Like his father, he was eminently practical, and yet always open to the
influence and guidance of correct theory. His main consideration in
laying out his lines of railway was what would best answer the intended
purpose, or, to use his own words, to secure the maximum of result with
the minimum of means. He was pre-eminently a safe man, because cautious,
tentative, and experimental; following closely the lines of conduct
trodden by his father, and often quoting his maxims.
In society Robert Stephenson was simple, unobtrusive, and modest; but
charming and even fascinating in an eminent degree. Sir John Lawrence
has said of him that he was, of all others, the man he most delighted to
meet in England--he was so manly, yet gentle, and withal so great. While
admired and beloved by men of such calibre, he was equally a favourite
with women and children. He put himself upon the level of all, and
charmed them no less by his inexpressible kindliness of manner than by
his simple yet impressive conversation.
His great wealth enabled him to perform many generous acts in a right
noble and yet modest manner, not letting his right hand know what his
left hand did. Of the numerous kindly acts of his which have been made
public, we may mention the graceful manner in which he repaid the
obligations which both himself and his father owed to the Newcastle
Literary and Philosophical Institute, when working together as humble
experimenters in their cottage at Killingworth. The Institute was
struggling under a debt of 6200 pounds which seriously impaired its
usefulness as an educational agency. Robert Stephenson offered to pay
one-half of the sum, provided the local supporters of the Institute would
raise the remainder; and conditional also on the annual subscription
being reduced from two guineas to one, in order that the usefulness of
the institution might be extended. The generous offer was accepted, and
the debt extinguished.
Both father and son were offered knighthood, and both declined it.
During the summer of 1847, George Stephenson was invited to offer himself
as a candidate for the representation of South Shields in Parliament.
But his politics were at best of a very undefined sort; indeed his life
had been so much occupied with subjects of a practical character, that he
had scarcely troubled himself to form any decided opinion on the party
political topics of the day, and to stand the cross fire of the electors
on the hustings might have been found an even more distressing ordeal
than the cross-questioning of the barristers in the Committees of the
House of Commons. "Politics," he used to say, "are all matters of
theory--there is no stability in them: they shift about like the sands of
the sea: and I should feel quite out of my element amongst them." He had
accordingly the good sense respectfully to decline the honour of
contesting the representation of South Shields.
We have, however, been informed by Sir Joseph Paxton, that although
George Stephenson held no strong opinions on political questions
generally, there was one question on which he entertained a decided
conviction, and that was the question of Free-trade. The words used by
him on one occasion to Sir Joseph were very strong. "England," said he,
"is, and must be a shopkeeper; and our docks and harbours are only so
many wholesale shops, the doors of which should always be kept wide
open." It is curious that his son Robert should have taken precisely the
opposite view of this question, and acted throughout with the most rigid
party amongst the protectionists, supporting the Navigation Laws and
opposing Free Trade.
But Robert Stephenson will be judged in after times by his achievements
as an engineer, rather than by his acts as a politician; and happily
these last were far outweighed in value by the immense practical services
which he rendered to trade, commerce, and civilisation, through the
facilities which the railways constructed by him afforded for free
intercommunication between men in all parts of the world. Speaking in
the midst of his friends at Newcastle, in 1850, he observed:--
"It seems to me but as yesterday that I was engaged as an assistant in
laying out the Stockton and Darlington Railway. Since then, the
Liverpool and Manchester and a hundred other great works have sprung into
existence. As I look back upon these stupendous undertakings,
accomplished in so short a time, it seems as though we had realised in
our generation the fabled powers of the magician's wand. Hills have been
cut down and valleys filled up; and when these simple expedients have not
sufficed, high and magnificent viaducts have been raised, and if
mountains stood in the way, tunnels of unexampled magnitude have pierced
them through, bearing their triumphant attestation to the indomitable
energy of the nation, and the unrivalled skill of our artisans."
As respects the immense advantages of railways to mankind, there cannot
be two opinions. They exhibit, probably, the grandest organisation of
capital and labour that the world has yet seen. Although they have
unhappily occasioned great loss to many, the loss has been that of
individuals; whilst, as a national system, the gain has already been
enormous. As tending to multiply and spread abroad the conveniences of
life, opening up new fields of industry, bringing nations nearer to each
other, and thus promoting the great ends of civilisation, the founding of
the railway system by George Stephenson and his son must be regarded as
one of the most important events, if not the very greatest, in the first
half of this nineteenth century.
[Picture: The Stephenson Memorial Schools, Willington Quay]
INDEX.
ACCIDENTS in coal-mines, 89, 119.
Adam, Mr., counsel for Liverpool and Manchester Railway, 160, 166.
Alderson, Mr. (afterwards Baron), 160, 163, 165, 168.
Alton Grange, G. Stephenson's residence at, 234-6, 263.
Ambergate Railway slip, 259; Lime-works, 278.
Anna, Santa, mines at, 196.
Arnold, Dr., on Railways, 273.
Ashby-de-la-Zouch, 233.
Atmospheric Railway system, 286, 308.
* * * * *
BEAUMONT, Mr., his wooden waggon-ways, 5.
Belgium, G. Stephenson's visit to, 296.
Benton Colliery and village, 44, 47, 51, 61.
Berwick Royal Border Bridge, 311.
Birds and bird-nesting, 15, 17, 25, 58, 353, 375.
Birmingham and Derby Railway, 268.
Bishop Auckland coal-field, 123.
Black Callerton, 18, 26, 29, 32.
Blackett, Mr., Wylam, 13, 74.
Blast, invention of the Steam, 85, 208, 211.
Blenkinsop's Locomotive, 72, 80.
Blisworth Cutting, 243.
Boiler, multi-tubular, 210.
Booth, Henry, Liverpool, 210, 222.
Bradshaw, Mr., opposes Liverpool and Manchester line, 155.
