As the princ.i.p.al test of the success of the locomotive was its economy as compared with horse-power, careful calculations were made with the view of ascertaining this important point. The result was, that it was found the working of the engine was at first barely economical; and at the end of the year the steam-power and the horse-power were ascertained to be as nearly as possible upon a par in point of cost.

We give the remainder of the history of George Stephenson's efforts to produce an economical working locomotive in the words of his son Robert, as communicated to Mr. Smiles in 1856, for the purposes of his father's "Life."

"A few months of experience and careful observation upon the operation of this (his first) engine convinced my father that the complication arising out of the action of the two cylinders being combined by spur-wheels would prevent their coming into practical application. He then directed his attention to an entire change in the construction and mechanical arrangements, and in the following year took out a patent, dated Feb. 28, 1815, for an engine which combined in a remarkable degree the essential requisites of an economical locomotive,--that is to say, few parts, simplicity in their action, and great simplicity in the mode by which power was communicated to the wheels supporting the engine.

"This second engine consisted, as before, of two vertical cylinders; which communicated directly with each pair of the four wheels that supported the engine by a cross-head and a pair of connecting-rods. But in attempting to establish a direct communication between the cylinders and the wheels that rolled upon the rails, considerable difficulties presented themselves. The ordinary joints could not be employed to unite the engine, which was a rigid ma.s.s, with the wheels rolling upon the irregular surface of the rails; for it was evident that the two rails of the line of railway could not always be maintained at the same level with respect to each other,--that one wheel at the end of the axle might be depressed into a part of the line which had subsided, while the other would be elevated. In such a position of the axle and wheels it was clear that a rigid communication between the cross-head and the wheels was impracticable. Hence it became necessary to form a joint at the top of the piston-rod where it united with the cross-head, so as to permit the cross-head always to preserve complete parallelism with the axle of the wheels with which it was in communication.

"In order to obtain the flexibility combined with direct action, which was essential for insuring power and avoiding needless friction and jars from irregularities in the rail, my father employed the 'ball and socket joint' for effecting a union between the ends of the cross-heads, where they were united with the crank-pins attached to each driving-wheel. By this arrangement the parallelism between the cross-head and the axle was at all times maintained, it being permitted to take place without producing jar or friction upon any part of the machine.

"The next important point was to combine each pair of wheels by some simple mechanism, instead of the cog-wheels which had formerly been used. My father began by inserting each axle into two cranks, at right angles to each other, with rods communicating horizontally between them.

An engine was made upon this plan, and answered extremely well. But at that period (1815) the mechanical skill of the country was not equal to the task of forging cranked axles of the soundness and strength necessary to stand the jars incident to locomotive work; so my father was compelled to fall back upon a subst.i.tute which, though less simple and less efficient, was within the mechanical capabilities of the workmen of that day, either for construction or repair. He adopted a chain, which rolled over indented wheels placed on the centre of each axle, and so arranged that the two pairs of wheels were effectually coupled and made to keep pace with each other. But these chains after a few years' use became stretched, and then the engines were liable to irregularity in their working, especially in changing from working back to forward again. Nevertheless, these engines continued in profitable use upon the Killingworth Colliery Railway for some years. Eventually the chain was laid aside, and the wheels were united by rods on the _outside_ instead of rods and crank-axles inside, as specified in the original patent; and this expedient completely answered the purpose required, without involving any expensive or difficult workmanship.

"Another important improvement was introduced in this engine. The eduction steam had hitherto been allowed to escape direct into the open atmosphere; but my father having observed the great velocity with which the smoke issued from the chimney of the same engine, thought that by conveying the eduction steam into the chimney, and there allowing it to escape in a vertical direction, its velocity would be imparted to the smoke from the engine, or to the ascending current of air in the chimney. The experiment was no sooner made than the power of the engine became more than doubled; combustion was stimulated, as it were, by a blast; consequently, the power of the boiler for generating steam was increased, and in the same proportion, the useful duty of the engine was augmented.

