In the year 1846, in company with Mr. G. P. Bidder, Robert Stephenson visited Norway, to examine the country for the purpose of a railway between Christiana and the Myosen Lake, a distance of forty miles, and had honours conferred upon him in acknowledgment of his able services, by the King of Norway and Sweden, as he had previously from the King of Belgium.

To the works conducted by Robert Stephenson the attention of the reader will be frequently directed. Among these may be mentioned the High Level bridge over the Tyne at Newcastle; the Tweed Viaduct; the tunnellings and other works on the Chester and Holyhead; and the Conway and Britannia tubular bridges.

On the occasion of a public dinner being given to Mr. R. Stephenson, at Newcastle-upon-Tyne, in August, 1850, he traced, in brief but expressive words, his career in connexion with the progress of railway enterprise. "It was but as yesterday," he said, "that he was engaged as an assistant in tracing the line of the Stockton and Darlington Railway. Since that period, the Liverpool and Manchester, the London and Birmingham, and a hundred other great works, had sprung into vigorous existence. So suddenly, so promptly, had they been accomplished, that it appeared to him like the realization of fabled powers, or the magician's wand. Hills had been cut down, and valleys had been filled up; and where this simple expedient was inapplicable, high and magnificent viaducts had been erected; and where mountains intervened, tunnels of unexampled magnitude had been unhesitatingly undertaken. Works had been scattered over the face of our country, bearing testimony to the indomitable enterprise of the nation, and the unrivalled skill of its artists. In referring thus to the railway works, he must refer also to the improvement of the locomotive engine. This was as remarkable as the other works were gigantic. They were, in fact, necessary to each other. The locomotive engine, independent of the railway, would be useless. They had gone on together, and they now realized all the expectations that were entertained of them. It would be unseemly, as it would be unjust, if he were to conceal the circumstances under which these works had been constructed. No engineer could succeed without having men about him as highly gifted as himself. By such men he had been supported for many years past; and though he might have added his mite, yet it was to their co-operation that all his success was owing."

Of the subject of this sketch it has been well said, that, “healthybodied and healthy-minded, apt in emergencies, and yet of slow, and generally of sound judgment, Robert Stephenson may be regarded as

the type and pattern of the onward-moving English race, practical, scientific, energetic, and, in the hour of trial, heroic. Born almost in the coal-mine, of the racy old blood of the north, with a father strong in mother-wit, stern of purpose, untiring in patience, careful of his small resources, keenly conscious of the bounded sphere his want of early education had kept him in till a later period of life, and determined to pare off from himself all luxuries, all but the merest necessaries, in order that his after-coming should start fair in life with that knowledge he himself held above all price-born thus, Robert Stephenson was emphatically well-born. With natural talents, good education, a healthy frame, the rising prestige of his father's name, little money, and a large demand for original work in a working and energetic old world, he went forth to the New World, and in the mines of South America and their environs, added new manners and customs to his varied stock of knowledge. More than all this, the genial spirit that ever looked kindly on his fellow-creature, with the intellect that could generally winnow the false from the true, marked him out for a leader of men. Not to his mere mechanical skill does he owe his success in life. That might have been thwarted in five hundred ways by interested rivals; but men wish not to thwart those whom they love; and probably no chief of an army was ever more beloved by his soldiers than Robert Stephenson has been by the noble army of physical workers, who, under his guidance, have wrought at labours of profit,-made labours of love by his earnest purpose and strength of brotherhood."*

* Westminster and Foreign Quarterly Review.

CHAPTER III.

Objections to Railways-Opposition of the Towns of Northampton, Oxford, and EtonColonel Sibthorp's Views on the Railway System-Other Objections-William Wordsworth-Modification of Popular Prejudice-Progress of Railways-Projects in 1844-Rivalry-Legislative Decisions in Reference to Railways-Amalgamation of Lines in 1845-Sketch of the Commercial History of Railways-Laudation of Railways by some Portions of the Press-Popular Excitement in reference to RailwaysThe Railway Mania-How to make a Prospectus-Ingenious Device-Universality of the Influence of the Mania-Localities of Railway Enterprise-Provisional Directors-Serious Condition of Affairs-Efforts of Provisional Committees-Follies of the South-sea Bubble re-enacted-" Stags," their Natural History and HabitsMr. Hudson, his Connexion with the History of Railway Speculation-Revulsion of Popular Feeling in reference to Mr. Hudson-Estimate of his Position and Career-Thomas Carlyle's View of George Hudson-Parliamentary InterferenceDepositing of Plans at the Offices of the Board of Trade-Surveying and Levelling -Amusing Incidents-Demands for Lithographic and Zincographic Draughtsmen -"Sharp Practice"-Prompt Measures of the Attorney of the Dudley, Neadely, and Ironbridge Line-Scotch and Irish Projects-Scenes at the Offices of the Board of Trade, on the 30th of November, 1845-Statistics of Railways-Cost of the ManiaThe "Back Out"-Miserable Conclusion of the Drama-The "Break Up "-Parodies-Results of the Mania-Subsequent History of Railway Speculations-Deception-Public Incredulity-Position of Railway Property.

