Numerous other openings of railways constructed by Mr. Stephenson took place about the same time. The Birmingham and Derby line was opened for traffic in August, 1839; the Sheffield and Rotherham in November, 1839; and in the course of the following year, the Midland, the York and
North Midland, the Chester and Crewe, the Chester and Birkenhead, the Manchester and Birmingham, the Manchester and Leeds, and the Maryport and Carlisle railways, were all publicly opened in whole or in part. Thus 321 miles of railway (exclusive of the London and Birmingham) constructed under Mr. Stephenson’s superintendence, at a cost of upwards of eleven millions sterling, were, in the course of about two years, added to the traffic accommodation of the country.
The ceremonies which accompanied the public opening of these lines were often of an interesting character. The adjoining population held general holiday; bands played, banners waved, and assembled thousands cheered the passing trains amidst the occasional booming of cannon. The proceedings were usually wound up by a public dinner; and in the course of the speeches which followed, Mr. Stephenson would revert to his favourite topic—the difficulties which he had early encountered in the promotion of the railway system, and in establishing the superiority of the locomotive. On such occasions he always took great pleasure in alluding to the services rendered to himself and the public by the young men brought up under his eye—his pupils at first, and afterwards his assistants. No great master ever possessed a more devoted band of assistants and fellow-workers than he did. It was one of the most marked evidences of his own admirable tact and judgment that he selected, with such undeviating correctness, the men best fitted to carry out his plans. Indeed, the ability to accomplish great things, and to carry grand ideas into practical effect, depends in no small measure on that intuitive knowledge of character, which Stephenson possessed in so remarkable a degree.
At the dinner at York, which followed the partial opening of the York and North Midland Railway, Mr. Stephenson said, “he was sure they would appreciate his feelings when he told them, that when he first began railway business his hair was black, although it was now grey; and
that he began his life’s labour as but a poor ploughboy. About thirty years since, he had applied himself to the study of how to generate high velocities by mechanical means. He thought he had solved that problem; and they had for themselves seen, that day, what perseverance had brought him too. He was, on that occasion, only too happy to have an opportunity of acknowledging that he had, in the latter portion of his career, received much most valuable assistance, particularly from young men brought up in his manufactory. Whenever talent showed itself in a young man he had always given that talent encouragement where he could, and he would continue to do so.”
That this was no exaggerated statement is amply proved by many facts which redound to Mr. Stephenson’s credit. He was no niggard of encouragement and praise when he saw honest industry struggling for a footing. Many were the young men whom, in the course of his useful career, he took by the hand and led steadily up to honour and emolument, simply because he had noted their zeal, diligence, and integrity. One youth excited his interest while working as a common carpenter on the Liverpool and Manchester line; and before many years had passed, he was recognised as an engineer of distinction. Another young man he found industriously working away at his bye-hours, and, admiring his diligence, engaged him for his private secretary, the gentleman shortly after rising to a position of eminent influence and usefulness. Indeed, nothing gave Mr. Stephenson greater pleasure than in this way to help on any deserving youth who came under his observation, and, in his own expressive phrase, to “make a man of him.”
The openings of the great main lines of railroad communication shortly proved the fallaciousness of the numerous rash prophecies which had been promulgated by the opponents of railways. The proprietors of the canals were astounded by the fact that, notwithstanding the immense traffic conveyed by rail, their own traffic and receipts
continued to increase; and that, in common with other interests, they fully shared in the expansion of trade and commerce which had been so effectually promoted by the extension of the railway system. The cattle-owners were equally amazed to find the price of horse-flesh increasing with the extension of railways, and that the number of coaches running to and from the new railway stations gave employment to a greater number of horses than under the old stage-coach system. Those who had prophesied the decay of the metropolis, and the ruin of the suburban cabbage-growers, in consequence of the approach of railways to London, were also disappointed; for, while the new roads let citizens out of London, they let country-people in. Their action, in this respect, was centripetal as well as centrifugal. Tens of thousands who had never seen the metropolis could now visit it expeditiously and cheaply; and Londoners who had never visited the country, or but rarely, were enabled, at little cost of time or money, to see green fields and clear blue skies, far from the smoke and bustle of town. If the dear suburban-grown cabbages became depreciated in value, there were truck-loads of fresh-grown country cabbages to make amends for the loss: in this case, the “partial evil” was a far more general good. The food of the metropolis became rapidly improved, especially in the supply of wholesome meat and vegetables. And then the price of coals—an article which, in this country, is as indispensable as daily food to all classes—was greatly reduced. What a blessing to the metropolitan poor is described in this single fact!
The prophecies of ruin and disaster to landlords and farmers were equally confounded by the openings of the railways. The agricultural communications, so far from being “destroyed,” as had been predicted, were immensely improved. The farmers were enabled to buy their coals, lime, and manure for less money, while they obtained a readier access to the best markets for their stock and farm-produce. Notwithstanding the
predictions to the contrary, their cows gave milk as before, their sheep fed and fattened, and even skittish horses ceased to shy at the passing locomotive. The smoke of the engines did not obscure the sky, nor were farmyards burnt up by the fire thrown from the locomotives. The farming classes were not reduced to beggary; on the contrary, they soon felt that, so far from having anything to dread, they had very much good to expect from the extension of railways.