. The train was made up of a locomotive, the _De Witt Clinton_, its tender, and five or six pa.s.senger coaches-which were, indeed, nothing but the bodies of stage coaches placed upon trucks. The first two of these coaches were set aside for distinguished visitors; the others were surmounted with seats of plank to accommodate as many as possible of the great throng of persons who were anxious to partic.i.p.ate in the trip. Inside and out the coaches were crowded; every seat was full. What followed the starting of the train has thus been described by one who took part in the affair:-
""The trucks were coupled together with chains or chain-links, leaving from two to three feet slack, and when the locomotive started it took up the slack by jerks, with sufficient force to jerk the pa.s.sengers who sat on seats across the tops of the coaches, out from under their hats, and in stopping they came together with such force as to send them flying from their seats.
"They used dry pitch-pine for fuel, and, there being no smoke or spark-catcher to the chimney or smoke stack, a volume of black smoke, strongly impregnated with sparks, coal, and cinders, came pouring back the whole length of the train. Each of the outside pa.s.sengers who had an umbrella raised it as a protection against the smoke and fire. They were found to be but a momentary protection, for I think in the first mile the last one went overboard, all having their covers burnt off from the frames, when a general melee took place among the deck pa.s.sengers, each whipping his neighbour to put out the fire. They presented a very motley appearance on arriving at the first station." Here, "a short stop was made, and a successful experiment tried to remedy the unpleasant jerks.
A plan was soon hit upon and put into execution. The three links in the couplings of the cars were stretched to their utmost tension, a rail from a fence in the neighbourhood was placed between each pair of cars and made fast by means of the packing yarn from the cylinders. This arrangement improved the order of things, and it was found to answer the purpose when the signal was again given and the engine started.""
PROGNOSTICATIONS OF FAILURE.
In the year 1831, the writer of a pamphlet, who styled himself _Investigator_, essayed the task of "proving by facts and arguments" that a railway between London and Birmingham would be a "burden upon the trade of the country and would never pay." The difficulties and dangers of the enterprise he thus sets forth:-
"The causes of greater danger on the railway are several. A velocity of fifteen miles an hour is in itself a great source of danger, as the smallest obstacle might produce the most serious consequences. If, at that rate, the engine or any forward part of the train should suddenly stop, the whole would be cracked by the collision like nutsh.e.l.ls. At all turnings there is a danger that the latter part of the train may swing off the rails; and, if that takes place, the most serious consequences must ensue before the whole train can be stopped. The line, too, upon which the train must be steered admits of little lateral deviation, while a stage coach has a choice of the whole roadway. Independently of the velocity, which in coaches is the chief source of danger, there are many perils on the railway, the rails stand up like so many thick knives, and any one alighting on them would have but a slight chance of his life . .
. Another consideration which would deter travellers, more especially invalids, ladies, and children, from making use of the railways, would be want of accommodation along the line, unless the directors of the railway choose to build inns as commodious as those on the present line of road.
But those inns the directors would have in part to support also, because they would be out of the way of any business except that arising from the railway, and that would be so trifling and so accidental that the landlords could not afford to keep either a cellar or a larder.
"Commercial travellers, who stop and do business in all the towns and by so doing render commerce much cheaper than it otherwise would be, and who give that constant support to the houses of entertainment which makes them able to supply the occasional traveller well and at a cheap rate, would, as a matter of course, never by any chance go by the railroad; and the occasional traveller, who went the same route for pleasure, would go by the coach road also, because of the cheerful company and comfortable dinner. Not one of the n.o.bility, the gentry, or those who travel in their own carriages, would by any chance go by the railway. A n.o.bleman would really not like to be drawn at the tail of a train of wagons, in which some hundreds of bars of iron were jingling with a noise that would drown all the bells of the district, and in the momentary apprehension of having his vehicle broke to pieces, and himself killed or crippled by the collision of those thirty-ton ma.s.ses."
SIR ASTLEY COOPER"S OPPOSITION TO THE LONDON AND BIRMINGHAM RAILWAY.
Robert Stephenson, while engaged in the survey of the above line, encountered much opposition from landed proprietors. Many years after its completion, when recalling the past, he said:-"I remember that we called one day on Sir Astley Cooper, the eminent surgeon, in the hope of overcoming his aversion to the railway. He was one of our most inveterate and influential opponents. His country house at Berkhampstead was situated near the intended line, which pa.s.sed through part of his property. We found a courtly, fine-looking old gentleman, of very stately manners, who received us kindly and heard all we had to say in favour of the project. But he was quite inflexible in his opposition to it. No deviation or improvement that we could suggest had any effect in conciliating him. He was opposed to railways generally, and to this in particular. "Your scheme," said he, "is preposterous in the extreme. It is of so extravagant a character as to be positively absurd. Then look at the recklessness of your proceedings! You are proposing to cut up our estates in all directions for the purpose of making an unnecessary road.
Do you think, for one moment, of the destruction of property involved by it? Why, gentlemen, if this sort of thing be permitted to go on you will in a very few years _destroy the n.o.bility_!""
OPPOSITION TO MAKING SURVEYS.
