During the progress of these works the most ridiculous rumours were set afloat. The drivers of the stage-coaches who feared for their calling, brought the alarming intelligence into Manchester from time to time, that "Chat Moss was blown up!" "Hundreds of men and horses had sunk; and the works were completely abandoned!" The engineer himself was declared to have been swallowed up in the Serbonian bog; and "railways were at an end for ever!"

In the construction of the railway, Mr. Stephenson's capacity for organising and directing the labours of a large number of workmen of all kinds eminently displayed itself. A vast quant.i.ty of ballast-waggons had to be constructed, and implements and materials collected, before the army of necessary labourers could be efficiently employed at the various points of the line. There were not at that time, as there are now, large contractors possessed of railway plant, capable of executing earth-works on a large scale. The first railway engineer had not only to contrive the plant, but to organise and direct the labour. The labourers themselves had to be trained to their work; and it was on the Liverpool and Manchester line that Mr. Stephenson organised the staff of that mighty band of railway navvies, whose handiworks will be the wonder and admiration of succeeding generations. Looking at their gigantic traces, the men of some future age may be found to declare of the engineer and of his workmen, that "there were giants in those days."

Although the works of the Liverpool and Manchester Railway are of a much less formidable character than those of many lines that have since been constructed, they were then regarded as of the most stupendous description. In deed, the like of them had not before been executed in England. It had been our engineer's original intention carry the railway from the north end of Liverpool, round the red-sandstone ridge on which the upper part of the town is built, and also round the higher rise of the coal formation at Rainhill, by following the natural levels. But the opposition of the landowners having forced the line more to the south, it was rendered necessary to cut through the hills, and go over the high grounds instead of round them. The first consequence of this alteration in the plans was the necessity for constructing a tunnel under the town of Liverpool 1 mile in length; the second, a long and deep cutting through the red-sandstone rock at Olive Mount; and the third and most serious of all, was the necessity for surmounting the Whiston and Sutton hills by inclined planes of 1 in 96. The line was also, by the same forced deviation, prevented pa.s.sing through the Lancashire coal-field, and the engineer was compelled to carry it across the Sankey valley, at a point where the waters of the brook had dug out an excessively deep channel through the marl-beds of the district.

The princ.i.p.al difficulty was experienced in pushing on the works connected with the formation of the tunnel under Liverpool, 2200 yards in length. The blasting and hewing of the rock were vigorously carried on night and day; and the engineer's practical experience in the collieries here proved of great use to him. Many obstacles had to be encountered and overcome in the formation of the tunnel, the rock varying in hardness and texture at different parts. In some places the miners were deluged by water, which surged from the soft blue shale found at the lowest level of the tunnel. In other places, beds of wet sand were cut through; and there careful propping and pinning were necessary to prevent the roof from tumbling in, until the masonry to support it could be erected. On one occasion, while the engineer was absent from Liverpool, a ma.s.s of loose moss-earth and sand fell from the roof, which had been insufficiently propped. The miners withdrew from the work; and on Stephenson's return, he found them in a refractory state, refusing to re-enter the tunnel. He induced them, however, by his example, to return to their labours; and when the roof had been secured, the work went on again as before. When there was danger, he was always ready to share it with the men; and gathering confidence from his fearlessness, they proceeded vigorously with the undertaking, boring and mining their way towards the light.

[Picture: Olive Mount Cutting]

The Olive Mount cutting was the first extensive stone cutting executed on any railway, and to this day it is one of the most formidable. It is about two miles long, and in some parts 80 feet deep. It is a narrow ravine or defile cut out of the solid rock; and not less than 480,000 cubic yards of stone were removed from it. Mr. Vignolles, afterwards describing it, said it looked as if it had been dug out by giants.

