The Railway Builders Part 1

The Railway Builders.

by Oscar D. Skelton.

CHAPTER I

THE COMING OF THE RAILWAY

The Coming of the Railway--The Iron Road--The New Power--Engine and Rail--The Work of the Railway

On the morning of October 6, 1829, there began at Rainhill, in England, a contest without parallel in either sport or industry. There were four entries:

Braithwaite and Ericsson's _Novelty_.

Timothy Hackworth's _Sans-pareil_.

Stephenson and Booth's _Rocket_.

Burstall's _Perseverance_.

These were neither race-horses nor stagecoaches, but rival types of the newly invented steam locomotive. To win the 500 prize offered, the successful engine, if weighing six tons, must be able to draw a load of twenty tons at ten miles an hour, and to cover at least seventy miles a day. Little wonder that an eminent Liverpool merchant declared that only a parcel of charlatans could have devised such a test, and wagered that if a locomotive ever went ten miles an hour, he {2} would eat a stewed engine-wheel for breakfast!

The contest had come about as the only solution of a deadlock between the stubborn directors of the Liverpool and Manchester Railway, or tramway, then under construction, and their still more stubborn engineer, one George Stephenson. The railway was nearly completed, and the essential question of the motive power to be used had not yet been decided. The most conservative authorities thought it best to stick to the horse; others favoured the use of stationary steam-engines, placed every mile or two along the route, and hauling the cars from one station to the next by long ropes; Stephenson, with a few backers, urged a trial of the locomotive. True, on the Stockton and Darlington Railway, the first successful public line ever built, opened four years before, a Travelling Engine, built by the same dogged engineer, had hauled a train of some forty light carriages nearly nine miles in sixty-five minutes, and had even beaten a stage-coach, running on the highway alongside, by a hundred yards in the twelve miles from Darlington to Stockton. But even here the locomotive was only used to haul freight; pa.s.sengers were still carried in old {3} stage-coaches, which were mounted on special wheels to fit the rails, and were drawn by horses. The best practical engineers in England, when called into consultation, inspected the Stockton road, and then advised the perplexed directors to instal twenty-one stationary engines along the thirty-one miles of track, rather than to experiment with the new Travelling Engine.

'What can be more palpably absurd and ridiculous,' the _Quarterly Review_ had declared in 1825, 'than the prospect held out of locomotives travelling twice as fast as stage-coaches! We should as soon expect the people of Woolwich to suffer themselves to be fired off upon one of Congreve's ricochet rockets as trust themselves to the mercy of such a machine, going at such a rate.' And the _Quarterly_ was not alone in its scepticism. The directors of the new railway had found great difficulty in obtaining a charter from parliament--a difficulty registered in a bill for parliamentary costs reaching 27,000, or over $4000 a mile. Ca.n.a.l proprietors and toll-road companies had declaimed against the attack on vested rights. Country squires had spluttered over the damage to fox covers. Horses could not plough in neighbouring fields. {4} Widows' strawberry-beds would be ruined. What would become of coachmen and coach-builders and horse-dealers? 'Or suppose a cow were to stray upon the line; would not that be a very awkward circ.u.mstance?' queried a committee member, only to give Stephenson an opening for the cla.s.sic reply in his slow Northumbrian speech: 'Ay, verra awkward for the coo.' And not only would the locomotive as it shot along do such varied damage; in truth, it would not go at all; the wheels, declared eminent experts, would not grip on the smooth rails, or else the engines would prove top-heavy.

To decide the matter, the directors had offered the prize which brought together the _Novelty_, the _Sans-pareil_, the _Rocket_, and the _Perseverance_, engines which would look almost as strange to a modern crowd as they did to the thousands of spectators drawn up along the track on that momentous morning. The contest was soon decided. The _Novelty_, an ingenious engine but not substantially built, broke down twice. The _Sans-pareil_ proved wasteful of coal and also met with an accident. The _Perseverance_, for all its efforts, could do no better than five or six miles an hour. The _Rocket_ alone met all requirements. In a {5} seventy-mile run it averaged fifteen miles an hour and reached a maximum of twenty-nine. Years afterwards, when sc.r.a.pped to a colliery, the veteran engine was still able, in an emergency, to make four miles in four and a half minutes. 'Truly,'

declared Cropper, one of the directors who had stood out for the stationary engine and the miles of rope, 'now has George Stephenson at last delivered himself.'

