Jubilee Memorial of the Railway System: A History of the Stockton and Darlington Railway and a ...

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Introduction

Fifty years ago there were only twenty-five miles of public railroad open in the world — ^the Stockton and Darlington line — constructed at a cost of less than £ 1 50,000. It is estimated that there are now constructed one hundred and sixty thousand miles of railway, which, at an average cost of ^20,000 per mile, represent a total sum of 3200 millions sterling * Then there were only two locomotive engines available for use on a public railway. Now there are 50,000 locomotives in use, representing a total power equal to that of ten million horses.f Fifty years ago the railway interest employed less than three hundred hands. Now it employs more than three hundred thousand in Great Britain alone. In the year 1844 — ^when we get fairly into the railway era — the gross annual value of the lands, railways, canals, &c., of Great Britain was only ;£'95, 300,248. In 1873, and mainly in consequence of the development of railways, it had increased to ^212,922,851. Incomes from trades and professions have advanced during the same period with equally remarkable strides — their gross annual value being ^65,095,191 in 1844, and ;^ 197,237,339 in 1873. From these figures, which can only be taken as approximate, we may form some adequate idea of what railways have done for the world.

When the vast magnitude and extraordinary importance

* Sir John Ilawkshaw : Presidential Address to British Association, t Dr Engel, of Prussian Statistical Bureau.

viii Introduction.

of the railway system are taken into consideration, it will appear somewhat singular, if not altogether unaccountable, that a historical record of the first public railway has never hitherto been published. And yet such is the fact. The first public railway was the Stockton and Darlington, and its formal opening took place on the 27th of September 1825 — a day and occasion the jubilee of which is nowat hand, and about to be celebrated with becoming pomp and dignity. It will be admitted that a connected and accurate account of the Stockton and Darlington Railway has hitherto been a want in railway literature. Not but what something is generally known as to the antecedents of that undertaking. Fugitive and fragmentary notices of it have from time to time appeared in newspapers, magazines, and even in works of a less ephemeral character. But none could claim to be an authorised history of the undertaking, and most of them, written at a distance from the cradle of the railway system, have almost necessarily lacked coherence, completeness, and accuracy.

The occasion of the jubilee celebration of the Stockton and Darlington Railway seemed to the directors of that line to afford a suitable and auspicious occasion for supplying the greatest missing link in the literature of railways. They have, therefore, authorised and afforded all the necessary facilities for the publication of the present volume, primarily with the view of furnishing a suitable souvenir of the jubilee, but ultimately to enable those who are interested in the subject to know something more than otherwise could be known of the beginnings of the railway. In view of the favourable circumstances under which this work is published, there ought, perhaps, to be no toleration extended to apologies for deficiencies or defects. But the

Introdtcction. ix time allowed to the author for the completion of the book has been very limited, and hence it may be found that it not only contains some important omissions, but also that it is not quite so perfect as to style and arrangement as the writer could have wished. However this may be, it is put forth as an honest and earnest attempt to extract from all the books and records available — whether in the possession of the railway company or otherwise — the essence of what is generally interesting in respect of the beginnings of the railway system. It can also be claimed for the facts and figures — and this is no slight merit — that they have all been compiled from official and accredited sources, so that their accuracy may be accepted as unimpeachable.

General histories of the railway system have been written over and over again. Individual railways, moreover, have had their individual historians, from the time of Mr Booth (who published in 1830 his " Historical Account of the Liverpool and Manchester Railway ") down to the present date. An exhaustive review of the progress of railways at home and abroad will not, therefore, be attempted in the following pages. Such a theme would demand limits far in excess of those prescribed for this volume, and would involve pretensions to which it can lay no claim.

But it will be necessary to deal briefly with the antecedent events which ushered in the dawn and facilitated the development of the railway system, as well as to review some of the consequences that have followed from that development. Looked at from this point of view, it may fairly be argued that the history of the first public railway has gained by lapse of time. Had it been attempted earlier, the historian might, indeed, have laid a more elaborate foundation, but he could not have raised such a

Introduction.

wonderful superstructure. Not even the most sanguine exponent of the merits and advantages of the railway system could have foreseen, at any time within twenty years after the germs of success had taken root at Darlington, that the extent and importance of railways would have become such as they now are. Their progress has transcended all that was ever hoped for or believed in. The past and the present are now sufficiently within the range of our knowledge to enable us to judge of the future, and to appreciate, more justly than could possibly have been done at any previous date, the momentous and far-reaching results of the work that was consumniated by the pioneers of the first public railway on the 27th of September 1825.

