The Life of George Stephenson and of his Son Robert Stephenson / Comprising Also a History of the Invention and Introduction of the Railway Locomotive

by Samuel Smiles

After the day's work was over, George would drop in at Mr. Pease's to talk over the progress of the survey, and discuss various matters connected with the railway. Mr. Pease's daughters were usually present; and, on one occasion, finding the young ladies learning the art of embroidery, he volunteered to instruct them.[54] "I know all about it," said he, "and you will wonder how I learned it. I will tell you. When I was a brakesman at Killingworth, I learned the art of embroidery while working the pitmen's button-holes by the engine fire at nights." He was never ashamed, but, on the contrary, rather proud, of reminding his friends of these humble pursuits of his early life. Mr. Pease's family were greatly pleased with his conversation, which was always amusing and instructive; full of all sorts of experience, gathered in the oddest and most out-of-the-way places. Even at that early period, before he mixed in the society of educated persons, there was a dash of speculativeness in his remarks which gave a high degree of originality to his conversation; and he would sometimes, in a casual remark, throw a flash of light upon a subject which called up a train of pregnant suggestions.

One of the most important subjects of discussion at these meetings with Mr. Pease was the establishment of a manufactory at Newcastle for the building of locomotive engines. Up to this time all the locomotives constructed after Stephenson's designs had been made by ordinary mechanics working at the collieries in the North of England. But he had long felt that the accuracy and style of their workmanship admitted of great improvement, and that upon this the more perfect action of the locomotive engine, and its general adoption, in a great measure depended. One principal object that he had in view in establishing the proposed factory was to concentrate a number of good workmen for the purpose of carrying out the improvements in detail which he was from time to time making in his engine; for he felt hampered by the want of efficient help from skilled mechanics, who could work out in a practical form the ideas of which his busy mind was always so prolific. Doubtless, too, he believed that the manufactory would prove a remunerative investment, and that, on the general adoption of the railway system which he anticipated, he would derive solid advantages from the fact of his establishment being the only one of the kind for the special construction of locomotive engines.

Mr. Pease approved of his design, and strongly recommended him to carry it into effect. But there was the question of means; and Stephenson did not think he had capital enough for the purpose. He told Mr. Pease that he could advance £1000—the amount of the testimonial presented by the coal-owners for his safety-lamp invention, which he had still left untouched; but he did not think this sufficient for the purpose, and he thought that he should require at least another £1000. Mr. Pease had been very much struck with the successful performances of the Killingworth engine; and, being an accurate judge of character, he believed that he could not go far wrong in linking a portion of his fortune with the energy and industry of George Stephenson. He consulted his friend Thomas Richardson in the matter, and the two consented to advance £500 each for the purpose of establishing the engine factory at Newcastle. A piece of land was accordingly purchased in Forth Street, in August, 1823, on which a small building was erected—the nucleus of the gigantic establishment which was afterward formed around it; and active operations were begun early in 1824.

While the Stockton and Darlington Railway works were in progress, our engineer had many interesting discussions with Mr. Pease on points connected with its construction and working, the determination of which in a great measure affected the formation and working of future railways. The most important points were these: 1. The comparative merits of cast and wrought iron rails. 2. The gauge of the railway. 3. The employment of horse or engine power in working it when ready for traffic.

The kind of rails to be laid down to form the permanent road was a matter of considerable importance. A wooden tram-road had been contemplated when the first act was applied for; but Stephenson having advised that an iron road should be laid down, he was instructed to draw up a specification of the rails. He went before the directors to discuss with them the kind of material to be specified. He was himself interested in the patent for cast-iron rails, which he had taken out in conjunction with Mr. Losh in 1816, and, of course, it was to his interest that his articles should be used. But when requested to give his opinion on the subject, he frankly said to the directors, "Well, gentlemen, to tell you the truth, although it would put £500 in my pocket to specify my own patent rails, I can not do so after the experience I have had. If you take my advice, you will not lay down a single cast-iron rail." "Why?" asked the directors. "Because they will not stand the weight, and you will be at no end of expense for repairs and relays." "What kind of road, then," he was asked, "would you recommend?" "Malleable rails, certainly," said he; "and I can recommend them with the more confidence from the fact that at Killingworth we have had some Swedish bars laid down—nailed to wooden sleepers—for a period of fourteen years, the wagons passing over them daily, and there they are, in use yet, whereas the cast rails are constantly giving way."[55]

The price of malleable rails was, however, so high—being then worth about £12 per ton as compared with cast-iron rails at about £5 10s.—and the saving of expense was so important a consideration with the subscribers, that Stephenson was directed to provide in the specification that only one half of the rails required—or about 800 tons—should be of malleable iron, and the remainder of cast iron. The malleable rails were of the kind called "fish-bellied," and weighed 28 lbs. to the yard, being 2-1/4 inches broad at the top, with the upper flange 3/4 inch thick. They were only 2 inches in depth at the points at which they rested on the chairs, and 3-1/4 inches in the middle or bellied part.

When forming the road, the proper gauge had also to be determined. What width was this to be? The gauge of the first tram-road laid down had virtually settled the point. The gauge of wheels of the common vehicles of the country—of the carts and wagons employed on common roads, which were first used on the tram-roads—was about 4 feet 8-1/2 inches. And so the first tram-roads were laid down of this gauge. The tools and machinery for constructing coal-wagons and locomotives were formed with this gauge in view. The Wylam wagon-way, afterward the Wylam plate-way, the Killingworth railroad, and the Hetton railroad, were as nearly as possible on the same gauge. Some of the earth-wagons used to form the Stockton and Darlington road were brought from the Hetton Railway; and others which were specially constructed were formed of the same dimensions, these being intended to be afterward employed in the working of the traffic.

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 incline, 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 skepticism 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 skepticism was as great at Newcastle, where the opportunities for accurate observation were the greatest, as any where else. In 1824 the scheme of a canal between that town and Carlisle again came up, and, though a few timid voices were raised on behalf of a railway, the general opinion was still in favor of a canal. 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."

"There has been some talk," wrote the "Whitehaven Gazette," "from a puff criticism in the 'Monthly Review,' of an improvement on the principle of railways; but we suspect that this improvement will turn out like the steam-carriages, of which we have been told so much, that were to supersede the use of horses entirely, and travel at a rate almost equal to the speed of the fleetest horse!" The idea was too chimerical to be entertained, and the suggested railway was accordingly rejected as impracticable.