"Thus, in 1815 my father had succeeded in manufacturing an engine which included the following important improvements on all previous attempts in the same direction: simple and direct communication between the cylinder and the wheels rolling upon the rails; joint adhesion of all the wheels, attained by the use of horizontal connecting-rods; and, finally, a beautiful method of exciting the combustion of fuel by employing the waste steam which had formerly been allowed to escape uselessly. It is perhaps not too much to say that this engine, as a mechanical contrivance, contained the germ of all that has since been effected. It may be regarded, in fact, as a type of the present locomotive engine.

"In describing my father's application of the waste steam for the purpose of increasing the intensity of combustion in the boiler, and thus increasing the power of the engine without adding to its weight, and while claiming for this engine the merit of being a type of all those which have been successfully devised since the commencement of the Liverpool and Manchester Railway, it is necessary to observe that the next great improvement in the same direction, the 'mult.i.tubular boiler,'

which took place some years later, could never have been used without the help of that simple expedient, _the steam-blast_, by which power only, the burning of c.o.ke was rendered possible.

"I cannot pa.s.s over this last-named invention of my father's without remarking how slightly, as an original idea, it has been appreciated; and yet how small would be the comparative value of the locomotive engine of the present day, without the application of that important invention.

"Engines constructed by my father in the year 1818, upon the principles just described, are in use on the Killingworth Colliery Railway to this very day (1856), conveying, at the speed of perhaps five or six miles an hour, heavy coal-trains, probably as economically as any of the more perfect engines now in use."

The invention of the steam-blast by George Stephenson in 1815 was fraught with the most important consequences to railway locomotion; and it is not saying too much to aver that the success of the locomotive has been in a great measure the result of its adoption. Without the steam-blast, by means of which the intensity of combustion is maintained at its highest point, producing a correspondingly rapid evolution of steam, high rates of speed could not have been kept up; the advantages of the mult.i.tubular boiler (afterward invented) could never have been fully tested; and locomotives might still have been dragging themselves unwieldily along at a rate of a little more than five or six miles an hour.

As the period drew near for the opening of the line, the question of the tractive power to be employed was anxiously discussed. At the Brusselton decline, fixed engines must necessarily be made use of; but with respect to the mode of working the railway generally, it was decided that horses were to be largely employed, and arrangements were made for their purchase.

Although locomotives had been regularly employed in hauling coal-wagons on the Middleton Colliery Railway, near Leeds, for more than twelve years, and on the Wylam and Killingworth Railways, near Newcastle, for more than ten years, great scepticism still prevailed as to the economy of employing them for the purpose in lieu of horses. In this case, it would appear that seeing was _not_ believing. The popular scepticism was as great at Newcastle, where the opportunities for accurate observation were the greatest, as anywhere else. In 1824 the scheme of a ca.n.a.l between that town and Carlisle again came up; and although a few timid voices were raised on behalf of a railway, the general opinion was still in favor of a ca.n.a.l. The example of the Hetton Railway, which had been successfully worked by Stephenson's locomotives for two years past, was pointed to in proof of the practicability of a locomotive line between the two places; but the voice of the press, as well as of the public, was decidedly against the "new-fangled roads."

When such was the state of public opinion as to railway locomotion, some idea may be formed of the clear-sightedness and moral courage of the Stockton and Darlington directors in ordering three of Stephenson's locomotive engines, at a cost of several thousand pounds, against the opening of the railway.

These were constructed after Stephenson's most matured designs, and embodied all the improvements which he had contrived up to that time.

No. 1 engine, the "Locomotion," which was first delivered, weighed about eight tons. It had one large flue, or tube, through the boiler, by which the heated air pa.s.sed direct from the furnace at the one end, lined with fire-bricks, to the chimney at the other. The combustion in the furnace was quickened by the adoption of the steam-blast in the chimney. The heat raised was sometimes so great, and it was so imperfectly abstracted by the surrounding water, that the chimney became almost red-hot. Such engines, when put to their speed, were found capable of running at the rate of from twelve to sixteen miles an hour; but they were better adapted for the heavy work of hauling coal-trains at low speed--for which, indeed, they were specially constructed--than for running at the higher speed afterward adopted. Nor was it contemplated by the directors as possible, at the time when they were ordered, that locomotives could be made available for the purposes of pa.s.senger travelling. Besides, the Stockton and Darlington Railway did not run through a district in which pa.s.sengers were supposed to be likely to const.i.tute any considerable portion of the traffic.

