Steve and the Steam Engine by Sara Ware Bassett (best large ereader TXT) 📕

were to be shipped to Charlestown. Bryant, the builder of the road, had heard of Stephenson's successful use of tracks at the Newcastle coal mines and saw no reason why a road of similar pattern could not be laid from the quarries to the ship landing. If such a plan could be worked out, he argued, it would be a great saving of time and labor. Accordingly the railroad was built at a cost of more than ten thousand dollars a mile and it unquestionably performed the service required of it even if it did necessitate the expenditure of a good deal of money. Since the grade sloped toward the river the heavily loaded cars moved down the tracks very easily and as they were empty on their return the ascent was made with equal ease. All the year round this quaint railroad was in constant use, a snowplow being attached to the front car in winter to clear the deep snow from the tracks."

"I suppose that was the first railroad snowplow, too," observed Stephen.

"I suppose it was," his father agreed. "For some time afterward this old road with its granite ties was the model from which American engineers took their inspiration, it being many years before railroad builders realized that wooden ties were more flexible and made a better, even though less durable roadbed."

"Were any more railroads like the Quincy road built in America?" questioned Steve.

"Yes, a railroad very much like it was built in the Pennsylvania mining country to transport coal from the mines at Summit down to the Lehigh Valley for shipment. An amusing story is told of this railroad, too. It extended down the mountainside in a series of sharp inclines between which lay long stretches of level ground. Now you know when you coast downhill your speed will give you sufficient impetus to carry you quite a way on a flat road before you come to a stop. So it was with this railroad. But the force the cars gained on the hillside could not carry them entirely across these long levels, and therefore platform cars were built on which a number of mules could be transported and later harnessed to the cars to pull them across the flat stretches. At the end of each level the mules would be taken aboard again and carried down to the next one, where they were once more harnessed to the cars. Now the tale goes that to the chagrin of the railroad people the mules soon grew to enjoy riding so much that they had no mind to get out and walk when the level places were reached and it became almost impossible to make them. All of which proves the theory I advanced before—that too much luxury is not good for any of us and will even spoil a perfectly good mule."

Steve chuckled in response.

"I'm afraid with railroads like these America did not make much progress," he said.

"No very rapid strides," owned his father. "Nevertheless men were constantly hammering away at the railroad idea. In out-of-the-way corners of the country were many persons who had faith that somehow, they knew not how, the railroad would in time become a practical agency of locomotion. When the Rainhill contest of engines took place in England before the opening of the Liverpool-Manchester road, and Stephenson carried off the prize, Horatio Allen, one of the engineers of the Delaware and Hudson Canal Company, was sent over to examine the locomotives competing and if possible buy one for a new railroad they hoped to put into operation. Unluckily none of the engines were for sale but he was able to purchase at Stourbridge a steam locomotive and this he shipped to New York. It reached there in 1829—a ridiculous little engine weighing only seven tons. Before its arrival a track of hemlock rails fastened to hemlock ties had been laid and as the Lackawanna River lay directly in the path of the proposed road a wooden trestle about a hundred feet high had been built across the river. This trestle was of very frail construction and calculated to sustain only a four-ton engine and therefore when the seven-ton locomotive from Stourbridge arrived and was found to weigh nearly double that specification there was great consternation."

"Did they tear the trestle down and build another?" asked Steve with much interest.

Mr. Tolman did not heed the question.

"Now in addition to the disconcerting size of the engine," he continued, "the wooden rails which had been laid during the previous season had warped with the snows and were in anything but desirable condition. So altogether the prospect of trying out the enterprise, on which a good deal of money had already been spent, was not alone disheartening but perilous."

"The inspectors or somebody else would have put an end to such a crazy scheme jolly quick if it had been in our day, wouldn't they?" grinned the boy.

"Yes, nobody could get very far with anything so unsafe now," his father responded. "But all this happened before the era of inspectors, construction laws, or the Safety First slogan. Hence no one interfered with Horatio Allen. If he chose to break his neck and the necks of many others as well he was free to do so. Therefore, nothing daunted, he got up steam in his baby engine, which was the more absurd for having painted at its front a fierce red lion, and off he started—along his hemlock railroad. The frail bridge swayed and bent as the locomotive rumbled over it but by sheer miracle it did not give way and Allen reached the other side without being plunged to the bottom of the river."

Steve drew a long breath of relief.

"Did they go on using the railroad after that?" he asked.

His father shook his head.

"No," he replied. "Although every one agreed that the demonstration was a success the wooden rails were not durable enough to last long and the company was not rich enough to replace them with metal ones. Therefore, in spite of Allen's pleas and his wonderful exhibition of courage, the road fell into disuse, the engine was taken apart, and the enterprise abandoned."

"What a pity!"

"Yes, it was, for had New York persevered in this undertaking the railroad might have made its advent in the United States much sooner than it did. As it was, once again, like a meteor, the experiment flashed into sight and disappeared with success well within reach."