The crossing of so many roads and streams involved the necessity for constructing an unusual number of bridges. There were not fewer than 63, under or over the railway, on the 30 miles between Liverpool and Manchester. Up to this time, bridges had been applied generally to high roads where inclined approaches were of comparatively small importance, and in determining the rise of his arch the engineer selected any headway he thought proper. Every consideration was indeed made subsidiary to constructing the bridge itself, and the completion of one large structure of this sort was regarded as an epoch in engineering history. Yet here, in the course of a few years, no fewer than 63 bridges were constructed on one line of railway! Mr. Stephenson early found that the ordinary arch was inapplicable in certain cases, where the headway was limited, and yet the level of the railway must be preserved. In such cases he employed simple cast-iron beams, by which he safely bridged gaps of moderate width, economizing headway, and introducing the use of a new material of the greatest possible value to the railway engineer. The bridges of masonry upon the line were of many kinds; several of them askew bridges, and others, such as those at Newton and over the Irwell at Manchester, straight and of considerable dimensions; but the princ.i.p.al piece of masonry was the Sankey viaduct.

[Picture: Sankey Viaduct]

This fine work is princ.i.p.ally of brick, with stone facings. It consists of nine arches of fifty feet span each. The ma.s.sive piers are supported on two hundred piles driven deep into the soil; and they rise to a great height,-the coping of the parapet being seventy feet above the level of the valley, in which flow the Sankey brook and ca.n.a.l. Its total cost was about 45,000.

By the end of 1828 the directors found they had expended 460,000 on the works, and that they were still far from completion. They looked at the loss of interest on this large investment, and began to grumble at the delay. They desired to see their capital becoming productive; and in the spring of 1829 they urged the engineer to push on the works with increased vigour. Mr. Cropper, one of the directors, who took an active interest in their progress, said to Stephenson one day, "Now, George, thou must get on with the railway, and have it finished without further delay; thou must really have it ready for opening by the first day of January next." "Consider the heavy character of the works, sir, and how much we have been delayed by the want of money, not to speak of the wetness of the weather: it is impossible." "Impossible!" rejoined Cropper; "I wish I could get Napoleon to thee-he would tell thee there is no such word as 'impossible' in the vocabulary." "Tush!" exclaimed Stephenson, with warmth; "don't speak to me about Napoleon! Give me men, money, and materials, and I will do what Napoleon couldn't do-drive a railway from Liverpool to Manchester over Chat Moss!"

The works made rapid progress in the course of the year 1829. Double sets of labourers were employed on Chat Moss and at other points, by night and day, the night shifts working by torch and fire light; and at length, the work advancing at all points, the directors saw their way to the satisfactory completion of the undertaking.

It may well be supposed that Mr. Stephenson's time was fully occupied in superintending the extensive, and for the most part novel works, connected with the railway, and that even his extraordinary powers of labour and endurance were taxed to the utmost during the four years that they were in progress. Almost every detail in the plans was directed and arranged by himself. Every bridge, from the simplest to the most complicated, including the then novel structure of the "skew bridge,"

iron girders, siphons, fixed engines, and the machinery for working the tunnel at the Liverpool end, had to be thought out by his own head, and reduced to definite plans under his own eyes. Besides all this, he had to design the working plant in antic.i.p.ation of the opening of the railway. He must be prepared with waggons, trucks, and carriages, himself superintending their manufacture. The permanent road, turntables, switches, and crossings,-in short, the entire structure and machinery of the line, from the turning of the first sod to the running of the first train of carriages upon the railway,-were executed under his immediate supervision. And it was in the midst of this vast acc.u.mulation of work and responsibility that the battle of the locomotive engine had to be fought,-a battle, not merely against material difficulties, but against the still more trying obstructions of deeply-rooted mistrust and prejudice on the part of a considerable minority of the directors.

He had no staff of experienced a.s.sistants,-not even a staff of draughtsmen in his office,-but only a few pupils learning their business; and he was frequently without even their help. The time of his engineering inspectors was fully occupied in the actual superintendence of the works at different parts of the line; and he took care to direct all their more important operations in person. The princ.i.p.al draughtsman was Mr. Thomas Gooch, a pupil he had brought with him from Newcastle. "I may say," writes Mr. Gooch, "that nearly the whole of the working and other drawings, as well as the various land-plans for the railway, were drawn by my own hand. They were done at the Company's office in Clayton Square during the day, from instructions supplied in the evenings by Mr.

