CHAPTER IX. RESIDENCE IN NEWCASTLE-CONTINUED. (ÆTAT. 25-28.) Wedding Trip- Battle of the 'Locomotive'-'The Oracle Construction of the 'Rocket' Steam Engine - The Rainhill Contest- Particulars concerning the 'Rocket' - History of 'the Blast-Pipe' — Triumphant return from Liverpool to NewcastleAnswer to Mr. Walker's Report Letters to Mr. Richardson Numerous Engagements - More Locomotives - Opening of the Liverpool and Manchester Railway-Robert Stephenson appointed Engineer to the 'Warrington' and 'Leicester and Swannington' Lines -Discovery of Coal Strata, and Purchase of Snibstone-London and Birmingham Railway-Robert Stephenson employed to carry the Line through Parliament - Opposition to the Line — 'Investigator's ' Pamphlet Robert Stephenson's Evidence before the Lords' Committee Rejection of the Bill in 1832 - Calumnies - Public Meeting at Thatched House Tavern in support of the London and Birmingham Railway - Bill passes Parliament in 1833 - Robert Stephenson appointed sole Engineer-in-Chief to the London and Birmingham Railway-Leaves Newcastle-on-Tyne - Pupils.. ROBER OBERT STEPHENSON'S wedding trip was a short No sooner had he introduced his bride to her new home in Greenfield Place than he devoted all his energies to the superintendence of the works,' and especially to the construction of the 'Rocket.' The great and decisive battle of the locomotive, to be fought at Rainhill during the ensuing October, was fast approaching. He had to carry out the instructions which he had received from Mr. Booth and his father. A fearful responsibility it was for so young a man, still only five and twenty years of age. He knew that on the result of the contest his after-success would greatly depend. The 'Rocket' was to him what Chat-Moss' had just been to his father. It was a grand trial of his capability as a practical engineer. In making the drawings and calculations for the new engine, he was assisted by Mr. G. H. Phipps, who recalls with enthusiastic admiration the fine qualities displayed by his chief' at that trying period. Punctual to a moment, and methodical to nicety, the young engineer was always at his post, and ready for every emergency. No mishap found him unprovided with a remedy. And in laying his plans he did not disdain to profit by the practical experience of men, who in all that concerned the science of engineering were mere artizans. 'Come, this is a touchy point,' he would cry goodnaturedly, shaking his head after discussing a difficult question; let's call in "the oracle." The oracle' was Mr. Hutchinson, a practical engineer, and the superintendent of the factory, to whom the subsequent success of the works' was greatly due, and who eventually became a partner in the concern. On his judgement Robert had such reliance, that he invariably spoke of him as the oracle.' Had Robert Stephenson been an ordinary man, endowed only with the mere cunning which often passes current for genius, he would have picked the brains of the oracle' without letting him be aware of the operation. At length the tubes, with their thickened ends brazed in, were screwed into the ends of the boiler. The work looked well enough, but no sooner was it tested by hydraulic pressure than from the extremities of the tubes jets of water flew out upon the dismayed beholders. Here was a conclusion to months of toil and hope. For the first time in the protracted labour Robert Stephenson's selfcommand gave way, and, hastening to his office, he wrote a hasty report to his father of another failure.' Scarcely, however, was the letter posted for Liverpool, when his nobler nature reasserted itself, and he looked about for a way to overcome the difficulty. In a happy moment the right plan occurred to him. The brass screws could not be relied upon, but the copper of which the tubes themselves were made might be trusted. Forthwith he bored, in the ends of the boiler, holes exactly corresponding to the size of the tubes. Into these holes the tubes were inserted, and steel ferrules, or hollow conical wedges, were driven into their ends. By this means the copper of each tube was forced powerfully against the circumference of the hole, and caused to fit perfectly watertight. The steam having been raised, the result equalled Robert Stephenson's most sanguine expectations, and he despatched another letter to his father, announcing his success. That second letter was crossed on its way to Liverpool by one from his father telling his son to try the very same means which had already proved successful. The engine was at last taken from 'the works' on Tyne side and conveyed to the Killingworth Railway for trial. Much as there was yet to be effected before the locomotive should be raised to its present state of efficiency, a decided progress had been made. The capability of evapora tion had been so raised that, while in the Killingworth engines of 1829 the evaporating power was 16 cubic feet of water per hour, in the 'Rocket' engine, at the Rainhill experiments, it was 18-24 cubic feet per hour. The vast room still left for improvement may be appreciated, even by an unprofessional reader, when it is stated that the evaporative capability of Stephenson's patent locomotive (of 1849) was 'seventy-seven cubic feet of water per hour, or nearly five times the power of the engine of 1829.'* After trial at Killingworth, the 'Rocket' was taken to the Tyne and shipped for Liverpool, an insurance of £500 having been effected against the peril of the voyage, which was unusually rough and bad. The vessel arrived at Liverpool so long after her time that she had been given up for lost, and the sum for which the locomotive had been insured had been actually paid to Robert Stephenson and Co.' when the ship and her cargo entered Liverpool water safe and sound. At length October arrived, and on Tuesday, the 6th day of the month, the famous locomotive display at Rainhill began. The story of the competition has been often told, but it is a story that will bear repetition. The running ground was a dead level, about ten miles from Liverpool, on the Manchester side of the Rainhill Bridge, at a place called Kenrick's cross. The whole country round was alive to the great event. From 10,000 to 15,000 people of both sexes and all ranks assembled to witness the novel contest. To accommodate the ladies, amongst whom was Robert Stephenson's wife-anxious and hopeful for her husband-a booth had been erected at either end of the race-course a few yards from the rails. Bands of music enlivened the entertainment. *Nicholas Wood's 'Address,' 1860. On the course appeared four locomotive carriages 6 No. 1. Messrs. Braithwaite and Erichson's, of London, The Novelty,' weight 3 tons 15 cwt. No. 2. Mr. Hackworth's, of Darlington, 'The Sans Pareil,' weight 4 tons 8 cwt. 2 qrs. No. 3. Mr. Robert Stephenson's, of Newcastle-upon-Tyne, "The Rocket,' weight 4 tons 3 cwt. No. 4. Mr. Brandreth's, of Liverpool, 'The Cyclops.' Mr. Burstall of Leith had entered his 'Perseverance,' but it did not make its appearance on the 6th, in consequence of an accident which it had sustained on its way to Liverpool. Mr. Brandreth's ingenious horse-power locomotive was worked by two horses in a frame which, whilst they themselves moved not more than a mile and a quarter per hour, propelled their load of five tons at the rate of five miles an hour. This curious contrivance was an object of general admiration; but as a mere freak of ingenuity, not fulfilling the requisitions of the directors, it of course did not contest for the prize. The 'Novelty,' 'Sans Pareil,' and 'Perseverance,' not being ready at the appointed time, the race was put off, much to the dissatisfaction of spectators. Two days having been spent in preliminary exercise and mishaps,* The first systematic trial of the power of the engines, under the inspection of the judges, took place on Thursday, when Mr. Stephenson's engine, the "Rocket," was brought out to perform the assigned task.' The distance appointed to be run was seventy miles. When fairly started, the engine was to draw, at the rate of at least ten miles per hour, a gross weight of 3 tons for every ton of |