Part 18

The difficulty, however, was solved in rather a strange way. In the early days of railroads they were looked upon as nuisances, and the authorities at Windsor Castle were firmly resolved that no line should approach the Royal borough, in which resolution they were warmly supported by the equally stupid and short-sighted managers of Eton College. Although the inhabitants sighed for a railway, none was brought nearer than Slough. At this moment, when the park question was being agitated, the South Western Directors brought forward a proposition that they should make a line into Windsor, running along one side of the Home Park, and right under the Castle. This audacious idea was regarded with indignation at the Castle, until a hint was received that possibly, if Royal interest were forthcoming to support the plan, the Company might be able to facilitate the proposed alterations; and it then came out, strangely enough, they had fixed the precise sum needed (£80,000) as compensation for the disturbance of the Royal property. No more was heard of the objections to the scheme, which had been so vehemently denounced a few days before, but, no sooner did it transpire that the South-Western plan was not opposed by the Castle interest than down came the Great-Western authorities in a fever of indignation, for it appeared they had received an explicit promise that, if Windsor was ever desecrated by a railway, they should have the preference. So resolute was their attitude, that so far as I remember, the sitting of Parliament was actually protracted in order that their Bill might be passed; not that they got it without paying, for they gave £20,000 for an old stable and yard which were required for their station, and which happened to stand on Crown property. Things were sometimes managed strangely enough in those days.

—_Truth_, Dec. 29, 1881.

AN EXACTING LADY.

A lady of fashion with a pugdog and a husband entered the train at Paddington the other day. There were in the carriage but two persons, a well-known Professor and his wife; yet the lady of fashion coveted, not indeed his chair, but his seat. “I wish to sit by the window, sir,” she said, imperiously, and he had to move accordingly. “No, sir, that won’t do,” she said, as he meekly took the next place. “I can’t have a stranger sitting close to me. My husband must sit where you are.”

_Gentleman’s Magazine_.

AMERICAN PATIENCE AND IMPERTURBABILITY.

About an hour after midnight, on our journey from Boston to Albany, we came to a sudden pause where no station was visible; and immediately, very much to my surprise, the engine-driver, conductor, and several passengers were seen sallying forth with lanterns, and hastening down the embankment on our right. “What are they going to do now?” said I to a gentleman, who, like myself, kept his seat. “Only to take a look at some cars that were smashed this morning,” was the reply. On opening the window to observe the state of affairs, as well as the darkness would allow, there, to be sure, at the bottom and along the side of the high bank, lay an unhappy train, just as it had been upset. The locomotive on its side was partly buried in the earth; and the cars which had followed it in its descent lay in a confused heap behind. On the top of the bank, near to us, the last car of all stood obliquely on end, with its hind wheels in the air in a somewhat grotesque and threatening attitude. All was now still and silent. The killed and wounded, if there were any, had been removed. No living thing was visible but the errant engineer and others from our train clambering with lanterns in their hands over a prostrate wreck, and with heedless levity passing critical remarks on the catastrophe. Curiosity being satisfied all resumed their places, and the train moved on without a murmur of complaint as to the unnecessary, and, considering the hour, very undesirable delay. I allude to the circumstance, as one of a variety of facts that fell within my observation, illustrative of the singular degree of patience and imperturbability with which railway travellers in America submit uncomplainingly to all sorts of detentions on their journey.

_Things as they are in America_, by W. Chambers, 1853.

A WIDE-AWAKE CONDUCTOR.

Dana Krum, one of the conductors on the Erie Railway, was approached before train time by an unknown man, who spoke to him as if he had known him for years. “I say, Dana,” said he, “I have forgotten my pass, and I want to go to Susquehanna; I am a fireman on the road, you know.” But the conductor told him he ought to have a pass with him. It was the safest way. Pretty soon, Dana came along to collect tickets. Seeing his man, he spoke when he reached him. “Say, my friend, have you got the time with you?” “Yes,” said he, as he pulled out a watch, “it is twenty minutes past nine.” “Oh, it is, is it? Now, if you don’t show me your pass or fare, I will stop the train. There is no railway man that I ever saw who would say ‘Twenty minutes past nine.’ He would say, ‘Nine-twenty.’” He settled.

A KID-GLOVED SAMSON.