Stephenson, either by word of mouth, or by little rough hand-sketches on letter-paper. The evenings were also generally devoted to my duties as secretary, in writing (mostly from his own dictation) his letters and reports, or in making calculations and estimates. The mornings before breakfast were not unfrequently spent by me in visiting and lending a helping hand in the tunnel and other works near Liverpool,-the untiring zeal and perseverance of George Stephenson never for an instant flagging and inspiring with a like enthusiasm all who were engaged under him in carrying forward the works." {189}

The usual routine of his life at this time-if routine it might be called-was, to rise early, by sunrise in summer and before it in winter, and thus "break the back of the day's work" by mid-day. While the tunnel under Liverpool was in progress, one of his first duties in a morning before breakfast was to go over the various shafts, clothed in a suitable dress, and inspect their progress at different points; on other days he would visit the extensive workshops at Edgehill, where most of the "plant" for the line was in course of manufacture. Then, returning to his house, in Upper Parliament Street, Windsor, after a hurried breakfast, he would ride along the works to inspect their progress, and push them on with greater energy where needful. On other days he would prepare for the much less congenial engagement of meeting the Board, which was often a cause of great anxiety and pain to him; for it was difficult to satisfy men of all tempers, and some of these not of the most generous sort. On such occasions he might be seen with his right-hand thumb thrust through the topmost b.u.t.ton-hole of his coat-breast, vehemently hitching his right shoulder, as was his habit when labouring under any considerable excitement. Occasionally he would take an early ride before breakfast, to inspect the progress of the Sankey viaduct. He had a favourite horse, brought by him from Newcastle, called "Bobby,"-so tractable that, with his rider on his back, he would walk up to a locomotive with the steam blowing off, and put his nose against it without shying. "Bobby," saddled and bridled, was brought to Mr. Stephenson's door betimes in the morning; and mounting him, he would ride the fifteen miles to Sankey, putting up at a little public house which then stood upon the banks of the ca.n.a.l. There he had his breakfast of "crowdie," which he made with his own hands. It consisted of oatmeal stirred into a basin of hot water,-a sort of porridge,-which was supped with cold sweet milk. After this frugal breakfast, he would go upon the works, and remain there, riding from point to point for the greater part of the day. When he returned before mid-day, he examined the pay-sheets in the different departments, sent in by the a.s.sistant engineers, or by the foremen of the workshops. To all these he gave his most careful personal attention, requiring when necessary a full explanation of the items.

After a late dinner, which occupied very short time and was always of a plain and frugal description, he disposed of his correspondence, or prepared sketches of drawings, and gave instructions as to their completion. He would occasionally refresh himself for this evening work by a short doze, which, however, he would never admit had exceeded the limits of "winking," to use his own term. Mr. Frederick Swanwick, who officiated as his secretary, after the appointment of Mr. Gooch as Resident Engineer to the Bolton and Leigh Railway, has informed us that he then remarked-what in after years he could better appreciate-the clear, terse, and vigorous style of Mr. Stephenson's dictation. There was nothing superfluous in it; but it was close, direct, and to the point,-in short, thoroughly businesslike. And if, in pa.s.sing through the pen of the amanuensis, his meaning happened in any way to be distorted or modified, it did not fail to escape his detection, though he was always tolerant of any liberties taken with his own form of expression, so long as the words written down conveyed his real meaning.

His letters and reports written, and his sketches of drawings made and explained, the remainder of the evening was usually devoted to conversation with his wife and those of his pupils who lived under his roof, and const.i.tuted, as it were, part of the family. He then delighted to test the knowledge of his young companions, and to question them upon the principles of mechanics. If they were not quite "up to the mark" on any point, there was no escaping detection by evasive or specious explanations. These always brought out the verdict, "Ah! you know nought about it now; but think it over again, and tell me when you understand it." If there were even partial success in the reply, it was at once acknowledged, and a full explanation given, to which the master would add ill.u.s.trative examples for the purpose of impressing the principle more deeply upon the pupil's mind.

