Autobiography of Sir John Rennie, F.R.S., Past President of the Institute of Civil Engineers / Comprising the history of his professional life, together with reminiscences dating from the commencement of the century to the present time.

by Sir John Rennie

I will now proceed to a very important epoch in my life, namely, my first introduction to railways upon the locomotive system. Railways of wood were first introduced on the Tyne, for the purpose of bringing down coal from the adjacent collieries, to be shipped from Newcastle and the vicinity for exportation to London and other places. These were 4 feet 6½ inches wide from centre to centre, and the coal waggons were specially adapted to them. The wooden rails wore out rapidly, and were subsequently improved by having cast iron edge rails fixed upon the wooden ones, and the wheels of the waggons were made of cast iron also, having a flange on the inside to keep them in their places. It reduced materially the friction of the road, enabled the horses by which the waggons were drawn to take a greater load, and the expense of maintaining the ways was greatly reduced. Matters proceeded in this manner until towards the end of the last century. At that time, the celebrated James Watt began his experiments upon steam, and then turned his attention to the improvement of the steam engine, which had previously been so far perfected by Savery, Newcomen, and Smeaton, as to be used for pumping water from mines with considerable effect, by employing steam and atmospheric pressure alternately, for raising and lowering the piston in the cylinder to which the pumping apparatus was attached. The waste of fuel and the expense of working these engines were very considerable, and they were inapplicable to any other purpose but pumping. Watt saw these defects, and immediately set about devising means for remedying them. He first enclosed the steam cylinder at top and bottom, and elevated and depressed the piston by means of steam only; and instead of allowing the spent steam to escape into the atmosphere, it was discharged into a separate vessel, into which a jet of cold water was constantly playing, so that the steam was condensed there, and hence this vessel was called a “condenser.” In this condenser there was an air pump constantly working, so that to some extent a vacuum was produced, which facilitated the discharge of the steam from above and below the piston, relieved the pressure upon it both ways, and added considerably to the effect of the whole machine, as well as economizing the fuel required to work it. He also added a crank to a connecting rod at the opposite end of the beam to which the piston was attached, and by means of this crank communicated rotary motion to any machinery connected with it, adding still further to the value of the steam engine, and rendering it universally applicable. The boiler also he greatly improved, so as to produce a larger quantity of steam with less fuel. The ingenious idea of the crank was pirated from him before he could patent it, and he resorted to another invention to produce rotary motion, which he called the sun and planet wheel; this consisted of a toothed wheel attached to the lower end of the connecting rod fixed to the end of the beam, which wheel worked into another attached to the end of a horizontal shaft, upon which were fixed other wheels to give motion to any system of machinery which might be required. It should be observed that in this improved engine the connecting rod of the piston was attached to one end of the beam, the connecting rod attached to the crank, or sun and planet, was fixed to the other, and the air and cold water pumps were attached to rods connected with the intermediate part of the main beam, so that they were all worked together by the rising and falling of the piston, and thus formed one whole compact machine. He also added several minor contrivances, which it is unnecessary to mention, and which rendered the steam engine still more complete. His improvements did not end here, for he made numerous experiments upon the expansibility or elasticity and effects of steam at various temperatures, constructed a high pressure engine, and subsequently one with a condenser mounted upon a carriage supported by wheels, which was nothing more than the locomotive engine, a model of which still exists. Watt, however, as I have already observed, did not like high-pressure steam: he was fully aware of its importance; but at that time, from the backward state of the iron manufacture, he did not see his way to controlling it with safety, and he considered that his low-pressure condensing system was the best and most economical, and he therefore gave up all idea of pursuing the investigation of the locomotive engine and its applicability. Fortunately, however, everybody was not of the same opinion. Watt had clearly invented the locomotive engine, and his able and faithful assistant, William Murdock, afterwards made another working model of it on the same plan, with which he used to amuse himself by setting it in motion to run about his room. But the idea and its practicability once established, the locomotive was not to be thus abandoned. Amongst those who heard of it, and who appreciated its value, were two Cornish engineers, Trevithick and Vivian, who had been accustomed to work high-pressure steam, which was largely used in the Cornish mining engines about this time. Trevithick and Vivian soon saw that Watt’s waggon boiler was too cumbrous, and not capable of producing steam fast enough or in sufficient quantity for a locomotive engine. They therefore invented a new kind of boiler with a tube in the centre, around which the heat from the furnace circulated, so that a greater surface was exposed to its action, and, consequently, steam was generated much more quickly and in greater volume and elasticity. This boiler was, moreover, more compact, lighter, and more portable than Watt’s; the engine also was more simple; and the cylinder and piston being vertical, the latter was attached to a crank, which again was applied to the axles of the wheels, which made them revolve at every double stroke of the piston. The whole of this engine was mounted on a carriage; and this may be termed an improvement upon Watt’s engine, and the second stage of this great invention.

