THE VISITOR, OR MONTHLY INSTRUCTOR, FOR 1849. THE NORTH-WESTERN RAILROAD. I. THE triumphs achieved by man over the material world are monuments of the grandeur of his spiritual nature; and to all, who would not inclose themselves from contact with the world within the sphere of their own selfish individuality, an exhaustless source of interesting and profound investigation is supplied. The history of locomotion, especially in our own day, affords of this illustrations sufficiently numerous. The "railroad system, so recently held up to general suspicion or contempt, as the imaginary creation of the heated brains of engineering fanatics, now stands forth a sober reality. The opposition it sustained from all classes of the community, is exchanged for the approval of the wealth and intelligence as well as the poverty and ignorance of the nation; and whether the subject be considered in its individual, social, commercial, or political aspect, it is alike worthy of regard, as illustrative of the success with which intellect, perseverance, and enterprise have been crowned. Many of the lower orders of animals have been provided with means of rapid communication between distant regions; man has been left to the exercise of his faculties, whose native energy has enabled him to surpass every means which has been provided for the animal world. He has the mind to plan, and the hand to JANUARY, 1849. execute; these he has directed to overcome the obstacles which space would supervene, and as Wordsworth says: "Time Pleased with your triumphs o'er his brother space, Accepts from your bold hands the proffer'd crown Of hope, and smiles on you with cheer sublime." The North-Western Railroad, uniting as it does the affluence and civil authority of the metropolis with the commercial, manufacturing, and mining districts of the north, cannot but be regarded with interest by all unbiassed spectators, whether it is viewed in relation to the magnitude of the undertaking, or its influence on the social and political prosperity of the empire. The success which had rewarded the exertions of the friends of the "railroad system" as it then existed, encouraged others to engage in similar undertakings. Two companies for some time determined to construct a line from London to the north, but in 1830 the rivals, having united their interests, attempted to obtain an Act of Parliament for the accomplishment of their proposed scheme. The opposition they encountered, however, was most strenuous and persevering; for proprietors of land, and the representatives of "vested interests" imagined that their broad acres would be deteriorated in value, or their per centage diminished; and the result was that the Bill was thrown out in the House of Lords in B 1832. The efforts of the projectors, renewed in the following year, were rewarded with success, and the Act received the royal assent in May, 1833. At that time, the very idea of a railroad filled the minds of almost every class of the community, except the engineer and capitalist, with alarm. A rumour that it was proposed to bring such a thing within five miles of a particular neighbourhood was sufficient to elicit an adverse petition to Parliament, or a subscription to oppose so fearful a nuisance. Thus Oxford and Eton would not permit the Great-Western Bill to pass without special clauses to prohibit a branch to Oxford and a station at Slough; nay, when the directors attempted to infringe the latter prohibition, by only stopping to take up and set down at Slough, proceedings were immediately commenced in Chancery, and they were interdicted from making a pause, where is now a station honoured by the habitual use of the Sovereign, and not more enjoyed, it is believed, by any class of Her Majesty's subjects than some of those who a few years ago instigated hostile proceedings. The plan of buying off opposition indeed became a systematic thing, and enormous sums have thus been expended. Amidst much to condemn, it is, however, agreeable to have to state that the late Mr. Labouchere, having made an arrangement with the Eastern Counties for a passage through his estate at Chelmsford, at the price of £35,000, his son and successor, the Right Honourable Henry Labouchere, finding the property not deteriorated to the degree that had been anticipated, voluntarily returned to the Company £15,000. | nelling, masonry, rails, sleepers, engines, In surveying "the geological map of England," it must be evident to any one acquainted with the different formations, that no canal or railroad can be made from London to the western or northwestern counties, without a tunnel or summit level on the chalk hills, as at the Kennet and Avon, between Wilton and Devizes, and on the Grand Junction Canal at Tring. The oolitic range of hills, with its basis of lias, presents a similar and parallel obstacle, conquered by tunnels on the Thames and Severn at Shepperton, the Oxford Canal at Claydon, the Grand Junction at Braunston and Blisworth. The work, however, was commenced in June, 1834; and despite these obstacles, the line was reduced to some approximation to a level by cutting through hills, and employing the soil