As the period drew near for the opening of the line, the question of the tractive power to be employed was anxiously discussed. At the Brusselton decline, fixed engines must necessarily be made use of; but with respect to the mode of working the railway generally, it was decided that horses were to be largely employed, and arrangements were made for their purchase.
Although locomotives had been regularly employed in hauling coal-wagons on the Middleton Colliery Railway, near Leeds, for more than twelve years, and on the Wylam and Killingworth Railways, near Newcastle, for more than ten years, great scepticism still prevailed as to the economy of employing them for the purpose in lieu of horses. In this case, it would appear that seeing was _not_ believing. The popular scepticism was as great at Newcastle, where the opportunities for accurate observation were the greatest, as anywhere else. In 1824 the scheme of a canal between that town and Carlisle again came up; and although a few timid voices were raised on behalf of a railway, the general opinion was still in favor of a canal. The example of the Hetton Railway, which had been successfully worked by Stephenson's locomotives for two years past, was pointed to in proof of the practicability of a locomotive line between the two places; but the voice of the press, as well as of the public, was decidedly against the "new-fangled roads."
When such was the state of public opinion as to railway locomotion, some idea may be formed of the clear-sightedness and moral courage of the Stockton and Darlington directors in ordering three of Stephenson's locomotive engines, at a cost of several thousand pounds, against the opening of the railway.
These were constructed after Stephenson's most matured designs, and embodied all the improvements which he had contrived up to that time. No. 1 engine, the "Locomotion," which was first delivered, weighed about eight tons. It had one large flue, or tube, through the boiler, by which the heated air passed direct from the furnace at the one end, lined with fire-bricks, to the chimney at the other. The combustion in the furnace was quickened by the adoption of the steam-blast in the chimney. The heat raised was sometimes so great, and it was so imperfectly abstracted by the surrounding water, that the chimney became almost red-hot. Such engines, when put to their speed, were found capable of running at the rate of from twelve to sixteen miles an hour; but they were better adapted for the heavy work of hauling coal-trains at low speed--for which, indeed, they were specially constructed--than for running at the higher speed afterward adopted. Nor was it contemplated by the directors as possible, at the time when they were ordered, that locomotives could be made available for the purposes of passenger travelling. Besides, the Stockton and Darlington Railway did not run through a district in which passengers were supposed to be likely to constitute any considerable portion of the traffic.