We may easily imagine the anxiety felt by George Stephenson during the progress of the works toward completion, and his mingled hopes and doubts--though the doubts were but few--as to the issue of this great experiment. When the formation of the line near Stockton was well advanced, the engineer one day, accompanied by his son Robert and John Dixon, made a journey of inspection of the works. The party reached Stockton, and proceeded to dine at one of the inns there. After dinner, Stephenson ventured on the very unusual measure of ordering in a bottle of wine, to drink success to the railway. John Dixon relates with pride the utterance of the master on the occasion "Now, lads," said he to the two young men, "I venture to tell you that I think you will live to see the day when railways will supersede almost all other methods of conveyance in this country,--when mail-coaches will go by railway, and railroads will become the great highways for the king and all his subjects. The time is coming when it will be cheaper for a working man to travel on a railway than to walk on foot. I know there are great and almost insurmountable difficulties to be encountered, but what I have said will come to pa.s.s as sure as you now hear me. I only wish I may live to see the day, though that I can scarcely hope for, as I know how slow all human progress is, and with what difficulty I have been able to get the locomotive introduced thus far, notwithstanding my more than ten years' successful experiment at Killingworth." The result, however, outstripped even George Stephenson's most sanguine expectations; and his son Robert, shortly after his return from America in 1827, saw his father's locomotive generally adopted as the tractive power on mining-railways.

Tuesday, the 27th of September, 1825, was a great day for Darlington.

The railway, after having been under construction for more than three years, was at length about to be opened. The project had been the talk of the neighborhood for so long that there were few people within a range of twenty miles who did not feel more or less interested about it.

Was it to be a failure or a success? Opinions were pretty equally divided as to the railway; but as regarded the locomotive, the general belief was that it would "never answer." However, there was the locomotive "No. 1" delivered upon the line, and ready to draw the first train of wagons on the opening day.

A great concourse of people a.s.sembled on the occasion. Some came from Newcastle and Durham, many from the Aucklands, while Darlington held a general holiday and turned out all its population. To give _eclat_ to the opening, the directors of the company issued a programme of the proceedings, intimating the times at which the procession of wagons would pa.s.s certain points along the line. The proprietors a.s.sembled as early as six in the morning at the Brusselton fixed engine, where the working of the inclined planes was successfully rehea.r.s.ed. A train of wagons laden with coals and merchandise was drawn up the western incline by the fixed engine, a length of nineteen hundred and sixty yards in seven and a half minutes, and then lowered down the incline on the eastern side of the hill, eight hundred and eighty yards, in five minutes.

At the foot of the incline the procession of vehicles was formed, consisting of the locomotive engine No. 1, driven by George Stephenson himself; after it, six wagons loaded with coals and flour; then a covered coach containing directors and proprietors; next, twenty-one coal-wagons fitted up for pa.s.sengers (with which they were crammed); and lastly, six more wagons loaded with coals.

Strange to say, a man on a horse, carrying a flag with the motto of the company inscribed on it, _Periculum privatum utilitas publica_,[18]

headed the procession! A lithographic view of the great event, published shortly after, duly exhibits the horseman and his flag. It was not thought so dangerous a place, after all. The locomotive was only supposed to be able to go at the rate of from four to six miles an hour, and an ordinary horse could easily keep ahead of that.

Off started the procession, with the horseman at its head. A great concourse of people stood along the line. Many of them tried to accompany it by running, and some gentlemen on horseback galloped across the fields to keep up with the train. The railway descending with a gentle decline toward Darlington, the rate of speed was consequently variable. At a favorable part of the road Stephenson determined to try the speed of the engine, and he called upon the horseman with the flag to get out of his way! Most probably, deeming it unnecessary to carry his _periculum privatum_ farther, the horseman turned aside, and Stephenson "put on the steam." The speed was at once raised to twelve miles an hour, and, at a favorable part of the road, to fifteen. The runners on foot, the gentlemen on horseback, and the horseman with the flag were consequently soon left far behind. When the train reached Darlington, it was found that four hundred and fifty pa.s.sengers occupied the wagons, and that the load of men, coals, and merchandise amounted to about ninety tons.