A correspondent of the _Chicago Journal_ relates the following feat of strength, to which he was witness:—

“On Sunday, about nine o’clock A.M., as the train westward was within three or four miles of Chicago, on the Fort Wayne road, a horse was discovered on the stilt-work between the rails. The train was stopped, and workmen were sent to clear the track. It was then discovered that the body of the horse was resting on the sleepers. His legs having passed through the open spaces, were too short to reach the ground. Boards and rails were brought, and the open space in front of the horse filled up, making a plank road for him in case he should be got up, and by means of ropes one of his fore feet was raised, and there matters came to a halt. It seemed that no strength or stratagem could avail to release the animal. Levers of boards were splintered, and the men tugged at the ropes in vain, when a passenger, who was looking quietly on, stepped forward, leisurely slipped off a pair of tinted kids, seized the horse by the tail, and with tremendous force hurled him forward on the plank road. No one assisted, and, indeed, the whole thing was done so quickly that assistance was impossible. The horse walked away looking foolish, and casting suspicious side-glances towards his caudal extremity. The lookers-on laughed and shouted, while the stranger resumed his kids, muttering something about the inconvenience of railway delays, lit a cigar, and walked slowly into the smoking car. He was finely formed, of muscular appearance, was very fashionably dressed, wore a moustache and whiskers of an auburn or reddish colour, and to all questions as to who he was, only answered that he was a Pennsylvanian travelling westward for his health. The horse would certainly weigh at least twelve hundred.”

A RAILWAY TRAIN TURNED INTO A MAN-TRAP.

A branch of the Bombay presidency runs through a wild region, the inhabitants of which are unsophisticated savages, addicted to thievery. The first day the line was opened a number of these Arcadians conspired to intercept the train, and have a glorious loot. To accomplish their object they placed some trunks of trees across the rails; but the engine driver, keeping a very sharp look out, as it happened to be his first trip on the line in question, descried the trunks while yet they were at a considerable distance from him. The breaks were then put on, and when the locomotive had approached within a couple of feet of the trunks it was brought to a standstill. Then, instantaneously, like Roderick Dhu’s clansmen starting from the heather, natives, previously invisible, swarmed up on all sides, and, crowding into the carriages, began to pillage and plunder everything they could lay their hands upon. While they were thus engaged, the guard gave the signal to the driver, who at once reversed his engine and put it to the top of its speed. The reader may judge of the consternation of the robbers when they found themselves whirled backwards at a pace that rendered escape impossible. Some poor fellows that attempted it were killed on the spot.

—_Central India Times_, June 22, 1867.

THE RULING OCCUPATION STRONG ON SUNDAY.

In an Episcopal church in the north, not one hundred miles from Keith, a porter employed during the week at the railway station, does duty on Sunday by blowing the bellows of the organ. The other Sunday, wearied by the long hours of railway attendance, combined, it may be, with the soporific effects of a dull sermon, he fell sound asleep during the service, and so remained when the pealing of the organ was required. He was suddenly and rather rudely awakened by another official when apparently dreaming of an approaching train, as he started to his feet and roared out, with all the force and shrillness of stentorian lungs and habit, “Change here for Elgin, Lossiemouth, and Burghead.” The effect upon the congregation, sitting in expectation of a concord of sweet sounds, may be imagined—it is unnecessary to describe it.

—_Dumfries Courier_, 1866.

THE GOOD THINGS OF RAILWAY ACCIDENTS.

We have always thought that, except to lawyers and railway carriage and locomotive builders, railway accidents were great misfortunes, but it is evident we were wrong and we hasten to acknowledge our error. Speaking on Thursday with a respectable broker about the heavy damages (£2,000) given the day before on account of the Tottenham accident against the Eastern Counties Company in the Court of Exchequer, he observed, “It is rather good when these things happen as it moves the stock. I have had an order for some days to buy Eastern Counties at 56 and could not do it, but this verdict has sent them down one per cent., and enabled me now to buy it.” With all our railway experience we never dreamt of such a benefit as this accruing from railway accidents, but it is evidently among the possibilities.

—_Herepath’s Railway Journal_, June 7th, 1860.

BENEFICIAL EFFECT OF A RAILWAY ACCIDENT.

A gentleman who was in a railway collision in 1869, wrote to the _Times_ in November of that year. After stating that he had been threatened with a violent attack of rheumatic fever; in fact, he observed, “my condition so alarmed me, and my dread of a sojourn in a Manchester hotel bed for two or three months was so great, that I resolved to make a bold sortie and, well wrapped up, start for London by the 3.30 p.m. Midland fast train. From the time of leaving that station to the time of the collision, my heart was going at express speed; my weak body was in a profuse perspiration; flashes of pain announced that the muscular fibres were under the tyrannical control of rheumatism, and I was almost beside myself with toothache. From the moment of the collision to the present hour no ache, pain, sweat, or tremor has troubled me in the slightest degree, and instead of being, as I expected, and indeed intended, in bed drinking _tinct. aurantii_, or absorbing through my pores oil of horse-chestnut, I am conscientiously bound to be at my office bodily sound. Don’t print my name and address, or the Midland Company may come down upon me for compensation.”