Stephenson had the good fortune, he had earned it indeed, to put the top brick on the wall, and he alone lives in popular memory. But the railway, like most other great inventions, came about by the toil of hundreds of known and unknown workers, each adding his little or great advance, until at last some genius or some plodder, standing on their failures, could reach success. Both the characteristic features of the modern railway, the iron road and the steam motive power, developed gradually as necessity urged and groping experiment permitted.

The iron road came first. When men began to mine coal in the north of England, the need grew clear of better highways to bear the heavy cart-loads to market or riverside. About 1630 one Master Beaumont laid down broad {6} wooden rails near Newcastle, on which a single horse could haul fifty or sixty bushels of coal. The new device spread rapidly through the whole Tyneside coal-field. A century later it became the custom to nail thin strips of wrought iron to the wooden rails, and about 1767 cast-iron rails were first used. Carr, a Sheffield colliery manager, invented a f.l.a.n.g.ed rail, while Jessop, another colliery engineer, took the other line by using flat rails but f.l.a.n.g.ed cart-wheels. The outburst of ca.n.a.l building in the last quarter of the eighteenth century overshadowed for a time the growth of the iron road, but it soon became clear that the 'tramway' was necessary to supplement, if not to complete, the ca.n.a.l. In 1801 the first public line, the Surrey Iron Railway, was chartered, but it was not until 1825 that the success of the Stockton and Darlington Railway proved that the iron way could be made as useful to the general s.h.i.+pping public as to the colliery owner. At the outset this road was regarded as only a special sort of toll-road upon which any carrier might transport goods or pa.s.sengers in his own vehicles, but experience speedily made it necessary for the company to undertake the complete service.

It took longer to find the new motive power, {7} but this, too, first came into practical use in the land where peace and liberty gave industry the fostering care which the war-rent Continent could never guarantee. Nowadays it seems a simple thing to turn heat energy into mechanical energy, to utilize the familiar expansive power of water heated to vapour. Yet centuries of experiment, slowly acquired mechanical dexterity, and an industrial atmosphere were needed for the development of the steam-engine, and later of the locomotive.

Inventiveness was not lacking in the earlier days. In the second century before Christ, Hero of Alexandria had devised steam fountains and steam turbines, but they remained scientific toys, unless for the miracle-working purposes to which legend says that eastern priests adapted them. So in the seventeenth century, when the Norman, Solomon de Caus, claimed that with the vapour of boiling water he could move carriages and navigate s.h.i.+ps, Cardinal Richelieu had him put in prison as a madman. About 1628 an Italian, Giovanni Branca, invented an engine which had the essential features of the modern turbine, but his crude apparatus lacked efficiency.

Once more the coal-mines of England set invention working on a definite, continuous {8} object. As the shafts were sunk to lower and lower levels, it became impossible to pump the water out of the mines by horse power, and the aid of steam was sought. Just at the close of the seventeenth century Savery devised the first commercial steam-engine, or rather steam fountain, which applied cold water to the outside of the cylinder to condense the steam inside and produce a vacuum; while Papin, one of the Huguenot refugees to whom industrial England owed so much, planned the first cylinder and piston engine.

Then in 1705 Newcomen and Cawley, working with Savery, took up Papin's idea, separated boiler from cylinder, and thus produced a vacuum into which atmospheric pressure forced the piston and worked the pump. Next Humphrey Potter, a youngster hired to open and shut the valves of a Newcomen engine, made it self-acting by tying cords to the engine-beam, had his hour for play or idling, and proved that if necessity is the mother of invention, laziness is sometimes its father. Half a century pa.s.sed without material advance; even as perfected in detail by Smeaton, the Newcomen engine required thirty-five pounds of coal to produce one horse-power per hour, as against one pound {9} to-day.