At Darlington the procession was rearranged. The six loaded coal-wagons were left behind, and other wagons were taken on with a hundred and fifty more pa.s.sengers, together with a band of music. The train then started for Stockton,--a distance of only twelve miles,--which was reached in about three hours. The day was kept throughout the district as a holiday; and horses, gigs, carts, and other vehicles, filled with people, stood along the railway, as well as crowds of persons on foot, waiting to see the train pa.s.s. The whole population of Stockton turned out to receive the procession, and, after a walk through the streets, the inevitable dinner in the Town Hall wound up the day's proceedings.

The princ.i.p.al circ.u.mstances connected with the construction of the "Rocket," as described by Robert Stephenson to Mr. Smiles, may be briefly stated. The tubular principle was adopted in a more complete manner than had yet been attempted. Twenty-five copper tubes, each three inches in diameter, extended from one end of the boiler to the other, the heated air pa.s.sing through them on its way to the chimney; and the tubes being surrounded by the water of the boiler. It will be obvious that a large extension of the heating surface was thus effectually secured. The princ.i.p.al difficulty was in fitting the copper tubes in the boiler ends so as to prevent leakage. They were manufactured by a Newcastle copper-smith, and soldered to bra.s.s screws which were screwed into the boiler ends, standing out in great k.n.o.bs. When the tubes were thus fitted, and the boiler was filled with water, hydraulic pressure was applied; but the water squirted out at every joint, and the factory floor was soon flooded. Robert went home in despair; and in the first moment of grief he wrote to his father that the whole thing was a failure. By return of post came a letter from his father, telling him that despair was not to be thought of,--that he must "try again;" and he suggested a mode of overcoming the difficulty, which his son had already antic.i.p.ated and proceeded to adopt. It was to bore clean holes in the boiler ends, fit in the smooth copper tubes as tightly as possible, solder up, and then raise the steam. This plan succeeded perfectly; the expansion of the copper completely filling up all interstices, and producing a perfectly water-tight boiler, capable of standing extreme external pressure.

The mode of employing the steam-blast for the purpose of increasing the draught in the chimney, was also the subject of numerous experiments.

When the engine was first tried, it was thought that the blast in the chimney was not sufficiently strong for the purpose of keeping up the intensity of the fire in the furnace, so as to produce high-pressure steam with the required velocity. The expedient was therefore adopted of hammering the copper tubes at the point at which they entered the chimney, whereby the blast was considerably sharpened; and on a farther trial it was found that the draught was increased to such an extent as to enable abundance of steam to be raised. The rationale of the blast may be simply explained by referring to the effect of contracting the pipe of a water-hose, by which the force of the jet of water is proportionately increased. Widen the nozzle of the pipe and the jet is, in like manner, diminished. So is it with the steam-blast in the chimney of the locomotive.

Doubts were, however, expressed whether the greater draught obtained by the contraction of the blast-pipe were not counterbalanced in some degree by the pressure upon the piston. Hence a series of experiments was made with pipes of different diameters, and their efficiency was tested by the amount of vacuum that was produced in the smoke-box. The degree of rarefaction was determined by a gla.s.s tube fixed to the bottom of the smoke-box, and descending into a bucket of water, the tube being open at both ends. As the rarefaction took place, the water would of course rise in the tube, and the height to which it rose above the surface of the water in the bucket was made the measure of the amount of rarefaction. These experiments proved that a considerable increase of draught was obtained by the contraction of the orifice; accordingly, the two blast-pipes opening from the cylinders into either side of the "Rocket" chimney, and turned up within it, were contracted slightly below the area of the steam-ports; and before the engine left the factory, the water rose in the gla.s.s tube three inches above the water in the bucket.

The other arrangements of the "Rocket" were briefly these: The boiler was cylindrical with flat ends, six feet in length, and three feet four inches in diameter. The upper half of the boiler was used as a reservoir for the steam, the lower half being filled with water. Through the lower part the copper tubes extended, being open to the fire-box at one end, and to the chimney at the other. The fire-box, or furnace, two feet wide and three feet high, was attached immediately behind the boiler, and was also surrounded with water. The cylinders of the engine were placed on each side of the boiler, in an oblique position, one end being nearly level with the top of the boiler at its after end, and the other pointing toward the centre of the foremost or driving pair of wheels, with which the connection was directly made from the piston-rod to a pin on the outside of the wheel. The engine, together with its load of water, weighed only four tons and a quarter; and it was supported on four wheels, not coupled. The tender was four-wheeled, and similar in shape to a wagon,--the foremost part holding the fuel, and the hind part a water-cask.

