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Although skilled workmen were in course of gradual training in a few of the larger manufacturing towns, they did not, at the date of Stephenson’s patent, exist in any considerable numbers, nor was there then any class of mechanics capable of constructing springs of sufficient strength and elasticity to support locomotive engines of ten tons weight.
It was clear, from the tone of Sir Robert Peel’s speech in a subsequent debate, that he had carefully read and considered Mr. Stephenson’s practical observations on the subject; though it did not appear that he had come to any definite conclusion thereon, further than that he strongly approved of the Trent Valley Railway, by which Tamworth would be placed upon a direct main line of communication.
When there was no ballast to heave out at the Quay he took in shoes to mend; and from mending he proceeded to making them, as well as shoe-lasts, in which he was admitted to be very expert. But an accident occurred in Stephenson’s household about this time, which had the effect of directing his industry into a new and still more profitable channel.
In every mine, bricks, mortar, and tools enough are at hand, and by Stephenson’s direction the materials were forthwith carried to the required spot, where, in a very short time a wall was raised at the entrance to the main, he himself taking the most active part in the work.
Stephenson’s friends having observed how far behind he had left the original projector of the locomotive in its application to railroads, perhaps naturally inferred that he would be equally successful in applying it to the purpose for which Trevithick and Vivian had intended their first engine.
An accident occurred in the Oaks colliery Pit at Barnsley, on the 20th August, 1857, which strikingly exemplified the respective qualities of the lamps. A sudden outburst of gas took place from the floor of the mine, along a distance of fifty yards. Fortunately the men working in the pit at the time were all supplied with safety-lamps—the hewers with Stephenson’s, and the hurriers with Davy’s.
Although Stephenson’s locomotive engines were in daily use for many years on the Killingworth Railway, they excited comparatively little interest. They were no longer experimental, but had become an established tractive power. The experience of years had proved that they worked more steadily, drew heavier loads, and were, on the whole, considerably more economical than horses.
Whenever talent showed itself in a young man he had always given that talent encouragement where he could, and he would continue to do so.” That this was no exaggerated statement is amply proved by many facts which redound to Mr. Stephenson’s credit. He was no niggard of encouragement and praise when he saw honest industry struggling for a footing.
The monotony of George Stephenson’s occupation as a brakesman was somewhat varied by the change which he made, in his turn, from the day to the night shift. His duty, on the latter occasions, consisted chiefly in sending men and materials into the mine, and in drawing other men and materials out.
The miners withdrew from the work; and on Stephenson’s return, he found them in a refractory state, refusing to re-enter the tunnel. He induced them, however, by his example, to return to their labours; and when the roof had been secured, the work went on again as before.
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