thus removed to form embankments across valleys. The first twenty-four miles and a half of the line were opened to the public in July, 1837, and in the following October it was finished to Tring; the train which first traversed this part of the line consisting of about a dozen carriages, drawn by an engine of thirty-horse power, and conveying about forty passengers, the whole under the superintendence of the secretary, Mr. Creed. It left the Camden station at nine o'clock in the morning, and reached Tring soon after ten, being a distance of about thirty-one miles, amidst the acclamations of the country people, who assembled in various places along the line to witness the scene. The road thus opened is carried along embankments of considerable height, sometimes commanding an extensive range of scenery, and at others inclosed between precipitous cliffs, especially as it approaches Tring. The strata of the chalk at this part are particularly rocky, and the labour The estimated expense of the line, in- of digging proportionate. The arches of cluding the purchase of land, the erection of the tunnels, the bridges, viaducts, and stations, embankments and cuttings, tun-the stations on this as well as other por In the present case the Parliamentary and surveyors expenses amounted to £72,000, "which," it has been remarked, "will be viewed by many as a reproach to our system of legislation, which thus throws an impediment that, in many cases, would be insurmountable, in the way of works of great and acknowledged usefulness." It must, however, be remembered that the power thus granted to a railway company is extraordinary. It enables them to construct a line of road across the estates of any individual, which shall be exclusively their own, while old-established interests and private convenience must succumb. tions of the line are built with as much regard for taste as is consistent with convenience and strength. The line was opened throughout on the 7th of September, 1838; the first train completing the distance of 112 miles in four hours and fifteen minutes, and the second train carrying 200 passengers, in about six hours. With the exception of the inclined plane between Euston-grove and Camden-town, the least favourable inclination is equal to only one in 330, or sixteen feet in a mile; only about thirteen miles of the road are perfectly level, the remainder forming a series of inclined planes; and the station at Birmingham is 250 feet above the level of the London station. | adopted. At the northern end of this platform is the Regent's Canal, on traversing which the Camden Station is seen ahead. When the line was first constructed, the metropolitan terminus was situated at the present Camden Station, which is now unused for passengers. On its being determined, however, to make an extension from hence to Euston-square, Parliament refused to allow the locomotives to approach any nearer than formerly, as it was considered that they would greatly annoy the inhabitants. A stationary steam-engine was therefore constructed at the end of the inclined plane which leads from the Camden to the Euston Station, and an endless rope 10,000 feet long, and seven inches in circumference, acting on two large wheels or cylinders, one at each station, was employed for the purpose of drawing the trains up the incline. The carriages were attached to the rope at the lower end, and on a given signal the wheel at the upper end revolved, coiling the rope round its circumference, so as to draw the carriages along. The two stationary engines of sixty-horse power each, drew the train up the inclined plane in three minutes, while two lofty and well-constructed chimneys indi engines and rope cost £25,000. In proceeding from Camden Station to London, the train descended by its own gravity, as it does now, its speed being checked, as desired, by the application of the breaks. But we must now visit some parts of the line to see their present condition. The Euston-square station is entered through the propylæum, often called a portico. It was built by Mr. Philip Hardwick, at an expense of £30,000, after a Grecian model, and its Doric columns are the largest of modern construction. Their diameter is eight feet six inches, and their height forty-two feet, and to the top of the pediment seventy-two feet; the stone being obtained at Bramley Falls, in Yorkshire. The spot now occupied by the station was, till 1825, the quiet scene of nursery-cated the site of the engine-house. The gardens for the London markets. Proceeding along the platform and descending the steps at the end, which is only permitted by persons duly authorized, the visitor passes under the Hampstead-road, and for a considerable distance brick walls line the sides. These are twenty feet in height, and of great strength to resist the pressure of the London clay, being seven bricks thick at the foundation, and three at the top; they are also curved inwards. These were, however, found insufficient; the various fluids of the soil forced their way through the brickwork and stained it with various colours, and it was found necessary to add no fewer than forty-four massive iron beams, which