It was not so much his object and purpose to "cram" the minds of the young men committed to his charge with the _results_ of knowledge, as to stimulate them to educate themselves-to induce them to develop their mental and moral powers by the exercise of their own free energies, and thus acquire that habit of self-thinking and self-reliance which is the spring of all true manly action. In a word, he sought to bring out and invigorate the _character_ of his pupils. He felt that he himself had been made stronger and better through his encounters with difficulty; and he would not have the road of knowledge made too smooth and easy for them. "Learn for yourselves,-think for yourselves," he would say:-"make yourselves masters of principles,-persevere,-be industrious,-and there is then no fear of you." And not the least emphatic proof of the soundness of this system of education, as conducted by Mr. Stephenson, was afforded by the after history of these pupils themselves. There was not one of those trained under his eye who did not rise to eminent usefulness and distinction as an engineer. He sent them forth into the world braced with the spirit of manly self-help-inspired by his own n.o.ble example; and they repeated in their after career the lessons of earnest effort and persistent industry which his daily life had taught them.

Stephenson's evenings at home were not, however, exclusively devoted either to business or to the graver exercises above referred to. He would often indulge in cheerful conversation and anecdote, falling back from time to time upon the struggles and difficulties of his early life.

The not unfrequent winding up of his story addressed to the young men about him, was, "Ah! ye young fellows don't know what _wark_ is in these days!" Mr. Swanwick takes pleasure in recalling to mind how seldom, if ever, a cross or captious word, or an angry look, marred the enjoyment of those evenings. The presence of Mrs. Stephenson gave them an additional charm: amiable, kind-hearted, and intelligent, she shared quietly in the pleasure of the party; and the atmosphere of comfort which always pervaded her home contributed in no small degree to render it a centre of cheerful, hopeful intercourse, and of earnest, honest industry. She was a wife who well deserved, what she through life retained, the strong and unremitting affection of her husband.

When Mr. Stephenson retired for the night, it was not always that he permitted himself to sink into slumber. Like Brindley, he worked out many a difficult problem in bed; and for hours he would turn over in his mind and study how to overcome some obstacle, or to mature some project, on which his thoughts were bent. Some remark inadvertently dropped by him at the breakfast-table in the morning, served to show that he had been stealing some hours from the past night in reflection and study.

Yet he would rise at his accustomed early hour, and there was no abatement of his usual energy in carrying on the business of the day.

CHAPTER XI.

ROBERT STEPHENSON'S RESIDENCE IN COLOMBIA, AND RETURN-THE BATTLE OF THE LOCOMOTIVE-"THE ROCKET."

We return to the career of Robert Stephenson, who had been absent from England during the construction of the Liverpool railway, but was shortly about to join his father and take part in "the battle of the locomotive,"

which was now impending.

On his return from Edinburgh College in the summer of 1823, he had a.s.sisted in the survey of the Stockton and Darlington line; and when the Locomotive Engine Works were started in Forth Street, Newcastle, he took an active part in that concern. "The factory," he says, "was in active operation early in 1824; I left England for Colombia in June of that year, having finished drawing the designs of the Brusselton stationary engines for the Stockton and Darlington Railway before I left." {193}

Speculation was very rife at the time; and amongst the most promising adventures were the companies organised for the purpose of working the gold and silver mines of South America. Great difficulty was experienced in finding mining engineers capable of carrying out those projects, and young men of even the most moderate experience were eagerly sought after.

The Columbian Mining a.s.sociation of London offered an engagement to young Stephenson, to go out to Mariquita and take charge of the engineering operations of that company. Robert was himself desirous of accepting it, but his father said it would first be necessary to ascertain whether the proposed change would be for his good. His health had been very delicate for some time, partly occasioned by his rapid growth, but princ.i.p.ally because of his close application to work and study. Father and son together called upon Dr. Headlam, the eminent physician of Newcastle, to consult him on the subject. During the examination which ensued, Robert afterwards used to say that he felt as if he were upon trial for life or death. To his great relief, the doctor p.r.o.nounced that a temporary residence in a warm climate was the very thing likely to be most beneficial to him. The appointment was accordingly accepted, and, before many weeks had pa.s.sed, Robert Stephenson set sail for South America.

After a tolerably prosperous voyage he landed at La Guayra, on the north coast of Venezuela, on the 23rd July, from thence proceeding to Caraccas, the capital of the district, about 15 miles inland. There he remained for two months, unable to proceed in consequence of the wretched state of the roads in the interior. He contrived, however, to make occasional excursions in the neighbourhood, with an eye to the mining business on which he had come. About the beginning of October he set out for Bogota, the capital of Columbia or New Granada. The distance was about 1200 miles, through a very difficult region, and it was performed entirely upon mule-back after the fashion of the country.