Braithwaite, Isaac, Locomotive, 214, 230.
Brakeing coal-engine, 27, 36, 40.
Brandling, Messrs., 105, 312.
Brandreth's Locomotive, "Cycloped," 214.
Bridges, Railway, on Liverpool line, 185;
improved bridges, 310-19;
tubular bridges, 326-40, 360.
Bridgewater Canal monopoly, 147, 157.
Britannia Tubular Bridge, 339.
British Association Meeting at Newcastle, 279.
Brougham, Mr. William, counsel on Liverpool and Manchester Bill, 158,
160.
Bruce's School, Newcastle, 53, 59.
Brunel, I. K., 230, 304, 367.
Brunton's Locomotive, 73.
Brussels, railway celebrations at, 267.
Brusselton incline, 135.
Buckland, Dr., 350.
Bullbridge, Ambergate, 260.
Burstall's Locomotive, "Perseverance," 214, 218.
* * * * *
CALLERTON Colliery and village, 18, 26, 29, 32.
Canal opposition to Railways, 146, 157, 238.
Cartagena, R. Stephenson at, 200.
Chapman's Locomotive, 73.
Characteristics of the Stephensons, 368-80.
Chat Moss, William James's attempted Survey, 151;
Mr. Harrison's speech, 166;
evidence of Francis Giles, C.E., 167;
Mr. Alderson's speech, 168;
description of, 174;
construction of Railway over, 177.
Chester and Birkenhead Railway, 286.
Chester and Holyhead Railway, 320.
Chesterfield, 279, 283.
Clanny, Dr., his safety-lamp, 92.
Clark, Edwin, C.E., 331, 335, 338.
Clay Cross Colliery, G. Stephenson leases, 277.
Clegg and Samuda's Atmospheric Railway, 287.
Clephan, Mr., description of first railway traffic, 140.
Cleveland, Duke of, and Stockton and Darlington Railway, 125.
Clock-mending and cleaning, 35, 51, 345.
Coach, first railway, 139.
Coal trade, 3, 11;
staiths, 10;
haulage, early expedients for, 5, 7, 63, 143;
traffic by Railway, 138, 276;
mining, George Stephenson's adventures in, 234, 277;
theory of formation of, 351.
Coalbrookdale, rails early cast at, 6.
Coe, Wm., fellow workman of G. Stephenson, 21, 26, 31.
Coffin, Sir I., 172.
Colliery districts, 1-4;
machinery and workmen, 7-11.
Colombia, mining association of, 193;
Robert Stephenson's residence in, 196.
Contractors, railway, 229, 249.
Conway, tubular bridge at, 334.
Cooper, Sir Astley, Robert Stephenson's interview with, 238.
Crich Lime-works, Ambergate, 278.
Cropper, Isaac, Liverpool, 187, 217.
Cugnot's steam-carriage, 64-6.
Curr, John, his cast-iron Railway at Sheffield, 6.
Cuttings, railway,
Tring, 242;
Blisworth, 243;
Ambergate, 259;
Oakenshaw and Normanton, 259.
"Cycloped" Locomotive, 214.
* * * * *
DARLINGTON and Stockton Railway, 123, 136.
Davy, Sir Humphry,
his description of Trevithick's steam-carriage, 68;
his paper on fire-damp in mines, 92;
his safety-lamp, 101-3;
testimonial, 104.
Denman, Lord, 345.
Derby, Earl of, 172.
Dewley Burn Colliery, 16.
Direct lines, mania for, 292.
Dixon, John, C.E.,
assists in survey of Stockton and Darlington line, 136;
assistant engineer, Liverpool and Manchester Railway, 175-9.
Dodds, Ralph, Killingworth, 42-4, 50, 86.
Drayton Manor, George Stephenson's visit to, 349.
Dutton Viaduct, 254.
Durham, Earl of, _See_ Lambton.
* * * * *
EAST COAST Railway to Scotland, 306-9.
Edgworth, Mr.,
sailing-waggons, 63;
advocacy of Railways, 148.
Edinburgh University, Robert Stephenson at, 121.
Education,
George Stephenson's self-education, 24, 47;
Robert Stephenson's, 50, 121;
George Stephenson's ideas of, 191, 281.
Egg-hatching by artificial heat, 23, 344.
Egyptian Tubular Bridges, Robert Stephenson's, 357.
Emerson, George Stephenson's meeting with, 353.
Emigration, George Stephenson contemplates, 40, 116.
Engine, study of, 22, 62, 78, 80.
Ericsson, Mr., engineer, 204, 214.
Estimates, railway, 165, 249.
"Experiment," the first railway coach, 139.
Explosion of fire-damp, 89.
Evans's steam-carriage, 65.
* * * * *
FAIRBAIRN, Wm., C.E., 28;
at Percy Main Colliery, 34;
experiments on iron tubes, 328-30.
Fire-damp, explosions of, 89.
Fixed-engine power, 118, 129, 135, 203, 205.
Floating road, Chat Moss, 176.
Floating Conway and Britannia Tubes, 332.
Follett, Sir Wm., 350.
Forth-street Works, Newcastle, 132, 193.
Foster, Jonathan, Wylam. 75, 77, 80, 310.
Franklin's lightning experiment repeated by Robert Stephenson, 56.
Free trade, George Stephenson's views on, 379.
Friction on common roads and Railways, 113.
* * * * *
GARDENING, George Stephenson's pursuits in, 58, 342.
Gateshead, 4, 314.
Gauge of Railways, 134, 304.
"Geordy" safety-lamp, invention of, 93.
Giles, Francis, C.E., 167, 174, 230.
Gooch, F. L., C.E., 188, 190, 220, 336, 371.
Gradients, George Stephenson's views on, 115, 284.
Grand Allies, Killingworth, 41, 46.
,, Junction Railway, 230, 253.
,, Trunk Railway, Canada, 359.
