As a curiosity in construction, we may also mention a very delicate piece of work executed on the same railway at Bullbridge in Derbyshire, where the line at the same point passes over a bridge which here spans the river Amber, and under the bed of the Cromford Canal. Water, bridge; railway, and canal, were thus piled one above the other, four stories high; such another curious complication probably not existing. In order to prevent the possibility of the waters of the canal breaking in upon the works of the railroad, Mr. Stephenson had an iron trough made, 150 feet long, of the width of the canal, and exactly fitting the bottom. It was brought to the spot in three pieces, which were firmly welded together, and the trough was then floated into its place and sunk; the whole operation being completed without in the least interfering with the navigation of the canal. The railway works underneath were then proceeded with and finished.
Another line of the same series constructed by George Stephenson, was the York and North Midland, extending from Normanton—a point on the Midland Railway—to York; but it was a line of easy formation, traversing a comparatively level country.
During the time that our engineer was engaged in superintending the execution of these undertakings, he was occupied upon other projected railways in various parts of the country. He surveyed several lines in the neighbourhood of Glasgow, and afterwards routes along the east coast from Newcastle to Edinburgh, with the view of completing the main line of communication with London. When out on foot in the fields, on these occasions, he was ever foremost in the march; and he delighted to test the prowess of his companions by a good jump at any hedge or ditch that lay in their way. His companions used to remark his singular quickness of observation. Nothing escaped his attention—the trees, the crops, the birds, or the farmer’s stock; and he was usually full of lively conversation, everything in nature affording him an opportunity for making some striking remark, or propounding some ingenious theory. When taking a flying survey of a new line, his keen observation proved very useful to him, for he rapidly noted the general configuration of the country, and inferred its geological structure. He afterwards remarked to a friend, “I have planned many a railway travelling along in a postchaise, and following the natural line of the country.” And it was remarkable that his first impressions of the direction to be taken almost invariably proved correct; and there are few of the lines surveyed and recommended by him which have not been executed, either during his lifetime or since. As an illustration of his quick and shrewd observation on such occasions, we may mention that when employed to lay out a line to connect Manchester, through Macclesfield, with the Potteries, the gentleman who accompanied him on the journey of inspection cautioned him to provide large accommodation for carrying off the water,
observing—“You must not judge by the appearance of the brooks; for after heavy rains these hills pour down volumes of water, of which you can have no conception.” “Pooh! pooh! don’t I see your bridges?” replied the engineer. He had noted the details of each as he passed along.
Among the other projects which occupied his attention about the same time, were the projected lines between Chester and Holyhead, between Leeds and Bradford, and between Lancaster and Maryport by the western coast. This latter was intended to form part of a west-coast line to Scotland; Stephenson favouring it partly because of the flatness of the gradients, and also because it could be formed at comparatively small cost, whilst it would open out a valuable iron-mining district, from which a large traffic in ironstone was expected. One of its collateral advantages, in the engineer’s opinion, was, that by forming the railway directly across Morecambe Bay, on the north-west coast of Lancashire, a large tract of valuable land might be reclaimed from the sea, the sale of which would considerably reduce the cost of the works. He estimated that by means of a solid embankment across the bay, not less than 40,000 acres of rich alluvial land would be gained. He proposed to carry the road across the ten miles of sands which lie between Poulton, near Lancaster, and Humphrey Head on the opposite coast, forming the line in a segment of a circle of five miles’ radius. His plan was to drive in piles across the entire length, forming a solid fence of stone blocks on the land side for the purpose of retaining the sand and silt brought down by the rivers from the interior. The embankment would then be raised from time to time as the deposit accumulated, until the land was filled up to high-water mark; provision being made by means of sufficient arches, for the flow of the river waters into the bay. The execution of the railway after this plan would, however, have occupied more years than the promoters of the West Coast line were disposed to wait; and eventually Mr. Locke’s more direct but uneven line by Shap Fell was
adopted. A railway has since been carried across the head of the bay; and it is not improbable that Stephenson’s larger scheme of reclaiming the vast tract of land now left bare at each receding tide, may yet be carried out.
While occupied in carrying out the great railway undertakings which we have above so briefly described, Mr. Stephenson’s home continued, for the greater part of the time, to be at Alton Grange, near Leicester. But he was so much occupied in travelling about from one committee of directors to another—one week in England, another in Scotland, and probably the next in Ireland,—that he often did not see his home for weeks together. He had also to make frequent inspections of the various important and difficult works in progress, especially on the Midland and Manchester and Leeds lines; besides occasionally going to Newcastle to see how the locomotive works were going on there. During the three years ending in 1837—perhaps the busiest years of his life [263]—he travelled by postchaise alone upwards of 20,000 miles, and yet not less than six months out of the three years were spent in London. Hence there is comparatively little to record of Mr. Stephenson’s private life at this period; during which he had scarcely a moment that he could call his own.
His correspondence increased so much, that he found it necessary to engage a private secretary, who accompanied him on his journeys. He was himself exceedingly averse to writing letters. The comparatively advanced age at which ho learnt the art of writing, and the nature of his duties while engaged at the Killingworth colliery, precluded that facility in correspondence which only constant practice can
give. He gradually, however, acquired great facility in dictation, and possessed the power of labouring continuously at this work; the gentleman who acted as his secretary in 1835, having informed us that during his busy season he one day dictated not fewer than 37 letters, several of them embodying the results of much close thinking and calculation. On another occasion, he dictated reports and letters for twelve continuous hours, until his secretary was ready to drop off his chair from sheer exhaustion, and at length he pleaded for a suspension of the labour. This great mass of correspondence, although closely bearing on the subjects under discussion, was not, however, of a kind to supply the biographer with matter for quotation, or give that insight into the life and character of the writer which the letters of literary men so often furnish. They were, for the most part, letters of mere business, relating to works in progress, parliamentary contests, new surveys, estimates of cost, and railway policy,—curt, and to the point; in short, the letters of a man every moment of whose time was precious. He was also frequently called upon to inspect and report upon colliery works, salt works, brass and copper works, and such like, in addition to his own colliery and railway business. And occasionally he would run up to London, for the purpose of attending in person to the preparation and deposit of the plans and sections of the projected undertakings of which he had been appointed engineer.
Fortunately Stephenson possessed a facility of sleeping, which enabled him to pass through this enormous amount of fatigue and labour without injury to his health. He had been trained in a hard school, and could bear with ease conditions which, to men more softly nurtured, would have been the extreme of physical discomfort. Many, many nights he snatched his sleep while travelling in his chaise; and at break of day he would be at work, surveying until dark, and this for weeks in succession. His whole powers seemed to be under the control of his will, for he could wake at any hour, and go to work at once.