Mr. Pease entered into conversation with his visitors, and was soon told their object. Stephenson had heard of the passing of the Stockton and Darlington Act, and desiring to increase his railway experience, and also to employ in some larger field the practical knowledge he had already gained, he determined to visit the known projector of the undertaking, with the view of being employed to carry it out. He had brought with him his friend Wood, for the purpose at the same time of relieving his diffidence, and supporting his application.
Mr. Pease liked the appearance of his visitor: “there was,” as he afterwards remarked when speaking of Stephenson, “such an honest, sensible look about him, and he seemed so modest and unpretending. He spoke in the strong Northumbrian dialect of his district, and described himself as ‘only the engine-wright at Killingworth; that’s what he was.’“
Mr. Pease soon saw that our engineer was the very man for his purpose. The whole plans of the railway were still in an undetermined state, and Mr. Pease was therefore glad to have the opportunity of profiting by Stephenson’s experience. In the course of their conversation, the latter strongly recommended a railway in preference to a
tramroad. They also discussed the kind of tractive power to be employed: Mr. Pease stating that the company had based their whole calculations on the employment of horse power. “I was so satisfied,” said he afterwards, “that a horse upon an iron road would draw ten tons for one ton on a common road, that I felt sure that before long the railway would become the King’s highway.” But Mr. Pease was scarcely prepared for the bold assertion made by his visitor, that the locomotive engine with which he had been working the Killingworth Railway for many years past was worth fifty horses, and that engines made after a similar plan would yet entirely supersede all horse power upon railroads. Stephenson was daily becoming more positive as to the superiority of his locomotive; and hence he strongly urged Mr. Pease to adopt it. “Come over to Killingworth,” said he, “and see what my engines can do; seeing is believing, sir.” Mr. Pease accordingly promised that on some early day he would go over to Killingworth, and take a look at the wonderful machine that was to supersede horses. The result of the interview was, that Mr. Pease promised to bring Stephenson’s application for the appointment of engineer before the Directors, and to support it with his influence; whereon the two visitors prepared to take their leave, informing Mr. Pease that they intended to return to Newcastle “by nip;” that is, they expected to get a smuggled lift on the stage-coach, by tipping Jehu,—for in those days the stage coachmen regarded all casual roadside passengers as their proper perquisites. They had, however, been so much engrossed by their conversation, that the lapse of time was forgotten, and when Stephenson and his friend made enquiries about the return coach, they found the last had left; and they had to walk the 18 miles to Durham on their way back to Newcastle.
Mr. Pease having made further inquiries respecting Stephenson’s character and qualifications, and having received a very strong recommendation of him as the right man for the intended work, he brought the subject of his
application before the directors of the Stockton and Darlington Company. They resolved to adopt his recommendation that a railway be formed instead of a tramroad; and they further requested Mr. Pease to write to Stephenson, desiring him to undertake a re-survey of the line at the earliest practicable period.
A man was despatched on a horse with the letter, and when he reached Killingworth he made diligent enquiry after the person named upon the address, “George Stephenson, Esquire, Engineer.” No such person was known in the village. It is said that the man was on the point of giving up all further search, when the happy thought struck some of the colliers’ wives who had gathered about him, that it must be “Geordie the engine-wright” the man was in search of; and to Geordie’s cottage he accordingly went, found him at home, and delivered the letter.
About the end of September, Stephenson went carefully over the line of the proposed railway, for the purpose of suggesting such improvements and deviations as he might consider desirable. He was accompanied by an assistant and a chainman,—his son Robert entering the figures while his father took the sights. After being engaged in the work at intervals for about six weeks, Stephenson reported the result of his survey to the Board of Directors, and showed that by certain deviations, a line shorter by about three miles might be constructed at a considerable saving in expense, while at the same time more favourable gradients—an important consideration—would be secured.
It was, however, determined in the first place to proceed with the works at those parts of the line where no deviation was proposed; and the first rail of the Stockton and Darlington Railway was laid with considerable ceremony, near Stockton, on the 23rd May, 1822.
It is worthy of note that Stephenson, in making his first estimate of the cost of forming the railway according to the Instructions of the directors, set down, as part of the cost, £6200 for stationary engines, not mentioning locomotives at all.