Gray, Robert, 24, 36, 376.
Gray, Thomas, 148.
Great Western Railway, 230, 232, 304.
* * * * *
HACKWORTH, Timothy, his engine "Sanspareil," 214, 216, 218.
Half-lap joint, G. Stephenson's, 111.
Harrison, Mr., barrister, 160, 166.
Hawthorn, Robert, C.E., 22.
Heating surface in Locomotives, 208, 209.
Hedley, William, Wylam, 77.
Henderson, Fanny, 32.
Heppel, Kit, 42, 45.
Hetton Railway, 117.
High Level Bridge, Newcastle, 2, 312.
,, Street House, Wylam, 14.
Holyhead, Railway to, 320.
Howick, Lord, and the Northumberland Atmospheric Railway, 307, 309.
Hudson, George, the Railway King, 291, 312.
Huskisson, Mr., M.P.,
and the Liverpool and Manchester Railway, 172;
killed at its opening, 223.
Hydraulic presses at the Britannia Bridge, 237.
* * * * *
INCLINES, self-acting, 9, 61.
Iron railway bridges, 312, 325.
* * * * *
JAMES, William,
surveys a line between Liverpool and Manchester, 150;
visits Killingworth, 151;
superseded by George Stephenson, 154.
Jameson, Professor, Edinburgh, 122.
Jessop, William, C.E., 6.
Jolly's Close, Newburn, 20, 24.
Jones, Rees, on Trevithick's Locomotive, 71.
* * * * *
KEELMEN of the Tyne, 10-11.
Killingworth,
West Moor, 31, 36, 38, 40;
High Pit, 41;
colliery explosions and mining, 89;
Locomotive, 84, 88;
the underground machinery, 109.
Kilsby Tunnel, 245.
* * * * *
LAMBTON, Mr. (Earl of Durham), 137.
Lamp, safety, invention of, 93.
Last-making competition, 59.
Lardner, Dr., and Railways, 284, 286.
Lattice Girder Bridges, 361.
Leeds Mechanics' Institute, George Stephenson's Speech at, 281.
Leicester and Swannington Railway, 232.
Lemington Coal-staith, 74.
Leopold, King of the Belgians, and Railways, 266;
George Stephenson's interviews with, 268, 296.
Level Railways, advantages of, 115, 284.
Liddell, Sir T. (Lord Ravensworth), 46, 62.
Lime-works at Ambergate, George Stephenson's, 278.
Literary and Philosophical Institute, Newcastle, 53, 102, 280, 378.
Littleborough Tunnel, 255.
Liverpool and Manchester Railway projected, 147;
surveyed by Wm. James, 150;
the survey opposed, 151;
George Stephenson engaged, 154;
prospectus issued, 155;
deputations visit Killingworth, 151, 154-5;
opposition of the land-owners and canal companies, 156-7;
the bill in committee, 160;
rejected, 169;
scheme prosecuted, 170;
Messrs. Rennie appointed engineers, 171;
the bill passed, 172;
George Stephenson again engaged as engineer, 173;
construction of the line across Chat Moss, 176;
discussions as to the working power to be employed, 203;
George Stephenson advocates the Locomotive, 201;
prize of 500 pounds for best engine, 207;
won by Stephenson's "Rocket," 218;
public opening of the line, 222;
results of the traffic, 228.
Locke, Mr. Joseph, C.E., 26, 175, 367.
"Locomotion" engine, No. I, Darlington, 135, 142.
Locomotive engine, invention of, 7;
Robison and Watt's idea, Cugnot's steam-carriage, 64;
Evans and Symington's, 65;
Murdock's model, 66;
Trevithick's steam-carriage, 67;
his tram engine, 69, 74;
Blenkinsop's engine, 72;
Chapman and Brunton's engines, 73;
Blackett's Wylam engine, 74;
Kenton and Coxlodge engine, 80;
Stephenson's Killingworth locomotive, 81, 86;
Stockton and Darlington locomotives, 135;
prize at Liverpool for the best engine, 207;
won by the "Rocket," 218;
the "Arrow," 222;
further improvements, 226.
Locomotive manufactory, Stephenson's, at Newcastle, 132, 193, 199, 310.
Long Benton. _See_ Benton.
London and Birmingham Railway projected, 237;
the Stephensons appointed engineers, 238;
opposition to the Bill, Sir Astley Cooper, 239;
the Bill rejected, 240;
Bill passed, 241;
the works, 242;
Tring Cutting, 244;
Blisworth Cutting, 243;
Primrose Hill Tunnel, 244;
Kilsby Tunnel, 245;
magnitude of the works, 249.
Losh, Mr., Newcastle, 111, 152.
Lough's statue of George Stephenson, 355.
* * * * *
MANCHESTER and Leeds Railway 254;
the Act obtained, 255;
construction of summit tunnel, 256;
magnitude of the works, 257.
Manchester, trade with Liverpool, increase of, 146, 154.
Mania, the Railway, 288.
Maps, Newcastle district, 2;
Stockton and Darlington Railway, 123;
Liverpool and Manchester Railway, 150;
Leicester and Swannington Railway, 233;
London and Birmingham Railway, 242;
Menai Strait, 325.
Mariquita, Robert Stephenson at, 196.
Mechanical Engineers, Society of, 353.
Mechanics' Institutes, George Stephenson's interest in, 280.
Menai Suspension Bridge, 320;
Railway Bridge, 331.
Merstham Tram-road, 153.
Microscope, George Stephenson's, 346.
Middlesborough-on-Tees, 144.
Middleton Railway, Leeds, 72, 148.
Midland Railway, 257.
Militia, G. Stephenson, drawn for, 40.
Mining, coal, 3, 7, 92;
in South America, 197.
Montrose, G. Stephenson at, 38.
Moodie, underviewer at Killingworth, 94-7, 119.
Morecambe Bay, proposed reclamation of, 262.
