The Iron Horse by Robert Michael Ballantyne (ereader for comics .txt) π
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locomotive in 1802. It drew on a tramway a load of ten tons at the rate of five miles an hour. Trevethick also made a carriage to run on common roads, and altogether did good service in the cause.
Blenkinsop, of Middleton Colliery, near Leeds, made locomotives in 1811 which hauled coals up steep ascents by means of a toothed rail, with a toothed propelling wheel working into it. This unnatural infant, however, turned out to be not the true child. It was found that such a powerful creature did not require teeth at all, that he could "bite" quite well enough by means of his weight alone,--so the teeth were plucked out and never allowed to grow again.
After this, in 1813, came Brunton of Butterley, with a curious contrivance in the form of legs and feet, which were attached to the rear of his engine and propelled it by a sort of walking motion. It did not walk well, however, and very soon walked off the field of competition altogether.
At last, in the fulness of time there came upon the scene the great railway king, George Stephenson, who, if he cannot be said to have begotten the infant, at all events brought him up and effectually completed his training.
George Stephenson was one of our most celebrated engineers, and the "father of the railway system." He may truly be said to have been one of mankind's greatest benefactors. He was a self-taught man, was born near Newcastle in 1781, began life as a pit-engine boy with wages at two-pence a day, and ultimately rose to fame and fortune as an engineer.
In 1814 he made a locomotive for the Killingworth Colliery Railway. It drew thirty tons at the rate of four miles an hour, and was regarded as a great success. In 1825 an engine of the same kind was used on the Stockton and Darlington Railway, of which Stephenson had been made engineer.
But the great crowning effort of Stephenson, and the grand impulse to the railway cause, which carried it steadily and swiftly on to its present amazing degree of prosperity, did not occur till the year 1829.
Previous to that date the Manchester and Liverpool Railway was being constructed, and so little was known as to the capabilities of railways and the best mode of working them, that the directors and engineers had some difficulty in deciding whether the line should be worked by fixed engines or by locomotives. It was ultimately decided that the latter should be used, and a premium of 500 pounds was offered for the best locomotive that could be produced, in accordance with certain conditions. These were--That the chimney should emit no smoke--that the engine should be on springs--that it should not weigh more than six tons, or four-and-a-half tons if it had only four wheels--that it should be able to draw a load of twenty tons at the rate of ten miles an hour, with a pressure of fifty pounds to the square inch in the boiler, and should not cost more than 500 pounds.
The Iron Horse was now at last about to assume its right position. It was no longer an infant, but a powerful stripling--though still far from its full growth; as far as six tons is from sixty!
Four iron steeds were entered to compete for the prize. It was in October 1829 that this celebrated trial came off, and great was the interest manifested on the occasion, for not only did the public entertain doubts as to the capabilities of locomotives, but very few even of the engineers of the country would admit the possibility of a locomotive engine attaining a speed greater than ten miles an hour! First came the "Novelty" of Braithwaite and Ericson; then the "Sans pareil" of Hawkworth; the "Perseverance" of Burstall; and, lastly, the "Rocket" of Stephenson. Of the first three we shall merely say that the "Novelty," being weak in the wheels, broke down; the "Sans pareil" burst one of her cylinders; and the "Perseverance" turned out to be too heavy to comply with the conditions of the trial.
The "Rocket" advanced, and was harnessed to a train of waggons weighing thirteen tons; the fire was lighted, and the steam got up. The valves lifted at the stipulated fifty pounds pressure, and away it went with its load at an average speed of fifteen, and a maximum speed of twenty-nine miles an hour! Thus triumphantly the "Rocket" won the prize of 500 pounds, and the Iron Horse was fairly and finally married to the Iron Road. One of the important elements of Stephenson's success lay in the introduction of numerous tubes into his boiler, through which the fire, and heat passed, and thus presented a vast amount of heating surface to the water. Another point was his allowing the waste steam to pass through the chimney, thus increasing the draught and intensifying the combustion; for heat is the life of the locomotive, and without much of this, high rates of speed could not be attained.