Then James Watt, instrument-maker in Glasgow, seeing that much of the waste of steam was due to the alternate chilling and heating of the cylinder, added a separate condenser in which to do the chilling, and kept the temperature of the cylinder uniform by applying a steam-jacket. Later, by applying steam and a vacuum to each side of the piston alternately, and by other improvements, Watt, with his partner Boulton, brought the reciprocating steam-engine to a high stage of efficiency.

It took fifty years longer to combine the steam-engine and the rail.

French and American inventors devised steam carriages, which came to nothing. England again led the way. At Redruth in Cornwall Boulton and Watt had a branch for the erection of stationary engines in Cornish tin-mines, in charge of William Murdock, later known as inventor of the system of lighting by gas. Murdock devised a steam carriage to run upon the ordinary highway, but was discouraged by his employers from perfecting the machine. Another mechanic at Redruth, Richard Trevithick, captain in a tin-mine, took up the torch, built a 'Dragon'

for use on the common highway, but was baffled by the {10} hopeless badness of the roads, and turned to making a locomotive for use on the iron ways of the Welsh collieries. Two years later, in 1803, he had constructed an ingenious engine, which could haul a ten-ton load five miles an hour, but the engine jolted the road to pieces, and the versatile inventor was diverted to other schemes. Blenkinsop of Leeds in 1812 had an engine built with a toothed wheel working in a racked rail, which did years of good service; and next year at Wylam on the Tyne a colliery owner, Blackett, had the _Puffing Billy_ built, and proved that smooth wheels would grip smooth rails. Still another year, and an engine-wright in a Tyneside colliery, George Stephenson, himself born at Wylam, devised the _Blucher_, doubling effectiveness by turning the exhaust steam into the chimney to create a strong draught. Using this steam blast, and adopting the mult.i.tubular boiler from a French inventor, Seguin, Stephenson finally scored a triumph, due not so much to unparalleled genius as to dogged perseverance in working out his own ideas and in adapting the ideas of other men.

Thus by slow steps the steam railway had come. It was a necessity of the age. Crude means of transport might serve the need of {11} earlier days when each district was self-contained and self-sufficing. But now the small workshop and the craftsman's tool were giving way to the huge factory and the power-driven machine. The division of labour was growing more complex. Each district was becoming more dependent on others for markets in which to buy and to sell. Traffic was multiplying. The industrial revolution brought the railway, and the railway quickened the pace of the industrial revolution.

To some critics, as to Ruskin, railways have appeared 'the loathesomest form of deviltry now extant, animated and deliberate earthquakes, destructive of all nice social habits or possible natural beauty.'

Animated and deliberate earthquakes they were indeed to prove, transforming social and industrial and political structures the world over. With the telegraph and the telephone, they greatly widened the scope and quickened the pace of business operations, making it possible, and therefore necessary, for the captain of industry or finance of the twentieth century to have under control ten times the press of affairs which occupied his eighteenth-century forerunner. The railway levelled prices and levelled manners. It enabled floods of settlers {12} to sweep into all the waste places of the earth, clamped far-flung nations into unity, and bound country to country.

Nowhere was the part played so momentous as in the vast s.p.a.ces of the North American continent, and not least in the northern half. The railway found Canada scarcely a geographical expression, and made it a nation.

{13}

CHAPTER II

EARLY TRAVEL IN CANADA

Water Transport--Land Trails--Westward in 1800--Progress 1830--1850: The Day of the Steamboat

British North America before the railway came was a string of scattered provinces. Lake Huron was the western boundary of effective settlement: beyond lay the fur trader's preserve. Between Upper and Lower Canada and the provinces by the Atlantic a wilderness intervened.

With the peninsula of Ontario jutting southwest between Michigan and New York, and the northeastern states of the Union thrusting their borders nearly to the St Lawrence, the inland and the maritime provinces knew less of each other than of the neighbouring states.

Settlement clung close to river, lake, and sea. Till the Eastern Towns.h.i.+ps were settled, Lower Canada had been one long-drawn-out village with houses close set on each side of the river streets. Deep forest covered all the land save where the lumberman or settler had cut a narrow clearing or fire had left a {14} blackened waste. To cut roads through swamp and forest and over river and ravine demanded capital, surplus time, and strong and efficient governments, all beyond the possibilities of early days. On the other hand, the waterways offered easy paths. The St Lawrence and the St John and all their tributaries and lesser rivals provided inevitably the points of settlement and the lines of travel.