It will probably not prejudice the historical value and interest of this work that it contains brief biographical sketches of the pioneers of the railway system, and a short historical and industrial sketch of the birthplace of railways. In each of these divisions the reader will find reminiscences and facts that could not with equal propriety have been introduced in the first division.

The author's best thanks are due and are hereby tendered to Mr Edmund Backhouse, M.P., Mr Henry Pease, Mr David Dale, Mr J. E. Macnay, Mr Hugh Dunn, Mr John Glass, and others who have rendered ready aid in furnishing the materials of which the volume is composed.

J. S. J.

Darlington, September 1875.

Contents

DIVISION L

HISTORY OF THE STOCKTON AND DARLINGTON

RAILWAY.

Chapter I. Before The Rail

PAGE

Two opposite points of view — The need of railways — Canals as highways of commerce — Few canals in the Northern coal-field — Former modes of transit — Old roads and wooden ways — Large number of horses employed — Introduction of cast-iron rails — Expensive character of horse carriage — ^Wood and Taylor's estimate of difference in cost — ^The old stage-coach 1-7

CHAPTER 11.

DAWN OF THE NEW ERA.

First ideas of railways — Suggestion of Robinson and Evans — Locomotive patented by James Watt — Symington's application of steam to locomotive purposes — Trevethick's engine and claims — Blenkinsop's and the Cox Lodge Colliery engines — Engines of Chapman and Hedley — Stephenson's Killingworth engine — Difficulties and improvements — Gradual improvement of the rails used — Different endeavours to solve the problem . 8-13 xii Contents.

Chapter III. Preliminaries To The Construction Of The First

PUBLIC RAILWAY.

PAGE

Projection and completion of the Tees " cut " — Celebration dinner — Proposed railway or canal from Stockton to the South Durham coal-field — Formation and report of a committee — Differences of opinion — Abeyance of canal project — Its revival in 1818 — Remarks of Mr Raisbeck — Exaggerated calculations .... 14-20

Chapter IV. The Beginnings Of The Railway

Meeting held at Darlington — Speeches of Mr Jonathan Backhouse and Mr Edward Pease — ^A railway resolved on — Overton's estimate of cost — His views on the subject — Results of tramways in Wales — Opposition to Bill 21-30

CHAPTER v. PROGRESS OF THE ARRANGEMENTS

Report of the committee in 1820 — Opposition to the Bill — Its defeat in Parhament — Another Act applied for — Stephenson's introduction to Edward Pease — Nicholas Wood's story — Correspondence between Pease and Stephenson 31-40

Chapter VI. The First Railway Acts

Scope of the first Act — List of principal shareholders — Locomotives not authorised — ^The second Railway Act — Its remarkable features ... ... 41-44

Contents. xiii

Chapter VII. Stephenson's Mode Of Procedure

PAGE

Commencement of survey — Initiation of Robert Stephenson — George Stephenson's appointment as engineer — His report on the progress of the works — His mode of meeting mechanical and engineering exigencies — Description of rails employed — The first locomotive engine — Stationary engines for inclines 43-56

Chapter VIII. Progress Of The Works

Reports to the shareholders — Comparative merits of cast and malleable iron rails — Ways and means — First ideas on locomotive power — First wagons employed — Report of general committee recommending public opening — Excess of expenditure over estimate — Resolution of shareholders' meeting as to opening .... 57-64

Chapter IX

Anticipations concerning the opening — Formal announcement of the event — Order of arrangements — Chairman's record of proceedings — Interest of the public — Incidents of the first journey ....... 65-73

Chapter X. More About The Opening Day

Celebration banquet at Stockton — Remarks on the prospects of the company — Reflections on the opening proceedings — Confidence of the promoters — The Liverpool and Manchester Railway — Letter from the Secretary to Mr Edward Pease — Fight on the Bill .... 74-78

XIV Contents.