The difference between the first locomotive and those now in use is very great--as may be seen any day in London, by any one who chooses to visit one of our great railway stations, and go thence to the Kensington Museum, where the "Rocket" is now enshrined--a memorial of Stephenson's wisdom, and of the beginning of our magnificent railway system. Yet though the difference be great it is wonderful how complete the "Rocket" was, all things considered. The modern improvements made on locomotives consist chiefly in clothing the boiler with wood, felt, and other non-conductors to increase the life-giving heat; in heating the feed-water, coupling the driving-wheels, working the cylinders horizontally, economising steam by cutting off the supply at any part of the stroke that may be required, and economising fuel by using raw coal instead of coke, and consuming the smoke, besides many other minor contrivances, but all the great principles affecting the locomotive were applied by George Stephenson, and illustrated in the "Rocket."
It is no wonder that the first Iron Horse was clumsy in appearance and somewhat grotesque, owing to the complication of rods, cranks, and other machinery, which was all exposed to view. It required years of experience to enable our engineers to construct the grand, massive, simple chargers which now run off with our monster-trains as if they were feathers. When the iron horse was first made, men were naturally in haste to ascertain his power and paces. He was trotted out, so to speak, in his skeleton, with his heart and lungs and muscles exposed to view in complex hideosity! Now-a-days he never appears without his skin well-groomed and made gay with paint and polished brass and steel.
We have said that the "Rocket" drew thirteen tons at nearly thirty miles an hour. Our best engines can now draw hundreds of tons, and they can run at the rate of above sixty miles an hour at maximum speed. The more ordinary speed, however, for passenger-trains is from thirty to forty-five miles an hour. The weight of the "Rocket" was six tons. That of some of our largest engines with tenders is from forty to above fifty tons.
From the time of the opening of the old Manchester and Liverpool Railway in 1830 to the present day--a period of little more than forty years-- railway construction has gone forward throughout the land--and we may add the world--with truly railway speed, insomuch that England has become covered from end to end with an absolute network of iron roads, and the benefit to our country has been inconceivably great. It would require a large volume to treat of these and correlative subjects, as they deserve.
Two hundred years ago the course of post between London and Edinburgh was one month; before an answer could be received two months had to elapse! About a hundred years later there was one stage-coach between the two cities, which did the distance in a fortnight, rendering communication and reply possible once in each month. In those days roads were uncommonly bad. One writer tells us that, while travelling in Lancashire, a county now traversed by railways in all directions, he found one of the principal roads so bad that there were ruts in it, which he measured, four feet deep, and that the only mending it received was the tumbling of stones into these holes to fill them up. The extremely limited goods traffic of the country was conducted by the slow means of carts and waggons. Enterprising men, however, then as now, were pushing the world forward, though they were by no means so numerous then as now. In 1673 it took a week to travel between London and Exeter, and cost from forty to forty-five shillings. About the same period a six-horse coach took six days to perform the journey between Edinburgh and Glasgow and back. To accomplish fifty miles or thereabouts in two days with a six-horse stage-coach, was considered good work and high speed about the beginning of last century. Near the middle of it (1740) travelling by night was for the first time introduced, and soon after that a coach was started with a wicker-basket slung behind for outside passengers! Some years afterwards an enterprising individual started a "flying coach" drawn by eight horses, which travelled between London and Dover in a day--the fare being one guinea. Even at the beginning of the present century four miles an hour was deemed a very fair rate of travelling for a stage-coach.
With the improvement of roads by the famous Macadam in 1816, began improved travelling and increased speed. The process was rapid. Mail-coaches began to overrun the country in all directions at the then remarkable pace of from eight to ten miles an hour,--and, let us remark in passing, there was a whirl and dash about these stage-coaches which railway trains, with all their velocity can never hope to attain to, except when they dash into each other! Man is but a weak creature in some senses. Facts are scarcely facts to him unless they touch his eye or ear. The smooth run of a train at twenty or even thirty miles an hour, with its gradual start and gentle pull up, has but a slight effect on him now compared with the splendid swing of the well-appointed mail coach of old as it swept round the bend of a road, and, with red-coated driver and guard, cracking whip, flying dust and stones, and reeking foam-flecked horses, dashed into town and pulled up, while at nearly full speed, amid all the glorious crash and turmoil of arrival! No doubt the passing of an express train within a yard of your nose is something peculiarly awful, and if you ever get permission to ride on the engine of an express, the _real_ truth regarding speed, weight, momentum, will make a profound impression on you, but in ordinary circumstances the arrival of a train cannot for a moment compare with the dash, the animal spirit, the enthusiasm, the romance of the mail coach of days gone by.