stretch across and provide a counterpoising lateral pressure. On approaching nearer to the Camden station, by passing the short tunnel which intervenes, the line is on a level with the land around, and we soon see the platform where the tickets are taken from passengers who are going to London, in order that, as soon as the train arrives at Euston-square, people may attend to their luggage instead of to the tickets, which would be necessary if this plan were not The sketch which forms the frontispiece of this year's Visitor,-for the permission to draw which we have much pleasure in expressing our acknowledgments to the directors of the NorthWestern Railway,-represents a view of the Camden Station, from the North. The line here makes a graceful curve as it sweeps round from London, which is continued till it enters Primrose-hill Tunnel in the rear; and the appearance of a train, as with shrill whistle it hastens onward, "Swifter than flight," to the north, is probably unsurpassed in effect; while solitary locomotives ever and anon crawl about the station-yard, in various directions, as if "instinct with life," and something prevented their resting peaceably. On the right will be seen the locomotive depôt for passenger engines, and on the left the rotunda, for the reception of those used for good's trains. If either of them be entered, a number of engines of various sizes and shapes attract attention and elicit admiration as they stand motionless to be prepared for the journey they have soon to undertake. Here a greasy-looking being, in a mass of soiled fustian, clambers mechanically around, and under the "Vulcan" or the "Leviathan," listlessly rubs the gleaming metal with a handfull of oily rags, or inserts long-handled oil tins, with still longer spouts, in various parts of the machine. Another is pushing an iron rod up the tubes of the boiler, to clear away the cinders and soot that may have accumulated; a third stands on the boiler to "rub down" the funnel; while a group of others are talking together on subjects of mechanical or political criticism. Situated to the right are a series of smaller buildings, into which we may look. The largest is a smithery, for making slight repairs in engines at this station, all important defects being rectified at Wolverton. Here are four forges, with all the necessary apparatus complete; the lathes being turned by an engine which is situated in the next building. This is of about twenty-six horse power, and also pumps water for the use of the Euston Station and Hotel. The well is 220 feet deep, and the engine, which works about ten hours daily, pumps sixteen gallons every stroke, and makes twenty-five strokes a minute. Of the four pumps, two are forcing and two lifting; the diameter of the driving-wheel is sixteen feet. The boilers of this engine are in a separate building, from which the steam is conveyed by a large tube, so as not to endanger the engine by the heat of the furnace or the water. On the left of the sketch are represented the goods' buildings, belonging to the carriers on the line, the Company having nothing to do with this department of traffic; but allowing the regular carriers to use the railway, on the payment of a certain toll for the warehouses, weight of goods at per ton, trucks, and locomotives. The whole business of the goods' department is transacted, by open competition, at the Camden Station; and as soon as these trains emerge from Primrose-hill Tunnel, they proceed from the passenger lines to some on the left, made exclusively for them, and advance into a large open area intersected by pairs of rails. In the early history of the application of steam as a locomotive power, it was generally supposed that the railways would resemble common roads and canals, inasmuch as all might avail themselves of them, by the payment of an adequate toll, for their own locomotives and carriages. Experience, however, has shown that such a course would be eminently hazardous; and now, even though public competition is allowed on this line between various carriers, yet the goods' trains are all under the control of the Company. The firm of Pickford and Co. carry on, we believe, the largest amount of goods' business on this line, their depôt being built by Mr. L. Cubitt, with express reference to the requirements of railway traffic, as the depôt in the City-road has been for canal business. The extent of the area of the warehouse will be understood when it is stated at twice that of Westminster-hall; being about 230 feet long by 140 wide. The roof, divided into three sections, and supported by two rows of pillars, has nearly an acre of slating, and 100 skylights. The whole is vaulted beneath; and so enormous are the weights that these are intended to support, that of the more than 3,000,000 of bricks which were employed, a large proportion were in their construction. If a parcel of goods be sent to one of the offices of this firm in London, (as, for instance, the "Castle" in Wood-street, which is the centre of the City traffic,) in the evening it is transferred to the Camden Station, and even long after midnight wagons continue to arrive, belonging