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The Evolution of the Locomotive
(Concluded.)

(By J. McDonald , Eastown.)

“From coupler-flange to spindle guide
I see Thy Hand, O God
Predestination in the stride
O’ yon connecting-rod.”
—Kipling.

About 1812 various other forms of rack rail engines were built, one type having “legs” which worked up and down like the hind legs of a horse, and thus pushed itself along the road.

“Puffing Billy” was built by Hedley in 1813. It had smooth wheels which ran on smooth rails. This famous locomotive was, in 1863, passed into retirement and is now a relic at South Kensington. From the date of the introduction of “Puffing Billy” rails were strengthened to allow heavier engines to be built. In 1816 George Stephenson patented a locomotive that could travel at ten miles per hour.

The next important step was taken when the railway was opened between Stockton and Darlington, in 1825. At first this line, eleven miles long, was intended for coal traffic, but passengers were soon carried. Much opposition, however, was given to this venture, one learned individual observing that he could “eat all the coal that that particular railway could carry.”

The Liverpool and Manchester Railway was the first of any size to open its line for freight and passenger traffic. This was in 1830, the Duke of Wellington being in attendance when the line was opened.

A rather unfortunate accident occurred on that occasion, Mr. Huskisson, M.P., being struck and killed by the now famous “Rocket.”

About this time also the directors of the London and Midland Railway, in doubt about the form of transport to employ (whether locomotives or engines of the stationary haulage type), offered a prize of £500 for the best locomotive to work under certain conditions.

This trial, known as the Railhill Contest, resulted in a victory for George Stephenson and the “Rocket.” A Scottish engine, called the “Perseverance,” built by Mr. Burstall of Leith, failed to live up to its name and was withdrawn from the contest.

It may be of interest to quote a periodical of that time. “The Scotsman” in referring to this great contest said: “The experiments at Liverpool have established principles which will give greater impulse to civilisation than it has received from any single cause since the press first opened its gates of knowledge to the human species at large.” It is also interesting to note the attitude of the leading men of the time in regard to the new form of transportation.

Scientific men amongst others declared that the carriages could not travel at 20 miles per hour, as at that speed the wheels would merely spin on their axles and the carriages would remain stationary!

In 1830 the railway conquest of the world definitely began. After much opposition the London and Birmingham Railway was opened in 1838, the North Midland in 1841 and the Great Western in 1838.

In Scotland the first railway (between Kilmarnock and Troon) was constructed by the Duke of Portland, horses being employed to haul the wagons.

A humorous incident occurred at the opening of one railway in Scotland.

Their being no locomotive when the first railway was completed, the spectators were amazed to observe the Directors of the Company, sitting in the first wagon, holding large and strong umbrellas to be filled by the following wind and thus propel the carriages along! The ten years following were years of great progress in the construction of railways in Britain. A network of lines commenced to spread itself over the country. For some years, however, these lines catered mostly for people of means and neglected the claims of the masses. By 1860 it was realised that the thirdclass passengers were going to be the backbone of the passenger traffic and so better accommodation was provided for them.

In those early days the first class passenger had the railway journey improved for him, by making the journey in his own private coach, which was placed on a carriage truck. Such use of private coaches, however, was limited to persons of quality who could afford such means of conveyance.

Owing to the enmity between the old and new form of transport in England the ordinary stage coach was not used in this way, but in France means were provided for transferring the bodies of stage coaches from their own wheels, on to specially built railway trucks. The coach, loaded page 51 with passengers, was lifted by an overhead crane and transferred to the truck.

The first man to introduce luxury in railway travel was G. Pullman, a Chicago contractor.

Pullman cars were first built in 1864 and first introduced into Britain (by the Midland Railway Company) in 1873. These cars were staffed by the Pullman Company and ran on the West Coast route between England and Scotland.

In 1879 dining carriages were introduced.

All carriages at this time were independent and lavatory accommodation was provided only in special coaches. Corridor carriages began to make their appearance, but only to give access to lavatories.

However, in 1892, the Great Western Railway ran corridor trains, connected up with the vestibules throughout the train. Since then, corridor trains have become common on all railways with any length of line.

Many people of to-day consider that railways have reached their zenith; but this view is not shared by the best authorities. The railways are still capable of immense development and service to humanity. And then there is their appeal to the imagination of young and old.

Whatever be the future of railways we will, so long as we live, always carry with delight the memory of our first railway journey, and, with the poet, exclaim:—

Oh the wild engine! Every time I sit
In any train I must remember it,
The way it smashes through the air; its great
Petulant majesty and terrible rate;
Driving the ground before it with those round
Feet pounding, eating, covering the ground.
The piston using up the white steam so
You cannot watch its rapid come-or-go;
The cutting, the embankment; how it takes
The tunnels and the clatter that it makes;
So careful of the train and of the track,
Guiding us out, or helping us go back;
Breasting its destination: at the close
Yawning, and slowly dropping to a dose…..
The great blue engine panting as it takes
The final curve, and grinding on its brakes
Up to the platform-edge.

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