Biographies of Working Men. Allen Grant

generally were still in a very disorderly and unorganized condition. It is Telford's special glory that he reformed and altered this whole state of things; he reduced the roads of half Britain to system and order; he made the finest highways and bridges then ever constructed; and by his magnificent engineering works, especially his aqueducts, he paved the way unconsciously but surely for the future railways. If it had not been for such great undertakings as Telford's Holyhead Road, which familiarized men's minds with costly engineering operations, it is probable that projectors would long have stood aghast at the alarming expense of a nearly level iron road running through tall hills and over broad rivers the whole way from London to Manchester.

      At first, Telford's work as county surveyor lay mostly in very small things indeed—mere repairs of sidepaths or bridges, which gave him little opportunity to develop his full talents as a born engineer. But in time, being found faithful in small things, his employers, the county magistrates, began to consult him more and more on matters of comparative importance. First, it was a bridge to be built across the Severn; then a church to be planned at Shrewsbury, and next, a second church in Coalbrookdale. If he was thus to be made suddenly into an architect, Telford thought, almost without being consulted in the matter, he must certainly set out to study architecture. So, with characteristic vigour, he went to work to visit London, Worcester, Gloucester, Bath, and Oxford, at each place taking care to learn whatever was to be learned in the practice of his new art. Fortunately, however, for Telford and for England, it was not architecture in the strict sense that he was finally to practise as a real profession. Another accident, as thoughtless people might call it, led him to adopt engineering in the end as the path in life he elected to follow. In 1793, he was appointed engineer to the projected Ellesmere Canal.

      In the days before railways, such a canal as this was an engineering work of the very first importance. It was to connect the Mersey, the Dee, and the Severn, and it passed over ground which rendered necessary some immense aqueducts on a scale never before attempted by British engineers. Even in our own time, every traveller by the Great Western line between Chester and Shrewsbury must have observed on his right two magnificent ranges as high arches, which are as noticeable now as ever for their boldness, their magnitude, and their exquisite construction. The first of these mighty archways is the Pont Cysylltau aqueduct which carries the Ellesmere Canal across the wide valley of the Dee, known as the Vale of Llangollen; the second is the Chirk aqueduct, which takes it over the lesser glen of a minor tributary, the Ceriog. Both these beautiful works were designed and carried out entirely by Telford. They differ from many other great modern engineering achievements in the fact that, instead of spoiling the lovely mountain scenery into whose midst they have been thrown, they actually harmonize with it and heighten its natural beauty. Both works, however, are splendid feats, regarded merely as efforts of practical skill; and the larger one is particularly memorable for the peculiarity that the trough for the water and the elegant parapet at the side are both entirely composed of iron. Nowadays, of course, there would be nothing remarkable in the use of such a material for such a purpose; but Telford was the first engineer to see the value of iron in this respect, and the Pont Cysylltau aqueduct was one of the earliest works in which he applied the new material to these unwonted uses. Such a step is all the more remarkable, because Telford's own education had lain entirely in what may fairly be called the "stone age" of English engineering; while his natural predilections as a stonemason might certainly have made him rather overlook the value of the novel material. But Telford was a man who could rise superior to such little accidents of habit or training; and as a matter of fact there is no other engineer to whom the rise of the present "iron age" in engineering work is more directly and immediately to be attributed than to himself.

      Meanwhile, the Eskdale pioneer did not forget his mother. For years he had constantly written to her, in print hand, so that the letters might be more easily read by her aged eyes; he had sent her money in full proportion to his means; and he had taken every possible care to let her declining years be as comfortable as his altered circumstances could readily make them. And now, in the midst of this great and responsible work, he found time to "run down" to Eskdale (very different "running down" from that which we ourselves can do by the London and North Western Railway), to see his aged mother once more before she died. What a meeting that must have been, between the poor old widow of the Eskdale shepherd, and her successful son, the county surveyor of Shropshire, and engineer of the great and important Ellesmere Canal!

      While Telford was working busily upon his wonderful canal, he had many other schemes to carry out of hardly less importance, in connection with his appointment as county surveyor. His beautiful iron bridge across the Severn at Build was was another application of his favourite metal to the needs of the new world that was gradually growing up in industrial England; and so satisfied was he with the result of his experiment (for though not absolutely the first, it was one of the first iron bridges ever built) that he proposed another magnificent idea, which unfortunately was never carried into execution. Old London Bridge had begun to get a trifle shaky; and instead of rebuilding it, Telford wished to span the whole river by a single iron arch, whose splendid dimensions would have formed one of the most remarkable engineering triumphs ever invented. The scheme, for some good reason, doubtless, was not adopted; but it is impossible to look at Telford's grand drawing of the proposed bridge—a single bold arch, curving across the Thames from side to side, with the dome of St Paul's rising majestically above it—without a feeling of regret that such a noble piece of theoretical architecture was never realized in actual fact.

      Telford had now come to be regarded as the great practical authority upon all that concerned roads or communications; and he was reaping the due money-reward of his diligence and skill. Every day he was called upon to design new bridges and other important structures in all parts of the kingdom, but more especially in Scotland and on the Welsh border. Many of the most picturesque bridges in Britain, which every tourist has admired, often without inquiring or thinking of the hand that planned them, were designed by his inventive brain. The exquisite stone arch which links the two banks of the lesser Scotch Dee in its gorge at Tongueland is one of the most picturesque; for Telford was a bit of an artist at heart, and, unlike too many modern railway constructors, he always endeavoured to make his bridges and aqueducts beautify rather than spoil the scenery in whose midst they stood. Especially was he called in to lay out the great system of roads by which the Scotch Highlands, then so lately reclaimed from a state of comparative barbarism, were laid open for the great development they have since undergone. In the earlier part of the century, it is true, a few central highways had been run through the very heart of that great solid block of mountains; but these were purely military roads, to enable the king's soldiers more easily to march against the revolted clans, and they had hardly more connection with the life of the country than the bare military posts, like Fort William and Fort Augustus, which guarded their ends, had to do with the ordinary life of a commercial town. Meanwhile, however, the Highlands had begun gradually to settle down; and Telford's roads were intended for the far higher and better purpose of opening out the interior of northern Scotland to the humanizing influences of trade and industry.

      Fully to describe the great work which the mature engineer constructed in the Highland region, would take up more space than could be allotted to such a subject anywhere save in a complete industrial history of roads and travelling in modern Britain. It must suffice to say that when Telford took the matter in hand, the vast block of country north and west of the Great Glen of Caledonia (which divides the Highlands in two between Inverness and Ben Nevis)—a block comprising the counties of Caithness, Sutherland, Ross, Cromarty, and half Inverness—had literally nothing within it worthy of being called a road. Wheeled carts or carriages were almost unknown, and all burdens were conveyed on pack-horses, or, worse still, on the broad backs of Highland lassies. The people lived in small scattered villages, and communications from one to another were well-nigh impossible. Telford set to work to give the country, not a road or two, but a main system of roads. First, he bridged the broad river Tay at Dunkeld, so as to allow of a direct route straight into the very jaws of the Highlands. Then, he also bridged over the Beauly at Inverness, so as to connect the opposite sides of the Great Glen with one another. Next, he laid out a number of trunk lines, running through the country on both banks, to the very north of Caithness, and the very west of the Isle of Skye. Whoever to this day travels on the main thoroughfares in the greater Scottish Islands—in Arran, Islay, Jura, Mull; or in the wild peninsula of Morvern, and the Land of Lorne;