DRIVING A LAST SPIKE.

There are now two lines crossing the American continent. The western section of the new route goes through on the thirty-parallel-far enough south from the Rocky Mountains for the current of the train's own motion to be acceptable even in December, and to be a grateful relief in June.

Beginning at San Francisco, the additional line runs south through California to Fort Yuma on the Colorado river; thence along the southern border of the territories of Arizona and New Mexico, and across the centre of Kansas, until it joins the lines connecting the Southern States with New York. The undertaking is a vast one, and has been one of some difficulty; but its completion has been the occasion of very little display. Never was a great project of any kind brought to a successful result with so much of active work and so little of actual talk. A cable message a line in length told the story a month ago to European readers, and none of the American papers appear to have dealt with the matter as anything out of the ordinary run of daily events.

Far otherwise was it with the finishing touch twelve years ago to the other Transcontinental line. The whole world heard of what was then done. All the bells in all the great cities of the United States rang out jubilant peals as the last stroke sent home the last spike on the last rail of the new highway of travel. The news was flashed by telegraph everywhere throughout the Union, and that there might be no delay in its transmission and no hindrance to its simultaneous reception, a certain pre-arranged signal was given and all the wires were for the time being kept free of other business. There were cases in which, to save time in ringing out the glad news, the message was conveyed on special wires right up to the bell towers; and everywhere there was a feeling that a great victory had been won. Preceding the consummation, there had been some wonderful feats in railroad construction. From the Missouri river on the one side and from the Sacramento on the other, the two companies-the Union Pacific and the Central Pacific-advanced against each other in friendly rivalry. The popular idea was that the length of the line of each company would be measured to the point at which it joined rails with the other. This was hardly the case; but an arrangement was come to after the completion of the work which has given this notion the strength of a tradition. The greater part of the Union Pacific route was over comparatively even ground, and it was not until the Salt Lake region was being approached that any serious constructive difficulties presented themselves. It was otherwise with the company advancing eastward. The line had to be carried over the Sierra Nevada, the ascent beginning almost from the starting point, and rising seven thousand feet in a hundred miles. On the other side of the mountain range, the descent was in turn formidable. Over this part of the road it was impossible to proceed rapidly. The work was surrounded with difficulties, and there were competent engineers who had no confidence that it could be carried out. Progress could only be made at the outset at the rate of about twenty miles each year; but in this slow work there was time to profit by experience, so that eventually, when it became a question simply of many hands, the platelayer went forward with the swing of an army on the march. Then it was that the two companies went vigorously into the race of construction. In one day, in 1868, the Union men were able to inform the Central men by telegraph that they had laid as many as six miles since morning. A few days afterwards the response came from the Central men that they had just finished as their day's work a stretch of seven miles. Spurred to fresh activity by this display, the Union men next reported to the other side a complete stretch for a day's work of seven and a half miles! The answer came back in the extraordinary announcement that the workers for the Central Company were prepared to lay ten miles in one day! The Union people were inclined to regard this as mere boasting, and the Vice-President of the company implied as much when he made an offer to bet ten thousand dollars that in one day such a stretch of railroad could not be well and truly laid. It is not on record that the bet was taken up. But the fact remains that it was made, that the Central army of workers heard of it, and that they determined to make good the pledge given in their name. So a day was fixed for the attempt. From the Union side men came to take note of the work and to measure it, and their verdict at the close of the day's toil was that not only had the promised ten miles been constructed, but that the measurement showed two hundred feet over! And this, on the words of an authority, is how it was done:-When the car loaded with rails came to the end of the track, the two outer rails on either side were seized with iron nippers, hauled forward off the car, and laid on the ties by four men who attended exclusively to this work. Over these rails the cars were pushed forward and the process repeated. Then came a gang of men who half-drove the spikes and screwed on the fish-plates on the dropped rails. At a short interval behind these came a gang of Chinamen, who drove home the spikes already inserted and added the rest. A second squad of Chinamen followed, two deep, on each side of the single track, the inner men carrying shovels and the outer men wielding picks, their duty being to ballast the track. Every movement was thus carefully arranged, and there was no loss of time. The average rate of speed at which the work was done was 1 min. 47 secs. to every 240 feet of perfected track. There was, of course, an army of disciplined helpers, whose duty it was to bring up the materials. In this great feat of construction more than four thousand men found employment in various capacities. When they had carried their line four miles further east, the Central and the Union men met each other, the point of connection being known as Promontory. Afterwards the two companies made an arrangement whereby the Union Pacific relinquished fifty-three miles of road to the Central, thus fixing on Ogden as the western terminus of the one line and the eastern terminus of the other. The popular belief is that the fifty-three miles were obtained by the Central Pacific directors as an acknowledgement of the greater engineering difficulties they had to overcome in laying their part of the track, and that they served a handicapping purpose at the end of this wonderful railroad compet.i.tion.

