The publication of these conditions and the offer of the prize
excited great interest, and caused no small amount of comment.[11]
The Stephensons at once began the construction of "The Rocket,"
without doubt the most famous locomotive ever built. The improved
feature it was to have was increased heating surface, so that
without increased weight it could generate more steam. This was
effected by putting fire-tubes through the water in the boiler.
Boiler-tubes had already been used by different people, and some of
Stephenson's locomotives which he had sent to France had been fitted
with tubes. At the suggestion of Mr. James Booth, Stephenson decided
to use a large number of tubes. Modern boilers have smaller tubes
and more of them, but "The Rocket" was the first to typify the
modern multitubular boiler. In other respects "The Rocket" was like
Stephenson's other locomotives built ten or twelve years earlier.
[Footnote 11: It is said that a prominent man of Liverpool
declared that "only a parcel of charlatans would ever have
issued such a set of conditions; that it had been _proved_ to
be impossible to make a locomotive go ten miles per hour." He
added that, "if it ever was done, he would eat a stewed
engine-wheel for breakfast."]
A brief description of "The Rocket" will not be out of place: The
boiler was 6 feet long, 3 feet 4 inches in diameter, and was
furnished with 25 copper tubes 3 inches in diameter. The fire-box
was at the rear end of the boiler, 2 feet wide and 3 feet high,
surrounded by water. The cylinders were high on the sides, pointing
down to the forward wheels, which were the only drivers. Stephenson
had used coupling rods between two sets of "drivers," but "The
Rocket" was made for speed chiefly. Its weight when furnished with
water was only _four and a half tons_! On trial at Killingworth "The
Rocket" worked finely and its capacity for steam was marvellous. It
was sent by wagon to Carlisle and by boat to Liverpool.
On the day set for the trial there were four engines on hand: 1. The
"Novelty," built by young Ericsson, who afterward in New York built
the famous "Monitor." 2. The "Sanspareil," by Timothy Hackworth. 3.
The "Perseverance," by a Mr. Burstall. 4. "The Rocket," by
Stephenson and Booth.
The programme of test fixed by the judges was to run over a level
piece of the road at Rainhill, two miles long, forty times during a
day, at a rate not less than ten miles per hour. The train was to
weigh three and one-third times as much as the locomotive. Each
engine was to have a day for trial.
The "Perseverance" proved slow; its best speed was not more than six
miles per hour; so it was quickly withdrawn.
The "Sanspareil" was made by one of Stephenson's own foremen, and
differed little from the Killingworth style of locomotive. It was
rather over weight, but it ran at times as fast as fourteen miles
per hour. Its machinery was defective, however, and it was ruled out
by the judges.
The "Novelty" ran at times in good style, but its bellows, for
making a fire-blast, were defective and repeatedly gave out, causing
delay. It failed to make the required speed with a full load; by
itself it is said to have run at the rate of twenty-eight miles per
hour. Ericsson claimed that he had not had time to properly
construct his locomotive, and the claim was probably just. As it
was, the time was extended six days.
The day assigned for "The Rocket" was the third day, but when on the
second day all other engines failed, it was brought out to entertain
the spectators. Attaching it to a coach full of passengers,
Stephenson ran over the line at a rate reaching _thirty miles per
hour_, to the amazement of all.
The next morning "The Rocket" was subjected to the regular test. Its
assigned load was thirteen and a half tons which it drew back and
forth over the two-mile track the full stent of forty times, making
a spurt at times as high as twenty-nine miles, about three times
what had been declared possible by the judges! Finally, to show how
fast the engine could go and still keep the track, Mr. Stephenson
ran it alone at the astonishing rate of thirty-five miles per hour.
Thus did "The Rocket" surpass all records and all expectations. The
enthusiasm of every one was unbounded. All doubts were removed and
Stephenson's opponents in the company became his ardent friends. His
judgment seemed infallible, and his word was law.
This victory at Rainhill completed the triumph of the Liverpool and
Manchester Railway. The road was opened the following year, 1830,
with most imposing ceremonies. Members of Parliament, lords and
ladies, and even the great Duke of Wellington, honored the occasion
by their presence, and rode on the excursion trains.
The story of George Stephenson's great work is told. His railroad
and his locomotive had come together, and to stay. All opposition
was crushed, and no sooner was one road in successful operation than
another, sometimes several, were on foot. George and Robert
Stephenson were in demand everywhere and their locomotive works were
full of orders. In twenty years England had nearly ten thousand
miles of railways.
The spectacle of these two men, father and son, working together as
equals was one often admired. Both became wealthy and full of
honor. Titled men were proud to pay their respects to George
Stephenson, and when he died, in 1848, at the age of sixty-seven,
the whole nation rose up to do him honor.
Though probably Stephenson had never heard of Emerson, Emerson had
heard of Stephenson, and he called upon him on his visit to England.
Afterward Emerson said that "it was worth crossing the Atlantic to
have seen Stephenson alone; he had such native force of character
and vigor of intellect."
What a contrast that meeting offers! There face to face stood two
men, two great philosophers, both of whom have broadly and deeply
influenced mankind--one by deeds, the other by words. One wielded
the pen, giving us noble, beautiful and inspiring thoughts,
profoundly analyzing life and character; the other wielded those
cunning tools with which man subdues nature and harnesses its forces
to do his will. He wrote not for the pages of a book, but on lines
of steel with a stylus that conquered time and space, bringing
distant cities into companionship. I look up to each with an equal
reverence. Each achieved the conquest of mind over matter, and each
exhibited the exceeding manliness of a noble life and character.
There is no space with which to speak of Stephenson's safety-lamp,
nor of the influence his life and character have had on the brain
and brawn of working England. If my reader is interested to know him
more and better, let him consult the nearest library.
One word about "The Rocket" and this brief sketch is done. For some
years "The Rocket" did service on the Liverpool and Manchester road,
but it soon proved too light for the heavy traffic, and was sold to
a coal company in the North, where for years it faithfully hauled
coal-cars from the mines. But even there it was superseded, and in
contempt consigned to the back-yard. It was still fleet, but not
strong. In that dreary back-yard among useless lumber, the once
peerless "Rocket" spent a season or two in rain and snow and sunny
weather, when George Stephenson bought it back and put it in his
cabinet at the Newcastle works. After Stephenson's death the
precious relic was placed in the British Museum in London.
"The Rocket" itself was exhibited a few years ago at the Railway
Exposition in Chicago, and an exact copy of it was shown at the
recent World's Fair.
[Signature: C. M. Woodward.]