Morton-on-the-Marsh Railway, 153.
Multitubular boiler, 208.
Murdock's model Locomotive, 66.
Murray, Mathew, Leeds, 72.
* * * * *
NASMYTH'S steam hammer, 312, 316.
Navvies, railway, 250-52.
Nelson, the fighting pitman 29.
Newburn Colliery, 20, 22.
Newcastle and Berwick Railway, 306.
,, and Carlisle Railway, 12, 203.
,, and Darlington Railway, 306.
Newcastle-on-Tyne in ancient times, 1-3;
Literary and Philosophical Institute, 378;
Stephenson, jubilees at, 206, 310;
High Level Bridge, 312;
George Stephenson's statue, 354.
Newcomen's atmospheric engine, 8, 41.
Nile, R. Stephenson's tubular bridges over, 357.
North Midland Railway, 257, 261.
North, Roger, description of early tram-roads, 5.
Northampton, opposition of to Railways, 232.
Northumberland Atmospheric Railway, 337.
"Novelty," Locomotive, 214, 216, 218, 230.
* * * * *
OLIVE MOUNT Cutting, Liverpool, 185.
Openings of Railways,
Hetton, 118;
Stockton and Darlington, 136;
Middlesborough, 143;
Liverpool and Manchester, 222;
London and Birmingham, 268;
Birmingham and Derby, 268;
East Coast route to Scotland, 319;
Britannia Bridge, 339;
Trent Valley, 352.
Organization of labour, G. Stephenson's, 182, 222, 225.
Outram, Benj., Little Eaton, 6.
* * * * *
PARLIAMENT and Railways, 292, 294.
Parr Moss, Railway across, 181.
Passenger traffic of early Railways, 138, 156, 160.
Paxton, Sir Joseph, 378.
Pease, Edward,
projects the Stockton and Darlington Railway, 123;
first interview with George Stephenson, 156;
visits Killingworth, 129;
joins Stephenson in Locomotive Manufactory, 132, 199, 202;
Stephenson's esteem and gratitude, 145;
letters to Robert Stephenson, 199, 253, 357.
Peel, Sir Robert, 224, 293.
Penmaen Mawr, Railway under, 321.
Permanent way of Railroads, 110.
Perpetual motion, George Stephenson studies, 34, 48.
"Perseverance." Burstall's Locomotive, 214, 218.
Phillips, Sir R., speculations on Railways, 148.
Pile-driving by steam, 312, 316.
Pitmen, Northumbrian, 8.
"Planet" Locomotive, 229.
Plugman, duties of, 22.
Politics, George and Robert Stephenson's, 378-9.
Primrose Hill Tunnel, 244.
Prophecies of railway failure, 158, 166, 172.
Pumping-engines, George Stephenson's skill in, 38, 41, 44, 247.
Pupils, George Stephenson's, 190-2, 269.
Pyrenean Pastoral, 298.
* * * * *
'QUARTERLY,' the, on railway speed, 159.
Queen, the, her first use of the Railway, 274;
opens the High Level and Royal Border Bridges, 319;
visits the Britannia Bridge, 338.
* * * * *
RAILS, cast and wrought iron, 6, 133.
Railways,
early, 5-7;
Merthyr Tydfil (Pen-y-darran), 69, 71;
Middleton, Leeds, 72;
Wylam, 74;
Killingworth, 84, 116;
Hetton, 118;
Stockton and Darlington, 123;
Liverpool and Manchester, 222;
Grand Junction, 230, 253;
Great Western, and Leicester and Swannington, 232;
London and Birmingham, 237;
Navvies, 250;
Manchester and Leeds, 254;
Midland, 257;
York and North Midland, 261;
travelling, 270-4;
undulating, 284;
atmospheric, 286;
Chester and Birkenhead, 286;
mania, 288;
Newcastle and Berwick, and Newcastle and Darlington, 306;
South Devon, 308;
Chester and Holyhead, 320;
Trent Valley, 352.
Rainhill, locomotive competition at, 215.
Rastrick, Mr., C.E., 219, 253.
Ravensworth, Earl of, 46, 82.
Rennie, Messrs., C.E., 123, 171, 173, 325.
Road locomotion,
Cugnot's steam-carriage, 64;
Evans and Symington's, 65;
Trevithick's, 67;
George Stephenson on, 113.
Robertson, Andrew, schoolmaster, 24, 28.
Robins, anecdote of George Stephenson and the, 265.
Robison, Dr., his idea of a Locomotive, 64.
"Rocket," the,
its construction, 210;
arrangements of, 212;
wins the prize of 500 pounds, 218.
Roscoe, Mr., his farm on Chat Moss, 169, 174, 176.
Ross, A. M., Engineer, 360.
Royal Border Bridge, Berwick, 311.
Rutter's School, Benton, 50, 55.
* * * * *
SAFETY-LAMP, Dr. Clanny's, 92;
Stephenson's first lamp, 94;
second lamp, 99;
third lamp, 100;
Sir H. Davy's paper, 92;
his lamp, 101;
the safety-lamp controversy, 102;
the Davy and Stephenson testimonials, 104-6;
comparative merits of the Davy and "Geordy" lamps, 107-8.
Sailing-waggons on tram-roads, 63.
"Samson" Locomotive, 227.
Sandars, Joseph, Liverpool, 147, 149, 154.
Sankey Viaduct, 185.
"Sanspareil" Locomotive, Tim Hackworth's, 214, 216, 218.
Sea, the force of, 321, 323.
Seguin, Mr., C.E., his tubular boiler, 210.
Self-acting incline, 61.
Sibthorpe, Colonel, on Railways, 231, 274.
Simplon Road, Midland Railway compared with, 257.
Snibston Colliery purchased by George Stephenson, 234.
Sopwith, Mr., C.E., 96, 297.
Spanish Railway, George Stephenson's survey of, 298.
