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 assigning 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 assembled 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 coke, 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 competition 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 assembled 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 advertisement 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 passed 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 entitled 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 assemblage 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 principal practical objections to this locomotive was the enormous quantity of coke 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 coke into the air.
The "Perseverance" of Mr. Burstall was found unable to move at more than five or six miles an hour, and it was withdrawn from the contest at an early period. The "Rocket" was thus the only engine that had performed, and more than performed, all the stipulated conditions; and it was declared to be entitled to the prize of £500, which was awarded to the Messrs. Stephenson and Booth[20] accordingly. And farther to show that the engine had been working quite within its powers, George Stephenson ordered it to be brought upon the ground and detached from all incumbrances, when, in making two trips, it was found to travel at the astonishing rate of thirty-five miles an hour.
The "Rocket" had thus eclipsed the performances of all locomotive engines that had yet been constructed, and outstripped even the sanguine expectations of its constructors. It satisfactorily answered the report of Messrs. Walker and Rastrick, and established the efficiency of the locomotive for working the Liverpool and Manchester Railway, and indeed all future railways. The "Rocket" showed that a new power had been born into the world, full of activity and strength, with boundless capability of work. It was the simple but admirable contrivance of the steam-blast, and its combination with the multitubular boiler, that at once gave locomotion a vigorous life, and secured the triumph of the railway system. As has been well observed, this wonderful ability to increase and multiply its powers of performance with the emergency that demands them, has made this giant engine the noblest creation of human wit, the very lion among machines.
The success of the Rainhill experiment, as judged by the public, may be inferred from the fact that the shares of the company immediately rose ten per cent, and nothing farther was heard of the proposed twenty-one fixed engines, engine-houses, ropes, etc. All this cumbersome apparatus was thenceforth effectually disposed of.
When the reading was over, Bedford said: "When I heard you were going to have George Stephenson this afternoon, I wrote to my cousin Prentiss Armstrong, who has been at the locomotive works at Altoona for several years, and asked him about locomotives nowadays, that I might be able to compare them with the locomotives of George Stephenson's time. This is his letter, which I'll read, if there be no objection:"—