In the course of the journey Robert visited many of the districts reported to be rich in minerals, but he met with few traces except of copper, iron, and coal, with occasional indications of gold and silver.

He found the people ready to furnish information, which, however, when tested, usually proved worthless. A guide whom he employed for weeks, kept him buoyed up with the hope of richer mining quarters than he had yet seen; but when he professed to be able to show him mines of "bra.s.s, steel, alcohol, and pinchbeck," Stephenson discovered him to be an incorrigible rogue, and immediately dismissed him. At length our traveller reached Bogota, and after an interview with Mr. Illingworth, the commercial manager of the mining Company, he proceeded to Honda, crossed the Magdalena, and shortly after reached the site of his intended operations on the eastern slopes of the Andes.

Mr. Stephenson used afterwards to speak in glowing terms of this his first mule-journey in South America. Everything was entirely new to him.

The variety and beauty of the indigenous plants, the luxurious tropical vegetation, the appearance, manners, and dress of the people, and the mode of travelling, were altogether different from everything he had before seen. His own travelling garb also must have been strange even to himself. "My hat," he says, "was of plaited gra.s.s, with a crown nine inches in height, surrounded by a brim of six inches; a white cotton suit; and a _ruana_ of blue and crimson plaid, with a hole in the centre for the head to pa.s.s through. This cloak is admirably adapted for the purpose, amply covering the rider and mule, and at night answering the purpose of a blanket in the net-hammock, which is made from fibres of the aloe, and which every traveller carries before him on his mule, and suspends to the trees or in houses, as occasion may require." The part of the journey which seems to have made the most lasting impression on his mind was that between Bogota and the mining district in the neighbourhood of Mariquita. As he ascended the slopes of the mountain-range, and reached the first step of the table-land, he was struck beyond expression with the n.o.ble view of the valley of the Magdalena behind him, so vast that he failed in attempting to define the point at which the course of the river blended with the horizon. Like all travellers in the district, he noted the remarkable changes of climate and vegetation, as he rose from the burning plains towards the fresh breath of the mountains. From an atmosphere as hot as that of an oven he pa.s.sed into delicious cool air; until, in his onward and upward journey, a still more temperate region was reached, the very perfection of climate. Before him rose the majestic Cordilleras, forming a rampart against the western skies, at certain times of the day looking black, sharp, and, at their summit, almost as even as a wall.

Our engineer took up his abode for a time at Mariquita, a fine old city, though then greatly decayed. During the period of the Spanish dominion, it was an important place, most of the gold and silver convoys pa.s.sing through it on their way to Cartagena, there to be shipped in galleons for Europe. The mountainous country to the west was rich in silver, gold, and other metals, and it was Mr. Stephenson's object to select the best site for commencing operations for the Company. With this object he "prospected" about in all directions, visiting long-abandoned mines, and a.n.a.lysing specimens obtained from many quarters. The mines eventually fixed upon as the scene of his operations were those of La Manta and Santa Anna, long before worked by the Spaniards, though, in consequence of the luxuriance and rapidity of the vegetation, all traces of the old workings had become completely overgrown and lost. Everything had to be begun anew. Roads had to be cut to the mines, machinery to be erected, and the ground opened up, in course of which some of the old adits were hit upon. The native peons or labourers were not accustomed to work, and at first they usually contrived to desert when they were not watched, so that very little progress could be made until the arrival of the expected band of miners from England. The authorities were by no means helpful, and the engineer was driven to an old expedient with the object of overcoming this difficulty. "We endeavour all we can," he says, in one of his letters, "to make ourselves popular, and this we find most effectually accomplished by 'regaling the venal beasts.'" {196} He also gave a ball at Mariquita, which pa.s.sed off with _eclat_, the governor from Honda, with a host of friends, honouring it with their presence. It was, indeed, necessary to "make a party" in this way, as other schemers were already trying to undermine the Colombian company in influential directions. The engineer did not exaggerate when he said, "The uncertainty of transacting business in this country is perplexing beyond description."

