The year '57 was a memorable period in my life in many ways. The great panic of the time swept away my ambitious projects as if they had been so many dreams and visions. My contracts in Italy were destroyed by the peace of Villa Franca, and my Australian plans were defeated by the panic. I was therefore ready to take up anything that looked promising; but, as I had nothing immediately on hand, I took advantage of the enforced leisure to see more of England and the continent of Europe.

I was in Liverpool at the time the Niagara arrived there for the purpose of laying the Atlantic cable, and suggested giving a banquet to Captain Hudson and Commander Pennock, who was my cousin, and to the other officers, at Lynn's Waterloo Hotel. This old landmark, the resort of American ship-captains for many years, was torn down long ago. At this time a letter came to Captain Hudson from the Grand Duke Constantine, of Russia, who had arrived at Dover in his yacht, the Livadia, thanking him for granting permission for three Russian officers to witness the laying of the cable.

In this little incident I saw an opportunity for visiting Russia in a semi-official capacity, enabling me to see that country to much better advantage. I said to Captain Hudson that I should like to carry his answer to the Grand Duke. He replied that no answer was required, and that, besides, the Grand Duke had returned to St. Petersburg. I a.s.sured him that strict courtesy demanded an acknowledgment of the letter, and that it would make no difference to me about the Grand Duke being in St.

Petersburg, as I expected to visit that city. So I persuaded him to let me take an answer to the Russian Prince. I suggested the phrasing of the letter. The Grand Duke was informed that I was visiting Russia for the purpose of seeing the Nijnii Novgorod fair, and that the United States was always glad to do anything that helped to repay Russia for her long friendship.

I immediately started for London, where I called on the American Minister, George M. Dallas. Mr. Dallas was very courteous, but he evidently wanted to have the opportunity of handing the letter to the Grand Duke himself. He offered to see that the communication was expeditiously and properly transmitted. "But," I said, "I desire to take it in person." I next called on John Delane, who was long the editor of the London Times, and he asked me to write him some letters from Russia.

Then I left London for The Hague.

I met at The Hague Admiral Ariens, to whom I had been introduced by Captain Fabius of the Dutch man-of-war, some years before, at Singapore.

From Holland I went through Germany, visiting Stettin, where I saw the beginnings of those great ship-yards that are now sending out the greatest and fastest vessels on the seas. I took a steamer from Stettin for St. Petersburg.

At the Russian capital I called at once on our minister, Governor Seymour, of Connecticut. Mr. Seymour made the same suggestion that Mr.

Dallas had made. He wished to transmit the letter to the Grand Duke. But I was not to be deprived of the final triumph of my schemes. I told the Minister that I had come all the way from Liverpool, and that it was my purpose to hand the letter to the Grand Duke, if I had to travel all over the Russian empire to do it. I was informed that it was not the season for seeing this high official, as he had left the city and was at his country residence, at Strelna.

My answer to this was, in true Yankee fashion, "Where is Strelna?" I was told that it was just below Peterhof. Then I was advised not to try to see the Grand Duke on that day, as it was Sat.u.r.day. I resolved to go at once to Strelna, without regard to official days, as I had long since discovered that the only way to do a thing of this sort was to do it straightway. I got a fast team, and was taken out to the Grand Duke's palace.

I found the residence situated in the midst of an immense forest park, and sentinels guarded every avenue of approach. These stopped me at every turn, but at every challenge I showed the letter to the Grand Duke and told my errand. I was pa.s.sed on and on, until I was inside the palace itself. Here I was met by a gentleman in the long frock coat the Russians affect, with his breast covered with military orders. He offered, as soon as I told him my errand, to take the letter to the Grand Duke; but I merely said that it was my purpose to hand it to him in person. I now began to fear that it would require some little time to get into the presence of this high dignitary. I expected to be put off for several days, and then to end up against a secretary or an aide-de-camp, who would finally have me meet some one very near the Grand Duke, but not the Grand Duke himself.

I was at last shown by this military-looking gentleman into a reception room of the most s.p.a.cious proportions. I sat down and prepared to wait for a secretary or aide-de-camp, when, suddenly, the door flew open, and, with a rapid step, a handsome, delicate-looking gentleman advanced toward me. I rose, and again went through the tiresome explanation that I had a letter for the Grand Duke, which I should like to hand to him in person, and so on, and so on. I expected to receive the reply that this gentleman would be greatly pleased to relieve me of the trouble, and was prepared to answer rather severely that I wished to hand the letter to his Grace myself. He said, with a gracious smile, which played like a dim light over his pale features, that he would see that the Grand Duke received the letter. "But," I said, "I must hand it to him myself." "Is it necessary?" he asked, with his faint smile. "It is," I replied as firmly as I could.

