Lancaster daily intelligencer. [volume] (Lancaster, Pa.) 1864-1928, 1886-08-21


tina, the fate OF tho locomotive was decided,
and It's suprenlacy over horse power estab-
lished, though thero WAS yet much room for
Improvement, and the inventor continued 10
watch Its working with eager anxiety, which
resulted In each ono he constructed being
marked by Improvement In design and an
Increment OF power.
lie also mado frequent experiments In cstI.
mating the resistance by friction and gravl,a-
tion which tho engine with Its load had 10
overcome, and was induced 10 alter the lay
Ing Of the rails aud tho construction OF the
wheols so N 10 diminish IL a. much as posi-
bic and attain far greater speed. Though
there was still prejudice against the adop
tiou Of the locomotive, 1t continued to work
successfully and economically, and II is "a
strange fact that eight years elapsed before
tho construction Of another railway for the
transit Of coal, and that was the Heiton rail-
way, about eight miles In length, which was
opened amid great reloicings on tho 18th OF
November, 1922. 1t was constructed under
tho superintendence Of Stephenson, and IN
tended to carry the Goals from that rich
coillery 10 the staithes on the Wear, near TO
Sunderland.
TIMOTHY HAcKwoRTH.
No doubt some important improvements
In tho locomotive must always be associated
with the name OF Timothy Hack worth, who
was y natural and true mschsnic OF un-
doubted inventive genius, TO whom the world
gratitude and honor than has often been as
cribed to him. Ito was truly ono OF the
pioneers OF the railway locomotive, one oi
those who had to battle in comparative 1atk,
ness, unaided by experience and unnssls.od
by tho ligot which science and niechsnicai
know ledge have since shed abroad. Hack
worth was Stephenson's most aoie and
worthy contemporary and successfully ihtro-
duced many improvements In the iocomo-
tive and was the nfst 10 suopt inc more
si0
of finding a new and more extensive market
for the disposal OF the coal from the collieries
I'm the south Durham coal fields had for
long time been engaging the attention OF
certain gentlemen In that district Some
advocated making canal from West Auck-
land To the river Tees, below stockton. The
objections to this scheme were manifold the
levels required toe the locks necossltated n
much longer route, and doubtless the DIM.
Guilty OF working them during the severe
frosts In winter was not amongst the least OF
the objections set forth by its opponents
willis, the immense difference In expense
was greatly In favor Of the construction oi a
railway or tramroad.
Foremost amongst those in favor of a rail-
way was Edward Pease, of Darlington.
Through his perseverance and influence with
his friends and relations a company was
formed, the preliminary surveys made, and
an application made To Parliament for an act
10 sanction the lay log oil tramrosd between
Wilton Park and Stockton. This act was,
however, lost, chiefly through the influential
opposition OF the Duke OF Cleveland, Earl OF
Darlington, owing to the proximity ofthe pro.
jected line To one of his fox covers. Another
session WAS lost through the death OF George
III; whilst Parliament was assembled In
ls20
THE FIRST PUBLIC RAILWAY.
But the promoters OF this line were men Of
a character not easily to give in or succumb
TO the first defeat, aud accordingly TO Par
Lament they went again. Their efforts were
this time rewarded with success, the bill
passed, and the royal assent was given TO tho
Stockton & Darlington railway, the first
public railway In the world, on the 10Th OF
April, 1921.
The opposition, both in and out OF Parlia-
ment, was powerful and varied, and not
without effect in increasing the difficulties
and retarding and delaying the object OF the
promoters a little time after the passing OF
this act George Stephenson, in company with
his friend Nicholas Wood called on Edward
Pease In Darlington, and offered his services
In constructing the new line. SO pleased
was Mr.. Pease with his appearance and out
spoken manner, and 30 fsyorably did the two
impress him with their account of the work
ing of the locomotive at killingworth, that
he undertook to bring his application before
the directors, and so ably did he support II
that George Stephenson was appointed
engineer To the company and requested to
report as early ~ possible As to any improve
ment Ia the levels or deviation In the route
which he might have to suggest There was
yet another important question TO decide,
and that was the kind oi tractive power to
be used in working the line. MIR. Pease was
already favorably disposed towards the loco.
motive, but in order to satisfy himself more
thoroughly on this subject he determined
to visit killingworth, and SEQ 1t working.
He accordingly did so in lS22, and there saw
tho engine hauling its heavy loads OF coal
with apparent ease. lie was at once satisfied
with its achievements, and agreed that "a. Was
the best and easiest method Of conveying
heavy loads from one place to- another, ana
he pleaded it's merits witt auinirapIe taCI
thai IL WAS decided give IL fair trial. and
tine second ACT for. .ne Stockton and Darling
ton railway obtained In 1879, contained a
cIarsa empowering the use OF locomotive
e,nes for the conveyance of passengers a.
well as merchandise.
| MAKING THE FIRST ROAD.
Soon after his appointment as chiei
| engineer George Stephenson removed from
killingworth to Darlington, and at once pro
ceeded in business-like manner to make
| the line, with his son Robert and John
Dixon as his assistants. With occasional op
| position and after numerous obstacles were
overcome and many difficulties surmounted
| 1t was at length satisfactorily com pleted and
amidst the prejudice OF Its opponents, the
| great anxiety and eager expectation OF Its
| supporters, and with becoming stir and
| rejoicing on the part of those Interested, was
| duly opened for public traffic on the 2,th o
| September, 1875. That day marks an epoch
| In the history of the world from which dat,
| future events.