'How much worse things might have been, Mary. How thankful I ought to be!'
'Yes; I think you ought, dearie.'
She and I stood for a few moments at my bedroom window, gazing at the peaceful scene without. My room, as they already called it, was at the back of the cottage; and the window commanded a view of the woods on the one side, and the beautiful open country on the other. But we tacitly agreed to avoid sentiment; we were not strong enough for that yet. We just let the outside peace and quiet steal into our hearts, as we stood there together for a few minutes, my arm about her, and her cheek resting on my shoulder, and then bade each other good-night without any demonstration.
[THREE WONDERFUL RAILWAYS.]
The 'Three Wonderful Railways' which we propose to notice are the Brenner, the Semmering, and the Rigi lines.
The Brenner line, which lies between Innsbruck and Botzen, and constitutes a portion of the railway connecting Bavaria and Italy, although it passes through tunnel after tunnel, until the weary traveller is prone to abandon all hope of obtaining any view of the scenery, nevertheless is not content with getting through the pass, but proudly mounts to the top and passes over the summit level before beginning the descent. The pass is a low one, indeed one of the lowest over the main Alps; but then it must be borne in mind that this 'low' Alpine pass is four thousand seven hundred and seventy-five feet high; no mean altitude for a railway. Neither is it merely for its height that the writer is induced to describe it, nor for its pretty scenery (it can scarcely be called grand), but for the extraordinary engineering difficulties which the making of the line presented, and which have been so ably and ingeniously overcome. Some of the more ordinary difficulties of the district traversed by the line may be gathered from the fact that the ascent from Innsbruck involves no fewer than thirteen tunnels, while in the descent there are ten. The line, clinging to the side of the mountain, has to penetrate projecting rocks so frequently that it strongly resembles, except in the lovely peeps obtained in the momentary intervals, the Metropolitan District Railway; which is dignified by the name of the 'Daylight Route,' because it is not always underground. In its course up the valley the railway on one side sometimes rises above the level of the carriage-road on the other, sometimes finds itself considerably below it. In climbing the pass, the rail of course never ceases to ascend; while the more humble road bows to the obstacles it encounters, and rises and falls according to the nature of the ground. At last, Nature seems determined to put a stop to the encroachments of steam, and the railroad finds itself directly facing a lateral valley, the bottom of which lies far below it.
Now how to get over this valley and pursue the direct course up the main valley, seems a problem. The road would descend to mount again; not so the rail. The difficulty and its solution may be well realised by imagining a railway cut in the face of a long row of houses (which must be supposed to represent one side of the main valley). This railway, starting from one end of the row at the basement level, gradually rises, in order to pass over the roofs (that is, the head of the pass) of another row of houses at right angles to and at the end of the first row. In its course it encounters a side-street (the lateral valley) with no outlet at the other end, and which is too broad to be spanned with a bridge. Now the line at this point has reached the second floor; and to get to the opposite houses and pursue its course, it turns a sharp corner, runs along one side of the blind street, crosses it at the further or blind end by merely clinging still to the houses, returns along the other side, rounds the corner into the main street, and resumes its course. During this détour the ascent has been continued uninterruptedly, so that on the return of the line to the desired opposite corner it has mounted to the third floor. Applying this illustration, the reader will perceive the ingenious yet simple solution of the difficulty.
The effect on reaching the first corner of the lateral valley is most remarkable. The line is seen at the opposite corner far above the traveller's head entering a tunnel; and how he is going to get there is a puzzle which he hardly solves before he finds himself on the spot looking down on the corner he has just left, wondering how he ever came from there.
But even this striking instance of engineering triumphs is eclipsed by a portion of the line on the other side of the pass. Pursuing the direction he has already come, the traveller has stopped in the descent at Schelleberg, a small station perched at an enormous height above an expansive valley, when he perceives a village five hundred feet almost perpendicularly below him, which he is informed is the next station. It would not take long to reach this village (Gossensass) in a lift, but in a train he has to run far past it, always descending, then turn completely round, and run back again in the direction he has come from, but now on a level with Gossensass. But at the point where this evolution has to be made occurs another lateral valley, much longer than the first alluded to; and this time one which it is not desired to cross, as Gossensass lies as it were on the basement of the house on the third floor of which is Schelleberg. The train proceeds, therefore, to turn the corner into the side-street as before; but without pursuing the street to its end, it suddenly dives into one of the houses, makes a complete circuit of its interior, and emerges in the opposite direction; returning to the corner whence it started by means of the same houses, but on a lower floor. The appearance of this engineering feat is quite bewildering; and after tunnelling into the hill on the sharp curve, and then finding himself proceeding back towards the place he has just come from, the traveller experiences a difficulty in believing that the line parallel with him, but almost over his head, is the one he has just been passing over. Shortly after Gossensass has been left behind, the train passes close under and almost into the gigantic and formidable-looking fort of Franzensfeste; and then after a few more tunnels, gradually leaves the Alps behind, and descends by Botzen into the Italian plains with all their luxuriant foliage. It should be added that the Brenner line was completed in the year 1867, and that its numerous engineering difficulties entailed an average cost of about twenty-eight thousand pounds per mile.