Meanwhile Robert was growing into a manly, useful lad. Knowing something of the value of education, both of the head and of the hand, his father determined that Robert should have the best of both. He was sent to Edinburgh for scientific culture, and when at home his father taught him drawing, mechanical processes, and the theory of machines as far as he was able—and his ability was considerable, for George Stephenson was more of a student than many whose early advantages were far better than his. The broad dual training given Robert appears to have been fully successful. Even before he became a man he was of great value to his father. Together they worked out plans for modifying and improving the locomotive and the road it was to run upon. He could soon draw and calculate better than his father, but he never excelled him in the solution of practical problems which depended upon a knowledge of materials and the simple laws of physics and mechanics.
Thus far all railroads had been short, leading from mines to piers for shipping by water. The success of Stephenson's locomotive, the best working locomotive ever built at that time, led the proprietors of the Hetton Colliery, a few miles south of the Tyne valley, to propose a road, some eight miles long, over high hills and on steep grades. Stephenson planned and superintended the construction of the road as their engineer. There were several steep inclines where loaded cars going down drew empty cars up. There were two heavy stationary engines drawing cars by a rope, and five of Stephenson's locomotives for the easy grades. Each locomotive drew seventeen wagons, weighing about sixty-four tons, at the rate of four miles per hour. This was the best done as yet, and was considered a great success. It thoroughly established the reputation of George Stephenson as an engineer. This road was opened in 1822.
Before the Hetton Railway was opened Stephenson was busy on a larger work. Parliament had given a franchise for a railway in Durham County, some twenty miles long, through Darlington to Stockton. The function of the road was to carry coal to a shipping pier, and it was not at all settled that horses would not be used to draw the cars. While not much was known about railways, and very little about locomotives, there was a growing conviction that there was great economy in the use of tramways and the steam-engine, and the prospect brightened for building the road.
The charming biographer, Smiles, tells how George Stephenson called on Mr. Edward Pease, the president of the proposed railway, and offered his services in building and equipping the road. Mr. Pease was at once pleased with the man. "There was," said he later, "such an honest, sensible look about him, and he seemed so modest and unpretending. He spoke in the strong Northumbrian dialect, and described himself as 'only the engine-wright at Killingworth.'"
Stephenson urged at once that the road be built for locomotives. Mr. Pease had never seen a locomotive at work, and had taken it for granted that horses would be used; but he went up to Killingworth and rode on the "Blucher" with Stephenson, while it hauled a train of loaded cars. Seeing was believing, and Mr. Pease was in favor of both Stephenson and his locomotive.
So Stephenson was made chief engineer. He and his son Robert surveyed the line, changed the location, avoiding certain territory where people were hostile to a road of any sort, and built new and improved locomotives for the line. What we now call good tools were not to be had, and skilled workmen were not easy to find, but Stephenson made a great advance in the quality of the workmanship.
The amended Act of Parliament gave the Stockton and Darlington line the right to carry passengers in cars drawn by locomotives. This was the first instance of such a grant. Stephenson met Mr. Pease in 1821; the road was opened to the public in 1825. People came in crowds to see the locomotives and to ride on the first public railway. There had been bitter opposition to the road and a vast amount of incredulity as to the ability of the locomotives to do practical work.
Imagine the excitement of the first ride. The train consisted of 6 cars loaded with coal and other freight; then a short passenger coach filled with directors and friends; then 21 open cars or wagons fitted for excursionists; lastly came 6 more cars loaded with coal—making 38 cars in all!
Mr. Stephenson was proud to be on the locomotive and to run it himself. It seemed to spectators incredible that the locomotive could start such a load, but it did start it, and it drew it 8-3/4 miles in 65 minutes, the speed at times reaching 12 miles per hour! More cars were added at Darlington, and then the train drew on to Stockton, all cars being crowded with passengers.
The success was complete, and all doubts seemed to vanish. From that day the traffic over the road continued without interruption. To the surprise of all, the passenger business became a very important item, and better cars were quickly in demand.