He stepped back a little, and said, with a bow, "I am the Grand Duke." I almost sank into the chair with surprise. As soon as I recovered my composure, I handed him the letter, which I now felt to be a very small affair for so much ceremony and trouble.

While I was waiting for the Grand Duke to read the letter, two great dogs came into the room, from different directions, and immediately began fighting. The Grand Duke said something in Russian, which showed that he at least knew how to speak commandingly. The great beasts, with drooping tails, slunk from his presence like whipped children.

The Grand Duke Constantine was a younger brother of the Czar, and was a man of many accomplishments. He spoke with ease and grace seven languages, and his English was quite as grammatical and exact as my own. The Grand Duke, as soon as he had read the letter, called in his aide-de-camp, Colonel Greig, and said that the colonel would see to it that all my needs were attended to immediately, and expressed the wish that he might see me on my return from Nijnii. "I should like to know what you, as an American, think of Russia."

Colonel Greig took me to the residence of his mother, the widow of Admiral Greig of the Russian navy, who lived just opposite Kronstadt. We were driven over in a troika, or droshky, with one horse trotting in the middle and one on each side, in full gallop. It was the most delightfully exhilarating drive I had ever taken, and I still think that the troika is the most attractive of all vehicles. At the Greigs' I was treated with the utmost consideration, and was a guest at a banquet the first night I was there. When I came to prepare for this function, I remembered that I had no change of clothes with me, as I had come out from St. Petersburg in a great hurry.

In this dilemma, I turned to Colonel Greig and explained that it was not possible for me to attend the banquet as I had no dress clothes with me.

He looked me over, and replied: "I think we are about the same size.

Suppose you try one of my suits?" I accepted the offer at once, and found that his suit fitted me as well as my own. The banquet was a great affair, with a vast concourse of "skis," "offs," "neffs," and so on--little tag-ends of words by which one may tell a Russian name, even if it were possible not to tell it from its general appearance and sound without them.

After a few days at the Greigs', I left for Moscow, where I was received by Prince Dombriski, brother-in-law of the Emperor. The old city of Moscow impressed me more than any other city of Europe. It seemed to belong to quite another world and to a different civilization. There is something primitive and prehistoric about it--elemental in its somberness and in its grandeur. I was astonished to find in the Kremlin a portrait of Napoleon at the battle of Borodino.

In going from the capital to Moscow over the straight line of railway, I heard much of the way that the Czar Nicholas had built the road. It is said that he summoned to him his chief contractor and engineer, Carmichael, and asked him to make specifications for the line as arranged for between the two cities. The Czar confidently expected that he was being deceived about all matters of this kind, and was prepared for fraud in this enterprise. Carmichael drew up elaborate specifications, which Nicholas saw at once were entirely too elaborate, and gave abundant room for "pickings." He turned to Carmichael and asked if the specifications were all right. Carmichael a.s.sured him they were.

"All right, then," said Nicholas, "I shall turn them over, just as they are, to Major Whistler." The Major was the uncle of the famous artist of to-day. Whistler built the road on Carmichael's specifications, and made a fortune, which has been the foundation of a half dozen family estates--the Winans, Harrison, Whistler estates, et al.

I observed a peculiar effect of the direct method of the Czar in building a straight road to Moscow. All the big cities and even the prosperous and important towns had, without exception, been left at varying distances from the line of railway. At the little stations on the route the Russians would get off and get hot water in samovars and make tea, each of them carrying a supply of tea in bricks, with square loaf sugar in their pockets.

Nijnii Novgorod I found a wonderful city. There, on the "Mother" Volga, as the Russians call it, I saw the origin of all the world's fairs and expositions, in this great fair, at which the nations of a world unknown to Europe and America a.s.semble for traffic and barter. More than 100,000,000 rubles, or, roughly, $50,000,000, change hands in six weeks.

There the traveler, who is too indolent or too poor to see the remote tribes of the earth, may have all these strange and outlandish races come to him, on the banks of the Volga. It was a marvelous experience to me, and I considered it as well worth a trip around the world to see Nijnii Novgorod alone.

Some time afterward, when I was in England, I received a letter from Baron Bruno, the Russian Amba.s.sador, enclosing a letter from Colonel Greig, the aide-de-camp of the Grand Duke Constantine. He said that the Grand Duke had read my book, Young America Abroad, with interest. The Grand Duke, he said, was greatly pleased with my descriptions of Russia, with my exposure of the Crimean fiasco, and with my predictions as to the future development and greatness of the country. He added that the Russian Government would like to have me visit the region of the Amur, Petropauloffski and Vladivostok, and to make a report of the prospects of far-eastern Siberia.