Chapter XI. The First Railway Coaches

PAGE

Limited extent of passenger traffic — Licence obtained to run a coach — Arrangement with Thomas Close — Other coaches started — Travelling on the cheap — Manifesto against it — Regulations for different coaches — Growth and extent of passenger traffic — Memorial to the Treasury — The coaching trade taken over by the company — Use of locomotives — Distinction of classes — Conclusions 7 9-90

CHAPTER XIL

EARLY DIFFICULTIES OF THE COMPANY.

Complaints against the railway — ^A bill of indictment filed — Result of trial — Projection of a rival line — Its formation and vicissitudes — Conflict with the coal-owners, and defeat of the company — Trouble with the locomotive — Exemption from accidents — Regulations as to rate of speed — Effects of imperfect combustion of fuel . 91-100

CHAPTER XIIL

EARLY FLUCTUATIONS OF PROGRESS.

General review of early progress — Report of directors for 1827 — Insufficient allowance for the haulage of wagons — Committee's report for 1828 — The results of 1829 — Opposition of the See of Durham — Report for 1830 — Remarks 101-104

CHAPTER XIV.

FURTHER RAILWAY WORKS AND PROJECTS.

Precedence of the Stockton and Darlington Railway — The Hagger Leases Branch — Some provisions of the Bill — The Stockton and Middlesbrough Extension — The staithes at Middlesbrough — Accident on the first railway suspension bridge — Construction of the Shildon Tunnel — The line extended to Redcar — The Middlesbrough Dock 105-110

Contents. xv

CHAPTER XV.

RAILWAY EXTENSIONS IN CLEVELAND AND

SOUTH DURHAM.

PAGE

Retrospect of Qeveland's commerce — The Middlesbrough and Guisbrough Extension — The line carried forward to Saltbum — Extensions in the Wear Valley — Projection of the line to Barnard Castle — Difficulties in the way — Opposition of the Duke of Cleveland — Ultimate success of the scheme — The extension to Tebay — ^The Eden Valley line — Tabulated list of the various branches 1 1 1-120

CHAPTER XVI.

CALCULATIONS AND RESULTS.

Original estimates of traffic — Revenue for the second financial year — Traffic from the opening of the line to 1833 — Limited extent of the iron trade — Railway influence on shipments — Increase of revenue in i860 — Capital expended up to that time — Dividends paid by the company — Subsequent progress . . . . . 121-131

CHAPTER XVII.

THE NORTH-EASTERN — PAST AND PRESENT.

Parentage of the North-Eastem system — Great North of England Railway — York and Darlington Railway — Newcastle and Darlington Junction line — Resources of the North-Eastem Railway — Increase of mineral and passenger traffic — Miles run and rolling stock — Comparison of revenue ...... 132-140

CHAPTER XVIII.

PROGRESS OF RAILWAYS IN GREAT BRITAIN.

Position of affairs up to and including 1836 — The Railway Mania — Progress up to 1854 — Calculations by Mr Robert Stephenson — Development in excess of expectations — Statistics of British railways from 1849 to 1874 — Views of Sh: Robert Peel and Lord George Bentinck 141-145

XVI Contents.

CHAPTER XIX.

RAILWAY PROGRESS ABROAD.

PAGE

Beginnings of railways in France — Progress up till 1873 — Belgian railways — Their rapid development — Railways in other parts of the Continent — Total length of railway in Europe and in the British Empire — Progress of railways in America — Extraordinary growth of the system — Railways in other parts of the world . , 146-1 5 1

CHAPTER XX.

ANTECEDENTS OF THE LOCOMOTIVE ENGINE.

The birthplace of mechanical improvements — Peculiarities of the early locomotives — Stephenson's " Rocket " — The boilers, fire-boxes, and cylinders — Difference in weight of engines — Great improvement in speed — Other points of difference — Comparison of various engines . 152-157

CHAPTER XXL

GENERAL CONCLUSIONS AND RESULTS.

The circulation of money — The increase of wealth — Increased speed and comfort — Creation of large collateral industries — The stimulating of invention — Distinctive features of Stockton and Darlington Railway management — Comparison with adjacent lines . . . . 1 58-17 1

CHAPTER XXII.

INDUSTRIAL DEVELOPMENT ON THE STOCKTON AND

DARLINGTON RAILWAY.