At last, his party of miners arrived from England, but they gave him even more trouble than the peons had done. They were rough, drunken, and sometimes altogether ungovernable. He set them to work at the Santa Anna mine without delay, and at the same time took up his abode amongst them, "to keep them," he said, "if possible, from indulging in the detestable vice of drunkenness, which, if not put a stop to, will eventually destroy themselves, and involve the mining a.s.sociation in ruin." To add to his troubles, the captain of the miners displayed a very hostile and insubordinate spirit, quarrelled and fought with the men, and was insolent to the engineer himself. The captain and his gang, being Cornish men, told Robert to his face, that because he was a North-country man, and not born in Cornwall it was impossible he should know anything of mining. Disease also fell upon him,-first fever, and then visceral derangement, followed by a return of his "old complaint, a feeling of oppression in the breast." No wonder that in the midst of these troubles he should longingly speak of returning to his native land. But he stuck to his post and his duty, kept up his courage, and by a mixture of mildness and firmness, and the display of great coolness of judgment, he contrived to keep the men to their work, and gradually to carry forward the enterprise which he had undertaken. By the beginning of July, 1826, we find that quietness and order had been restored, and the works were proceeding more satisfactorily, though the yield of silver was not as yet very promising. Mr. Stephenson calculated that at least three years'

diligent and costly operations would be needed to render the mines productive.

In the mean time he removed to the dwelling which had been erected for his accommodation at Santa Anna. It was a structure speedily raised after the fashion of the country.

[Picture: Robert Stephenson's Cottage at Santa Anna]

The walls were of split and flattened bamboo, tied together with the long fibres of a dried climbing plant; the roof was of palm-leaves, and the ceiling of reeds. When an earthquake shook the district-for earthquakes were frequent-the inmates of such a fabric merely felt as if shaken in a basket, without sustaining any harm. In front of the cottage lay a woody ravine, extending almost to the base of the Andes, gorgeously clothed in primeval vegetation-magnolias, palms, bamboos, tree-ferns, acacias, cedars; and, towering over all, the great almendrons, with their smooth, silvery stems, bearing aloft n.o.ble cl.u.s.ters of pure white blossom. The forest was haunted by myriads of gay insects, b.u.t.terflies with wings of dazzling l.u.s.tre, birds of brilliant plumage, humming-birds, golden orioles, toucans, and a host of solitary warblers. But the glorious sunsets seen from his cottage-porch more than all astonished and delighted the young engineer; and he was accustomed to say that, after having witnessed them, he was reluctant to accuse the ancient Peruvians of idolatry.

But all these natural beauties failed to reconcile him to the hara.s.sing difficulties of his situation, which continued to increase rather than diminish. He was hampered by the action of the Board at home, who gave ear to hostile criticisms on his reports; and, although they afterwards made handsome acknowledgment of his services, he felt his position to be altogether unsatisfactory. He therefore determined to leave at the expiry of his three years engagement, and communicated his decision to the directors accordingly. On receiving his letter, the Board, through Mr. Richardson, of Lombard street, one of the directors, communicated with his father at Newcastle, representing that if he would allow his son to remain in Colombia the Company would make it "worth his while." To this the father gave a decided negative, and intimated that he himself needed his son's a.s.sistance, and that he must return at the expiry of his three years' term,-a decision, writes Robert, "at which I feel much gratified, as it is clear that he is as anxious to have me back in England as I am to get there." {199} At the same time, Edward Pease, a princ.i.p.al partner in the Newcastle firm, privately wrote Robert to the following effect, urging his return home:-"I can a.s.sure thee that thy business at Newcastle, as well as thy father's engineering, have suffered very much from thy absence, and, unless thou soon return, the former will be given up, as Mr. Longridge is not able to give it that attention it requires; and what is done is not done with credit to the house." The idea of the manufactory being given up, which Robert had laboured so hard to establish before leaving England, was painful to him in the extreme, and he wrote to the manager of the Company, strongly urging that arrangements should be made for him to leave without delay. In the mean time he was again laid prostrate by another violent attack of aguish fever; and when able to write in June, 1827, he expressed himself as "completely wearied and worn down with vexation."

