The Construction of the Line.
1. In considering the project of a railway, after fixing upon the two termini, it becomes necessary to select the towns through which it ought to pass.
2. When these have been determined, the chief engineer to whom the investigation of the proposed line has been confided, with the Ordnance map in his hand, walks and re-walks over the whole length (Mr. Robert Stephenson, in his investigation of the proposed line between London and Birmingham, walked upwards of twenty times over the country between each), until he feels that he carries in his mind the whole picture; and while he is thus imagining and making out various lines for consideration, his assistants are testing the eligibility of each by rapidly taking for him what are called “flying levels,” as also “cross levels,” along the principal ridges that at various angles intersect the proposed line, and yet, notwithstanding the accuracy of these mathematical precautions, it is almost invariably found that the eye of the chief engineer has intuitively selected the best line.
It is, however, as painful to reflect on, as it is humiliating to record, the prejudices, ignorance, passions, and artifice by which our principal engineers were opposed, or rather by which they were consecutively thwarted in the calm scientific investigations for the benefit of the public which we have just described.
Instead of a general desire on the part of the community to hail with gratitude, and to receive with open arms, an invention which was practically not only to enable them with double elbow-room, and at about half fares, to travel at four or five times the speed which by their utmost efforts they had previously been enabled to attain, but to afford similar facilities to millions of tons of manufactures and merchandize, much of which had either been impeded by delay, or altogether clogged by the heavy charges on their transit, our engineers, in tracing the lines for our great arterial railways, were but too often looked upon as magicians, evil genii, or unclean spirits, whose unearthly object was to fright the land from its propriety.
In many instances where it was proposed, by tapping the dull stagnant population of a country town, to give vigour and animation to its system, the inhabitants actually fancied that their interests and their happiness would, like their habits, expire under the operation.
For example, it is well known that one of the results of Mr. R. Stephenson’s deliberate investigations was, that the present London and North-Western Railway ought to pass through the healthy and handsome town of Northampton,—an arrangement which of course would instantaneously have given to it commercial importance of inestimable value. The inhabitants, however, urged and excited by men of influence and education, opposed the blessing with such barbarous force, that they succeeded, to their everlasting punishment, in distorting the line—viâ the Kilsby Tunnel, which, if the projected plan had been adopted, would not have been required—to a point five miles off! and if such ignorance could, in the nineteenth century, exist in a large and populous town, it cannot be a matter of surprise that our engineers should have had to encounter similar, or, if possible, still greater prejudices in rural districts.
It was there generally considered to be utterly incredible that a railway could ever possibly supersede our mail and stage coaches; at market meetings, and at market dinners, the invention was looked upon as, and declared to be, “a smoky substitute for canals;” and while men of property inveighed against its unsightly appearance, their tenants were equally opposed to the measure.
For instance, among the reasons for preventing the present London and North-Western Railway coming to Northampton, it was seriously urged by many very wealthy and respectable graziers in the neighbourhood, that the smoke of the passing engines would seriously discolour the wool of their sheep; that the continual progress through their verdant meadows of a sort of rumbling, hissing, fiery serpent, would, by continually alarming, fretting, and distracting the attention of their cattle, prevent them, “poor things!” from fattening; in short, such was the opposition to the new system, that one of the engineers employed by the London and North-Western Railway to trace out a branch line (which, at a considerable expense to the Company, was to confer inestimable advantages upon its locality) was attacked by the proprietors of the soil, and a conflict or battle royal ensued, which ended in very serious legal results.
3. As soon as the chief engineer has, instead of the best line of railway that could have been determined on, decided on that which, for the reasons stated, it is advisable he should recommend—alas! what a pity it is that, in the construction of our great arterial railways, such a discreditable difference should have been allowed to exist!!—he employs his assistant engineers and surveyors to make for him accurate surveys, and to take correct sections, copies of which are to be deposited, according to Act of Parliament, with the various clerks of the peace of the several counties through which the line is to pass, with the Commissioners of Railways, &c. &c. &c.; besides which there is to be prepared for each parish its proportion, as also for every landholder a section, showing the greatest depth of cutting or embankment in any of his fields.