Early shipping trade of Stockton — Its export coal trade from 1822 to 1870 — Shipments of coal from Middlesbrough — Export of coals from Hartlepool — Remarkable increase in the value of other exports — Engineering improvements on the Tees — Extension of Middlesbrough Dock — Growth of the Cleveland iron trade . 172-187

Contents, xvii

DIVISION II.

PIONEERS OF THE RAILWAY SYSTEM.

Edward Pease 191

Jonathan Backhouse 208

Thomas Meynell 247

Francis Mewburn 258

John Dixon 262

Timothy Hackworth 268

DIVISION III.

THE BIRTHPLACE OF THE RAILWAY SYSTEM.

APPENDICES.

I. Calculation of Probable Revenue from Railway IN 1 8 18 289

II. Formal Agreement of Shareholders in 181 8 . 293

III. Report on Finance, &c., by Joseph Pease, in 1826 296

IV. Amalgamation of Stockton and Darlington and

North-Eastern Railways . . . .301

V. Local Railway Projects in 1845 . . . 302

VI. The Railway Jubilee 3^4

b

ILLUSTRATIONS.

The First Engine used on a Public Railway . Frontispiece The " Experiment," First Railway Passenger Coach facep, 8i Edward Pease, the "Father of Railways" ... 191 Jonathan Backhouse, the First Railway Banker . 208 George Stephenson, the First Railway Engineer . 219 Joseph Pease, the First Railway Treasurer . . 231

DIVISION I.

HISTORY OF THE STOCKTON AND DARLINGTON RAILWAY.

JUBILEE MEMORIAL

OF

THE RAILWAY SYSTEM.

Chapter I. Before The Rail

It will require no ordinary effort on the part of those who belong to the present generation to realise the inconvenience and awkwardness that attended the condition of things by wfiich the railway era was preceded. We have now become so accustomed to the luxury of railways, that we can hardly estimate their true value and importance, even when we strive to actualise what our commerce and our comforts would be without them. Still more difficult will it be for many to assess the full significance of the fact that it is no more than fifty years since the first public railway was opened. Something may easily be known of what has been done in the way of railway development during that period. Blue-books and statistical reports make us familiar with the fact that railways

have covered the surface of the habitable globe like a net-

A

Before the Rail.

work ; that they are everywhere considered and found to be essential to the attainment and the maintenance of a high degree of civilisation ; that communities languish where they have not penetrated, and that their growth has been synchronous with the greatest and most marvellous extensions of population and industry on record. Never did the sounding of the tocsin or the lighting of the beacon-fires more readily and effectually change the tendencies of a people than the extension of railways has altered the appearance and tendencies of the localities favoured by their presence.

But to the generation that lived only fifty years ago these things were a sealed book. People, for the most part, lived in a happy, optimist faith, and were satisfied with things as they found them. The promulgation of the possibility of superseding the old stage-coach would have been but as sounding brass and a tinkling cymbal. Superstition had not been altogether exorcised, and there were even those who regarded any innovations on the usages of their forefathers as a tempting of Providence, so flagrant and rash as to bring down a sure judgment on the heads 'of the innovators. " Whatever is, is right," was the prevailing creed, — a creed which was then, as it always has been, opposed to the genius and subversive of the spirit of true progress. People were content with things as they were, because they had not been accustomed to anything better. It is surprising how few had realised the possibilities of steam locomotion before it had actually become an accomplished fact A glimmering of the possible application of steam as a motive power had dawned on inventive minds long before the time of Watt ; and the Marquis of Worcester, in his "Century of Inventions," written in 1655, had

Canals as Highways of Commerce.

shadowed forth all, or nearly all, that Watt was the instrument of achieving. Electricity had made its power felt long before the telegraph was successfully established, and there were many minds directed to the solution of telegraphic communication before that achievement had taken its place in the annals of discovery. The invention of printing had been foreseen and attempted long before the time of Caxton, or Gutenberg, or Faust, or Schoeffer; and to this day it is claimed that neither of these men, but Laurentius of Haerlem, was the real inventor of printing. Even the discovery of the circulation of the blood was disputed with Harvey by Father Paul, and it was even maintained that the discovery was as old as the time of Hippocrates. But while we find, on looking into the pages of human history, that there were rival claimants for nearly all great discoveries and inventions, or that, if there were not those who claimed the merit of authorship, there were at any rate those who claimed to have foreseen what came to pass — so easy is it to be wise after the event I — it is a somewhat curious fact that we have no record extant of any one whose prescience could discern the full ultimate outcome of the railway system. It is essentially a modern invention, alike in its inception and in its execution. It is altogether a product of the nineteenth century, and the greatest product that that greatest of all the centuries has bequeathed to posterity.