Speed, railway,
on Middleton Railway, 72;
Wylam, 80;
Killingworth, 85, 156;
Coxlodge, 80;
Stockton and Darlington, 143;
G. Stephenson before Committee of House of Commons on, 282.
Speed of engines tried at Rainhill, 214-19;
of the "Northumbrian," 224;
George Stephenson's views on, 282.
Spur-gear, locomotive, 83.
Staiths, coal, 10.
Stationary-engine power, 118, 129, 135, 203, 205.
Statues of George Stephenson, 354.
Steam-blast, invention of, 85, 208-11.
Steam-springs, G. Stephenson's, 112.
Stephenson family, the, 15, 17, 19, 21, 39;
"Old Bob," 14, 15, 39, 55.
Stephenson, George, birth and parentage, 13, 15;
employed as herd-boy, makes clay engines, 16, 17;
plough-boy; drives the gin-horse, 18;
assistant-fireman, 19;
fireman, 21;
engineman--study of the steam-engine, 22;
his schoolmasters, 24, 48, 60;
learns to brake an engine, 26;
duties as brakesman, 27;
soles shoes, 28;
saves his first guinea, 29;
fights with a pitman, 30;
marries Fanny Henderson, 33;
heaves ballast, 34;
cleans clocks, 35;
death of his wife, 36;
goes to Scotland, 37;
returns home, 38;
brakesman at West Moor, Killingworth, 39;
drawn for the militia, 40;
takes a brakeing contract, 41;
cures pumping-engine, 42;
engine-wright to the colliery, 46;
evenings with John Wigham, 48;
education of his son, 50-4;
cottage at West Moor, 57;
the sun-dial, 60;
erects winding and pumping engines, 61;
study of locomotive, 62;
makes his first travelling-engine, 82;
invents the steam-blast, 85;
second locomotive, 85;
fire in the main, personal courage, 90;
invents and tests his safety-lamps, 93, 102;
the Stephenson testimonial, 105;
further improvements in the Killingworth locomotive, 110;
constructs the Hetton Railway, 117;
surveys and constructs the Stockton and Darlington Railway, 128;
his second wife, 129;
starts a Locomotive Manufactory, 132;
appointed engineer of the Liverpool and Manchester line, 154;
examined before Parliamentary Committee, 162;
the Railway across Chat Moss, 173-86, 192;
life at home, 190;
the "Rocket" constructed, 210;
public opening of Liverpool and Manchester line, 223;
engineer of Grand Junction, 230;
purchases Snibston Colliery, and removes to Alton Grange, 234;
appointed joint engineer of London and Birmingham Railway, 237;
engineer of Manchester and Leeds Railway, 253;
of Midland Railway, 257;
of York and North Midland Railway, 261;
life at Alton Grange, 263;
visit to Belgium and interviews with King Leopold, 267;
takes lease of Clayross Colliery, 277;
lime-works at Ambergate, residence at Tapton House, 278;
appearance at Mechanics' Institutes, 280;
opinions of railway speed, 282;
views as to atmospheric system of working, 287;
opposes the railway mania, 290;
again visits Belgium, 295;
visit to Spain, 297;
retires from the profession of engineering, 301;
Newcastle and Berwick Railway, and Chester and Holyhead Railway,
307;
habits, conversation, etc., 343;
theory of coal formation, 351;
meeting with Emerson, 352;
illness and death, 354;
characteristics, 368.
Stephenson, Robert,
his birth, death of his mother, 36;
his father's care for his education, 50;
is put to Rutter's school, Benton, 50;
sent to Bruce's school, Newcastle, 52;
evenings with his father, 54;
his boyish tricks, 55;
repeats Franklin's lightning experiment, 56;
his father's assistant, 50, 53;
gives lessons to the pitmen's sons, 60;
calculates the latitude for a sundial at Killingworth, 60;
his recollections of the trial of the first safety-lamp, 94;
apprenticed to a coal viewer, 119;
sent to college at Edinburgh, 121;
assists in survey of Stockton and Darlington Railway, 128;
assists in survey of Liverpool and Manchester Railway, 153;
leaves England for Colombia, 193;
residence at Mariquita, 196;
resigns his situation as mining engineer, 199;
rencontre with Trevithick at Cartagena, 200;
shipwreck, 201;
return to Newcastle, 202;
pamphlet on the locomotive engine, 206;
discussions with his father as to the locomotive, 208;
constructs the "Rocket," 210;
wins the prize, 218;
improvements in the locomotive, 221;
appointed engineer of Leicester and Swannington Railway, 232;
his first tunnel, 233;
finds coal at Snibston, 234;
appointed joint engineer of London and Birmingham Railway, 237;
construction of the works, 242;
overcomes the difficulties of the Kilsby Tunnel, 248;
letter to Sir Robert Peel on "undulating railways," 293;
his extensive employment, 302-3;
the competitor of Brunel, 304;
engineer of Newcastle and Berwick Railway, 306;
engineer of Royal Border Bridge, Berwick, 311;
engineer of High Level Bridge, Newcastle, 312;
engineer of Chester and Holyhead Railway, 320;
constructs the Britannia and Conway Tubular Bridges, 324;
succeeds to his father's wealth, and arranges to retire from
business, 357;
designs tubular bridges for Canada and Egypt, 357;
member of Parliament, foreign honours, 366;
death, 368;
character, 377.
Stock Exchange and railway speculation, 289.
Stockton and Darlington Railway,
projected, promoted by Edward Pease, 123;
act passed, 125;
re-surveyed by G. Stephenson, 128;
opening of the Railway, 136;
the coal traffic, 138;
the first passenger coach, 139;
coaching companies, 140;
increase of the traffic, 141;
town of Middlesborough, 144.
Strathmore, Earl of, 46, 105.
Sun-dial at Killingworth, 60, 280.
Swanwick, Frederick, C.E., 190, 192, 352.
