Passages from the Life of a Philosopher

Opening of Manchester and Liverpool Railway — Death of Mr. Huskisson — Plate-glass Manufactory — Mode of separating Engine from Train — Broad-gauge Question — Experimental Carriage — Measure the Force of Traction, the Vertical, Lateral, and End Shake of Carriage, also its Velocity by Chronometer — Fortunate Escape from meeting on the same Line Brunel on another Engine — Sailed across the Hanwell Viaduct in a Waggon without Steam — Meeting of British Association at Newcastle — George Stephenson — Dr. Lardner — Suggestions for greater Safety on Railroads — George Stephenson’s Opinion of the Gauges — Railways at National Exhibitions. AT the commencement of the railway system I naturally took a great interest in the subject, from its bearings upon mechanism as well as upon political economy. I accompanied Mr. Woolryche Whitmore, the member for Bridgenorth, to Liverpool, at the opening of the Manchester and Liverpool Railway. The morning previous to the opening, we met Mr. Huskisson at the Exchange, and my friend introduced me to him. The next day the numerous trains started with their heavy load of travellers. All went on pleasantly until we reached Parkside, near Newton. During the time the engines which drew us were taking in their water and their fuel, many of the passengers got out and recognized their friends in other trains. At a certain signal all resumed their seats; but we had {314} not proceeded a mile before the whole of our trains came to a stand-still without any ostensible cause. After some time spent in various conjectures, a single engine almost flew past us on the other line of rail, drawing with it the ornamental car which the Duke of Wellington and other officials had so recently occupied. Instead of its former numerous company it appeared to convey only two, or at most three, persons; but the rapidity of its flight prevented any close ob­ser­va­tion of the passengers. 〈FATAL ACCIDENT TO MR. HUSKISSON.〉 A certain amount of alarm now began to pervade the trains, and various conjectures were afloat of some serious accident. After a while Mr. Whitmore and myself got out of our carriage and hastened back towards the halting place. At a little distance before us, in the middle of the railway, stood the Duke of Wellington, Sir Robert Peel, and the Boroughreeve of Manchester, discussing the course to be pursued in consequence of the dreadful accident which had befallen Mr. Huskisson, whom I had seen but a few minutes before standing at the door of the carriage conversing with the Duke of Wellington. The Duke was anxious that the whole party should return to Liverpool; but the chief officer of Manchester pressed upon them the necessity of continuing the journey, stating that if it were given up he could not be answerable for the safety of the town. It was at last mournfully resolved to continue our course to Manchester, where a luncheon had been prepared for us; but to give up all the ceremonial, and to return as soon as we could to Liverpool. For several miles before we reached our destination the sides of the railroad were crowded by a highly-excited populace shouting and yelling. I feared each moment that some still greater sacrifice of life might occur from the people {315} madly attempting to stop by their feeble arms the momentum of our enormous trains. 〈GREAT DELAY—RUMOURS OF DISASTER.〉 Having rapidly taken what refreshment was necessary, we waited with anxiety for our trains; but hour after hour passed away before they were able to start. The cause of this delay arose thus. The Duke of Wellington was the guest of the Earl of Wilton, the nearest station to whose residence was almost half way between Manchester and Liverpool. A train therefore was ordered to convey the party to Heaton House. Unfortunately, our engines had necessarily gone a considerable distance upon that line to get their supply of water, and were thus cut off by the train conveying the Duke, from returning direct to Manchester. There were not yet at this early period of railway history any sidings to allow of a passage, or any crossing to enable the engines to get upon the other line of rails. Under these circumstances the drivers took the shortest course open to them. Having taken in their water, they pushed on as fast as they could to a crossing at a short distance from Liverpool. They backed into the other line of rail, and thus returned to Manchester to pick up their trains. In the meantime the vague rumour of some great disaster had reached Liverpool. Thousands of persons, many of whom had friends and relatives in the excursion trains, were congregated on the bridges and at the railway station, anxious to learn news of their friends and relatives. About five o’clock in the evening they perceived at a distance half-a-dozen engines without any carriages, rushing furiously towards them—suddenly checking their speed—then backing into the other line of rail—again flying away towards Manchester, without giving any signs or explanation of the mystery in which many of them were so deeply interested. {316} It is difficult to estimate the amount of anxiety and misery which was thus unwillingly but inevitably caused amongst all those who had friends, connections, or relatives in the missing trains. When these engines returned to Manchester, our trains were unfortunately connected together, and three engines were attached to the front of each group of three trains. This arrangement considerably diminished their joint power of traction. But another source of delay arose: the couplings which were strong enough when connecting an engine and its train were not sufficiently strong when three engines were coupled together. The consequence was that there were frequent fractures of our couplings and thus great delays arose. About half-past eight in the evening I reached the great building in which we were to have dined. Its tables were half filled with separate groups of three or four people each, who being strangers in Liverpool, had no other resource than to use it as a kind of coffee-room in which to get a hasty meal, and retire. 