The placing of the final tie on the Pacific lines, as has been hinted, was a ceremonious undertaking. The event took place on Monday, March 10th, 1869. Representatives were present from almost every part of the Union, and the construction parties, not yet wholly dispersed, made up a greater crowd than had been seen at Promontory before or is likely ever to be seen there again-for, with the fixing of the termini at another point, the glory of the place has departed. The connecting tie had been made of California laurel. It was beautifully polished, and bore a series of inscribed silver plates. The tie was carefully placed, and over it the rails were laid by picked men on behalf of each company. The spikes were then inserted-one of gold, silver, and iron, from Arizona; another of silver, from Nevada; and a third of gold, from California.

President Stanford, of the Central Pacific, armed with a hammer of solid silver, drove the last spike, the blow falling precisely at noon, and the news of the completion of the road being flashed abroad as it fell. Then the two locomotives, one from the west and the other from the east, drew up to each other on the single line, coming into gentle collision, that they in their way, in the pleasing conceit of their drivers, might symbolise the fraternisation that went on. It does not spoil the story of the ceremony to state that the laurel tie, with its inscriptions and its magnificent mountings, was only formally laid, and that it became from that day a relic to be officially cherished; and it should be added that the more serviceable tie which replaced it was cut into fragments by men eager to have some memento of the occasion. Other ties for a time shared the same fate, until splinters of what was claimed to be "the last tie laid" became as common as pieces of the Wellington boots the great commander is said to have left behind him at Waterloo.

With the junction of the two lines, it became possible to make safely in one week an overland journey that not many years before required months in its execution, and was attended by many hardships and dangers. It was, however, a route better known even in the days when the legend of the pilgrims over it was "Pike's Peak or bust!" than is the region crossed by the new southern line. This line opens up what is practically an undiscovered and an unsettled country, but the region traversed has been ascertained to be so rich in resources as to fully justify the heavy expenditure involved in the construction of the line. In another year the line will become a powerful agent in the development of the Union, for it will then be connected with the lines that run through Texas into Louisiana, and New Orleans and San Francisco will be brought into direct communication with each other. This, in fact, has been a prominent object in the undertaking. The effect of it will be to cheapen the tariff on goods from the Pacific Coast to Europe, and will, it is believed, have the effect of controlling a large share of the Asiatic trade.

-_Leeds Mercury_, April 23rd, 1881.

MARRIAGE AND RAILWAY DIVIDENDS.

Marriage would not seem to have any close connection with railroad traffic, but we find an officer of an East Indian railroad company explaining a falling off in the pa.s.senger receipts of the year (1874) by the fact that it was a "twelfth year," which is regarded by the Hindoos as so unfavourable to marriage that no one, or scarcely any one, is married. And, as weddings are the great occasions in Hindoo life when there is great pomp and a general gathering together of friends, they cause a great deal of travelling.

SECURITY FOR TRAVELLING.