Symington, Wm., steam-carriage, 65.
* * * * *
TAPTON HOUSE, Chesterfield, 278, 341.
Tram-roads,
early, 5;
Croydon and Merstham, 147.
Travelling by Railway, 160.
Trevithick, Richard, C.E.,
his steam-carriage, 67;
his train-engine, and substitute for steam-blast, 70;
rencontre with Robert Stephenson at Cartagena, 200.
Trent Valley Railway, 352.
Trellis girder bridges, 360.
Tring Cutting, 242.
Tubular boilers, 209.
Tubular bridges, 334, 339, 360.
Tunnels, railway,
Liverpool, 183;
Primrose Hill, 244;
Kilsby, 245;
Watford, 245;
Littleborough, 255.
Tyne, the, at Newcastle, 3, 10, 11, 315.
* * * * *
VIADUCTS,
Sankey, 185;
Dutton, 254;
Berwick, 311;
Newcastle, 312.
Victoria Bridge, Montreal, 357-66.
Vignolles, Mr., C.E., 171, 185, 204.
* * * * *
WAGGON-ROADS, early, 4-7, 16, 63.
Walker, James, C.E., 159.
Wallsend, Newcastle, 1, 33.
Walmsley, Sir Joshua, 297, 299, 371.
Wandsworth and Croydon Tramway, 69, 147.
Watford Tunnel, 245.
Watt, James, and the Locomotive, 64.
Way-leaves for waggon roads, 5.
Wellington, Duke of, and Railways, 223, 274.
West Moor, Killingworth, 37, 40, 91, 108.
Whitehaven, early Railroad at, 6.
Wigham, John, Stephenson's teacher, 48-9.
Willington Quay, 28, 31-6.
Wilton, Earl of, 172.
Wood, Nicholas,
prepares drawing of safety-lamp, 94;
is present at its trial, 95;
assists at experiments on fire-damp, 98;
appears with Stephenson before Newcastle Institute, 102;
opinion of the "Geordy" lamp, 108;
experiments with Stephenson on friction, 117;
accident in pit, 119;
visits Edward Pease with G. Stephenson, 126.
Woolf's tubular boilers, 209.
Wylam Colliery and village, 12-14.
,, waggon-way, 74, 78.
* * * * *
YORK and North Midland Railway, 261.
Young, Arthur, description of early waggon-roads, 5.
NOTES.
{4} In the Newcastle dialect, a chare is a narrow street or lane. At
the local assizes some years since, one of the witnesses in a criminal
trial swore that "_he saw three men come out of the foot of a chare_."
The judge cautioned the jury not to pay any regard to the man's evidence,
as he must be insane. A little explanation by the foreman, however,
satisfied his lordship that the original statement was correct.
{5} 'Six Months' Tour,' vol. iii. 9
{26} Father of Mr. Locke, M.P., the engineer. He afterwards removed to
Barnsley, in Yorkshire.
{33} The Stephenson Memorial Schools have since been erected on the site
of the old cottage at Willington Quay represented in the engraving at the
head of this chapter.
{38} This incident was related by Robert Stephenson during a voyage to
the north of Scotland in 1857, when off Montrose, on board his yacht
_Titania_; and the reminiscence was communicated to the author by the
late Mr. William Kell of Gateshead, who was present, at Mr. Stephenson's
request, as being worthy of insertion in his father's biography.
{52} Speech at Newcastle, on the 18th of June, 1844, at the meeting held
in celebration of the opening of the Newcastle and Darlington Railway.
{57} Robert Stephenson was perhaps, prouder of this little boyish
experiment than he was of many of his subsequent achievements. Not
having been quite accurately stated in the first edition of this book,
Mr. Stephenson noted the correction for the second, and wrote the author
(Sept. 18th, 1857) as follows:--"In the kite experiment, will you say,
that the copper-wire was insulated by a few feet of silk cord; without
this, the experiment cannot be made."
{70} Mr. Zerah Colburn, in his excellent work on 'Locomotive Engineering
and the Mechanism of Railways,' points out that Mr. Davies Gilbert noted
the effect of the discharge of the waste steam up the chimney of
Trevithick's engine in increasing the draught, and wrote a letter to
'Nicholson's Journal' (Sept. 1805) on the subject. Mr. Nicholson himself
proceeded to investigate the subject, and in 1806 he took out a patent
for "steam-blasting apparatus," applicable to fixed engines. Trevithick
himself, however, could not have had much faith in the steam-blast for
locomotive purposes, or else he would not have taken out his patent for
urging the fire by means of fanners. But the fact is, that while the
speed of the locomotive was only four or five miles an hour, the blast
was scarcely needed. It was only when high speeds were adopted that
artificial methods of urging the fire became necessary, and that the full
importance of the invention was recognised. Like many other inventions,
stimulated if not originated by necessity, the steam-blast was certainly
reinvented, if not invented, by George Stephenson.
{71} 'Mining Journal,' 9th September, 1858.
{73} Other machines, with legs, were patented in the following year by
Lewis Gompertz and by Thomas Tindall. In Tindall's specification it is
provided that the power of the engine is to be assisted by a _horizontal
windmill_; and the four pushers, or legs, are to be caused to come
successively in contact with the ground, and impel the carriage!
{82} Speech at the opening of the Newcastle and Darlington Railway, June
18, 1844.
{95} The Editor of the 'Athenaeum' having (Nov. 8th, 1862) characterized
the author's account of this affair as "perfectly untrue" and a
"fiction," it becomes necessary to say a few words in explanation of it.
The Editor of the 'Athenaeum' quotes in support of his statement a
passage from Mr. Nicholas Wood, who, however does not say that the
anecdote is "perfectly untrue," but merely that "the danger was _not
quite so great_ as is represented:" he adds that "at most an explosion
might have burnt the hands of the operator, but would not extend a few
feet from the blower." However that may be, we were not without good
authority for making the original statement. The facts were verbally
communicated to the author in the first place by Robert Stephenson, to
whom the chapter was afterwards read in MS., in the presence of Mr.
