Is it wholly impossible, then, for men of mechanical experience and large sympathies to check the mere patent-hunter and bring forward the man with an idea? Is there no supervision in the “shops,” or have the men who play tennis and billiards at the institute not a minute which they can rightly call their very own? Would it ruin the richest Company in India to lend their model-shop and their lathes to half a dozen, or, for the matter of that, half a hundred, abortive experiments? A Massachusetts organ factory, a Racine buggy shop, an Oregon lumber-yard, would laugh at the notion. An American toy-maker might swindle an employé after the invention, but he would in his own interests help the man to “see what comes of the thing.” Surely a wealthy, a powerful and, as all Jamalpur bears witness, a considerate Company might cut that clause out of the covenant and await the issue. There would be quite enough jealousy between man and man, grade and grade, to keep down all but the keenest souls; and, with due respect to the steam-hammer and the rolling-mill, we have not yet made machinery perfect. The “shops” are not likely to spawn unmanageable Stephensons or grasping Brunels; but in the minor turns of mechanical thought that find concrete expressions in links, axle-boxes, joint packings, valves, and spring-stirrups something might — something would — be done were the practical prohibition removed. Will a North countryman give you anything but warm hospitality for nothing? Or if you claim from him overtime service as a right, will he work zealously? “Onything but t’ brass,” is his motto, and his ideas are his “brass.”
Gentlemen in authority, if this should meet your august eyes, spare it a minute’s thought, and, clearing away the floridity, get to the heart of the mistake and see if it cannot be rationally put right. Above all, remember that Jamalpur supplied no information. It was as mute as an oyster. There is no one within your jurisdiction to — ahem — ”drop upon.”
Let us, after this excursion into the offices, return to the shops and only ask Experience such questions as he can without disloyalty answer.
“We used once,” says he, leading to the foundry, “to sell our old rails and import new ones. Even when we used ‘em for roof beams and so on, we had more than we knew what to do with. Now we have got rolling-mills, and we use the rails to make tie-bars for the D. and O. sleepers and all sorts of things. We turn out five hundred D. and O. sleepers a day. Altogether, we use about seventy-five tons of our own iron a month here. Iron in Calcutta costs about five-eight a hundredweight; ours costs between three-four and three-eight, and on that item alone we save three thousand a month. Don’t ask me how many miles of rails we own. There are fifteen hundred miles of line, and you can make your own calculation. All those things like babies’ graves, down in that shed, are the moulds for the D. and O. sleepers. We test them by dropping three hundredweight and three hundred quarters of iron on top of them from a height of seven feet, or eleven sometimes. They don’t often smash. We have a notion here that our iron is as good as the Home stuff.”
A sleek, white, and brindled pariah thrusts himself into the conversation. His house appears to be on the warm ashes of the bolt-maker. This is a horrible machine, which chews red-hot iron bars and spits them out perfect bolts. Its manners are disgusting, and it gobbles over its food.
“Hi, Jack!” says Experience, stroking the interloper, “you’ve been trying to break your leg again. That’s the dog of the works. At least he makes believe that the works belong to him. He’ll follow any one of us about the shops as far as the gate, but never a step further. You can see he’s in first-class condition. The boys give him his ticket, and, one of these days, he’ll try to get on to the Company’s books as a regular worker. He’s too clever to live.” Jack heads the procession as far as the walls of the rolling-shed and then returns to his machinery room. He waddles with fatness and despises strangers.
“How would you like to be hot-potted there?” says Experience, who has read and who is enthusiastic over She, as he points to the great furnaces whence the slag is being dragged out by hooks. “Here is the old material going into the furnace in that big iron bucket. Look at the scraps of iron. There’s an old D. and O. sleeper, there’s a lot of clips from a cylinder, there’s a lot of snipped-up rails, there’s a driving-wheel block, there’s an old hook, and a sprinkling of boiler-plates and rivets.”