The comparatively recent introduction of the railway system is all the more remarkable when the urgent necessity for their adoption is taken into account. That necessity existed in the great Northern coal-field to a greater extent than in any other. In Yorkshire, Nottingham, Derbyshire, Staffordshire, Lancashire, South Wales,

Before the Rail.

and elsewhere, there were numerous canals intersecting the country, and used for the purpose of carrj'^ing coal. In Lancashire, Cheshire, and North Wales there were not less than forty-two Acts passed for the construction of canals previous to 1800. We find, again, that from 1503 to 1796 not fewer than thirty-four Acts were passed for the construction of canals in Somersetshire and Gloucestershire, while in the same period sixty-one Acts were passed for the construction of canals in Yorkshire, Nottingham, and Derbyshire. But the Royal Assent had been obtained to only six Acts for constructing canals in the Northern coal-field. One of these was for the Foss Navigation, in 1793, and the remaining five were for the navigation of the Wear, in 1716, 1726, 1747, 17S9, and 1785 respectively.* It is true that Durham and Northumberland, having the command of three navigable rivers — ^the Wear, the Tyne, and the Tees — and the ports of Newcastle, Seaham, Hartlepool, Blyth, Sunderland, Stockton, and Berwick, were much better off for carrying facilities than more inland districts. But this very circumstance hindered the development of canal navigation, and thus prevented the growth of the coal-trade except on the sea-board, or within easy distance of river navigation. Hence we find that up to the year 1820 the majority of the collieries opened out in both Durham and Northumberland were geographically situated near to or within easy access of shipping facilities, while the difficulties attendant upon transport retarded the progress of the South Durham coal-field, whose produce was then represented by thousands, where it is now represented by millions, of tons per annum.

* See Report of Coal Commission, 1871, App. to vol ill.

Horses and Wooden Ways.

Prior to the introduction of the railway system, the coals were usually conveyed from the inland collieries on packhorses, mules, and asses. They were placed in bags slung across the backs of these animals, just as it is still the custom in South America to employ mules or other beasts of burden to convey the wool of the alpaca and agricultural produce from the interior to the coast. The time when large numbers of horses and mules were used for the conveyance of coals along roads that were impassable by carts is still within the memory of living men. The public highways were gradually improved, and carts simultaneously came into general use, the usual load for a horse yoked to a cart being about one ton, conveyed from nine to ten miles a day. The first improvement upon this state of things took place about the year 1632, when the load was increased to two tons on one wagon, and sometimes, on a favourable gradient, the load was increased to four tons on two wagons. But owing to their expense, and the difficulty of their construction elsewhere than on level ground, wooden ways were the exception, and continued to be so until the close of the last century.

Land-sale pits, in the earlier days of the coal-trade, were generally situated at or near the outcrop of the coal, in elevated and rugged localities. In coming down the hill, therefore, it was not a difficult thing for one horse to drag two wagons, and this duty he was generally required to undertake. In not a few cases, however, it was found necessary to employ an extra horse to pull up the empty wagons. Mention is made of one firm on the Tyne that employed more than 350 horses in the conveyance of their coals from the pits to the river, from whence they were

Before the Rail.

conveyed in barges or keels to the ships destined for their transport*

This expensive and inconvenient condition of things was somewhat amended by the introduction of cast-iron rails, which were first made use of at the collieries in Durham and Northumberland about the year 1794. The usual load for a horse on the cast-iron roads was from ten to twelve tons on a level or slightly-inclined road ; while the distance was increased from ten miles per day on an ordinary turnpike road to twenty and twenty-four miles on the railroad.