About the time that the day of slow speed was drawing to a close (1837) licenses were granted to 3026 stage-coaches, of which 1507 went to and from London, besides 103 mail-coaches. And it has been estimated that the number of passengers carried in the year about that time was two millions. In regard to the merchandise traffic of the kingdom, we cannot give statistics, but we ask the reader to
Blenkinsop, of Middleton Colliery, near Leeds, made locomotives in 1811 which hauled coals up steep ascents by means of a toothed rail, with a toothed propelling wheel working into it. This unnatural infant, however, turned out to be not the true child. It was found that such a powerful creature did not require teeth at all, that he could "bite" quite well enough by means of his weight alone,--so the teeth were plucked out and never allowed to grow again.
After this, in 1813, came Brunton of Butterley, with a curious contrivance in the form of legs and feet, which were attached to the rear of his engine and propelled it by a sort of walking motion. It did not walk well, however, and very soon walked off the field of competition altogether.
At last, in the fulness of time there came upon the scene the great railway king, George Stephenson, who, if he cannot be said to have begotten the infant, at all events brought him up and effectually completed his training.
George Stephenson was one of our most celebrated engineers, and the "father of the railway system." He may truly be said to have been one of mankind's greatest benefactors. He was a self-taught man, was born near Newcastle in 1781, began life as a pit-engine boy with wages at two-pence a day, and ultimately rose to fame and fortune as an engineer.
In 1814 he made a locomotive for the Killingworth Colliery Railway. It drew thirty tons at the rate of four miles an hour, and was regarded as a great success. In 1825 an engine of the same kind was used on the Stockton and Darlington Railway, of which Stephenson had been made engineer.
But the great crowning effort of Stephenson, and the grand impulse to the railway cause, which carried it steadily and swiftly on to its present amazing degree of prosperity, did not occur till the year 1829.
Previous to that date the Manchester and Liverpool Railway was being constructed, and so little was known as to the capabilities of railways and the best mode of working them, that the directors and engineers had some difficulty in deciding whether the line should be worked by fixed engines or by locomotives. It was ultimately decided that the latter should be used, and a premium of 500 pounds was offered for the best locomotive that could be produced, in accordance with certain conditions. These were--That the chimney should emit no smoke--that the engine should be on springs--that it should not weigh more than six tons, or four-and-a-half tons if it had only four wheels--that it should be able to draw a load of twenty tons at the rate of ten miles an hour, with a pressure of fifty pounds to the square inch in the boiler, and should not cost more than 500 pounds.
The Iron Horse was now at last about to assume its right position. It was no longer an infant, but a powerful stripling--though still far from its full growth; as far as six tons is from sixty!
Four iron steeds were entered to compete for the prize. It was in October 1829 that this celebrated trial came off, and great was the interest manifested on the occasion, for not only did the public entertain doubts as to the capabilities of locomotives, but very few even of the engineers of the country would admit the possibility of a locomotive engine attaining a speed greater than ten miles an hour! First came the "Novelty" of Braithwaite and Ericson; then the "Sans pareil" of Hawkworth; the "Perseverance" of Burstall; and, lastly, the "Rocket" of Stephenson. Of the first three we shall merely say that the "Novelty," being weak in the wheels, broke down; the "Sans pareil" burst one of her cylinders; and the "Perseverance" turned out to be too heavy to comply with the conditions of the trial.
The "Rocket" advanced, and was harnessed to a train of waggons weighing thirteen tons; the fire was lighted, and the steam got up. The valves lifted at the stipulated fifty pounds pressure, and away it went with its load at an average speed of fifteen, and a maximum speed of twenty-nine miles an hour! Thus triumphantly the "Rocket" won the prize of 500 pounds, and the Iron Horse was fairly and finally married to the Iron Road. One of the important elements of Stephenson's success lay in the introduction of numerous tubes into his boiler, through which the fire, and heat passed, and thus presented a vast amount of heating surface to the water. Another point was his allowing the waste steam to pass through the chimney, thus increasing the draught and intensifying the combustion; for heat is the life of the locomotive, and without much of this, high rates of speed could not be attained.
The difference between the first locomotive and those now in use is very great--as may be seen any day in London, by any one who chooses to visit one of our great railway stations, and go thence to the Kensington Museum, where the "Rocket" is now enshrined--a memorial of Stephenson's wisdom, and of the beginning of our magnificent railway system. Yet though the difference be great it is wonderful how complete the "Rocket" was, all things considered. The modern improvements made on locomotives consist chiefly in clothing the boiler with wood, felt, and other non-conductors to increase the life-giving heat; in heating the feed-water, coupling the driving-wheels, working the cylinders horizontally, economising steam by cutting off the supply at any part of the stroke that may be required, and economising fuel by using raw coal instead of coke, and consuming the smoke, besides many other minor contrivances, but all the great principles affecting the locomotive were applied by George Stephenson, and illustrated in the "Rocket."