At length, when he was sufficiently recovered from his attack and able to travel, he set out on his voyage homeward in the beginning of August. At Mompox, on his way down the river Magdalena, he met Mr. Bodmer, his successor, with a fresh party of miners from England, on their way up the country to the quarters which he had just quitted. Next day, six hours after leaving Mompox, a steamboat was met ascending the river, with Bolivar the Liberator on board, on his way to St. Bogota; and it was a mortification to our engineer that he had only a pa.s.sing sight of that distinguished person. It was his intention, on leaving Mariquita, to visit the Isthmus of Panama on his way home, for the purpose of inquiring into the practicability of cutting a ca.n.a.l to unite the Atlantic and Pacific-a project which then formed the subject of considerable public discussion; but his presence being so anxiously desired at home, he determined to proceed to New York without delay.

Arrived at the port of Cartagena, he had to wait some time for a ship.

The delay was very irksome to him, the more so as the city was then desolated by the ravages of the yellow fever. While sitting one day in the large, bare, comfortless public room at the miserable hotel at which he put up, he observed two strangers, whom he at once perceived to be English. One of the strangers was a tall, gaunt man, shrunken and hollow-looking, shabbily dressed, and apparently poverty-stricken. On making inquiry, he found it was Trevithick, the builder of the first railroad locomotive! He was returning home from the gold-mines of Peru penniless. He had left England in 1816, with powerful steam-engines, intended for the drainage and working of the Peruvian mines. He met with almost a royal reception on his landing at Lima. A guard of honour was appointed to attend him, and it was even proposed to erect a statue of Don Ricardo Trevithick in solid silver. It was given forth in Cornwall that his emoluments amounted to 100,000 a year, {201} and that he was making a gigantic fortune. Great, therefore, was Robert Stephenson's surprise to find this potent Don Ricardo in the inn at Cartagena, reduced almost to his last shilling, and unable to proceed further. He had indeed realised the truth of the Spanish proverb, that "a silver-mine brings misery, a gold-mine ruin." He and his friend had lost everything in their journey across the country from Peru. They had forded rivers and wandered through forests, leaving all their baggage behind them, and had reached thus far with little more than the clothes upon their backs.

Almost the only remnant of precious metal saved by Trevithick was a pair of silver spurs, which he took back with him to Cornwall. Robert Stephenson lent him 50 to enable him to reach England; and though he was afterwards heard of as an inventor there, he had no further part in the ultimate triumph of the locomotive.

But Trevithick's misadventures on this occasion had not yet ended, for before he reached New York he was wrecked, and Robert Stephenson with him. The following is the account of the voyage, "big with adventures,"

as given by the latter in a letter to his friend Illingworth:-"At first we had very little foul weather, and indeed were for several days becalmed amongst the islands, which was so far fortunate, for a few degrees further north the most tremendous gales were blowing, and they appear (from our future information) to have wrecked every vessel exposed to their violence. We had two examples of the effects of the hurricane; for, as we sailed north we took on board the remains of two crews found floating about on dismantled hulls. The one had been nine days without food of any kind, except the carca.s.ses of two of their companions who had died a day or two previously from fatigue and hunger. The other crew had been driven about for six days, and were not so dejected, but reduced to such a weak state that they were obliged to be drawn on board our vessel by ropes. A brig bound for Havannah took part of the men, and we took the remainder. To attempt any description of my feelings on witnessing such scenes would be in vain. You will not be surprised to learn that I felt somewhat uneasy at the thought that we were so far from England, and that I also might possibly suffer similar shipwreck; but I consoled myself with the hope that fate would be more kind to us. It was not so much so, however, as I had flattered myself; for on voyaging towards New York, after we had made the land, we ran aground about midnight. The vessel soon filled with water, and, being surrounded by the breaking surf, the ship was soon split up, and before morning our situation became perilous. Masts and all were cut away to prevent the hull rocking; but all we could do was of no avail. About 8 o'clock on the following morning, after a most miserable night, we were taken off the wreck, and were so fortunate as to reach the sh.o.r.e. I saved my minerals, but Empson lost part of his botanical collection. Upon the whole, we got off well; and, had I not been on the American side of the Atlantic, I 'guess' I would not have gone to sea again."