S the railway and the locomotive were gradually brought into general application, the indifference or contempt with which many had regarded the whole system was changed into the sincere and determined opposition of those who felt that their vested interests were in danger. Success, great and incontrovertible, however, rewarded the efforts of science, and difficulties which had been

pronounced and believed to be insuperable, were overcome. The public began to regard the railway system as "a great fact," and the prejudices of the minority were modified by hearing of works accomplished, and instances of unusually rapid transit performed. But this only augmented the hostility of others, while not a few viewed the entire scheme with unmingled horror. Some opposed

railways on a great principle,-because they were only an attempt to supersede stone roads by iron; and they quoted bluebooks to prove, that if the advocates of the new scheme were successful,which they did not for a moment believe,—they would render useless the 27,000 miles of turnpike-roads in Great Britain, to say nothing of the other public and cross roads of the country.

A rumour that it was proposed to bring such a thing as a railroad within a dozen miles of a particular neighbourhood, was sufficient to elicit an adverse petition to Parliament, and a subscription to oppose so fearful a nuisance. The London and Birmingham line was thus compelled to change its intended route through Northampton, and to keep at a respectful distance; lest, said some of the worthies of that town, the wool of the sheep should be injured by the smoke of the locomotives (though they burn coke); and therefore―philanthropic souls!-they required that the purity of their fleeces should be preserved unsullied from the plutonic cloud, by giving the benefit of it to the farmers of Blisworth and its neighbourhood. This argument is somewhat enriched by the remembrance of the fact, that Northampton is chiefly known as a large boot and shoe manufactory. Nor would those seats of learning, Oxford and Eton, permit the Great Western bill to pass, without the insertion of special clauses to prohibit the formation of any branch to Oxford, or of a station at Slough; while it was declared by the authorities of the school, that anybody acquainted with the nature of Eton boys, would know that they could not be kept from the railway if it were allowed to be constructed. When the Directors subsequently attempted to infringe the conditions with which they had been bound, by only stopping to take up and set down passengers, proceedings were commenced against them in Chancery, and they were interdicted from even making a pause.

In the discussion in the House of Commons on one bill, it was urged by one honourable gentleman, that trains could not possibly go faster than ten miles an hour; by another, that the whole scheme was a flagrant imposition; and Sir Isaac Coffin exclaimed, with a sublimity of eloquence and a depth of pathos which must have greatly agitated all his hearers,—“How would any person like to have a railroad under his parlour window ?"

By another it was stated, that the introduction of the new system of locomotion would overthrow the business of very important sections of the community. "The beauty and comfort of gentlemen's estates would be destroyed by it. Was the House aware of the smoke and the noise, the hiss and the whirl, which locomotive

engines, passing at the rate of ten or twelve miles an hour, would occasion ? It would be the greatest nuisance, the most complete disturbance of quiet comfort in all parts of the kingdom, that the ingenuity of man could invent."

A gallant Colonel, too, assured the House of Commons, that "railways were dangerous and delusive speculations;" that "such schemes were dangerous, delusive, unsatisfactory, and, above all, unknown to the constitution of this country;" and that "he hated the very name of a railway-he hated it as he hated the devil.”

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When the London and Birmingham line was proposed, a whole chorus of voices shouted objections, or uttered withering sarcasms on the project. It was declared that it would be a drag on the country;" that its works would soon be ruins for the antiquary to study; "and that every hill and valley between the two towns would behold falling arches and ruined viaducts." Others affirmed, that canals would soon attain such efficiency, that railways would be superfluous; that the charge for transit by the canals would be far less than by their rivals, and the speed very much greater. Medical men asserted that the tunnels would be peculiarly dangerous in producing colds, catarrhs, and consumption; and that the deafening peal, the fearful gloom, the clanking chains, the dismal glare of the locomotive, and a thousand other horrors, which they vividly depicted, were so alarming, that such inventions ought to be utterly repudiated.

Long afterwards, when railways had been extensively constructed, a poet laureate at Rydal Mount penned touching lines on hearing that a branch was about to be made from Kendal to Windermere:

"Is there no nook of English ground secure

From rash assault? Schemes of retirement sown
In youth, and 'mid the busy world kept pure
As when their earliest flowers of hope were blown,
Must perish; how can they this blight endure?
And must he, too, his old delights disown,

Who scorns a false, utilitarian lure

'Mid his paternal fields at random thrown?

Baffle the threat, bright scene, from Orrest-head,

Given to the pausing traveller's rapturous glance!

Plead for thy peace, thou beautiful romance

Of nature; and if human hearts be dead,

Speak, passing winds; ye torrents, with your strong
And constant voice, protest against the wrong!"

By others, the railway system was characterized as "a monopoly the most secure, the most lasting, the most injurious, that can be conceived to the public good;" as a sordid vehicle of gain;" and