The Government proposed to make all the arrangements for me, so that I could travel in luxury and leisure; but I could not then undertake so extended an enterprise, besides I have ever preferred to follow my own ideas rather than those of others. I desired to pursue original lines of investigation, to go over new routes of travel and of trade, to explore corners of the world that had not been worn into paths by the myriad feet of travelers. I have always felt hampered in trying to carry out the suggestions of others. I have found that there is but one course for me, if I am to succeed, and that is to follow my own counsel. I must be myself, untrammeled, unfettered, or I fail. If I had gone to Eastern Siberia for the Russian Government, I might have succeeded in the way the Government expected; but the chances, I consider, would have been against me. If I had gone there at my own motion, I might have created a sensation by exploiting that vast and magnificent region, which must soon play a tremendously important part in the history of the world.

CHAPTER XXI

BUILDING THE FIRST STREET-RAILWAYS IN ENGLAND

1858

In '58, when I visited Philadelphia on business of Queen Maria Cristina, of Spain, I observed the network of street-railways in that city, which then, perhaps, had the most perfect system of surface transportation in the world. I was struck with the idea of the great convenience these railways must be to business men and to all workers, and wondered why London, with so many more persons, had never had recourse to the street-railway. At that time there was not an inch of "tramway," or street-railway, in Great Britain, or anywhere outside of New York and Philadelphia. I stored the idea up in my mind, intending to utilize it some day, when I returned to England.

Before undertaking the work of constructing street-railways in England, I was called upon to do a little financiering for my father-in-law, Colonel George T. M. Davis. Colonel Davis came to me in London and wished me to a.s.sist in organizing the Adirondack Railway in upper New York. He had been introduced to Hamilton and Waddell, who had a grant from the New York legislature of 600,000 acres in the Adirondacks; but nothing could be done at that time. Later, in '64, I organized the Adirondack road, and met General Rosecrans and Cheney, of Little Falls, at the Astor House, for the purpose of building the railway. I subscribed $20,000 for myself and $20,000 for my wife, and got a large sum from my friends. A large party of us went in carriages from the United States Hotel, Saratoga, through the country along the proposed route to Lucerne. George Augustus Sala, who was visiting this country at the time, was with us, also Dr. T. C. Durant, president of the Credit Mobilier, and J. S. T. Stranahan, of Brooklyn. This was the beginning of the Adirondack road, of which Colonel Davis was the president when he died in '88. My plan was to build the road through the entire forest to Ogdensburg, but it was never carried out. This was four decades before the millionaire colonists began flocking in there, the Huntingtons, Astors, Webbs, Rockefellers, Woodruffs, Durants, et al.

My first efforts in introducing street-railways in England were made in Liverpool. I chose this city because I had been long a.s.sociated with it and because, as it was the leading seaport of the world, I had a false idea that it was progressive. But I was soon set right as to this estimate of Liverpool. I recalled, in the hour of discouragement, the great difficulty I had had years before, in '50, in getting the munic.i.p.al government to permit us to have lights and fire on the docks at night, in order to facilitate the handling of the very traffic that was the basis of the city's prosperity. Now, when I proposed the laying of a street-railway, I found the leading men of the city just as narrow and just as hopelessly behind the times as they had been in the matter of improving shipping facilities. They would not consider the proposition at all.

But this did not stop my efforts nor dampen my ardor. I felt that the plan would succeed somewhere in England, and I began to look about to see where the best chances of success might be found. All through the year '58 and into '59 I was at work upon my original plan. I had made every possible arrangement for the immediate construction of a railway, if I could only get some munic.i.p.ality to grant the necessary permission.

Finally, it occurred to me that the man I wanted was John Laird, the progressive and energetic ship-builder, the man who afterward built the Alabama and other Confederate craft, and who was at the time chairman of the Commissioners of Birkenhead, just across the Mersey opposite Liverpool. Surely, thought I, here is a man with enterprise enough to appreciate this thing, which means so much for the working people and all business men. So I went to Mr. Laird, and after a long conference with him, I made a formal request to the Commissioners for permission to construct a surface railway, or "tramway," as it is called in England.

My proposition was to lay a track four miles long, running out to the Birkenhead Park. I offered to lay the road at my own expense, to pave a certain proportion of the streets through which the line pa.s.sed, and to charge fares lower than those then charged by the omnibuses. If the line did not then satisfy the city authorities, I was to remove it at my own expense and to place all the streets affected in as good order as when the road was begun.