In addition to the collection and construction of all these data and drawings, notices are to be served upon every landowner, wherever he may be, in the United Kingdom; for which duty in 1845 almost everybody that could be picked up was engaged, the number of horses employed and killed in the operation having been utterly incalculable.
4. By the time these expenses have been incurred, the attention of the chief engineer is engrossed by a new struggle of vital importance, practically called “the fight for the Act,” in both houses of Parliament.
As the question before the reader is abstractedly one of science, we gladly refrain from staining it by the slightest political remark; we will therefore, on this branch of the subject, only state that, from returns which have officially been published, it appears that, in the years 1845, 1846, and 1847, more than ten millions were expended in parliamentary inquiries and parliamentary contests.
This money would, at the rate of 20,000l. per mile, have constructed a national railway 500 miles in length—say from London to Aberdeen!
Casting aside the bitter mortification which these expenses must create to the man of science, whose mind is enthusiastically engrossed with the vast importance of railway communication, the permanent tax which they inflict upon the public can very briefly be demonstrated.
Supposing 5 per cent. be deemed an adequate return to railway proprietors for the capital they have expended, the comparative charges to be levied by them on every passenger or ton of goods would be as follows:—
| Charge per mile on a railway which ought to have cost 15,000l. per mile | 1d. | per mile. |
| Ditto on a railway which has unnecessarily been made to cost 20,000l. per mile | 1⅓d. | „ |
| Ditto on a railway which has unnecessarily been made to cost 25,000l. per mile | 1⅔d. | „ |
| Ditto on a railway which has unnecessarily been made to cost 30,000l. per mile | 2d. | „ |
5. As soon as the Act of Parliament has been obtained, the chief engineer directs the immediate construction of a most accurate plan and section of the whole line, from which he ascertains and lays down its gradients. He then determines the sizes of the bridges required, as also the nature and amount of masonry for each; he calculates the quantities of embankments and cuttings, balancing the one against the other as nearly as circumstances will allow, and having, by first boring, and afterwards by the sinking of “trial shafts,” ascertained as accurately as possible the nature of the various strata to be excavated or tunnelled, he proceeds to estimate in detail the cost of the several works, which he then divides into lengths for construction, taking care that in each the amount of earth to be excavated and filled up shall as nearly as possible balance each other; in short, inasmuch as all contractors prudently, and indeed very properly, invariably lower their tenders in proportion as the work they are required to execute has been clearly laid open to their view, and, on the other hand, to secure themselves from unknown difficulties, as invariably raise their tenders for work which has not been sufficiently bored or examined, he is fully sensible that a considerable saving in the cost of the proposed railway will be effected by a clear preliminary development of its works.
6. This mass of information having been prepared, the chief engineer now advertises his work in its various lengths for execution by contract, and, on receiving tenders for the same, he selects, not always the lowest, but that which, for various reasons, is the most approved, taking security generally to the amount of 10 per cent. of the contract.
Previous, however, to the reception of the tenders the chief engineer appoints his staff of assistants. To each 40 or 50 miles there is usually appointed an experienced engineer, having under him “sub-assistants” who superintend from 10 to 15 miles each—these sub-assistants being again assisted by “inspectors” of masonry, of mining, of earth-work, and of permanent way, to each of whom a particular district is assigned.
7. The chief engineer now finds himself engaged in a new struggle with man in addition to nature. In many instances the contractors let out a portion of the work they have engaged to perform to sub-contractors, who again “set” the earth-work to a body of “navvies,” who again among themselves sub-divide it among the three branches of which their State is composed, namely, “excavators,” “trenchers,” and “runners,” each party of whom appoint their own “ganger.”
The duty of effectually overlooking all these details, of preventing collusion as well as collision, of enforcing the due execution of the contract, and yet, where necessary, occasionally to alleviate the strict letter of its law, constitute perhaps the most harassing of the various difficulties which the chief engineer has to overcome: for it must be evident that if, by means of bribery, or from inattention, or from sheer roguery, any important portion of the work be “scamped,” or insufficiently performed, results may ere long occur of the most serious description.