It is no wonder that the first Iron Horse was clumsy in appearance and somewhat grotesque, owing to the complication of rods, cranks, and other machinery, which was all exposed to view. It required years of experience to enable our engineers to construct the grand, massive, simple chargers which now run off with our monster-trains as if they were feathers. When the iron horse was first made, men were naturally in haste to ascertain his power and paces. He was trotted out, so to speak, in his skeleton, with his heart and lungs and muscles exposed to view in complex hideosity! Now-a-days he never appears without his skin well-groomed and made gay with paint and polished brass and steel.
We have said that the "Rocket" drew thirteen tons at nearly thirty miles an hour. Our best engines can now draw hundreds of tons, and they can run at the rate of above sixty miles an hour at maximum speed. The more ordinary speed, however, for passenger-trains is from thirty to forty-five miles an hour. The weight of the "Rocket" was six tons. That of some of our largest engines with tenders is from forty to above fifty tons.
From the time of the opening of the old Manchester and Liverpool Railway in 1830 to the present day--a period of little more than forty years-- railway construction has gone forward throughout the land--and we may add the world--with truly railway speed, insomuch that England has become covered from end to end with an absolute network of iron roads, and the benefit to our country has been inconceivably great. It would require a large volume to treat of these and correlative subjects, as they deserve.
Two hundred years ago the course of post between London and Edinburgh was one month; before an answer could be received two months had to elapse! About a hundred years later there was one stage-coach between the two cities, which did the distance in a fortnight, rendering communication and reply possible once in each month. In those days roads were uncommonly bad. One writer tells us that, while travelling in Lancashire, a county now traversed by railways in all directions, he found one of the principal roads so bad that there were ruts in it, which he measured, four feet deep, and that the only mending it received was the tumbling of stones into these holes to fill them up. The extremely limited goods traffic of the country was conducted by the slow means of carts and waggons. Enterprising men, however, then as now, were pushing the world forward, though they were by no means so numerous then as now. In 1673 it took a week to travel between London and Exeter, and cost from forty to forty-five shillings. About the same period a six-horse coach took six days to perform the journey between Edinburgh and Glasgow and back. To accomplish fifty miles or thereabouts in two days with a six-horse stage-coach, was considered good work and high speed about the beginning of last century. Near the middle of it (1740) travelling by night was for the first time introduced, and soon after that a coach was started with a wicker-basket slung behind for outside passengers! Some years afterwards an enterprising individual started a "flying coach" drawn by eight horses, which travelled between London and Dover in a day--the fare being one guinea. Even at the beginning of the present century four miles an hour was deemed a very fair rate of travelling for a stage-coach.
With the improvement of roads by the famous Macadam in 1816, began improved travelling and increased speed. The process was rapid. Mail-coaches began to overrun the country in all directions at the then remarkable pace of from eight to ten miles an hour,--and, let us remark in passing, there was a whirl and dash about these stage-coaches which railway trains, with all their velocity can never hope to attain to, except when they dash into each other! Man is but a weak creature in some senses. Facts are scarcely facts to him unless they touch his eye or ear. The smooth run of a train at twenty or even thirty miles an hour, with its gradual start and gentle pull up, has but a slight effect on him now compared with the splendid swing of the well-appointed mail coach of old as it swept round the bend of a road, and, with red-coated driver and guard, cracking whip, flying dust and stones, and reeking foam-flecked horses, dashed into town and pulled up, while at nearly full speed, amid all the glorious crash and turmoil of arrival! No doubt the passing of an express train within a yard of your nose is something peculiarly awful, and if you ever get permission to ride on the engine of an express, the _real_ truth regarding speed, weight, momentum, will make a profound impression on you, but in ordinary circumstances the arrival of a train cannot for a moment compare with the dash, the animal spirit, the enthusiasm, the romance of the mail coach of days gone by.
About the time that the day of slow speed was drawing to a close (1837) licenses were granted to 3026 stage-coaches, of which 1507 went to and from London, besides 103 mail-coaches. And it has been estimated that the number of passengers carried in the year about that time was two millions. In regard to the merchandise traffic of the kingdom, we cannot give statistics, but we ask the reader to
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