to various carriers. The empty trucks used by the firm are then brought alongside of the platform, to receive the goods for the ensuing" down" train. These are laden from different groups on the platform, which have been collected according to the places to which they are consigned; care being taken to pass them under a gauge, which is less than that of the arches and tunnels through which they will have to pass, that the loads may not be piled too high. A cloth is then used to protect the goods from the weather, a printed ticket is affixed, with the name of the town to which each wagon is consigned, and the train is then arranged so as to avoid confusion where a truck has to pass on two or more railways in succession. When an "" up" train arrives, arrangements have to be made for the removal of the goods from the train to the differ ent depôts. Accordingly the various packages are transferred by cranes from the trucks, the weight is entered, and they are classified into different London districts. "The clerk, on hearing or reading the inscription on each package, knows the group to which it should be consigned, and the porter takes it accordingly. As this plan is acted on with respect to every package, and as the operations of the 'up' and 'down' traffic are going on at the same time, the warehouse presents, as the night advances, a very remarkable scene. The platform becomes occupied by an enormous mass of valuable merchandise, apparently in the utmost confusion, but really classified according to unerring precision. All the posts on the eastern side have become the centres of town groups of goods; while all those on the western side are similarly the centres of country groups. The two classes of operations are carried on independent of each other at the same time; a totally distinct staff of clerks and porters being appropriated to each.” * Meanwhile the horses, having brought the goods from London for the "down" trains, have been unharnessed, and immediately proceed down an inclined plane to the stables which are constructed underneath, and afford excellent accommodation for more than a hundred horses, where they are "baited" to prepare to take the return loads to the London offices. In connexion with these buildings are a pump and harness-room, and a sick-box for invalids; an apartment is also provided for drying the canvas covers of the wagons. F. S. W. PLANT LITERALLY OR MORALLY. I LOOK with a sort of respect and affection on those five gray poplars (populus canescens) in my own small home meadow, which some of my townsmen can also see from their dwellings. They were, I think, nearly of the same size more than half a century ago, when I stood gazing up their trunks as a boy. Indeed, they are now in old age, and the top branches of some show marks of decay. Loudon states that this timber is much more durable than is commonly thought, though when employed for flooring, it requires to be seasoned two or three years. He considers the old * Penny Magazine. distich quite correct, said to be inscribed on a poplar plank : "Though heart of oak be e'er so stout, Keep me dry, and I'll see him out." In January, 1756, my grandfather, William Sheppard, composed some lines, which I have in his handwriting, termed by him, "Extempore thoughts on observing a grove of tall trees in the late hurricanes;" meaning those violent storms that accompanied or followed the great earthquake, by which, on the 1st of November, 1755, ten thousand lives were destroyed in Lisbon. I doubt not he referred to those trees when he wrote: "There a grove of lofty poplars, trembling, Stand tall and naked to the furious sweep Of the tempestuous winds. Waving and bowing their aerial heights So near the earth, as scares the gazing traveller, Who, far advanced within their bended reach, Swift flies, with frighted look thrown back askance, Expecting instant death beneath their crush. Those steely powers exert their utmost force, Probably the clump had then more trees composing it, and might be named a grove more fitly than now; but it is wonderful that the five trees now standing, much alike in height, the tallest of which I have had measured as one hundred and eight feet high, and which lean considerably from the perpendicular, should have withstood the storms of ninety winters since those lines were written, and especially the tempest (eighty years after that date) of Nov. 1837, which blew down several of the largest and best-rooted elms, of greater girth, but much less lofty, at a very short distance in the same valley. I have of late of young poplars, off-shoots of these planted a small half-moon-shaped group ancient trees, beside them; hoping that they will flourish when their tall predecessors and myself shall have long disformed of stone, still growing as summers appeared; more truly a crescent than those revolve. Let me conclude by inviting those of my respected hearers, who have opportunity, to do the like. If in the decline of life, there is, in one sense, the stronger motive for it. A near kinsman of my his later years-on the borders of a high own, in the county of Dorset, planted in newly-formed causeway, passing over |