The development of water transport in Canada furnishes a record of the interaction of route and cargo, of need and invention, of enterprise and capital. First came the bark canoe, quick to build, light to carry round the frequent gaps in navigation, and large enough to hold the few voyageurs or the rich-in-little peltry that were chief cargo in early days. It was the bark canoe that carried explorer, trader, soldier, missionary, and settler to the uttermost north and south and west. For the far journeys it long held its place. Well on into the nineteenth century fur traders were still sending in supplies from Montreal and bringing back peltry from Fort William in flotillas of great bark canoes. For shorter voyages the canoe gave place to the larger and clumsier bateau, the characteristic eighteenth-century conveyance.

After the War of 1812 {15} the increasingly heavy downward freight of grain and potash led to the introduction from the United States of the still larger Durham boats. Along the coast and on the Great Lakes the sailing schooner long filled a notable place. Finally the steamboat came. In 1809, only one year after the _Clermont_ had begun its regular trips on the Hudson, and before any steamboat plied in British home waters, John Molson of Montreal with John Bruce and John Jackson--luckily for Canada not all three baptized 'Algernon'--built at Montreal the 40-ton steamer _Accommodation_. Seven years later Upper Canada's first steamboat was launched, the 740-ton _Frontenac_, built at the then thriving village of Ernestown. The fleet of river and lake steamers multiplied rapidly. The speed and certainty and comfort--relative, at least--of the steamboat at once gave a forceful impetus to settlement and to travel, and for some sections ended the pioneer period.

Meanwhile, the waterways were being improved. Little was needed or done in the great network of New Brunswick's rivers or in Nova Scotia's shorter streams, but on the St Lawrence system, with a fall of nearly six hundred feet from Lake Erie to tide-water at {16} Three Rivers, ca.n.a.l construction was imperative. As early as 1779 ca.n.a.ls were built round the rapids between Lake St Louis and Lake St Francis, on the St Lawrence, with a depth of only a foot and a half of water on the sills.

Far westward, at Sault Ste Marie, the energetic North-West Company built, about 1800, a ca.n.a.l half a mile long. In the early twenties, after the failure of a private company, the province of Lower Canada constructed a boat ca.n.a.l between Montreal and Lachine, and a less successful beginning was made on a ca.n.a.l round the Chambly rapids on the Richelieu. In Upper Canada the British government built the Rideau Ca.n.a.l, chiefly for military purposes. The Welland Ca.n.a.l was begun by a private company in 1824, opened for small boats five years later, and taken over by the province in 1840, after a record notable alike for energy and perseverance and for jobbery and inefficiency. After the Union of 1841, when population, revenue, and credit were all growing, energetic digging was begun on the St Lawrence system of ca.n.a.ls, and by 1848 vessels of twenty-six foot beam and drawing nine feet of water could sail from the ocean to Chicago.

Land transport came later than water {17} transport, and developed by slower stages. Road-making was an art which the settler learned slowly. The blazed trail through the woods sufficed for the visit to the neighbour or the church, or for the tramp to the nearest grist-mill with a sack of wheat on one's back. 'He who has been once to church and twice to mill is a traveller,' the common saying ran. The trail broadened to a bridle-road for pack-horse or saddle-horse. The winter, that maligned stepmother of Canada, gave the settler an excellent though fleeting road on the surface of the frozen river or across the hard-packed snow. Through the endless swamps jolting 'corduroy' roads were built of logs laid crosswise on little or no foundation. With more hands and more money there came the graded road, fenced and bridged, but more rarely gravelled. Finally, little earlier than the railway, came the macadamized road, and that peculiar invention of Upper Canada, the plank road, built of planks laid crosswise on a level way, and covered with earth to lessen the wear and noise. Upon these roads carriole or caleche, 'cutter' or 'lumber-wagon,' carried the settler or his goods to meeting-place and market. By 1816 a stage route was established from Montreal to Kingston, a year later {18} from Kingston to York (Toronto), and in 1826 from Toronto to Niagara and from Ancaster to Detroit.