The bucket is tipped into the furnace with a thunderous roar and the slag below pours forth more quickly. “An engine,” says Experience, reflectively, “can run over herself so to say. After she’s broken up she is made into sleepers for the line. You’ll see how she’s broken up later.” A few paces further on, semi-nude demons are capering over strips of glowing hot iron which are put into a mill as rails and emerge as thin, shapely tie-bars. The natives wear rough sandals and some pretence of aprons, but the greater part of them is “all face.” “As I said before,” says Experience, “a native’s cuteness when he’s working on ticket is something startling. Beyond occasionally hanging on to a red-hot bar too long and so letting their pincers be drawn through the mills, these men take precious good care not to go wrong. Our machinery is fenced and guard-railed as much as possible, and these men don’t get caught up by the belting. In the first place, they’re careful — the father warns the son and so on — and in the second, there’s nothing about ‘em for the belting to catch on unless the man shoves his hand in. Oh, a native’s no fool! He knows that it doesn’t do to be foolish when he’s dealing with a crane or a driving-wheel. You’re looking at all those chopped rails? We make our iron as they blend baccy. We mix up all sorts to get the required quality. Those rails have just been chopped by this tobacco-cutter thing.” Experience bends down and sets a vicious-looking, parrot-headed beam to work. There is a quiver — a snap — and a dull smash and a heavy rail is nipped in two like a stick of barley-sugar.
Elsewhere, a bull-nosed hydraulic cutter is rail-cutting as if it enjoyed the fun. In another shed stand the steam-hammers; the unemployed ones murmuring and muttering to themselves, as is the uncanny custom of all steam-souled machinery. Experience, with his hand on a long lever, makes one of the monsters perform: and though Ignorance knows that a man designed and men do continually build steam-hammers, the effect is as though Experience were maddening a chained beast. The massive block slides down the guides, only to pause hungrily an inch above the anvil, or restlessly throb through a foot and a half of space, each motion being controlled by an almost imperceptible handling of the levers. “When these things are newly overhauled, you can regulate your blow to within an eighth of an inch,” says Experience. “We had a foreman here once who could work ‘em beautifully. He had the touch. One day a visitor, no end of a swell in a tall, white hat, came round the works, and our foreman borrowed the hat and brought the hammer down just enough to press the nap and no more. ‘How wonderful!’ said the visitor, putting his hand carelessly upon this lever rod here.” Experience suits the action to the word and the hammer thunders on the anvil. “Well, you can guess for yourself. Next minute there wasn’t enough left of that tall, white hat to make a postage-stamp of. Steam-hammers aren’t things to play with. Now we’ll go over to the stores....”
Whatever apparent disorder there might have been in the works, the store department is as clean as a new pin, and stupefying in its naval order. Copper plates, bar, angle, and rod iron, duplicate cranks and slide bars, the piston rods of the Bradford Leslie steamer, engine grease, files, and hammer-heads — every conceivable article, from leather laces of beltings to head-lamps, necessary for the due and proper working of a long line, is stocked, stacked, piled, and put away in appropriate compartments. In the midst of it all, neck deep in ledgers and indent forms, stands the many-handed Babu, the steam of the engine whose power extends from Howrah to Ghaziabad.
The Company does everything, and knows everything. The gallant apprentice may be a wild youth with an earnest desire to go occasionally “upon the bend.” But three times a week, between 7 and 8 P.M., he must attend the night-school and sit at the feet of M. Bonnaud, who teaches him mecha
nics and statics so thoroughly that even the awful Government Inspector is pleased. And when there is no night-school the Company will by no means wash its hands of its men out of working-hours. No man can be violently restrained from going to the bad if he insists upon it, but in the service of the Company a man has every warning; his escapades are known, and a judiciously arranged transfer sometimes keeps a good fellow clear of the down-grade. No one can flatter himself that in the multitude he is overlooked, or believe that between 4 P.M. and 9 A.M. he is at liberty to misdemean himself. Sooner or later, but generally sooner, his goings-on are known, and he is reminded that “Britons never shall be slaves” — to things that destroy good work as well as souls. Maybe the Company acts only in its own interest, but the result is good.
