It is, perhaps, more difficult to write accurate history than anything
else, and this is true not only of nations, kings, politicians, or wars,
but of events and things witnessed or called into existence in every-day
life. In _The Engineer_ for September 17, 1880, we did our best to place a
true statement of the facts concerning the Rocket before our readers. In
many respects this was the most remarkable steam engine ever built, and
about it there ought to be no difficulty, one would imagine, in arriving at
the truth. It was for a considerable period the cynosure of all eyes.
Engineers all over the world were interested in its performance. Drawings
were made of it; accounts were written of it, descriptions of it abounded.
Little more than half a century has elapsed since it startled the world by
its performance at Rainhill, and yet it is not too much to say that the
truth--the whole truth, that is to say--can never now be written. We are,
however, able to put some facts before our readers now which have never
before been published, which are sufficiently startling, and while
supplying a missing link in the history of the locomotive, go far to show
that much that has hitherto been held to be true is not true at all.
When the Liverpool and Manchester Railway was opened on the 15th of
September, 1830, among those present was James Nasmyth, subsequently the
inventor of the steam hammer. Mr. Nasmyth was a good freehand draughtsman,
and he sketched the Rocket as it stood on the line. The sketch is still in
existence. Mr. Nasmyth has placed this sketch at our disposal, thus earning
the gratitude of our readers, and we have reproduced as nearly as possible,
but to a somewhat enlarged scale, this invaluable link in the history of
the locomotive. Mr. Nasmyth writes concerning it, July 26, 1884: "This
slight and hasty sketch of the Rocket was made the day before the opening
of the Manchester and Liverpool Railway, September 12, 1830. I availed
myself of the opportunity of a short pause in the experimental runs with
the Rocket, of three or four miles between Liverpool and Rainhill, George
Stephenson acting as engine driver and his son Robert as stoker. The
limited time I had for making my sketch prevented me from making a more
elaborate one, but such as it is, all the important and characteristic
details are given; but the pencil lines, after the lapse of fifty-four
years, have become somewhat indistinct." The pencil drawing, more than
fifty years old, has become so faint that its reproduction has become a
difficult task. Enough remains, however, to show very clearly what manner
of engine this Rocket was. For the sake of comparison we reproduce an
engraving of the Rocket of 1829. A glance will show that an astonishing
transformation had taken place in the eleven months which had elapsed
between the Rainhill trials and the opening of the Liverpool and Manchester
Railway. We may indicate a few of the alterations. In 1829 the cylinders
were set at a steep angle; in 1830 they were nearly horizontal. In 1829 the
driving wheels were of wood; in 1830 they were of cast iron. In 1829 there
was no smoke-box proper, and a towering chimney; in 1830 there was a
smoke-box and a comparatively short chimney. In 1829 a cask and a truck
constituted the tender; in 1830 there was a neatly designed tender, not
very different in style from that still in use on the Great Western broad
gauge. All these things may perhaps be termed concomitants, or changes in
detail. But there is a radical difference yet to be considered. In 1829 the
fire-box was a kind of separate chamber tacked on to the back of the barrel
of the boiler, and communicating with it by three tubes; one on each side
united the water spaces, and one at the top the steam spaces. In 1830 all
this had disappeared, and we find in Mr. Nasmyth's sketch a regular
fire-box, such as is used to this moment. In one word, the Rocket of 1829
is different from the Rocket of 1830 in almost every conceivable respect;
and we are driven perforce to the conclusion that the Rocket of 1829
_never worked at all on the Liverpool and Manchester Railway; the engine of
1830 was an entirely new engine_. We see no possible way of escaping from
this conclusion. The most that can be said against it is that the engine
underwent many alterations. The alterations must, however, have been so
numerous that they were tantamount to the construction of a new engine. It
is difficult, indeed, to see what part of the old engine could exist in the
new one; some plates of the boiler shell might, perhaps, have been
retained, but we doubt it. It may, perhaps, disturb some hitherto well
rooted beliefs to say so, but it seems to us indisputable that the Rocket
of 1829 and 1830 were totally different engines.
[Illustration: FIG. 1. THE ROCKET, 1829. THE ROCKET, 1830.]