Road-making policy fluctuated between the Scylla of local neglect and the Charybdis of centralized jobbery. At first the settler was burdened with the task of clearing roughly the road in front of his own land, but the existence of vast tracts of Clergy Reserves, or other grants exempt from clearing duties, made this an ineffective system.

Labour on roads required by statute, whether shared equally by all settlers or allotted according to a.s.sessed property, proved little more successful. On the other hand, the system of provincial grants for road-building too often meant log-rolling and corruption, and in the Canadas it was discontinued after the establishment of munic.i.p.al inst.i.tutions in 1841. The reaction to local control was perhaps too extreme, and we are to-day recognizing the need of more aid and control by the central provincial authorities. In the Maritime Provinces the system worked better, and when the railway came these provinces possessed a good network of great roads and by-roads, without a single toll-gate. With the pa.s.sing of the Joint Stock Act by the Canadian {19} legislature in 1849, toll-road companies were freely organized, and many of the leading roads were sold by the government to these private corporations, and without question their operations brought marked improvement for a time.

To realize more concretely the mode of travelling before the railway came, let us make the journey, say, from Quebec to Toronto, at three different periods, in 1800, in 1830, and in 1850.

'In no part of North America,' wrote an experienced traveller just at the close of the eighteenth century, 'can a traveller proceed so commodiously as along the road from Quebec to Montreal.'[1] A posting service had been established which could fairly be compared with European standards. At regular intervals along the road the traveller found post-houses, where the post-master kept four vehicles in readiness: in summer the caleche, a one-horse chaise built for two pa.s.sengers, with a footboard seat for the driver and with the body hung by broad leather straps or thongs of bull's hide; in winter the carriole, or sledge, with or without {20} covered top, also holding two pa.s.sengers and a driver. The drivers were bound to make two leagues an hour over the indifferent roads, and in midwinter and midsummer the dexterous, talkative, good-humoured driver, or _marche-donc_, usually exceeded this rate for most of the journey of three days. From Montreal onward no one travelled in winter except an occasional Indian messenger. Even in summer few thought of going by land, though some half-broken trails stretched westward. The river was the king's highway. The summer traveller at once purchased the equipment needed for a week's river journey--tent, buffalo-skins, cooking utensils, meat and drink--and secured pa.s.sage on board one of the bateaux which went up the river at irregular intervals in brigades of half a dozen. The bateau was a large flat-bottomed boat, built sharp both at bow and stern, with movable mast, square sail, and cross benches for the crew of five or six. Sometimes an awning or small cabin provided shelter.

In still water or light current the French-Canadian crew--always merry, sometimes sober, singing their voyageur songs, halting regularly for the inevitable 'pipe'--rowed or sailed; where the current was strong they {21} kept insh.o.r.e and pushed slowly along by 'setting' poles, eight or ten feet long and iron shod; and where the rapids grew too swift for poling, the crews joined forces on the sh.o.r.e to haul each bateau in turn by long ropes, while the pa.s.sengers lent a hand or shot wild pigeons in the neighbouring woods. At night the whole party encamped on sh.o.r.e, erecting tents or hanging skins and boughs from branches of friendly trees. With average weather Kingston could be reached in seven or eight days; the return journey down-stream was made in two or three. From Kingston westward the journey was continued in a sailing schooner, either one of the government gunboats or a private venture, as far as York, or even to the greater western metropolis, Queenston on the Niagara river. In good weather thirty or forty hours sufficed for the lake voyage, but with adverse winds from four to six days were frequently required.

Thirty years later those to whom time or comfort meant more than money could make the through journey in one-third the time, though for the leaner-pursed the more primitive facilities still lingered. For the summer trip from Quebec to Montreal the steamer had outstripped the stage-coach. Even with {22} frequent stops to load the fifty or sixty cords of pine burned on each trip--how many Canadian business men secured their start in prosperity by supplying wood to steamers on lake or river!--the steamer commonly made the hundred and eighty miles in twenty-eight hours. The fares were usually twenty s.h.i.+llings cabin and five s.h.i.+llings steerage, though the intense rivalry of opposing companies sometimes brought reckless rate-cutting. In 1829, for instance, each of the two companies had one boat which carried and boarded cabin pa.s.sengers for seven and six-pence, while deck pa.s.sengers who found themselves in food were crowded in for a s.h.i.+lling.