Sopwith, F.R.S. at Mr. Stephenson's house in Gloucester Square, and
received his entire approval. But at the time at which Mr. Stephenson
communicated the verbal information, he also handed a little book with
his name written in it, still in the author's possession, saying, "Read
that, you will find it all there." We have again referred to the little
book which contains, among other things, a pamphlet, entitled _Report on
the Claims of Mr. George Stephenson relative to the Invention of his
Safety Lamp_. _By the Committee appointed at a Meeting holden in
Newcastle_, _on this 1st of November_, _1817_. _With an Appendix
containing the Evidence_. Among the witnesses examined were George
Stephenson, Nicholas Wood, and John Moodie, and their evidence is given
in the pamphlet. We quote that of Stephenson and Moodie, which was not
contradicted, but in all material points confirmed by Wood, and was
published, we believe, with his sanction. George Stephenson said, that he
tried the first lamp "in a part of the mine where the air was highly
explosive. Nicholas Wood and John Moodie were his companions when the
trial was made. They became frightened when they came within hearing of
the blower, and would not go any further. Mr. Stephenson went alone with
the lamp to the mouth of the blower," etc. This evidence was confirmed
by John Moodie, who said the air of the place where the experiment was
about to be tried was such, that, if a lighted candle had been
introduced, an explosion would have taken place that would have been
"extremely dangerous." "Told Stephenson it was foul, and hinted at the
danger; nevertheless, Stephenson _would_ try the lamp, confiding in its
safety. Stephenson took the lamp and went with it into the place in which
Moodie had been, and Moodie and Wood, apprehensive of the danger, retired
to a greater distance," etc. The other details of the statement made in
the text, are fully borne out by the published evidence, the accuracy of
which, so far as the author is aware, has never before been called in
question.
{105} The tankard bore the following inscription--"This piece of plate,
purchased with a part of the sum of 1000 pounds, a subscription raised
for the remuneration of Mr. GEORGE STEPHENSON for having discovered the
fact that inflamed fire-damp will not pass through tubes and apertures of
small dimensions, and having been _the first_ to apply that principle in
the construction of a safety-lamp calculated for the preservation of
human life in situations formerly of the greatest danger, was presented
to him at a general meeting of the subscribers, Charles John Brandling,
Esq., in the Chair. January 12th, 1818."
{107} The accident above referred to was described in the 'Barnsley
Times,' a copy of which, containing the account, Robert Stephenson
forwarded to the author, with the observation that "it is evidently
written by a practical miner, and is, I think, worthy of record in my
father's Life."
{125} Mr. Pease died at Darlington, on the 31st of July, 1858, aged
ninety two.
{129} The story has been told that George was a former suitor of Miss
Hindmarsh, while occupying the position of a humble workman at Black
Callerton, but that having been rejected by her, he made love to and
married Fanny Henderson; and that long after the death of the latter,
when he had become a comparatively thriving man, he again made up to Miss
Hindmarsh, and was on the second occasion accepted. This is the popular
story, and different versions of it are current. Desirous of
ascertaining the facts, the author called on Thomas Hindmarsh, Mrs.
Stephenson's brother, who assured him that George knew nothing of his
sister until he (Hindmarsh) introduced him to her, at George's express
request, about the year 1818 or 1819. The author was himself originally
attracted by the much more romantic version of the story, and gave
publicity to it many years since; but after Mr. Hindmarsh's explicit
statement, he thought fit to adopt the soberer, and perhaps, the truer
view.
{130} The first clause in any railway act, empowering the employment of
locomotive engines for the working of passenger traffic.
{131} This incident, communicated to the author by the late Edward
Pease, has since been made the subject of a fine picture by Mr. A.
Rankley, A.R.A., exhibited at the Royal Academy Exhibition of 1861.
{144} Middlesborough does not furnish the only instance of the
extraordinary increase of population in certain localities, occasioned by
railways. Hartlepool, in the same neighbourhood, has in thirty years
increased from 1330 to above 15,000; and Stockton-on-Tees from 7763 to
above 16,000. In 1831 Crewe was a little village with 295 inhabitants;
it now numbers upwards of 10,000. Rugby and Swindon have quadrupled
their population in the same time. The railway has been the making of
Southampton, and added 30,000 to its formerly small number of
inhabitants. In like manner the railway has taken London to the
sea-side, and increased the population of Brighton from 40,000 to nearly
100,000. That of Folkestone has been trebled. New and populous suburbs
have sprung up all round London. The population of Stratford-le-Bow and
West Ham was 11,580 in 1831; it is now nearly 40,000. Reigate has been
trebled in size, and Redhill has been created by the railway.
Blackheath, Forest Hill, Sydenham, New Cross, Wimbledon, and a number of
populous places round London, may almost be said to have sprung into
existence since the extension of railways to them within the last thirty
years.
{147} Lives of the Engineers, vol. i. p. 371.
{189} Mr. Gooch's letter to the author, December 13th, 1861. Referring
to the preparations of the plans and drawings, Mr. Gooch adds, "When we
consider the extensive sets of drawings which most engineers have since
found it right to adopt in carrying out similar works, it is not the
least surprising feature in George Stephenson's early professional
career, that he should have been able to confine himself to so limited a
number as that which could be supplied by the hands of one person in
carrying out the construction of the Liverpool and Manchester Railway;
and this may still be said, after full allowance is made for the
alteration of system involved by the adoption of the large contract
system."
{193} Letter to the author.
{196} Letter to Mr. Illingworth. September 25th, 1825.
{199} Letter to Mr. Illingworth. April 9th, 1827.
{201} 'Geological Transactions of Cornwall.' i. 222.