Best and prettiest of the many good and pretty things in Jamalpur is the institute of a Saturday when the Volunteer Band is playing and the tennis courts are full and the babydom of Jamalpur — fat, sturdy children — frolic round the band-stand. The people dance — but big as the institute is, it is getting too small for their dances — they act, they play billiards, they study their newspapers, they play cards and everything else, and they flirt in a sumptuous building, and in the hot weather the gallant apprentice ducks his friend in the big swimming-bath. Decidedly the railway folk make their lives pleasant.
Let us go down southward to the big Giridih collieries and see the coal that feeds the furnace that smelts the iron that makes the sleeper that bears the loco. that pulls the carriage that holds the freight that comes from the country that is made richer by the Great Company Badahur, the East Indian Railway.
THE GIRIDIH COAL-FIELDS
CHAPTER I
ON THE SURFACE.
Southward, always southward and easterly, runs the Calcutta Mail from Luckeeserai, till she reaches Madapur in the Sonthal Parganas. From Madapur a train, largely made up of coal-trucks, heads westward into the Hazaribagh district and toward Giridih. A week would not have exhausted “Jamalpur and its environs,” as the guide-books say. But since time drives and man must e’en be driven, the weird, echoing bund in the hills above Jamalpur, where the owls hoot at night and hyenas come down to laugh over the grave of “Quilem Roberts, who died from the effects of an encounter with a tiger near this place, A.D. 1864,” goes undescribed. Nor is it possible to deal with Monghyr, the headquarters of the district, where one sees for the first time the age of Old Bengal in the sleepy, creepy station, built in a time-eaten fort, which runs out into the Ganges, and is full of quaint houses, with fat-legged balustrades on the roofs. Pensioners certainly, and probably a score of ghosts, live in Monghyr. All the country seems haunted. Is there not at Pir Bahar a lonely house on a bluff, the grave of a young lady, who, thirty years ago, rode her horse down the cliff and perished? Has not Monghyr a haunted house in which tradition says sceptics have seen much more than they could account for? And is it not notorious throughout the countryside that the seven miles of road between Jamalpur and Monghyr are nightly paraded by tramping battalions of spectres, phantoms of an old-time army massacred, who knows how long ago? The common voice attests all these things, and an eerie cemetery packed with blackened, lichened, candle-extinguisher tomb-stones persuades the listener to believe all that he hears. Bengal is second — or third is it? — in order of seniority among the Provinces, and like an old nurse, she tells many witch-tales.
But ghosts have nothing to do with collieries, and that ever-present “Company,” the E. I. R., has more or less made Giridih — principally more. “Before the E. I. R. came,” say the people, “we had one meal a day. Now we have two.” Stomachs do not tell fibs, whatever mouths may say. That “Company,” in the course of business, throws about five lakhs a year into the Hazaribagh district in the form of wages alone, and Giridih Bazaar has to supply the wants of twelve thousand men, women, and children. But we have now the authority of a number of high-souled and intelligent native prints that the Sahib of all grades spends his time in “sucking the blood out of the country,” and “flying to England to spend his ill-gotten gains.”
Giridih is perfectly mad — quite insane! Geologically, “the country is in the metamorphic higher grounds that rise out of the alluvial flats of Lower Bengal between the Osri and the Barakar rivers.” Translated, this sentence means that you can twist your ankle on pieces of pure white, pinky, and yellowish granite, slip over weather-worn sandstone, grievously cut your boots over flakes of trap, and throw hornblende pebbles at the dogs. Never was such a place for stone-throwing as Giridih. The general aspect of the country is falsely park-like, because it swells and sinks in a score of grass-covered undulations, and is adorned with plantation-like jungle. There are low hills on every side, and twelve miles away bearing south the blue bulk of the holy hill of Parasnath, greatest of the Jain Tirthankars, overlooks the world. In Bengal they consider four thousand five hundred feet good enough for a Dagshai or Kasauli, and once upon a time they tried to put troops on Parasnath. There was a scarcity of water, and Thomas of those days found the silence and seclusion prey upon his spirits. Since twenty years, therefore, Parasnath has been abandoned by Her Majesty’s Army.
