The Iron Horse

by R. M. Ballantyne

Chapter Thirteen.

Treats of Railway Literature, Sleepy Porters, Crowded Platforms, Foolish Passengers, Dark Plotters, Lively Shawls, and Other Matters.

John Marrot was remarkably fond of his iron horse. No dragoon or hussar that we ever read of paid half so much attention to his charger. He not only rubbed it down, and fed and watered it at stated intervals, but, when not otherwise engaged, or when awaiting the signal to start a train, he was sure to be found with a piece of waste rubbing off a speck of dust here or a drop of superfluous oil there, or giving an extra polish to the bright brasses, or a finishing touch to a handle or lever in quite a tender way. It was evidently a labour of love!

On the day which Mrs Durby had fixed for her journey to London, John and his fireman went to the shed as usual one hour before the time of starting, being required to do so by the “Rules and Regulations” of the company, for the purpose of overhauling the iron horse.

And, by the way, a wonderful and suggestive volume was this book of “Rules and Regulations for the guidance of the officers and servants of the Grand National Trunk Railway.” It was a printed volume of above two hundred pages, containing minute directions in regard to every department and every detail of the service. It was “printed for private circulation;” but we venture to say that, if the public saw it, their respect for railway servants and railway difficulties and management would be greatly increased, the more so that one of the first “rules” enjoined was, that each servant should be held responsible for having a knowledge of all the rules—those relating to other departments as well as to his own. And it may not be out of place, certainly it will not be uninteresting, to mention here that one of the rules, rendered prominent by large black capitals, enjoined that “The Public Safety Must Be The First And Chief Care of every officer and servant of the company.” We have reason to believe that all the railways in the kingdom give this rule equal prominence in spirit—probably also in type. In this little volume it was likewise interesting to note, that civility to the public was strictly enjoined; and sure we are that every railway traveller will agree with us in the opinion that railway agents, guards, and porters, all, in short with whom the public come in contact, obey this rule heartily, in the spirit and in the letter.

The particular rules in the book which affected our engine-driver were uncommonly stringent, and very properly so, seeing that the lives of so many persons depended on the constancy of his coolness, courage, and vigilance. John Marrot, like all the engine-drivers on the line, was a picked man. In virtue of his superior character and abilities he received wages to the extent of 2 pounds, 10 shillings per week. Among other things, he was enjoined by his “rules and regulations,” very strictly, to give a loud whistle before starting, to start his train slowly and without a jerk, and to take his orders to start only from the guard; also, to approach stations or stopping places cautiously, and with the train well under control, and to be guided in the matter of shutting off steam, by such considerations as the number of vehicles in the train, and the state of the weather and rails, so as to avoid violent application of the brakes. Moreover, he was bound to do his best to keep to his exact time, and to account for any loss thereof by entering the cause of delay on his report-ticket. He was also earnestly enjoined to use every effort which might conduce to the safety of the public, and was authorised to refuse to proceed with any carriage or waggon which, from hot axles or otherwise, was in his opinion unfit to run. These are but a few specimens culled from a multitude of rules bearing on the minutest details of his duty as to driving, shunting, signalling, junction and level crossing, etcetera, with all of which he had to become not merely acquainted, but so intimately familiar that his mind could grasp them collectively, relatively, or individually at any moment, so as to act instantaneously, yet coolly, while going like a giant bomb-shell through the air—with human lives in the balance to add weight to his responsibilities.

If any man in the world needed a cool clear head and a quick steady hand, with ample nightly as well as Sabbath rest, that man was John Marrot, the engine-driver. When we think of the constant pressure of responsibility that lay on him, and the numbers in the kingdom of the class to which he belonged, it seems to us almost a standing miracle that railways are so safe and accidents so very rare.

While our engine-driver was harnessing his iron steed, another of the railway servants, having eaten his dinner, felt himself rather sleepy, and resolved to have a short nap. It was our friend Sam Natly, the porter, who came to this unwise as well as unfair resolution. Yet although we are bound to condemn Sam, we are entitled to palliate his offence and constrained to pity him, for his period of duty during the past week had been fifteen hours a day.

“Shameful!” exclaims some philanthropist.

True, but who is to take home the shame? Not the officers of the company, who cannot do more than their best with the materials laid to their hands; not the directors, who cannot create profits beyond the capacity of their line—although justice requires us to admit that they might reduce expenses, by squabbling less with other companies, and ceasing unfair, because ruinous as well as ungenerous, competition. Clearly the bulk of the shame lies with the shareholders, who encourage opposition for the sake of increasing their own dividends at the expense of their neighbours, and who insist on economy in directions which render the line inefficient—to the endangering of their own lives as well as those of the public. Economy in the matter of railway servants—in other words, their reduction in numbers—necessitates increase of working hours, which, beyond a certain point, implies inefficiency and danger. But the general public are not free from a modicum of this shame, and have to thank themselves if they are maimed and killed, because they descend on railways for compensation with a ruthless hand; (shame to Government here, for allowing it!) and still further, impoverish their already over-taxed coffers. Compensation for injury is just, but compensation as it is, and has been claimed and awarded, is ridiculously unfair, as well as outrageously unwise.