AN EARLY MORNING RIDE TO THE RAILWAY STATION.

In the course of his peregrinations, the railway traveller may find himself in some out-of-the-way place, where no regular vehicle can be obtained to convey him to the station, and this _contretemps_ is aggravated when the time of departure happens to be early in the morning. Captain B—, a man of restless energy and adventurous spirit, emerged early one morning from a hovel in a distant village, where from stress of weather he had been compelled to pass the night. It was just dawn of day, and within an hour of the train he wished to go by would start from the station, about six miles distant. He had with him a portmanteau, which it would be impossible for him to carry within the prescribed time, but which he could not very well leave behind. Pondering on what he should do, his eye lighted on a likely looking horse grazing in a field hard by, while in the next field there was a line extended between two posts, for the purpose of drying clothes upon. The sight of these objects soon suggested the plan for him to adopt. In an instant he detached the line, and then taking a piece of bread from his pocket, coaxed the animal to approach him. Captain B— was an adept in the management of horses, and as a rough rider, perhaps, had no equal. In a few seconds he had, by the aid of a portion of the line, arranged his portmanteau pannier-wise across the horse’s back, and forming a bridle with the remaining portion of the line, he led his steed into the lane, and sprang upon his back. The horse rather relished the trip than otherwise, and what with the unaccustomed burden, and the consciousness that he was being steered by a knowing hand, he sped onwards at a terrific pace. While in mid career, one of the mounted police espied the captain coming along the road at a distance; recognizing the horse, but not knowing the rider, and noticing also the portmanteau, and the uncouth equipment, this rural guardian of the peace came to the conclusion that this was a case of robbery and horse stealing; and as the captain neared him, he endeavoured to stop him, and stretched forth his hand to seize the improvised bridle, but the gallant equestrian laughed to scorn the impotent attempt, and shook him off, and shot by him. Thus foiled, the policeman had nothing to do than to give chase; so turning his horse’s head he followed in full cry. The clatter and shouts of pursuer and pursued brought forth the inhabitants of the cottages as they passed, and many of these joined in the chase. Never since Turpin’s ride to York, or Johnny Gilpin’s ride to Edmonton, had there been such a commotion caused by an equestrian performance. To make a long story short, the captain reached the station in ample time; an explanation ensued; a handsome apology was tendered to the patrol, and a present equally handsome was forwarded, together with the abstracted property, to the joint owner of the horse and the clothes-line.

CHEAP FARES.

In the year 1868, Mr. Raphael Brandon brought out a book called _Railways and the Public_. In it he proposes that the railways should be purchased and worked by the government; and that passengers, like letters, should travel any distance at a fixed charge. He calculates that a threepenny stamp for third-class, a sixpenny stamp for second-class, and a shilling stamp for first-class, should take a passenger any distance whether long or short. With the adoption of the scheme, he believes, such an impetus would be given to passenger traffic that the returns would amount to more than double what they are at present. There may be flaws in Mr. Brandon’s theory, yet it may be within the bounds of possibility that some great innovator may rise up and do for the travelling public by way of organization what Sir Rowland Hill has done for the postage of the country by the penny stamp.

WHAT ARE YOU GOING TO DO?

The above question was asked by a man of his friend who had been injured in a railway accident, “I am first going in for repairs, and then for _damages_,” was the answer.

REPROOF FOR SWEARING.

The manager of one of the great Indian railways, in addressing a European subordinate given to indulge in needless strong language, wrote as follows:—“Dear sir, it is with extreme regret that I have to bring to your notice that I observed very unprofessional conduct on your part this morning when making a trial trip. I allude to the abusive language you used to the drivers and others. This I consider an unwarrantable assumption of my duties and functions, and, I may say, rights and privileges. Should you wish to abuse any of our employés, I think it will be best in future to do so in regular form, and I beg to point out what I consider this to be. You will please to submit to me, in writing, the form of oath you wish to use, when, if it meets my approval, I shall at once sanction it; but if not, I shall refer the same to the directors; and, in the course of a few weeks, their decision will be known. Perhaps, to save time, it might be as well for you to submit a list of the expletives generally in use by you, and I can then at once refer those to which I object to the directors for their decision. But, pending that, you will please to understand that all cursing and swearing at drivers and others engaged on the traffic arrangements in which you may wish to indulge must be done in writing, and through me. By adopting this course you will perceive how much responsibility you will save yourself, and how very much the business of the company will be expedited, and its interests promoted.”

THE BULLY RIGHTLY SERVED.