After a short tour in the United States and Canada, Robert Stephenson and his friend took ship for Liverpool, where they arrived at the end of November, and at once proceeded to Newcastle. The factory was by no means in a prosperous state. During the time Robert had been in America it had been carried on at a loss; and Edward Pease, much disheartened, wished to retire, but George Stephenson was unable to buy him out, and the establishment had to be carried on in the hope that the locomotive might yet be established in public estimation as a practical and economical working power. Robert Stephenson immediately inst.i.tuted a rigid inquiry into the working of the concern, unravelled the accounts, which had fallen into confusion during his father's absence at Liverpool; and he soon succeeded in placing the affairs of the factory in a more healthy condition. In all this he had the hearty support of his father, as well as of the other partners.

The works of the Liverpool and Manchester Railway were now approaching completion. But, singular to say, the directors had not yet decided as to the tractive power to be employed in working the line when opened for traffic. The differences of opinion among them were so great as apparently to be irreconcilable. It was necessary, however, that they should come to some decision without further loss of time; and many Board meetings were accordingly held to discuss the subject. The old-fashioned and well-tried system of horse haulage was not without its advocates; but, looking at the large amount of traffic which there was to be conveyed, and at the probable delay in the transit from station to station if this method were adopted, the directors, after a visit made by them to the Northumberland and Durham railways in 1828, came to the conclusion that the employment of horse power was inadmissible.

Fixed engines had many advocates; the locomotive very few: it stood as yet almost in a minority of one-George Stephenson. The prejudice against the employment of the latter power had even increased since the Liverpool and Manchester Bill underwent its first ordeal in the House of Commons.

In proof of this, we may mention that the Newcastle and Carlisle Railway Act was conceded in 1829, on the express condition that it should _not_ be worked by locomotives, but by horses only.

Grave doubts existed as to the practicability of working a large traffic by means of travelling engines. The most celebrated engineers offered no opinion on the subject. They did not believe in the locomotive, and would scarcely take the trouble to examine it. The ridicule with which George Stephenson had been a.s.sailed by the barristers before the Parliamentary Committee had not been altogether distasteful to them.

Perhaps they did not relish the idea of a man who had picked up his experience in Newcastle coal-pits appearing in the capacity of a leading engineer before Parliament, and attempting to establish a new system of internal communication in the country. The directors could not disregard the adverse and conflicting views of the professional men whom they consulted. But Mr. Stephenson had so repeatedly and earnestly urged upon them the propriety of making a trial of the locomotive before coming to any decision against it, that they at length authorised him to proceed with the construction of one of his engines by way of experiment. In their report to the proprietors at their annual meeting on, the 27th March, 1828, they state that they had, after due consideration, authorised the engineer "to prepare a locomotive engine, which, from the nature of its construction and from the experiments already made, he is of opinion will be effective for the purposes of the Company, without proving an annoyance to the public." The locomotive thus ordered was placed upon the line in 1829, and was found of great service in drawing the waggons full of marl from the two great cuttings.

In the mean time the discussion proceeded as to the kind of power to be permanently employed for the working of the railway. The directors were inundated with schemes of all sorts for facilitating locomotion. The projectors of England, France, and America, seemed to be let loose upon them. There were plans for working the waggons along the line by water power. Some proposed hydrogen, and others carbonic acid gas.

Atmospheric pressure had its eager advocates. And various kinds of fixed and locomotive steam-power were suggested. Thomas Gray urged his plan of a greased road with cog rails; and Messrs. Vignolles and Ericsson recommended the adoption of a central friction rail, against which two horizontal rollers under the locomotive, pressing upon the sides of this rail, were to afford the means of ascending the inclined planes. The directors felt themselves quite unable to choose from amidst this mult.i.tude of projects. The engineer expressed himself as decidedly as heretofore in favour of smooth rails and locomotive engines, which, he was confident, would be found the most economical and by far the most convenient moving power that could be employed. The Stockton and Darlington Railway being now at work, another deputation went down personally to inspect the fixed and locomotive engines on that line, as well as at Hetton and Killingworth. They returned to Liverpool with much information; but their testimony as to the relative merits of the two kinds of engines was so contradictory, that the directors were as far from a decision as ever.