Trevithick and Vivian being convinced of success, took out a patent for the tubular boiler and the engine, for its application to common roads and railways; and foreseeing that if the wheels were applied to the smooth surface of a railway, the adhesion of their surface, combined with the weight of the whole machine, would be sufficient to impel it forward when worked by the engine, proposed that the peripheries of the wheels should be smooth; but in other cases, where more grip or action might be necessary, they proposed to add bosses or cogs to the peripheries of the wheels. What they now required was to apply the invention to practice. They accordingly were either invited or went to the Merthyr Tydvil Iron Works, where iron tramways were in extensive use, and there proposed an engine for drawing the waggons, instead of manual and horse labour. The invention was greatly approved of, and the proprietors of the mines determined to give it a fair trial. A locomotive engine was then made by Trevithick and Vivian and placed on the railway. Waggons laden with ten tons of iron and coal were attached to the engine, and, to the surprise of all, it drew them at the rate of six miles an hour. This was in the year 1802.

One would have thought that the principle, practice, and value of the invention having been thus fairly demonstrated, the wealthy and enterprising ironmasters would at once have adopted it and have brought it into general use. Indeed, it is difficult to conceive why this was not so. It is true that the machine was still cumbrous and difficult to manage, and the cast-iron tramways were probably too light and badly laid, so that they were frequently broken; still sufficient must have been proved to show that these were defects that might easily be remedied, and that continued practice would enable the inventors to render both the locomotive and the railway more perfect. In almost all new inventions, nothing is made perfect at first, and it requires constant trials and much perseverance to remove obstacles which cannot be foreseen, and the existence of which can only be proved by experience, when the proper remedy can be applied. The attempt to introduce locomotives on railways was not, however, for the time prosecuted further at Merthyr Tydvil.

It may be asked, why did not Trevithick and Vivian pursue the matter further elsewhere? I believe the answer to this is simply that they had not the means; they had already expended so much in prosecuting the invention that their resources were exhausted, and unless fresh pecuniary aid came in they must necessarily abandon it, at least for the time. Nothing is more difficult than to introduce a new invention, however plausible it may appear at first sight. We become by habit so wedded to our old ways that we are apt to regard anything new with indifference. When it has succeeded, the more simple it is the more we are astonished that we should not have perceived its value before; hence, unfortunately, we so frequently find that many able men, who have made brilliant discoveries and inventions which have conferred so much benefit upon mankind, have exhausted their all, and have died of starvation, just at the very moment when they have succeeded. Then some lucky one steps in and derives all the advantage. Such was the fate of poor Trevithick, who may be said to have been the inventor of the modern railway system. Even Watt himself would have probably shared the same fate, if he had not met with the great Matthew Boulton, who appreciated his inventions, and furnished the means for carrying them into effect. The same may be said of Cort, who introduced puddling, the simplest mode of converting cast into wrought iron. Bessemer himself told me that he was nearly ruined before his great discovery succeeded. In fact, numberless examples might be adduced of this melancholy truth; but to my story.

The next example we find of the employment of the locomotive engine was that of Blenkinsop, of Leeds, which was similar to, but more compact and lighter than that of Trevithick and Vivian, and was applied to draw the waggons laden with coal from Middleton Colliery, near Leeds, to that town; I saw it at work in the year 1814. It then drew 20 tons at the rate of seven miles an hour, at which I was much astonished. Although quite a lad, I thought to myself, “Something more will come out of this hereafter.” But the most singular thing connected with this was, that the principle of adhesion to the rails by the smooth tired wheels, and the fact of the power of a locomotive being in its weight, as laid down by Trevithick, was completely forgotten, and the locomotive was propelled forward by means of a toothed wheel driven by the engine, acting on a corresponding toothed rack laid alongside the rails; this was nothing more than Trevithick’s idea of bosses or teeth attached to the wheels, but intended to be applied in a different way. Still the invention was making its way. Blenkinsop’s engine excited great interest in the north, especially in the neighbourhood of the Tyne and Wear, and numbers of engineers, scientific men, and others went to see it, and being convinced of its value, determined to introduce it into that district. Amongst others, Mr. Blackett, of Wylam Colliery, who had seen Blenkinsop’s engine and railway, perceived the error of attempting to propel the locomotive by means of the toothed wheel and ratchet, and determined to revert to Trevithick’s original design of the smooth tired wheels. Whether he had heard of Trevithick’s invention or not, does not appear, although, as the subject had become generally known, and numerous intelligent minds had been directed towards it, it is very probable that he had. However, be that as it may, he has the credit of reintroducing Trevithick’s invention, and a locomotive, with improvements, leaving out the toothed wheel and ratchet, was applied to a railway at Wylam with complete success.

Amongst others who visited Blenkinsop’s railway and locomotive engine was Mr. James, a general land agent and surveyor, at Newcastle, who was in large practice, and had a respectable fortune. He was a man of enlarged mind and great intelligence, and although not a practical mechanician, he was so much struck with the effect of Blenkinsop’s engine and railway, that he at once said it was a new mode of conveying passengers and goods which must supersede all others, and become universal. In his enthusiasm he wrote a long letter, addressed to the Prince Regent, on the subject, in 1815, pointing out the value of this new mode of transport, the saving which it would effect in manual and horse labour, the ease and expedition with which goods and passengers would be conveyed, and the vast benefits which would be conferred upon the country by the general introduction of the railway system.