From Montreal to Lachine the well-to-do traveller took a stage-coach, drawn by four spanking greys, leaving Montreal at five in the morning, for stage-coach hours were early and long. At Lachine he left the stage for the steamer, at the Cascades he took a stage again, and at Coteau transferred once more to a steamer for the run to Cornwall.

Shortly after 1830 steamers were put on the river powerful enough to breast the current as far as d.i.c.kenson's Landing, leaving only a twelve-mile gap to be filled by stage, but in 1830 it {23} was still necessary, if one scorned the bateau, to make the whole journey from Cornwall to Prescott by land, over one of the worst through roads in the province. The Canadian stage of the day was a wonderful contrivance, a heavy lumbering box, slung on leather straps instead of springs, and often made without doors in order that, when fording bridgeless streams, the water might not flow in. With the window as the only means of exit, heavy-built pa.s.sengers found it somewhat awkward when called upon, as they often were, to clamber out in order to ease the load uphill, or to wait while oxen from a neighbouring farm dragged the stage out of a mud-hole. The traveller who 'knew the ropes' provided himself with buffalo-skins or cus.h.i.+ons; others went without. Arrived at Prescott, the pa.s.sengers s.h.i.+fted to a river steamer, fitted more commodiously than the little boats used in the lower stretches, but still providing no sleeping quarters except in open bunks circling round the dining-saloon.

For thousands of the immigrants who were pouring into Upper Canada the fares of the river steamer were still prohibitive. Many came on bateaux, sometimes poled along as {24} of yore, sometimes taken in tow by a steamer. Often more than a hundred immigrants, men, women, and children, would be crowded into a single thirty-foot bateau, 'huddled together,' a traveller notes, 'as close as captives in a slave trader, exposed to the sun's rays by day, and the river damp by night, without protection.'[2] Still more used the Durham boat for the river journey.

This famous craft was a large, flat-bottomed barge, with round bow and square stern. With centre-board down and mainsail and topsail set on its fixed mast, it made fair progress in the wider stretches. But on the up trip it was for the most part poled or 'set' along. Each of the crew took his stand at the bow end of one of the narrow gangways which ran along both sides of the boat, set firmly in the river bottom his long, heavy, iron-shod pole, put his shoulder to it, and, bending almost double, walked along the gangway to the stern and inch by inch forced the boat up-stream. 'The noise made by the clanking of the iron against the stones, as the poles were drawn up again toward the bow, could be heard for a long distance on a calm summer's day.' Finally, at Prescott or Kingston the Durham boat was exchanged for {25} the lower decks of the steamer, and the rest of the journey made with somewhat greater speed, if not much greater comfort.

The twenty years which followed 1830 saw the steamboat in its prime.

The traveller going westward from Quebec in 1850 had a simple task before him: a change at Montreal was the only necessary break in a relatively comfortable and speedy journey. Two days now sufficed for the trip from Montreal to Toronto. In the United States, river boats had been evolved which far surpa.s.sed anything Europe had to offer in luxury and speed. Canadian business men were not far behind, and the St Lawrence lake and river route was well supplied with crack steamers, of the Royal Mail and rival lines, or with independent boats. The compet.i.tion was at times intense, both in fares and in speed. Many Canadians of the day, absorbed in the local or personal rivalries of these boats, and impressed by their magnificence and reliability, were convinced that the last word in transportation had been said. Yet, on the lake and river, winter barred all through traffic. The main turnpike roads of the interior were greatly improved, but even on these long-distance traffic was expensive, and the {26} by-roads, especially in the spring and autumn, were impa.s.sable except at a snail's pace.

For traffic of town with town and province with province some means of transport less dependent on time and tide was urgently needed.

[1] Isaac Weld, _Travels through the States of North America and the Provinces of Upper and Lower Canada_ (Fourth Edition), p. 300.