Lincoln County leader. [volume] (Toledo, Lincoln County, Or.) 1893-1987, 1897-11-23

past pAtlllChSOn ptaLlth lllu lie uCNNAl
his first locomotive in 1914, naming it My
Lord, after Lord Ravenswood, the prin-
cipal owner of the Killingworth c%olliery,
who advanced the money. This locomo-
tive, which was afterward known ms the
Butcher, while a great improvement on
all previous machines, was very cumbCr
some and clumsy. 1t, however, answered
the purpose for which it was intended
very well and was regarded at the time
as a wonderful piece of mechanism. The
inventor made many engines after that,
but non gave him as much satisfaction
as this first rude locomotive.
Among the men of this period who were
forming projects for the construction of
railways in the important districts of pop
ulatiOn were William James of West
Bromwich and Edward Pease of Darling
ton. James was exceedingly interested
III the question of traction power, and
though he had made no personal inven-
tons he performed rs great a service to
the public when he found and appreciated
George Stephenson. AS early as 1903
James published an article in which he
stated he contemplated the projection of
a railway between Liverpool and Man
. LIZ huu many III ldllNuN
propositions under way, but nothing came
of them, except to stimulate the demand
for better transportation facilities.
Edward Pease was a man of an entirely
different character. He was not so am
bilious as James, and it seems he at first
only contemplated Il horse tramroad be-
tween Stockton and Darlington, but as
he proceeded with the project and after
he had had an interview with Stephenson
he became an earnest convert to the loco
motive system. What Pease first con-
templated was the means of selling coal at
the stations along the line of the proposed
railway. He did not dream of the outlet
that would be afforded to other markets.
and such a thing as II passenger convey
ance never entered into his calculations.
After one unsuccessful attempt in parlia-
ment the Stockton and Darlington rail
way act was finally passed April 10, 1921.
The projectors did not originally contem-
plate the employment of locomotives, for
in the act they provide for the making
and maintaining Of the tramroads for the
passage upon them 'of wagons and other
carriages, with men and horses or other
WISE" The public were to be free ito use
with horses, cattle and carriages the
roads formed by the company on payment
of the authorized rates between certain
hours. 1t is clearly obvious from this that
the projectors Of the line had no clear
conception as to the scope and operations
of their railroad.
Some tim elapsed after the passage of
the act for the construction of the railway
before any steps were taken to carry it
into effect. Toward the close of 1921
Stephenson called on Pease and strongly
urged the adoption of the locomotive on
the new road. The inventor made so good
an impression that he was soon after ap-
pointed engineer of the line, conducted a
personal survey of every foot of the route
and began active preparations for build
ing the road.
Estimate of the Cost.
In making his first estimate of the cost
he set down 5000 for stationary engines.
not even mentioning locomotives. His
reasons for this will be apparent when it
is known that the whole question of steam
locomotive power was in those DAYS.
among practical and scientific men alike.
largely in doubt. He preferred to quietly
impress upon the stockholders the wis
dom OF adopting a method he was conf
uent would prove a complete success.
After visiting Stephenson's locomotive at
A~llllngworth Pease and another stock
holder became convinced that it was the
proper system, and in 1923 an amended
act was passed permitting the use of this
power.
Two years later the road was opened
TO the public, and from the start proved n
great success. The rails were of MALE
able and cast iron and the gauge was four
feet eight and one, half inches. The first
engine, the Active, that was put on the
line, was constructed by George Stephen-
son. 1t weighed about eight tons. and
was capable of drawing about forty tons.
in insignificant contrast with the Ameri-
can consolidation" locomotive of to-day
weighing fifty tons and able to haul on n
dead level over $4,000 tons, while more
powerful engines are still being designed.
NO sooner did the coal and merchandise
trains begin to run than new business re-
lauOns sprang up between Stockton and
harrington, and the increase in freight
trafhc called into existence a new pas-
sehger transportation. Before his plant
was put in operation an attempt had been
maze to run a stage coach between Stock
Ton, Darlington and Barnard Castle three
times n week, but owing to the want of
support it was discontinued. However.
after the railway began running the
stages were again put on and did a thriy-
ing business. The railway rec
ognizing the importance of this branch Of
service, started the first passenger coach
the experiment, Oct. 10, 1925. a fortnight
AFTER the opening of the line. 1t was
Drawn by one horse and performed the
Journey daily each way between Stockton
ana Darlington, accomplishing the dis
lance of twelve miles in about two hours.
Inc fare was a shilling and each passen-