In the _Railway Traveller’s Handy Book_, there is an account of an occurrence which took place on the Eastern Counties line:—“A big hulking fellow, with bully written on his face, took his seat in a second-class carriage, and forthwith commenced insulting everybody by his words and gestures. He was asked to desist, but only responded with language more abusive. The guard was then appealed to, who told him to mind what he was about, shut the door, and cried ‘all right.’ Thus encouraged the miscreant continued his disgraceful conduct, and became every moment more outrageous. In one part of the carriage were four farmers sitting who all came from the same neighbourhood, and to whom every part along the line was well known. One of these wrote on a slip of paper these words, ‘Let us souse him in Chuckley Slough.’ This paper was handed from one to the other, and each nodded assent. Now, Chuckley Slough was a pond near one of the railway stations, not very deep, but the waters of which were black, muddy, and somewhat repellent to the olfactory nerves. The station was neared and arrived at; in the meantime the bully’s conduct became worse and worse. As they emerged from the station, one of the farmers, aforesaid, said to the fellow, ‘Now, will you he quiet?’ ‘No, I won’t,’ was the answer. ‘You won’t, won’t you?’ asked a second farmer. ‘You’re determined you won’t?’ inquired a third. ‘You’re certain you won’t?’ asked the fourth. To all of which queries the response was in negatives, with certain inelegant expletives added thereto. ‘Then,’ said the four farmers speaking as one man, and rising in a body, ‘out you go.’ So saying, they seized the giant form of the wretch, who struggled hard to escape but to no purpose; they forced him to the window, and while the train was still travelling at a slow pace, and Chuckley Slough appeared to view, they without more ado thrust the huge carcass through the window, and propelling it forward with some force, landed it exactly in the centre of the black, filthy slough. The mingled cries and oaths of the man were something fearful to hear; his attempts at extrication and incessant slipping still deeper in the mire, something ludicrous to witness; all the passengers watched him with feelings of gratified revenge, and the last that was seen of him was a huge black mass, having no traces of humanity about it, crawling up the bank in a state of utter prostration. In this instance the remedy was rather a violent one; but less active measures had been found to fail, and there can be little doubt that this man took care ever afterwards not to run the risk of a similar punishment by indulging in conduct of a like nature.”

LIABILITY OF COMPANIES FOR DELAY OF TRAINS.

There have been cases where claims have been made and recovered in courts of law for loss arising from delay in the arrival of trains, but the law does not render the company’s liability unlimited. A remarkable case occurred not long since. A Mr. Le Blanche sued the London and North-Western Company for the cost of a special train to Scarborough, which he had ordered in consequence of his being brought from Liverpool to Leeds, too late for the ordinary train from Leeds to Scarborough. A judgment in the county court was given in favour of the applicant.

The railway company appealed to the superior court, and the points raised were argued by able counsel, when the decision of the county court judge was confirmed. The company was determined to put the case to the utmost possible test, and on appealing to the Supreme Court of Judicature the judgment was reversed, the decision being to the effect that, whilst there was some evidence of wilful delay, the measure of damage was wrong.

—_Our Railways_, by Joseph Parsloe.

THE DYING ENGINE DRIVER.

Doubts have been expressed whether our iron ships will ever be regarded in the same affectionate way as “liners” used to be regarded by our “old salts.” It has been supposed that the latest creations of science will not nourish sentiment. The following anecdote shows, however, as romantic an attachment to iron as was ever manifested towards wood. On the Great Western Railway, the broad gauge and the narrow gauge are mixed; the former still existing to the delight of travellers by the “Flying Dutchman,” whatever economical shareholders may have to say to the contrary. The officials who have been longest on the staff also cling to the broad gauge, like faithful royalists to a fast disappearing dynasty. The other day an ancient guard on this line was knocked down and run over by an engine; and though good enough medical attendance was at hand, had skill been of any use, the dying man wished to see “the company’s” doctor. The gentleman, a man much esteemed by all the employés, was accordingly sent for. “I am glad you came to see me start, doctor, (as I hope) by the up-train,” said the poor man. “I am only sorry I can do nothing for you, my good fellow,” answered the other. “I know that; it is all over with me. But there!—I’m glad it was _not one of them narrow-gauge engines that did it_!”

—_Gentleman’s Magazine_.

“DOWN BRAKES,” OR FORCE OF HABIT.

An Illinois captain, lately a railroad conductor, was drilling a squad, and while marching them by flank, turned to speak to a friend for a moment. On looking again toward his squad, he saw they were in the act of “butting up” against a fence. In his hurry to halt them, he cried, “Down brakes! Down brakes!”

TRENT STATION.