PERIOD OF DEVELOPMENT. The Stockton and Darlington Railway. 25 miles long, was opened for traffic in 1325, the line having been con structed under the direction of George Stephen son, as chief engineer. Considering Stephenson's previous work with steam locomotives on the Kil lingworth Railway, it was not surprising that he should attempt to use similar motive power on the new line. His success in the attempt was considerable. On the opening of the road the Stephenson engine hauled a train composed of 22 wagons filled with passengers and 12 wagons loaded with coal, making an aggregate weight of about 90 tons, at an average speed of five miles per hour and a maximum speed of 12 miles per hour. Notwithstanding time flattering showing made by the locomotive engine in this trial trip, that form of motive power was employed only to a small extent in the immediate future opera tion of the railway. It could not compete in economy with haulage by horses, and for sonic time all passengers and mixed freight were so hauled, the locomotive being used only to handle a portion of the coal traffic. The important role played by the Stockton and Darlington Railway, therefore, consisted less in any .advance in the mechanical features of railway transportation than in establishing the possibility of the rail way as a common carrier of passengers and freight. Railway transportation in the modern meaning of the term began, thus, with the Stock ton and Darlington Railway.
The success of the Stockton and Darlington Railway revived another railway enterprise which was destined to accomplish more in some respects for railway engineering than did the earlier road. This enterprise was the project for a railway line between Liverpool and Manchester, a distance of 30 miles. Construction was begun upon the road in 1S26, with George Stephenson as chief engineer. Considerable difference of opinion existed as to the best method of operat ing the road when completed. Stationary en gines had many advocates, including some of the most noted engineers of the day; others were in favor of horse power aided by sta tionary engines at the steep inclines, but few had any faith in locomotives, and Stephen son stood practically alone in openly advocat ing their use. His persistent earnestness, how
ever, influenced the board of directors to offer a prize of £500 for the best locomotive engine which in a certain day should be produced on the rail way and perform certain specified duties in the most satisfactory manner. The date of the test was October 1, 1829, and on this date four loco motives appeared to compete. One of these was the Rocket, built by Stephenson, and another was the Novelty, built by the Swedish engineer John Ericsson, afterwards famous as the de signer of the iron-clad Monitor. The trials of these locomotives lasted until October 14th, when the prize was awarded to Stephenson's locomotive, the Rocket, which undoubtedly ranks as the first high-speed locomotive of the modern type. (See LOCOMOTIVE for description.) The success of the Rocket determined the motive power for the Liverpool and Manchester Railway, and incidentally for railways throughout the world. On September 15, 1830. the Liverpool and Manchester Railway was opened for traffic and on December 4th of the same year the locomotive Planet hauled the first load of freight, consisting of 18 wagon loads of cotton, 200 barrels of flour, 63 sacks of oatmeal, and 34 sacks of malt, from Liverpool to Manchester in two hours and thirty-nine minutes. As the model railway of its time the track construction of the Liverpool and Manchester Railway deserves some mention. Upon the graded surface was placed a layer of broken stone two feet deep. Stone blocks two feet square were set three feet apart and upon them and upon the wooden cross-ties used on embank ments were fastened cast-iron chairs in which the rails were secured by wedges. The rails were of wrought iron 15 feet long and were rolled with the web deeper at the middle than at the ends. They weighed 35 pounds per lineal yard. The locomotive used has already been mentioned. The passenger cars resembled closely the familiar stage coach, while the freight cars consisted sim ply of a platform about 10 feet long, with sides from 4 inches to 10 inches high, mounted on four wheels.