[The bill for the charter of the Liverpool and Manchester railway
was referred to the Committee of the House of Commons, March 21,
1825. The canal companies had employed able counsel to oppose it.
A month was consumed before the company's engineer, Mr. George
Stephenson, was called by the Committee. The following account of
his first day's examination is from his fascinating biography by
Dr. Samuel Smiles.]
On the 25th George Stephenson was called into the witness-box. It
was his first appearance before a committee of the House of
Commons, and he well knew what he had to expect. He was aware
that the whole force of the opposition was to be directed against
him; and if they could break down his evidence, the canal
monopoly might yet be upheld for a time. Many years afterward,
when looking back at his position on this trying occasion, he
said: "When I went to Liverpool to plan a line from thence to
Manchester, I pledged myself to the directors to attain a speed
of ten miles an hour. I said I had no doubt the locomotive might
be made to go much faster, but that we had better be moderate at
the beginning. The directors said I was quite right; for that if,
when they went to Parliament, I talked of going at a greater rate
than ten miles an hour, I should put a cross upon the concern. It
was not an easy task for me to keep the engine down to ten miles
an hour, but it must be done, and I did my best. I had to place
myself in that most unpleasant of all positions--the witness-box
of a parliamentary committee. I was not long in it before I began
to wish for a hole to creep out at! I could not find words to
satisfy either the committee or myself. I was subjected to the
cross-examination of eight or ten barristers, purposely, as far
as possible, to bewilder me. Some member of the committee asked
if I was a foreigner, and another hinted that I was mad. But I
put up with every rebuff, and went on with my plans, determined
not to be put down."
George Stephenson stood before the committee to prove what the
public opinion of that day held to be impossible. The self-taught
mechanic had to demonstrate the practicability of accomplishing
that which the most distinguished engineers of the time regarded
as impracticable. Clear though the subject was to himself, and
familiar as he was with the powers of the locomotive, it was no
easy task for him to bring home his convictions, or even to
convey his meaning, to the less informed minds of his hearers. In
his strong Northumbrian dialect, he struggled for utterance, in
the face of the sneers, interruptions, and ridicule of the
opponents of the measure, and even of the committees, some of
whom shook their heads and whispered doubts as to his sanity when
he energetically avowed that he could make the locomotive go at
the rate of twelve miles an hour! It was so grossly in the teeth
of all the experience of honorable members, that the man "must
certainly be laboring under a delusion!"
And yet his large experience of railways and locomotives, as
described by himself to the committee, entitled this "untaught,
inarticulate genius," as he has been described, to speak with
confidence on the subject. Beginning with his experience as a
brakesman at Killingworth in 1803, he went on to state that he
was appointed to take the entire charge of the steam engines in
1813, and had superintended the railroads connected with the
numerous collieries of the grand allies from that time downward.
He had laid down or superintended the railways at Burradon, Mount
Moor, Springwell, Bedlington, Helton, and Darlington, besides
improving those at Killingworth, South Moor, and Derwent Crook.
He had constructed fifty-five steam-engines, of which sixteen
were locomotives. Some of these had been sent to France. The
engines constructed by him for the working of the Killingworth
Railroad, eleven years before, had continued steadily at work
ever since, and fulfilled his most sanguine expectations. He was
prepared to prove the safety of working high-pressure locomotives
on a railroad, and the superiority of this mode of transporting
goods over all others. As to speed, he said he had recommended
eight miles an hour with twenty tons, and four miles an hour with
forty tons; but he was quite confident that much more might be
done. Indeed he had no doubt they might go at the rate of twelve
miles. As to the charge that locomotives on a railroad would so
terrify the horses in the neighborhood that to travel on
horseback or to plow the adjoining fields would be rendered
highly dangerous, the witness said that horses learned to take no
notice of them, though there were horses that would shy at a
wheelbarrow. A mail-coach was likely to be more shied at by
horses than a locomotive. In the neighborhood of Killingworth,
the cattle in the fields went on grazing while the engines passed
them, and the farmers made no complaints.