The locomotive resources of the district were still, however, very far from satisfactory; and many suggestions were made and schemes projected for lessening the cost of carriage. Messrs Wood and Taylor, two of the most experienced and competent men in the Northern coal-trade, calculated that previous to the introduction of tramroads the old packhorse conveyed three cwt. at three miles per hour, and travelled on an average about eight miles with his load. The cost of this mode of conveyance was about I Jd. per cwt. per mile, or about 2s. 6d. per ton per mile, so that if the coals had to be carried a distance of six miles, there would be a tax of 15s. per ton for carriage alone. This heavy cost was reduced to 8^d. per ton per mile by the introduction of macadamised roads, which increased the horse-load from three to eighteen cwt. ; and on the early wooden tramroads the cost of haulage was still further reduced to 3f d. per ton per mile — the horse-load, as already indicated, averaging about two tons. But careful and accurate calculations made by the same gentlemen from unquestionable data show that the immediate

* Industrial Resources of the Tyne, Wear, and Tees.

Tlie Old Stage-Coach.

cost of actual haulage on private railways, exclusive of interest on capital and wagons, in cases where horses, inclines, and fixed engines are intermixed as circumstances require, is no more than 'o/d. per ton per mile.

It is scarcely necessary to extend our examination of the practical difficulties of the pre-railway era into the antecedents of the old stage-coach. That time-honoured and venerable institution has long been relegated to the limbo of obsolete and disused appliances; and many a dirge has been sung and many an epitaph written in memoriam of its achievements. Suffice it to say, that up to 1763 only one stage-coach ran between Edinburgh and London, starting once a month from each of these cities. It required ten days to make this journey in summer, and twelve in winter. The same journey can now be performed in less than nine hours. Nor need we speak of the many accidents and delays to which the old stage-coach traveller was liable, "the hairbreadth escapes by flood and field" which he was ever and anon called upon to encounter, the contingencies attached to wind and weather, and the consequent uncertainty as to when his journey would come to an end. All these and cognate conditions of travel are still too recent and too well known to require exposition within fifty years after the opening of the first public railway, which sounded their death-knell at once and for ever.

Chapter II. The Dawn Of The New Era

It is a common error to suppose that there were neither railways nor locomotives before the era of George Stephenson, Edward Pease, and the Stockton and Darlington Railway. The fact is, that mechanical locomotion, by the adhesion of the rim of a loaded wheel to the surface upon which it rolled, while being forced to revolve by some tangential force, is very old * Camus, who was born in 1672, and died in 1732, had in 1729 made an automaton coach and horses for Louis XIV. Other mechanicians had made automata which were supplied with power by the relaxation of a wound-up spring.

We find, again, that in 1759 the possibility of producing locomotion on land by steam-power was suggested by Dr Robison of Scotland ; and in 1772 Oliver Evans, in America, promulgated the same theory in relation to the engine with which his name is identified.

James Watt, the principal inventor of the steam-engine, patented in 1784 an application of his engine to the movement of carriages. His patent, however, was allowed to lapse without coming to any practical result, and it has been contended by men of science that the condensingengine, which was Watt*s special favourite, was not quite applicable to locomotive purposes. .

* Vide Practical Mechanics' Journal, May 1865.

Th$ First Locomotive.

Symington, again, proposed steam locomotion in 1784, and actually succeeded in applying it to the purposes of navigation, under the auspices of Mr Millar of Dalswinton, in Dumfriesshire. In the following year Symington prepared plans for the construction at the Carron Works of an engine of twelve-horse power ; and this engine, when fitted up in a strong boat, succeeded in drawing barges along the Forth and Clyde Canal at the rate of nearly seven miles an hour.

In 1802-3 Trevethick completed a high-pressure locomotive engine, which was considerably in advance of anything that had been accomplished up to that time. This engine was in 1804 tried on a railway in Wales, but was abandoned on account of mechanical defects. It is, however, claimed for Trevethick that he was the first to observe the value of the draught produced by the escape steam in the chimney, and that at this period he fully knew and asserted that the increase of speed upon a railway was only a question of increased production of steam. It is said * that the engine erected by Trevethick had only one cylinder and a flywheel to secure rotary motion at the end of each stroke. An engine of this sort was sent to the North for Mr Blackett of Wylam, but for some cause or other it was never used upon his railroad ; and it was eventually applied to blow a cupola at an ironfoundry in Newcastle.

In 181 1 Mr Blenkinsop took out a patent for a locomotive engine, working by a rack or toothed rail, which was employed at the Middleton Colliery, near Leeds, in 1812 ; and an engine of this description was employed on the Cox Lodge Colliery Railway in 18 13.

* Nicholas Wood on Railways.

lo The Dawn of the New Era.