{206} The arguments used by Mr. Stephenson with the directors, in favour
of the locomotive engine, were afterwards collected and published in 1830
by Robert Stephenson and Joseph Locke, as "compiled from the Reports of
Mr. George Stephenson." The pamphlet was entitled, 'Observations on the
Comparative Merits of Locomotive and Fixed Engines.' Robert Stephenson,
speaking of the authorship many years after, said, "I believe I furnished
the facts and the arguments, and Locke put them into shape. Locke was a
very flowery writer, whereas my style was rather bald and unattractive;
so he was the editor of the pamphlet, which excited a good deal of
attention amongst engineers at the time."
{207} The conditions were these:--
1. The engine must effectually consume its own smoke.
2. The engine, if of six tons weight, must be able to draw after it, day
by day, twenty tons weight (including the tender and water-tank) at _ten
miles_ an hour, with a pressure of steam on the boiler not exceeding
fifty pounds to the square inch.
3. The boiler must have two safety-valves, neither of which must be
fastened down, and one of them be completely out of the control of the
engineman.
4. The engine and boiler must be supported on springs, and rest on six
wheels, the height of the whole not exceeding fifteen feet to the top of
the chimney.
5. The engine, with water, must not weigh more than six tons; but an
engine of less weight would be preferred on its drawing a proportionate
load behind it; if only four and a half tons, then it might be put on
only four wheels. The Company to be at liberty to test the boiler, etc.,
by a pressure of one hundred and fifty pounds to the square inch.
6. A mercurial gauge must be affixed to the machine, showing the steam
pressure above forty-five pounds per square inch.
7. The engine must be delivered, complete and ready for trial, at the
Liverpool end of the railway, not later than the 1st of October, 1829.
8. The price of the engine must not exceed 550 pounds.
{214} The inventor of this engine was a Swede, who afterwards proceeded
to the United States, and there achieved considerable distinction as an
engineer. His Caloric Engine has so far proved a failure, but his iron
cupola vessel, the "Monitor," must be admitted to have been a remarkable
success in its way.
{219} The "Rocket" is now to be seen at the Museum of Patents at
Kensington, where it is carefully preserved.
{234} Tubbing is now adopted in many cases as a substitute for
brick-walling. The tubbing consists of short portions of cast-iron
cylinder fixed in segments. Each weighs about 4.5 cwt., is about 3 or 4
feet long, and about 0.375 of an inch thick. These pieces are fitted
closely together, length under length, and form an impermeable wall along
the side of the pit.
{263} During this period he was engaged on the North Midland, extending
from Derby to Leeds; the York and North Midland, from Normanton to York;
the Manchester and Leeds; the Birmingham and Derby, and the Sheffield and
Rotherham Railways; the whole of these, of which he was principal
engineer, having been authorised in 1836. In that session alone, powers
were obtained for the construction of 214 miles of new railways under his
direction, at an expenditure of upwards of five millions sterling.
{288} The question of the specific merits of the atmospheric as compared
with the fixed engine and locomotive systems, will be found fully
discussed in Robert Stephenson's able 'Report on the Atmospheric Railway
System,' 1844, in which he gives the result of numerous observations and
experiments made by him on the Kingstown Atmospheric Railway, with the
object of ascertaining whether the new power would be applicable for the
working of the Chester and Holyhead Railway, then under construction.
His opinion was decidedly against the atmospheric system.
{289} The Marquis of Clanricarde brought under the notice of the House
of Lords, in 1845, that one Charles Guernsey, the son of a charwoman, and
a clerk in a broker's office, at 12s. a week, had his name down as a
subscriber for shares in the London and York line, for 52,000 pounds.
Doubtless he had been made useful for the purpose by the brokers, his
employers.
{309} "When my father came about the office," said Robert, "he sometimes
did not well know what to do with himself. So he used to invite Bidder
to have a wrestle with him, for old acquaintance' sake. And the two
wrestled together so often, and had so many 'falls' (sometimes I thought
they would bring the house down between them), that they broke half the
chairs in my outer office. I remember once sending my father in a
joiner's bill of about 2 pounds 10s. for mending broken chairs."
{324} The simple fact that in a heavy storm the force of impact of the
waves is from one and a-half to two tons per square foot, must
necessarily dictate the greatest possible caution in approaching so
formidable an element. Mr. R. Stevenson (Edinburgh) registered a force
of three tons per square foot at Skerryvore, during a gale in the
Atlantic, when the waves were supposed to run twenty feet high.
{327} Robert Stephenson's narrative in Clark's 'Britannia and Conway
Tubular Bridges,' vol. i. p. 27.
{329a} 'Account of the Construction of the Britannia and Conway Tubular
Bridges.' By W. Fairbairn, C.E. London, 1849.
{329b} Mr. Stephenson continued to hold that the elliptical tube was the
right idea, and that sufficient justice had not been done to it. A year
or two before his death Mr. Stephenson remarked to the author, that had
the same arrangement for stiffening been adopted to which the oblong
rectangular tubes owe a great part of their strength, a very different
result would have been obtained.
{335} 'The Britannia and Conway Tubular Bridges.' By Edwin Clark. Vol.
II, pp. 683-4.
{336} No. 34, Gloucester Square, Hyde Park, where he lived.
{350} The above anecdote is given on the authority of Mr. Sopwith.
F.R.S.
{354} The second Mrs. Stephenson having died in 1845, George married a
third time in 1848, about six months before his death. The third Mrs.
Stephenson had for some time been his housekeeper.
{368} In 1829 Robert Stephenson married Frances, daughter of John
Sanderson, merchant, London; but she died in 1842, without issue, and Mr.
Stephenson did not marry again. Until the close of his life, Robert
Stephenson was accustomed twice in every year to visit his wife's grave
in Hampstead churchyard.
{377} Address as President of the Institution of Civil Engineers,
January, 1856.