A great deal of opposition was encountered in making the surveys for the London and Birmingham Railway, and although, in every case, as little damage was done as possible, simply because it was the interest of those concerned to conciliate all parties along the line, yet, in several instances, the opposition was of a most violent nature; in one case no skill or ingenuity could evade the watchfulness and determination of the lords of the soil, and the survey was at last accomplished at night by means of dark lanterns.
On another occasion, when Mr. Gooch was taking levels through some of the large tracts of grazing land, a few miles from London, two brothers, occupying the land came to him in a great rage, and insisted on his leaving their property immediately. He contrived to learn from them that the adjoining field was not theirs and he therefore remonstrated but very slightly with them, and then walked quietly through the gap in the hedge into the next field, and planted his level on the highest ground he could find-his a.s.sistant remaining at the last level station, distant about a hundred and sixty yards, apparently quite unconscious of what had taken place, although one of the brothers was moving very quickly towards him, for the purpose of sending him off. Now, if the a.s.sistant had moved his staff before Mr. Gooch had got his sight at it through the telescope of his level, all his previous work would have been completely lost, and the survey must have been completed in whatever manner it could have been done-the great object, however, was to prevent this serious inconvenience. The moment Mr. Gooch commenced looking through his telescope at the staff held by his a.s.sistant, the grazier nearest him, spreading out the tails of his coat, tried to place himself between the staff and the telescope, in order to intercept all vision, and at the same time commenced shouting violently to his comrade, desiring him to make haste and knock down the staff. Fortunately for Mr. Gooch, although nature had made this amiable being"s ears longer than usual, yet they performed their office very badly, and as he could not see distinctly what Mr. Gooch was about-the hedge being between them-he very simply asked the man at the staff what his (the enquirer"s) brother said. "Oh,"
replied the man, "he is calling to you to stop that horse there which is galloping out of the fold yard." Away went Clodpole, as fast as he could run, to restrain the unruly energies of Smolensko the Ninth, or whatever other name the unlucky quadruped might be called, and Mr. Gooch in the meanwhile quietly took the sight required-he having, with great judgment, planted his level on ground sufficiently high to enable him to see over the head of any grazier in the land; but his clever a.s.sistant, as soon as he perceived that all was right, had to take to his heels and make the shortest cut to the high road.
In another instance, a reverend gentleman of the Church of England made such alarming demonstrations of his opposition that the extraordinary expedient was resorted to of surveying his property during the time he was engaged in the pulpit, preaching to his flock. This was accomplished by having a strong force of surveyors all in readiness to commence their operations, by entering the clergyman"s grounds on the one side at the same moment that they saw him fairly off them on the other, and, by a well organised and systematic arrangement, each man coming to a conclusion with his allotted task just as the reverend gentleman came to a conclusion with his sermon; and before he left the church to return to his home, the deed was done.
-Roscoe"s _London and Birmingham Railway_.
SANITARY OBJECTIONS.
Mr. Smiles, in his _Life of George Stephenson_, remarks:-"Sanitary objections were also urged in opposition to railways, and many wise doctors strongly inveighed against tunnels. Sir Anthony Carlisle insisted that "tunnels would expose healthy people to colds, catarrhs, and consumption." The noise, the darkness, and the dangers of tunnel travelling were depicted in all their horrors. Worst of all, however, was "the destruction of the atmospheric air," as Dr. Lardner termed it.
Elaborate calculations were made by that gentleman to prove that the provision of ventilating shafts would be altogether insufficient to prevent the dangers arising from the combustion of c.o.ke, producing carbonic acid gas, which in large quant.i.ties was fatal to life. He showed, for instance, that in the proposed Box tunnel, on the Great Western Railway, the pa.s.sage of 100 tons would deposit about 3090 lbs. of noxious gases, incapable of supporting life! Here was an uncomfortable prospect of suffocation for pa.s.sengers between London and Bristol. But steps were adopted to allay these formidable sources of terror. Solemn doc.u.ments, in the form of certificates, were got up and published, signed by several of the most distinguished physicians of the day, attesting the perfect wholesomeness of tunnels, and the purity of the air in them.
Perhaps they went further than was necessary in alleging, what certainly subsequent experience has not verified, that the atmosphere of the tunnel was "dry, of an agreeable temperature, and free from smell." Mr.
Stephenson declared his conviction that a tunnel twenty miles long could be worked safely and without more danger to life than a railway in the open air; but, at the same time, he admits that tunnels were nuisances, which he endeavoured to avoid wherever practicable."
ELEVATED RAILWAYS.
In the _Gentleman"s Magazine_ for June, 1830, it is stated:-"There are at present exhibiting in Edinburgh three large models, accompanied with drawings of railways and their carriages, invented by Mr. d.i.c.k, who has a patent. These railways are of a different nature from those hitherto in use, inasmuch as they are not laid along the surface of the ground, but elevated to such a height as, when necessary, to pa.s.s over the tops of houses and trees. The princ.i.p.al supports are of stone, and, being placed at considerable distances, have cast-iron pillars between them. The carriages are to be dragged along with a velocity hitherto unparalleled, by means of a rope drawn by a steam engine or other prime mover, a series being placed at intervals along the railway. From the construction of the railway and carriages the friction is very small."
EVIDENCE OF A GENERAL SALESMAN.
The advantages London derives from railways, in regard to its supply of good meat, may be gathered from the evidence given by Mr. George Rowley in 1834, on behalf of the Great Western Railway Company.