to be distinguished by a sort of savage manners, which contrasted strangely with those of the surrounding population. Yet, ignorant and violent though they might be, they were usually goodhearted fellows in the main-frank and open-handed with their comrades, and ready to share their last penny with those in distress. Their pay-nights were often a saturnalia of riot and disorder, dreaded by the inhabitants of the villages along the line of works. The irruption of such men into the quiet hamlet of Kilsby must, indeed, have produced a very startling effect on the recluse inhabitants of the place. Robert Stephenson used to tell a story of the clergyman of the parish waiting upon the foreman of one of the gangs to expostulate with him as to the shocking impropriety of his men working during Sunday. But the head navvy merely hitched up his trowsers and said, "Why, Soondays hain't cropt out here yet!" In short, the navvies were little better than heathens, and the village of Kilsby was not restored to its wonted quiet until the tunnel-works were finished, and the engines and scaffolding removed, leaving only the immense masses of débris around the line of shafts which extend along the top of the tunnel.

CHAP. XV.] RAILROADS POPULAR.-GRAND JUNCTION LINE. 365

CHAPTER XV.

MANCHESTER AND LEEDS, AND MIDLAND RAILWAYS

STEPHENSON'S

LIFE AT ALTON VISIT TO BELGIUM GENERAL EXTENSION OF RAILWAYS AND THEIR RESULTS.

THE rapidity with which railways were carried out, when the spirit of the country became roused, was indeed remarkable. This was doubtless in some measure owing to the increased force of the current of speculation at the time, but chiefly to the desire which the public began to entertain for the general extension of the system. It was even proposed to fill up the canals and convert them into railways. The new roads became the topic of conversation in all circles; they were felt to give a new value to time; their vast capabilities for "business" peculiarly recommended them to the trading classes, while the friends of "progress" dilated on the great benefits they would eventually confer upon mankind at large. It began to be seen that Edward Pease had not been exaggerating when he said, "Let the country but make the railroads, and the railroads will make the country!" They also came to be regarded as inviting objects of investment to the thrifty, and a safe outlet for the accumulations of inert men of capital. Thus new avenues of iron road were soon in course of formation, branching in all directions, so that the country promised in a wonderfully short space of time to become wrapped in one vast network of iron.

In 1836 the Grand Junction Railway was under construction between Warrington and Birmingham-the northern part by Mr. Stephenson, and the southern by Mr. Rastrick. The works on that line embraced heavy cuttings, long embankments, and numerous viaducts; but none of these are worthy of any special description. Perhaps the finest piece of masonry on the railway is the Dutton Viaduct across the valley of the Weaver. It consists of 20 arches of 60 feet span, springing 16 feet from the per

pendicular shaft of each pier, and 60 feet in height from the crown of the arches to the level of the river. The foundations of the piers were built on piles driven 20 feet deep. The structure has a solid and majestic appearance, and is perhaps the finest of George Stephenson's viaducts.

THE DUTTON VIADUCT.

The Manchester and Leeds line was in progress at the same time an important railway connecting Yorkshire and Lancashire, passing through a district full of manufacturing towns and villages, the hives of population, industry, and enterprise. An attempt was made to obtain the act as early as the year 1831; but its promoters were defeated by the powerful opposition of the land-owners, aided by the canal companies, and the project was not revived for several years. The act authorizing the construction of the line was obtained in 1836; it was amended in the following year, and the first ground was broken on the 18th of August, 1837.

An incident occurred while the second Manchester and Leeds Bill was before the Committee of the Lords which is worthy of passing notice in this place, as illustrative of George Stephenson's character. The line which was authorized by Parliament in 1836 had been hastily surveyed within a period of less than six weeks, but before it received the royal assent the engineer became convinced that many important improvements might be made in it,

CHAP. XV.]

SCENE IN COMMITTEE.

367

and he communicated his views to the directors. They determined, however, to obtain the act, although conscious at the time that they would have to go for a second and improved line in the following year. The second bill passed the Commons in 1837 without difficulty, and was expected in like manner to pass the Lords' Committee. Quite unexpectedly, however, Lord Wharncliffe, who was interested in the Manchester and Sheffield line, which passed through his colliery property in the south of Yorkshire, conceiving that the new Manchester and Leeds line might have some damaging effect upon it, appeared as an opponent of the bill. Himself a member of the committee, he adopted the unusual course of rising to his feet, and making a set speech against the measure while the engineer was under examination. He alleged that the act obtained in the preceding session was one that the promoters had no intention of carrying out, that they had only secured it for the purpose of obtaining possession of the ground and reducing the number of the opponents to their present application, and that, in fact, they had been practicing a deception upon the House. Then, turning full round upon the witness, he said, “I ask you, sir, do you call that conduct honest ?" Stephenson, his voice trembling with emotion, replied, "Yes, my lord, I do call it honest. And I will ask your lordship, whom I served for many years as your engine-wright at the Killingworth collieries, did you ever know me to do any thing that was not strictly honorable? You know what the collieries were when I went there, and you know what they were when I left them. Did you ever hear that I was found wanting when honest services were wanted, or when duty called me? Let your lordship but fairly consider the circumstances of the case, and I feel persuaded you will admit that my conduct has been equally honest throughout in this matter." He then briefly but clearly stated the history of the application to Parliament for the act, which was so satisfactory to the committee that they passed the preamble of the bill without farther objection; and Lord Wharncliffe requested that the committee would permit his observations to be erased from the record of the evidence, which, as an acknowledgment of his error, was allowed. Lord Kenyon and several other members of the committee afterward came up to Mr. Stephenson, shook him by the hand, and congratulated him on the manly way

in which he had vindicated himself from the aspersions attempted to be cast upon him.

In conducting this project to an issue, the engineer had the usual opposition and prejudices to encounter. Predictions were confidently made in many quarters that the line could never succeed. It was declared that the utmost engineering skill could not construct a railway through such a country of hills and hard rocks; and it was maintained that, even if the railway were practicable, it could only be made at a cost altogether ruinous.

During the progress of the works, as the Summit Tunnel near Littleborough was approaching completion, the rumor was spread

ENTRANCE TO THE SUMMIT TUNNEL, LITTLEBOROUGH. [By Percival Skelton.]

abroad in Manchester that the tunnel had fallen in and buried & number of the workmen. The last arch had been keyed in, and the work was all but finished, when a slight accident occurred which was thus exaggerated by the lying tongue of rumor. invert had given way through the irregular pressure of the surrounding earth and rock at a part of the tunnel where a "fault" had occurred in the strata.

An