A civil engineer, of long experience in connection with railways, gives some rea.s.suring statements as to the precautions taken in keeping the lines in order. The majority of accidents occur, not from defects in the line, but from imperfections in the living agents who have charge of the signals and other arrangements of trains in transit. The engineer says:-"To begin at the bottom, we have the ganger of the 'beat,' a man selected from the waymen after several years' service for his apt.i.tude and steadiness, whose duty it is to patrol his length of two or three miles every morning, and to make good fastenings, etc., afterwards superintending his gang in packing, replacing rails, sleepers, and other necessary repairs. Over the ganger is the inspector of permanent way, responsible for the gangers doing their duty, who generally goes over all his district once a day on the engine, and walks one or more gangers'

beats. The inspectors, again, are under the district superintendent or engineer, who makes frequent inspections both by walking and on the engine. The ganger, if in want of men or materials, reports to his inspector, who, if they are required, sends a requisition to the engineer, keeping a small stock at his head-quarters to supply urgent demands. The engineer in his turn keeps the whole in harmony, sanctioning the employment of the necessary men, and ordering the materials, the only check upon the number of men or quant.i.ty of materials being the total half-yearly expenditure. Directors never within my experience grudge an outlay necessary to keep the line in good order; but, should they limit the expenditure from financial motives, it would then clearly be the duty of the engineer to recommend a reduction of speed to a safe point. Occasionally, idle gangers are met with, who are always asking for more men, and as naturally meeting with refusal.

THE NUMBER ONE HUNDRED AND TWENTY.

Lord Lymington, M.P., relates the following amusing tale of his experience with an inquiring and hospitable gentleman in Arkansas:-"He introduced himself to me very kindly on learning that I was a traveller and an Englishman, and offered me the hospitalities of the town. It was very obliging of him, but unfortunately I could not stay, so we had a chat while I was waiting for the train. During this chat his eye fell on a portmanteau of mine which I had caused to be marked, for convenience sake and easy identification, with the cabalistic figures 120. This he scanned for some time with ill-concealed curiosity, and finally, turning to me, said rather abruptly, 'If I am not mistaken, you are a n.o.bleman, are you not?' I admitted that such was my unhappy lot. 'Then,' he said, 'I presume that number there on your valise is what they call in the n.o.bility armorial bearings, is it not-in fact, your crest?' 'Hardly that,' I modestly replied. 'A number is only borne as a crest, I believe, by much more ill.u.s.trious persons-for example, the Beast in the Apocalypse.' 'Oh!' he replied, and then, after meditating a moment or two, asked, 'Have your family been long in England?' 'Yes,' I said, 'they have been there for some time. But why do you ask?' 'Perhaps the number refers,' he replied, 'to the number of generations, just as they recite them in the Old Testament, you know?' 'Yes,' I unhesitatingly and with prompt mendacity replied, 'that is exactly it, and I don't see how you hit it so cleverly.' He smiled all over with delight as the train rushed up, and waved kind farewells to me as long as we were in sight."

ENGINE DRIVING.

But the regulator once in his hand, the engine-driver has only begun his experience. He goes through an apprenticeship with different varieties of engines. He must pick up what knowledge he can himself, and he must always be on the alert to benefit from the experience of others. The locomotive in its varying "moods" must be his constant study, and he must work it so that he shall not infringe more than an average share of a multiplicity of rules and regulations. The best position in the service, apart from that of superintendence, is in the driving of an express engine, and the greatest honour that can be conferred on an engine-driver is to select him to take charge of the locomotive on a Royal train. Only the best men are picked out to drive the Queen, and the best engine on the road is detailed for the Royal service; and although on those occasions railway officials, who are the superiors of the driver, get on the foot-boards, the latter is for the time being master of the situation. Should the locomotive superintendent dictate to him, it would be to confess that the driver was unworthy of his high trust, and so the superintendent is content to look on; but it is the contentment born of the conviction that he has chosen for the task a driver whose experience is great, and whose watchfulness and care and knowledge of enginery have given him a claim to the chief service his company has for him. Not that there is any more risk in running the Queen's train than in running an ordinary pa.s.senger express. In fact, the risk is reduced to a minimum.

