skillful as well as heroic. The
line from Worcester to Springfield, though apparently much less formidable,
and to one who now rides over the road showing no very marked features,
demanded hardly less study, as many as twelve several routes having been
examined between Worcester and Brookfield. To undertake the solution of a
problem of so much importance required the best of engineering talent, and
we find associated on this work the names of three men who in the early
railroad enterprises of this country stood deservedly in the front rank:
George W. Whistler, William Gibbs McNeill, and William H. Swift. McNeill
had graduated from the Military Academy in 1817, and rose to the rank of
major in the Topographical Engineers. Like Whistler, he had been detailed
to take charge of the design and construction of many works of internal
improvement not under the direction of the general government. These two
engineers exercised an influence throughout the country for many years much
greater than that of any others. Indeed, there were very few works of
importance undertaken at that time in connection with which their names do
not appear. This alliance was further cemented by the marriage between
Whistler and McNeill's sister. Capt. William H. Swift had also graduated
from the Military Academy, and had already shown marked ability as an
engineer. Such were the men who undertook the location and construction of
the railroad which was to surmount the high lands between the Connecticut
and the Hudson, and to connect Boston with the Great West.

The early reports of these engineers to the directors of the Western
Railroad show an exceedingly thorough appreciation of the complex problem
presented to them, and a much better understanding of the principles
involved in establishing the route than seems to have been shown in many
far more recent works. In these early reports made in 1836 and 1837, we
find elaborate discussions as to the power of the locomotive engine, and a
recognition of the fact that in comparing different lines we must regard
the _plan_ as well as the _profile_, "as the resistance from curves on a
level road may even exceed that produced by gravity on an incline;" and in
one place we find the ascents "_equated_ at 18 feet, the slope which
requires double the power needed on a level road," resulting in a "_virtual
increase_." We find also a very clear expression of the fact that an
increased expenditure in the power needed