〈PLATE-GLASS MANUFACTORY.〉 The next morning I went over to see the plate-glass manufactory at about ten miles from Liverpool. On my arrival I found, to my great disappointment, that there were orders that nobody should be admitted on that day, as the Duke of Wellington and a large party were coming over from Lord Wilton’s. This was the only day at my disposal, and it wanted nearly an hour to the time appointed: so I asked to be permitted to see the works, promising to retire as soon as the Earl of Wilton’s party arrived. I added incidentally that I was not entirely unknown to the Duke of Wellington. On the arrival of the party I quietly made my retreat {317} unobserved, and had just entered the carriage which had conveyed me from Liverpool, when a messenger arrived with the Duke’s compliments, hoping that I would join his party. I willingly accepted the invitation; the Duke presented me to each of his friends, and I had the advantage of having another survey of the works. This was my first acquaintance with the late Lady Wilton, who afterwards called on me with the Duke of Wellington, and put that sagacious question relative to the Difference Engine which I have mentioned in another part of this volume. Amongst the party were Mr. and Mrs. Arbuthnot, with the former of whom I afterwards had several interesting discussions relative to subjects connected with the ninth “Bridgewater Treatise.” A few days after, I met at dinner a large party at the house of one of the great Liverpool merchants. Amongst them were several officers of the new railway, and almost all the party were more or less interested in its success. In these circumstances the conversation very naturally turned upon the new mode of locomotion. Its various difficulties and dangers were suggested and discussed. Amongst others, it was observed that obstacles might be placed upon the rail, either accidentally or by design, which might produce expensive and fatal effects. 〈ON PREVENTING RAILWAY ACCIDENTS.〉 To prevent the occurrence of these evils, I suggested two remedies. 1st. That every engine should have just in advance of each of its front wheels a powerful framing, supporting a strong piece of plate-iron, descending within an inch or two of the upper face of the rail. These iron plates should be fixed at an angle of 45° with the line of rail, and also at the same angle with respect to the horizon. Their shape would be something like that of ploughshares, and their effect would {318} be to pitch any obstacle obliquely off the rail unless its heavier portion were between the rails. Some time after, a strong vertical bar of iron was placed in front of the wheels of every engine. The objection to this is, that it has a tendency to throw the obstacle straight forward upon another part of the rail. 2nd. The second suggestion I made, was to place in front of each engine a strong leather apron attached to a powerful iron bar, projecting five or six feet in front of the engine and about a foot above the ballast. The effect of this would be, that any animal straying over the railway would be pitched into this apron, probably having its legs broken, but forming no impediment to the progress of the train. 〈VARIOUS PLANS PROPOSED.〉 I have been informed that this contrivance has been adopted in America, where the railroads, being unenclosed, are subject to frequent obstruction from cattle. If used on enclosed roads, it still might oc­ca­sion­al­ly save the lives of incautious persons, although possibly at the expense of broken limbs. Another question discussed at this party was, whether, if an engine went off the rail, it would be possible to separate it from the train before it had dragged the latter after it. I took out my pencil and sketched upon a card a simple method of accomplishing that object. It passed round the table, and one of the party suggested that I should communicate the plan to the Directors of the railway. My answer was, that having a great wish to diminish the dangers of this new mode of travelling, I declined making any such communication to them; for, I added, unless these Directors are quite unlike all of whom I have had any experience, I can foresee the inevitable result of such a communication. {319} It might take me some time and trouble to consider the best way of carrying out the principle and to make the necessary drawings. Some time after I have placed these in the hands of the Company, I shall receive a very pretty letter from the secretary, thanking me in the most flattering terms for the highly ingenious plan I have placed in their hands, but regretting that their engineer finds certain practical difficulties in the way. Now, if the same Company had taken the advice of some eminent engineer, to whom they would have to pay a large fee, no practical difficulties would ever be found to prevent its trial. It was evident from the remarks of several of the party that I had pointed out the most probable result of any such communication. It is possible that some report of this plan sub­se­quent­ly reached the Directors; for about six months after, I received from an officer of the railway Company a letter, asking my assistance upon this identical point. I sent them my sketch and all the information I had sub­se­quent­ly acquired on the subject. I received the stereotype reply I had anticipated, couched in the most courteous language; in short, quite a model letter for a young secretary to study. 〈REASONS WHY REJECTED.〉 Several better contrivances than mine were sub­se­quent­ly proposed; but experience seems to show that the whole train ought to be connected together as firmly as