Immediately he set to work and devoted his whole energies and time, regardless of his own business, to the promotion of this new mode of transit. The celebrated George Stephenson, who up to this time had been a working collier, began to emerge from his obscurity and exhibit his genius to the world. James got acquainted with him, and being greatly taken by his talent, imparted his views about the introduction of railways, and, it is said, supplied money towards aiding him in prosecuting the work. Be this as it may, Stephenson, who had seen Blackett’s engine, was fully convinced of the soundness of the system, and that it must become universal; and therefore, with his usual indomitable energy and talent, he applied himself to promote and develop the new scheme by every means in his power. He became acquainted, and ultimately entered into partnership, with Mr. Lord, and established a manufactory for locomotive engines at Newcastle, which maintains its celebrity at the present day. He first made a locomotive of a new and improved construction, which worked with considerable success upon the Hetton Colliery railways. Next he was employed on the Stockton and Darlington, for which he made several locomotives, all of which, be it observed, were employed solely for carrying goods at the rate of about eight miles an hour; and it was by no means anticipated that they would be able to exceed that, or that they could calculate much upon general passenger traffic. However, the success that had already attended their efforts, made Stephenson confident that the railway system could be equally well applied wherever there was a large traffic. James and Stephenson then entered into a kind of partnership, and first proposed to make a railway, in 1817, from Manchester to Liverpool, for between those towns the traffic was so enormous that the Duke of Bridgewater’s Canal and the Mersey could not accommodate it properly, and great dissatisfaction was expressed at the delays and high charges. Nothing, however, was done at the time, and it was not until the year 1825 that the project was so far matured as to enable a company to be formed to carry it into effect. This company was principally composed of gentlemen from Manchester, Liverpool, and Newcastle; and George Stephenson was their chief engineer. They went to Parliament in the year 1825, but were so ill prepared to encounter the violent and powerful interests by which they were opposed, particularly that of the Bridgewater Canal, which enjoyed a very large portion of the traffic, that they lost their Bill.

The late Earl of Lonsdale, then Lord Lowther, one of the Lords of the Treasury, a very able and intelligent young man, knowing me from my connection with London Bridge, and with the Whitehaven Harbour, of which I was the engineer (where his father was the chief owner of all the great collieries round the town), asked my opinion about the proposed new system, and whether I thought that it was likely to succeed. I told him frankly that I thought it would. His lordship replied, “I think so, too;” and he offered me the post of engineer to the Manchester and Liverpool Railway, adding, “Although it will be greatly opposed, I think we shall carry it.” I replied that my brother and myself would be happy to undertake it, provided that we did not interfere with Mr. Stephenson or any other engineer who had been previously employed. Lord Lonsdale said that he would arrange all that with the Company, and my brother and myself were accordingly appointed engineers-in-chief.

As we were left entirely to our own discretion to adopt the old or to choose an entirely new line, we selected the present energetic and talented engineer, Mr. Charles Vignolles, to make the necessary surveys for Parliament. After examining the old line and the surrounding country, we finally decided upon adopting the present one, which passes over Chatmoss. Whilst we were proceeding with the survey, my brother George and Mr. Vignolles met Mr. Bradshaw, who was the sole and independent manager of the Duke of Bridgewater’s Canal, on Chatmoss, not far from the line, and near his own residence. He went up to my brother and introduced himself as the manager of the Duke’s Canal, and my brother at once mentioned his name. Mr. Bradshaw shook him by the hand very cordially, and said that he was glad to make the acquaintance of the son of his old friend, Mr. Rennie, for whom he had the greatest respect and friendship; and knowing what we were about, said that he, on the part of the Duke’s Canal and the other water carriers, would oppose the railway by every means in their power, and he felt pretty confident that they could throw out the Bill a second and even a third time, if it were attempted. At the same time he expressed the most friendly feeling towards my brother, and invited him and Mr. Vignolles to his house, where he received them most hospitably, and conversed, amongst other subjects, about the Bridgewater Canal, and the great difficulties they had to overcome in completing it. Pointing to a little whitewashed house, near the Moss, about half a mile distant, he said to my brother: “Do you see that house? Many a time did the late Duke of Bridgewater, Brindley, and myself spend our evenings there during the construction of the canal, after the day’s labours were over; and one evening in particular we had a very doleful meeting. The Duke had spent all his money, had exhausted his credit, and did not know where to get more, and the canal was not finished. We were all three in a very melancholy mood, smoking our pipes and drinking ale, for we had not the means to do more, and were very silent. At last the Duke said: ‘Well, Mr. Brindley, what is to be done now?’ Brindley said: ‘Well, Duke, I don’t know; but of this I feel as confident as ever: if we could only finish the canal, it would pay well, and soon bring back all your Grace’s money.’” After remaining a little longer, the party broke up in melancholy silence, and each went his way. It happened shortly afterwards that the Duke managed to get money enough to complete the canal, and Brindley was a true prophet, for the canal has paid well, and has been mainly the making of the great houses of Sutherland and Ellesmere.