A pilot engine has gone before to keep the way clear. The pilot engine is fifteen minutes in advance of the Royal carriages at every station, and the s.p.a.ce travelled over in that fifteen minutes is kept free and un.o.bstructed. The speed of the train is carefully regulated, and amongst other provisions for security the siding points are for the moment spiked. Every crossing gate is guarded from the time of the pa.s.sage of the advance engine until the train follows in its wake. Everything is done to make the Royal journey over a railroad a safe one. Such arrangements, however, if they add to the responsibility, heighten also the pride a man feels in being the Queen's driver.

So far as the companies are concerned, it may be said that there is a fair field and no favour all the way from the fire-box in the cleaning-shed up to the footboard on the locomotive that takes Her Majesty from Windsor to Ballater. Promotion comes practically as a result of compet.i.tive examination. The mistake of a weak appointment is soon rectified, and the precautions taken to test a man's capacity in one grade before raising him to another are an absolute barrier to incompetence. But there are circ.u.mstances under which a man's chances are weakened. His responsibilities make him liable for the faults of others, and mistakes of this kind go to his discredit. Then if he is not companionable, or is over-confident, tricks may be played which will prevent his going forward as rapidly as he otherwise would. Mr. Reynolds tells the story of a driver who had come to a dead stop on a journey because he was short of steam. The cause was a mystery. There appeared to be nothing wrong with the engine or the fire, and apparently the boiler was also in trim. It was eventually found that some one had put soft soap in the tender, and the water there being hot, the soap was gradually dissolved and introduced into the boiler, with the result that the grease covered the tubes, and together with the suds prevented the transmission of heat to the water. An enemy had done this, but under the rules the driver was responsible for his engine, and he was suspended; only, however, to be reinstated when once the mischief was traced to the perpetrator. Even an act which to the ordinary spectator is a marvellous example of presence of mind may, interpreted by the company's rules, be an offence on the part of the engine-driver. An engine attached to a train broke from the tender in the course of its journey, and became separated. Noticing the mishap, the driver slackened speed, allowed the tender and carriages to come up, and while the train was still in motion he and the fireman adroitly secured the runaway, and no harm was done.

The men interested did not think it advisable to report the occurrence.

But the clever management of the engine had been noticed by a peasant in a field, and Hodge, in his wonderment, began to talk about the affair all round the country-side. Then the story found its way to a station master, and thence to headquarters, and an inquiry brought the matter to light, and ended in the two men being advised not to do the same thing again. It was held that under the circ.u.mstances the train should have been stopped.

ENGINE DRIVERS' PRESENCE OF MIND.

An able writer upon railway topics remarks:-"I have alluded to a driver's coolness and resolution in an accident, but no chronicle ever has or ever will be written which will tell one t.i.the of the accidents which the courage and presence of mind of these men have averted. A railway ran over a river-indeed, it might be called an arm of the sea: as it was the inlet to an important harbour, provision was obliged to be made for the shipping, and so the piece of line which crossed the water, at a height of seventy feet, was, in fact, a bridge which swung round when large vessels had to pa.s.s. I need hardly say that such a point was carefully guarded. At each end, at a fitting distance, a man was placed specially to indicate whether the bridge was open or shut. One day, as the express was tearing along on its up journey, the driver received the usual 'all right' signal; but to his horror, on coming in full sight of the bridge, he found it was wide open, and a gulf of fatal depth yawning before him.

He sounded his brake-whistle, that deep-toned scream which signals the guard, and he and his fireman held on, as before described, to the brake and regulator. The speed of the train was, of course, checked; but so short was the interval, so great had been the impetus, that it seemed almost impossible to prevent the whole train from going over into the chasm. Had the rails been in the least degree slippery, any of the brakes out of order, or the driver less determined, there would then have occurred the most fearful railway accident ever known in England; but by dint of quick decision and cool courage the danger was averted; the train was brought to a standstill when the buffers of the engine absolutely and literally overhung the chasm. Three yards more, and a different result might have had to be chronicled.