Mr. Alderson, who had carefully studied the subject, and was well
skilled in practical science, subjected the witness to a
protracted and severe cross-examination as to the speed and power
of the locomotive, the stroke of the piston, the slipping of the
wheels upon the rails, and various other points of detail.
Stephenson insisted that no slipping took place, as attempted to
be extorted from him by the counsel. He said, "It is impossible
for slipping to take place so long as the adhesive weight of the
wheel upon the rail is greater than the weight to be dragged
after it." There was a good deal of interruption to the witness's
answers by Mr. Alderson, to which Mr. Joy more than once
objected. As to accidents, Stephenson knew of none that had
occurred with his engines. There had been one, he was told, at
the Middleton Colliery, near Leeds, with a Blenkinsop engine. The
driver had been in liquor, and put a considerable load on the
safety-valve, so that upon going forward the engine blew up and
the man was killed. But he added, if proper precautions had been
used with that boiler, the accident could not have happened. The
following cross-examination occurred in reference to the question
of speed:
"Of course," he was asked, "when a body is moving upon a road,
the greater the velocity the greater the momentum that is
generated?" "Certainly." "What would be the momentum of forty
tons moving at the rate of twelve miles an hour?" "It would be
very great." "Have you seen a railroad that would stand that?"
"Yea." "Where?" "Any railroad that would bear going four miles an
hour; I mean to say, that if it would bear the weight at four
miles an hour, it would bear it at twelve." "Taking it at four
miles an hour, do you mean to say that it would not require a
stronger railway to carry the same weight twelve miles an hour?"
"I will give an answer to that. I dare say every person has been
over ice when skating, or seen persons go over, and they know
that it would bear them better at a greater velocity than it
would if they went slower; when they go quick, the weight in a
measure ceases." "Is not that upon the hypothesis that the
railroad is perfect?" "It is; and I mean to make it perfect."
It is not necessary to state that to have passed through his
severe ordeal scatheless needed no small amount of courage,
intelligence, and ready shrewdness on the part of the witness.
Nicholas Wood, who was present on the occasion, has since stated
that the point on which Stephenson was hardest pressed was that
of speed. "I believe," he says, "that it would have lost the
company their bill if he had gone beyond eight or nine miles an
hour. If he had stated his intention of going twelve or fifteen
miles an hour, not a single person would have believed it to be
practicable." Mr. Alderson had, indeed, so pressed the point of
"twelve miles an hour," and the promoters were so alarmed lest it
should appear in evidence that they contemplated any such
extravagant rate of speed, that immediately on Mr. Alderson
sitting down, Mr. Joy proceeded to re-examine Stephenson, with
the view of removing from the minds of the committee an
impression so unfavorable, and as they supposed, so damaging to
their case. "With regard," asked Mr. Joy, "to all those
hypothetical questions of my learned friend, they have been all
put on the supposition of going twelve miles an hour; now that is
not the rate at which, I believe, any of the engines of which you
have spoken have traveled?" "No," replied Stephenson, "except as
an experiment for a short distance." "But what they have gone has
been three, five, or six miles an hour?" "Yes." "So that those
hypothetical cases of twelve miles an hour do not fall within
your general experience?" "They do not."
The committee also seem to have entertained some alarm as to the
high rate of speed which had been spoken of, and proceeded to
examine the witness farther on the subject. They supposed the
case of the engine being upset when going at nine miles an hour,
and asked what, in such a case, would become of the cargo astern.
To which the witness replied that it would not be upset. One of
the members of the committee pressed the witness a little
farther. He put the following case: "Suppose, now, one of these
engines to be going along a railroad at the rate of nine or ten
miles an hour, and that a cow were to stray upon the line and get
in the way of the engine; would not that, think you, be a very
awkward circumstance?" "Yes," replied the witness, with a twinkle
in his eye, "very awkward-for the cow!" The honorable member did
not proceed farther with his cross-examination; to use a railway
phrase, he was "shunted." Another asked if animals would not be
very much frightened by the engine passing at night, especially
by the glare of the red-hot chimney? "But how would they know
that it wasn't painted?" said the witness.