"And who was the next promoter?"

"Peter Cooper was the next experimenter of note," Mr. Tolman answered, "and his adventure with railroading was entertaining, too. He lived in Baltimore and being of a commercial trend of mind he decided that if a railroad could be built through the Potomac Valley and across the Alleghany Mountains it might win back for his state the trade that was rapidly being snatched away by the Erie and Pennsylvania Canal. With this idea in mind Cooper built thirteen miles of track and after experimenting with a sort of tram-car and finding it a failure he had a car made that should be propelled by sails."

"Sails!" gasped Steve.

His father smiled at his astonishment.

"Yes, sails!" he repeated. "Into this strangely equipped vehicle he invited some of the editors of the Baltimore papers, and little sensing what was before them the party set forth on its excursion."

"Did the car go?"

"Oh, it went all right!" chuckled Mr. Tolman. "The trouble was not with its going. The difficulty was that as it flew along the rails a cow suddenly loomed in its pathway and as she did not move out of the way of the approaching car she and the railroad pioneers came into collision. With a crash the car toppled over and the editors, together with the enraged Peter Cooper, were thrown out into the mud. Of course the affair caused the public no end of laughter but to Cooper and his guests it proved convincingly that sails were not a desirable substitute for steam power."

"I suppose Cooper then went to work to build some other kind of a railroad," mused Steve.

"That is exactly what he did," was the rejoinder. "He did not, however, do this deliberately but rather fell into a dilemma that left him no other choice. You see a group of men coaxed him to buy some land through which it was expected the new Baltimore and Ohio Railroad was to pass. These prospectors figured that as the road was already started and a portion of the wooden track laid the railroad was a sure thing, and by selling their land to the railroad authorities they would be enabled to turn quite a fortune for themselves. In all good faith Cooper had joined the company and then, after discovering that the railroad men had apparently abandoned their plan to build, in dastardly fashion, one after another of the promoters wriggled out of the enterprise and left poor Peter Cooper with a large part of his money tied up in a worthless, partially constructed railroad."

"What a rotten trick!" cried Steve.

"Yes; and yet perhaps Cooper deserved a little chastisement," smiled Mr. Tolman. "Instead of making money out of other people as he had intended—"

"He got stung himself!" burst out the boy.

"Practically so, yes," was the reply. "Well, at any rate, there he was and if he was ever to get back any of his fortune he must demonstrate that he had profound faith in the partly constructed railroad. Accordingly he bought a small engine weighing about a ton—"

"One ton!"

"So small that it was christened the 'Tom Thumb.' He now had his wooden rails and his pygmy engine but was confronted by still another perplexity. The railroad must pass a very abrupt curve, it was unavoidable that it should do so—a curve so dangerous that everybody who saw it predicted that to round it without the engine jumping the track and derailing the cars behind would be impossible. Poor Peter Cooper faced a very discouraging problem. There was no gainsaying that the curve was a bad one; moreover, his locomotive was not so perfect a product as he might have wished. It had been built under his direction and consisted of the wee engine he had bought in New York connected with an iron boiler about the size of an ordinary tin wash boiler; and as no iron piping was made in America at this time Cooper had taken some old steel musket barrels as a substitute for tubing. With this crude affair he was determined to convince the public that a steam railroad was a workable proposition."

"He had a nerve!"

"It took nerve to live and accomplish anything in those days," returned Mr. Tolman. "In the first place few persons had fortunes large enough to back big undertakings; and in addition America was still such a young country that it had not begun to produce the materials needed by inventors for furthering any very extensive projects. In fact the world of progress was, as Kipling says, 'very new and all.' Hence human ingenuity had to make what was at hand answer the required purpose, and as a result Peter Cooper's Tom Thumb engine, with its small iron boiler and its gun-barrel tubing, was set upon the wooden track, and an open car (a sort of box on wheels with seats in it) was fastened to it. Into this primitive conveyance the guests invited for the occasion clambered. Ahead lay the forbidding curve. Stephenson, the English engineer, had already stated mathematically the extreme figure at which a curve could be taken and the locomotive still remain on the track, and Peter Cooper was well aware that the curve he must make was a far worse one. However, it would never do for him to betray that he had any misgivings. Therefore, together with his guests, he set out on his eventful trip which was either to demolish them all, or convince the dignitaries of the railroad company that not only was a steam railroad practical but that the Baltimore and Ohio Road was a property valuable enough to be backed by capital."

Steve leaned forward, listening eagerly to the story.

"Slowly the little engine started, and nearer and nearer came the terrible curve. The train was now running at fifteen miles an hour, a speed almost unbelievable to the simple souls of that time. Round the curve it went in safety, increasing its velocity to eighteen miles an hour. The railroad officials who were Cooper's guests were frantic with enthusiasm. One man produced paper and pencil and begged those present to write their names, just to prove that it was possible to write even when flying along at such a meteoric rate of speed. Another man jotted down a few sentences