"Some of my readers may remember an incident in railway history which dates back to our first great Exhibition. I mention it here for its singularity, and for my having known the driver whose coolness was so marked. In ascending a very long gradient, the hindmost carriages of the train snapped their couplings when at the top; the engine rattled on with the remainder, while these ran down the slope, which was several miles in length, with a velocity which, of course, increased every moment. To make matters worse, the next train on the same line was comparatively close behind, and, in fact, shortly came in sight. The driver of this second train, a watchful and experienced hand, saw the carriages rushing towards him, and divined that they were on the same line. If he continued steaming on, of course, in a couple of minutes he would come into direct collision with them, while, on the other hand, if he ran back, the carriages would probably gather such way that they would leap from the bank. So, with great presence of mind and wonderful judgment of speed, he ran back at a pace not quite as fast as the carriages were approaching, so that eventually they overtook him, and struck his moving engine with a blow that was scarcely more perceptible than the jar usually communicated by coupling on a fresh carriage. When this was done, all the rest was easy; he resumed his down journey, and pushed the frightened pa.s.sengers safely before him until they reached their destination, where the officials, as may readily be supposed, were in a state of frantic despair at the loss of half the train."

A SMUGGLING LOCOMOTIVE.

A singular adaptation of the locomotive has just been made in Russia.

Information having been given to the authorities at Alexandrovo, on the Polish frontier, that the locomotive of the express leaving that station for Warsaw had been ingeniously converted into a receptacle for smuggled goods, it was carefully examined during its sojourn at the station.

Though nothing was found wrong, it was deemed advisable that a custom-house official should accompany the train to its destination, when the engine furnace and boiler were emptied and deliberately taken to pieces. In the interior was discovered a secret compartment containing one hundred and twenty-three pounds of foreign cigars and several parcels of valuable silk. Several arrests were made, including that of the driver; but his astonishment at finding the engine to which he had been so long accustomed converted into a hardened offender against the laws was so genuine that he was released and allowed to return to his duties.

THE CUSTOM OF THE COUNTRY.

An English lady accustomed to travelling abroad, and able to converse fluently in the languages of the countries she visited, recently found herself alone in a railway carriage in Germany, when two foreigners entered with pipes in their mouths, smoking strong tobacco furiously.

She quietly told them in their own language that it was not a smoking carriage, but they persisted in continuing to smoke, remarking that it was "the custom of the country," upon which the lady took from her pocket a pair of gloves and commenced cleaning them with benzoline. Her fellow-pa.s.sengers expressed their disgust at the nauseous effluvium, when she remarked that it was the custom of her country. She was soon left in the sole possession of the carriage.

-_Truth_.

AN INSULTED WOMAN.

Mark Twain in his interesting work "A Tramp Abroad," thus refers to a railroad incident:-"We left Turin at 10 the next morning by a railway, which was profusely decorated with tunnels. We forgot to take a lantern along, consequently we missed all the scenery. Our compartment was full.

A ponderous, tow-headed, Swiss woman, who put on many fine-lady airs, but was evidently more used to washing linen than wearing it, sat in a corner seat and put her legs across into the opposite one, propping them intermediately with her up-ended valise. In the seat thus pirated sat two Americans, greatly incommoded by that woman's majestic coffin-clad feet. One of them begged her, politely, to remove them. She opened her wide eyes and gave him a stare, but answered nothing. By-and-by he preferred his request again, with great respectfulness. She said, in good English, and in a deeply offended tone, that she had paid her pa.s.sage and was not going to be bullied out of her 'rights' by ill-bred foreigners, even if she _was_ alone and unprotected.

"'But I have rights also, madam. My ticket ent.i.tles me to a seat, but you are occupying half of it.'