When the "Rocket" was finished, it was placed upon the Killingworth Railway for the purpose of experiment. The new boiler arrangement was found perfectly successful. The steam was raised rapidly and continuously, and in a quant.i.ty which then appeared marvellous. The same evening Robert despatched a letter to his father at Liverpool, informing him to his great joy, that the "Rocket" was "all right," and would be in complete working trim by the day of trial. The engine was shortly after sent by wagon to Carlisle, and thence shipped for Liverpool.

The time so much longed for by George Stephenson had now arrived, when the merits of the pa.s.senger locomotive were about to be put to the test.

He had fought the battle for it until now, almost single-handed.

Engrossed by his daily labors and anxieties, and hara.s.sed by difficulties and discouragements which would have crushed the spirit of a less resolute man, he had held firmly to his purpose through good and through evil report. The hostility which he had experienced from some of the directors opposed to the adoption of the locomotive, was the circ.u.mstance that caused him the greatest grief of all; for where he had looked for encouragement, he found only carping and opposition. But his pluck never failed him; and now the "Rocket" was upon the ground to prove, to use his own words, "whether he was a man of his word or not."

Great interest was felt at Liverpool, as well as throughout the country, in the approaching compet.i.tion. Engineers, scientific men, and mechanics arrived from all quarters to witness the novel display of mechanical ingenuity on which such great results depended. The public generally were no indifferent spectators, either. The populations of Liverpool, Manchester, and the adjacent towns felt that the successful issue of the experiment would confer upon them individual benefits and local advantages almost incalculable, while populations at a distance waited for the result with almost equal interest.

On the day appointed for the great compet.i.tion of locomotives at Rainhill, the following engines were entered for the prize:--

1. Messrs. Braithwaite and Ericsson's "Novelty."

2. Mr. Timothy Hackworth's "Sanspareil."

3. Messrs. R. Stephenson & Co.'s "Rocket."

4. Mr. Burstall's "Perseverance."

Another engine was entered by Mr. Brandreth, of Liverpool,--the "Cycloped," weighing three tons, worked by a horse in a frame,--but it could not be admitted to the compet.i.tion. The above were the only four exhibited, out of a considerable number of engines constructed in different parts of the country in antic.i.p.ation of this contest, many of which could not be satisfactorily completed by the day of trial.

The day fixed for the compet.i.tion was the 1st of October; but to allow sufficient time to get the locomotives into good working order, the directors extended it to the 6th. On the morning of the 6th the ground at Rainhill presented a lively appearance, and there was as much excitement as if the St. Leger were about to be run. Many thousand spectators looked on, among whom were some of the first engineers and mechanicians of the day. A stand was provided for the ladies; the "beauty and fashion" of the neighborhood were present, and the side of the railroad was lined with carriages of all descriptions.

It was quite characteristic of the Stephensons that although their engine did not stand first on the list for trial, it was the first that was ready; and it was accordingly ordered out by the judges for an experimental trip. Yet the "Rocket" was by no means the "favorite" with either the judges or the spectators. Nicholas Wood has since stated that the majority of the judges were strongly predisposed in favor of the "Novelty," and that nine tenths, if not ten tenths, of the persons present were against the "Rocket" because of its appearance.[19] Nearly every person favored some other engine, so that there was nothing for the "Rocket" but the practical test. The first trip made by it was quite successful. It ran about twelve miles, without interruption, in about fifty-three minutes.

The "Novelty" was next called out. It was a light engine, very compact in appearance, carrying the water and fuel upon the same wheels as the engine. The weight of the whole was only three tons and one hundred-weight. A peculiarity of this engine was that the air was driven or forced through the fire by means of bellows. The day being now far advanced, and some dispute having arisen as to the method of a.s.signing the proper load for the "Novelty," no particular experiment was made farther than that the engine traversed the line by way of exhibition, occasionally moving at the rate of twenty-four miles an hour. The "Sanspareil," constructed by Mr. Timothy Hackworth, was next exhibited, but no particular experiment was made with it on this day. This engine differed but little in its construction from the locomotive last supplied by the Stephensons to the Stockton and Darlington Railway, of which Mr. Hackworth was the locomotive foreman.