As to Giridih itself, the last few miles of train bring up the reek of the “Black Country.” Memory depends on smell. A noseless man is devoid of sentiment, just as a noseless woman, in this country, must be devoid of honour. That first breath of the coal should be the breath of the murky, clouded tract between Yeadon and Dale — or Barnsley, rough and hospitable Barnsley — or Dewsbury and Batley and the Derby Canal on a Sunday afternoon when the wheels are still and the young men and maidens walk stolidly in pairs. Unfortunately, it is nothing more than Giridih — seven thousand miles away from Home and blessed with a warm and genial sunshine, soon to turn into something very much worse. The insanity of the place is visible at the station door. A G. B. T. cart once married a bathing-machine, and they called the child tum-tum. You who in flannel and Cawnpore harness drive bamboo-carts about up-country roads, remember that a Giridih tum-tum is painfully pushed by four men, and must be entered crawling on all-fours, head first. So strange are the ways of Bengal!
They drive mad horses in Giridih — animals that become hysterical as soon as the dusk falls and the countryside blazes with the fires of the great coke ovens. If you expostulate tearfully, they produce another horse, a raw, red fiend whose ear has to be screwed round and round, and round and round, before she will by any manner of means consent to start. The roads carry neat little eighteen-inch trenches at their sides, admirably adapted to hold the flying wheel. Skirling about this savage land in the dark, the white population beguile the time by rapturously recounting past accidents, insisting throughout on the super-equine “steadiness” of their cattle. Deep and broad and wide is their jovial hospitality; but somebody — the Tirhoot planters for choice — ought to start a mission to teach the men of Giridih what to drive. They know how, or they would be severally and separately and many times dead, but they do not, they do not indeed, know that animals who stand on one hind leg and beckon with all the rest, or try to pigstick in harness, are not trap-horses worthy of endearing names, but things to be pole-axed. Their feelings are hurt when you say this. “Sit tight,” say the men of Giridih; “we’re insured! We can’t be hurt.”
And now with grey hairs, dry mouth, and chattering teeth to the collieries. The E. I. R. estate, bought or leased in perpetuity from the Serampore Raja, may be about four miles long and between one and two miles across. It is in two pieces, the Serampore field being separated from the Karharbari (or Kurhurballi or Kabarbari) field by the property of the Bengal Coal Company. The Raneegunge Coal Association lies to the east of all other workings. So we have three companies at work on about eleven square miles of land.
There is no such thing as getting a full view of the whole place. A short walk over a grassy down gives on to an outcrop of very dirty sandstone, which in the excessive innocence of his heart the visitor naturally takes to be the coal lying neatly on the surface. Up to
this sandstone the path seems to be made of crushed sugar, so white and shiny is the quartz. Over the brow of the down comes in sight the old familiar pit-head wheel, spinning for the dear life, and the eye loses itself in a maze of pumping sheds, red-tiled, mud-walled miners’ huts, dotted all over the landscape, and railway lines that run on every kind of gradient. There are lines that dip into valleys and disappear round the shoulders of slopes, and lines that career on the tops of rises and disappear over the brow of the slopes. Along these lines whistle and pant metre-gauge engines, some with trucks at their tail, and others rattling back to the pit-bank with the absurd air of a boy late for school that an unemployed engine always assumes. There are six engines in all, and as it is easiest to walk along the lines one sees a good deal of them. They bear not altogether unfamiliar names. Here, for instance, passes the “Cockburn” whistling down a grade with thirty tons of coal at her heels; while the “Whitly” and the “Olpherts” are waiting for their complement of trucks. Now a Mr. T. F. Cockburn was superintendent of these mines nearly thirty years ago, in the days before the chord-lines from Kanu to Luckeeserai were built, and all the coal was carted to the latter place; and surely Mr. Olpherts was an engineer who helped to think out a new sleeper. What may these things mean?
Complete Works of Rudyard Kipling (Illustrated) Page 707