Our engraving, Fig. 1, is copied from a drawing made by Mr. Phipps,
M.I.C.E., who was employed by Messrs. Stephenson to compile a drawing of
the Rocket from such drawings and documents as could be found. This
gentleman had made the original drawings of the Rocket of 1829, under
Messrs. G. & R. Stephenson's direction. Mr. Phipps is quite silent about
the history of the engine during the eleven months between the Rainhill
trials and the opening of the railway. In this respect he is like every one
else. This period is a perfect blank. It is assumed that from Rainhill the
engine went back to Messrs. Stephenson's works; but there is nothing on the
subject in print, so far as we are aware. Mr. G.R. Stephenson lent us in
1880 a working model of the Rocket. An engraving of this will be found in
_The Engineer_ for September 17, 1880. The difference between it and the
engraving below, prepared from Mr. Phipps' drawing, is, it will be seen,
very small--one of proportions more than anything else. Mr. Stephenson says
of his model: "I can say that it is a very fair representation of what the
engine was before she was altered." Hitherto it has always been taken for
granted that the alteration consisted mainly in reducing the angle at which
the cylinders were set. The Nasmyth drawing alters the whole aspect of the
question, and we are now left to speculate as to what became of the
original Rocket. We are told that after "it" left the railway it was
employed by Lord Dundonald to supply steam to a rotary engine; then it
propelled a steamboat; next it drove small machinery in a shop in
Manchester; then it was employed in a brickyard; eventually it was
purchased as a curiosity by Mr. Thomson, of Kirkhouse, near Carlisle, who
sent it to Messrs. Stephenson to take care of. With them it remained for
years. Then Messrs. Stephenson put it into something like its original
shape, and it went to South Kensington Museum, where "it" is now. The
question is, What engine is this? Was it the Rocket of 1829 or the Rocket
of 1830, or neither? It could not be the last, as will be understood from
Mr. Nasmyth's drawing; if we bear in mind that the so-called fire-box on
the South Kensington engine is only a sham made of thin sheet iron without
water space, while the fire-box shown in Mr. Nasmyth's engine is an
integral part of the whole, which could not have been cut off. That is to
say, Messrs. Stephenson, in getting the engine put in order for the Patent
Office Museum, certainly did not cut off the fire-box shown in Mr.
Nasmyth's sketch, and replace it with the sham box now on the boiler. If
our readers will turn to our impression for the 30th of June, 1876, they
will find a very accurate engraving of the South Kensington engine, which
they can compare with Mr. Nasmyth's sketch, and not fail to perceive that
the differences are radical.
In "Wood on Railroads," second edition, 1832, page 377, we are told that
"after those experiments"--the Rainhill trials--"were concluded, the
Novelty underwent considerable alterations;" and on page 399, "Mr.
Stephenson had also improved the working of the Rocket engine, and by
applying the steam more powerfully in the chimney to increase the draught,
was enabled to raise a much greater quantity of steam than before." Nothing
is said as to where the new experiments took place, nor their precise date.
But it seems that the Meteor and the Arrow--Stephenson engines--were tried
at the same time; and this is really the only hint Wood gives as to what
was done to the Rocket between the 6th of October, 1829, and the 15th of
September, 1830.
There are men still alive who no doubt could clear up the question at
issue, and it is much to be hoped that they will do so. As the matter now
stands, it will be seen that we do not so much question that the Rocket in
South Kensington Museum is, in part perhaps, the original Rocket of
Rainhill celebrity, as that it ever ran in regular service on the Liverpool
and Manchester Railway. Yet, if not, then we may ask, what became of the
Rocket of 1830? It is not at all improbable that the first Rocket was cast
on one side, until it was bought by Lord Dundonald, and that its history is
set out with fair accuracy above. But the Rocket of the Manchester and
Liverpool Railway is hardly less worthy of attention than its immediate
predecessor, and concerning it information is needed. Any scrap of
information, however apparently trifling, that can be thrown on this
subject by our readers will be highly valued, and given an appropriate
place in our pages.--_The Engineer_.
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The largest grain elevator in the world, says the _Nashville American_, is
that just constructed at Newport News under the auspices of the Chesapeake
& Ohio Railway Co. It is 90 ft. wide, 386 ft. long, and about 164 ft. high,
with engine and boiler rooms 40 × 100 ft. and 40 ft. high. In its
construction there were used about 3,000 piles, 100,000 ft. of white-oak
timber, 82,000 cu. ft. of stone, 800,000 brick, 6,000,000 ft. of pine and
spruce lumber, 4,500 kegs of nails, 6 large boilers, 2 large engines, 200
tons of machinery, 20 large hopper-scales, and 17,200 ft. of rubber belts,
from 8 to 48 in. wide and 50 to 1,700 ft. long; in addition, there were
8,000 elevator buckets, and other material. The storage capacity is
1,600,000 bushels, with a receiving capacity of 30,000, and a shipping
capacity of 20,000 bushels per hour.
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