The contest was postponed until the following day; but before the judges arrived on the ground, the bellows for creating the blast in the "Novelty" gave way, and it was found incapable of going through its performance. A defect was also detected in the boiler of the "Sanspareil," and some farther time was allowed to get it repaired. The large number of spectators who had a.s.sembled to witness the contest were greatly disappointed at this postponement; but to lessen it, Stephenson again brought out the "Rocket," and attaching to it a coach containing thirty-four persons, he ran them along the line at the rate of from twenty-four to thirty miles an hour, much to their gratification and amazement. Before separating, the judges ordered the engine to be in readiness by eight o'clock on the following morning, to go through its definitive trial according to the prescribed conditions.

On the morning of the 8th of October the "Rocket" was again ready for the contest. The engine was taken to the extremity of the stage, the fire-box was filled with c.o.ke, the fire lighted, and the steam raised until it lifted the safety-valve loaded to a pressure of fifty pounds to the square inch. This proceeding occupied fifty-seven minutes. The engine then started on its journey, dragging after it about thirteen tons weight in wagons, and made the first ten trips backward and forward along the two miles of road, running the thirty-five miles, including stoppages, in an hour and forty-eight minutes. The second ten trips were in like manner performed in two hours and three minutes. The maximum velocity attained during the trial trip was twenty-nine miles an hour, or about three times the speed that one of the judges of the compet.i.tion had declared to be the limit of possibility. The average speed at which the whole of the journeys were performed was fifteen miles an hour, or five miles beyond the rate specified in the conditions published by the company. The entire performance excited the greatest astonishment among the a.s.sembled spectators; the directors felt confident that their enterprise was now on the eve of success; and George Stephenson rejoiced to think that, in spite of all false prophets and fickle counsellors, the locomotive system was now safe. When the "Rocket," having performed all the conditions of the contest, arrived at the "grand stand" at the close of its day's successful run, Mr. Cropper--one of the directors favorable to the fixed-engine system--lifted up his hands, and exclaimed, "Now has George Stephenson at last delivered himself."

Neither the "Novelty" nor the "Sanspareil" was ready for trial until the 10th, on the morning of which day an advertis.e.m.e.nt appeared, stating that the former engine was to be tried on that day, when it would perform more work than any engine on the ground. The weight of the carriages attached to it was only seven tons. The engine pa.s.sed the first post in good style; but in returning, the pipe from the forcing-pump burst and put an end to the trial. The pipe was afterward repaired, and the engine made several trips by itself, in which it was said to have gone at the rate of from twenty-four to twenty-eight miles an hour.

The "Sanspareil" was not ready until the 13th; and when its boiler and tender were filled with water, it was found to weigh four hundred-weight beyond the weight specified in the published conditions as the limit of four-wheeled engines; nevertheless, the judges allowed it to run on the same footing as the other engines, to enable them to ascertain whether its merits ent.i.tled it to favorable consideration. It travelled at the average speed of about fourteen miles an hour with its load attached; but at the eighth trip the cold-water pump got wrong, and the engine could proceed no farther.

It was determined to award the premium to the successful engine on the following day, the 14th, on which occasion there was an unusual a.s.semblage of spectators. The owners of the "Novelty" pleaded for another trial, and it was conceded. But again it broke down. Then Mr.

Hackworth requested the opportunity for making another trial of his "Sanspareil." But the judges had now had enough of failures, and they declined, on the ground that not only was the engine above the stipulated weight, but that it was constructed on a plan which they could not recommend for adoption by the directors of the company. One of the princ.i.p.al practical objections to this locomotive was the enormous quant.i.ty of c.o.ke consumed or wasted by it,--about six hundred and ninety-two pounds per hour when travelling,--caused by the sharpness of the steam-blast in the chimney, which blew a large proportion of the burning c.o.ke into the air.