I found Mr. Laird as liberal-minded as I had expected, and with his influence, the Board of Commissioners consented to let me make the experiment. I went to work at once, and the road was pushed through with great despatch. I felt that it ought to get into operation before the 'buses and other transportation companies stirred up too much opposition. As soon as the working people found how comfortable and cheap the new mode of conveyance was, I felt sure they would stand up for it so strongly as to defeat the efforts of the omnibus men to tear up the line.

The "tramway" proved a success from the start, and became as popular as I had expected. It was crowded with pa.s.sengers at all hours of the day.

The road is there to-day; and I learned a curious thing in connection with the line only recently. Twelve years ago the cashier of the restaurant in the Mills Hotel No. 1, Mr. Bryan, was the manager of the street-railway I had built in Birkenhead forty-two years ago.

Another incident of this period I should record here. I invited to Birkenhead most of the leading journalists and writers of London, having in view, of course, an intended invasion of the great metropolis. While these men were together I suggested the organization of a literary club, and this suggestion was the germ from which grew the Savage Club of London. My speech at the opening of the first street-railway in the Old World will appear in my forthcoming book of speeches.

As soon as I had completed my work in Birkenhead, I went to London, and opened a campaign for "tramways" in that metropolis of 4,000,000 people.

It was a complex business from the first, and I had to make a study of the government and the conditions, and, above all, of the prejudices of citizens. The first step was to apply to every parish, for the parish there is our ward, and something more, for it has a far greater measure of home rule. Each parish had to grant permission for any tramway that was to invade its ancient and sacred precincts.

The greatest difficulty was the one I had most dreaded from the start--the opposition of the 'bus men. There are, or were at that time, 6,000 omnibuses in the streets of London, and in every one of the drivers, and in every one who was interested in the profits of the business, my tramway project had an unrelenting foe. I found that the influence of these men was tremendous, because they reached the ma.s.ses of the people in a way that I could never hope to do. Their efforts were unremitting. They worked upon the different parish governments, upon the people at large, upon the munic.i.p.al government, and upon Parliament itself. I believe they had sufficient influence to have carried the war even into the cabinet and to the throne.

However, as I shall soon relate, the opposition of the 'buses did not prove to be as terrible in the end as I had feared. The heaviest blows came from a higher source. The "people," in England, as elsewhere, seem very powerful at first, in the beginnings of all enterprises. To oppose them would seem to be inviting destruction. But in the end it is found that the real power is lodged elsewhere, and whenever this real power wants a thing done, the "people" do not exist. The fiction that they do exist disappears at once in the clear atmosphere of "exigency."

The first of these real powers that I had to attack was the Metropolitan Board of Aldermen. I appeared before the board with a carefully prepared model of the tramways I proposed. It was a sort of public hearing, and I was very closely questioned about the plans of operating the road, the effect its presence in the narrow streets would have in interfering with traffic, the danger of accidents, and so on. There was present a n.o.ble lord who, I saw, was fighting desperately against the project. He eyed me closely and made sharp interrogations. When he wished to be particularly effective, as is the manner of Englishmen of his cla.s.s, he would drop his monocle, then readjust it carefully, with many writhings and twistings of his eyebrows, and, when the single gla.s.s was properly adjusted, half close the other eye and concentrate the full blaze of the monocle upon his victim. If the victim survives this, so much the worse for him, for he will then be subjected to a long drawl and to "hems" and "haws" that would shatter the composure of a Philadelphia lawyer.

We soon took up the problem of laying the tramway up Ludgate Hill, where the street is exceedingly narrow. His lordship fixed me with his glittering monocle. I saw from which direction the firing would come.

After readjusting his monocle, so as to get the range better, he said:

"May I--ah--ask a question, Mr.--ah--Train?" When an Englishman wants to be sarcastic, and ironical, and cutting, he finds the means readiest to his mind in a pretended forgetting of your name.

"That is what I am here for, my lord," I replied, as graciously as possible.

"You know, of course, how very narrow is Ludgate Hill. Suppose that when I go down to the Mansion House in my carriage, one of my horses should slip on your d--d rail, and break his leg--would you pay for the horse?"

This produced a sensation, for the English love a lord even more than we plain Americans do. As soon as the stir had ceased, I replied, in a voice that carried to the ends of the hall:

"My lord, if you could convince me that your d--d old horse would not have fallen if the rail had not been there, I certainly should pay for it." This retort caught the audience so happily that the tide swept around my way, to the discomfiture of the n.o.ble lord. The hearing resulted in my obtaining permission to lay a tramway from the Marble Arch at Oxford Street and from Hyde Park to Bayswater, a distance of one or two miles.

I soon built other lines, also: one from Victoria Station to Westminster Abbey and the Houses of Parliament, and another from Westminster Bridge to Kennington Gate on the way to Clapham. These were constructed on my patent of a half-inch f.l.a.n.g.e.