he expended thousands in doing good unseen. His chief care in this way was for the children of old friends who had been kind to him in early life, sending them to the best schools and providing for them with characteristic generosity. His own pupils regarded him with a sort of worship, and the number of men belonging to the Stephenson school who have taken very high rank in their peculiar walk shows how successful he was in his system of training, and how strong was the force of his example. The feeling of his friends and associates was not less warm. A man of the soundest judgment and the strictest probity, with a noble heart and most genial manner, he won the confidence of all who knew him, and perhaps in all London there were not more pleasant social gatherings than those which were to be found in his house in Gloucester-square, he himself being the life of the party. Without a spark of professional jealousy in his own nature, he was liked by all his fellow engineers, if they did not know him sufficiently to bear him affection; and we do not believe that even those who had the most reason to wish him out of the way, such as the promoters of the Suez Canal, which he strenuously opposed, ever bore him any ill will. He has passed away, if not very full of years, yet very full of honours – the creator of public works, a benefactor of his race, the idol of his friends.
He was certainly born under very humble circumstances. George Stephenson, his father, deemed himself a right happy man when, on earnings of 1l. a week, he could offer his hand and fortune to the pretty farm servant, Fanny Henderson. He took her to his home at Willington-quay, on the north bank of the Tyne, about six miles below Newcastle, towards the end of 1802, and his biographer tells us that his signature, as it appears in the parish books on the occasion of his marriage, was that of a person who had just learnt to write. On the 16th of December in the following year George Stephenson’s only son, Robert, was born; and there on Willington-quay he was familiarized from his earliest years with the steady industry of his parents, for when his father was not busy in shoemaking or cutting out shoe lasts, or cleaning clocks, or making clothes for the pitmen he was occupied with some drawing or model with which he sought to improve himself. Robert’s mother very soon died, and his father, whose heart was bound up in the boy, had to take the sole charge of him. George Stephenson felt deeply his own want of education, and in order that his son might not suffer from the same cause, sent him first to a school at Long Benton, and afterwards to the school of a Mr. Bruce, in Newcastle, one of the best seminaries of the district, although the latter was rather expensive for Stephenson. There young Robert remained for three years, and his father not only encouraged him to study for himself but also made him in a measure the instrument of his own better education, by getting the lad to read for him at the library in Newcastle, and bring home the results of his weekly acquirements, as well as frequently a scientific book which father and son studied together. On leaving school, at the age of 15, Robert Stephenson was apprenticed to Mr. Nicholas Wood, at Killingworth, to learn the business of the colliery, where he served for three years, and became familiar with all the departments of underground work. His father was engaged at the same colliery, and the evenings of both were usually devoted to their mutual improvement. Mr. Smiles describes the animated discussions which in this way took place in their humble cottage, these discussions frequently turning on the then comparatively unknown powers of the locomotive engine daily at work on the waggon-way. The son was even more enthusiastic than the father on the subject. Robert would suggest alterations and improvements in all the details of the machine. The father would make every possible objection, defending the existing arrangements, but proud, nevertheless, of his son’s suggestions, often warmed by his brilliant anticipations of the triumph of the locomotive, and perhaps anxious to pump him as much as he could. It was probably out of these discussions that there arose in George Stephenson’s mind the desire to give his son a still better education. He sent him in the year 1820 to the Edinburgh University, where Hope was lecturing on chymistry, Sir John Leslie on natural philosophy, and Jameson on natural history. Though young Stephenson remained in Edinburgh but six months it is supposed that he did as much work in that time as most students do in a three years’ course. It cost his father some 80l., but the money was not grudged when the son returned to Killingworth in the summer of 1821, bringing with him the prize for mathematics, which he had gained at the University.
In 1822 Robert Stephenson was apprenticed to his father, who had by this time started his locomotive manufactory at Newcastle; but his health giving way after a couple of years’ exertion, he accepted a commission to examine the gold and silver mines of South America. The change of air and scene contributed to the restoration of his health, and, after having founded the Silver Mining Company of Columbia, he returned to England in December, 1827, by way of the United States and Canada, in time to assist his father in the arrangements of the Liverpool and Manchester Railway, by placing himself at the head of the factory at Newcastle. About this time, indeed, he seems to have almost exclusively devoted his attention to the study of the locomotive engine, the working of which he explained jointly with Mr. Locke, in a report replying to that of Messrs. Walker and Rastrick, who advocated stationary engines. How well he succeeded in carrying out the ideas of his father was afterwards seen when he obtained the prize of 500l. offered by the directors of the Liverpool and Manchester Railway for the best locomotive. He himself gave the entire credit of the invention to his father and Mr. Booth, although we believe that the ‘Rocket,’ which was the designation of the prize-winning engine, was entered in the name of Robert Stephenson. Even this locomotive, however, was far from perfect, and was not destined to be the future model. The young engineer saw where the machine was defective, and designed the ‘Planet,’ which, with its multitubular boiler, with cylinders in the smoke-box, with its cranked axletree, and with its external framework, forms, in spite of some modifications, the type of the locomotive engines employed up to the present day. About the same time he designed for the United States an engine specially adapted to the curves of American railways, and named it the ‘Bogie,’ after a kind of low waggon used on the quay at Newcastle. To Robert Stephenson we are accordingly indebted for the type of the locomotive engines used in both hemispheres.
The next great work upon which Mr. Stephenson was engaged was the survey and construction of the London and Birmingham Railway, which he undertook in 1833. He had already been employed in the execution of abranch from the Liverpool and Manchester Railway, and in the construction of the Leicester and Swannington line, so that he brought to his new undertaking considerable experience. On being appointed engineer to the company he settled in London, and had the satisfaction of seeing the first sod cut on the 1st of June, 1834, at Chalk Farm. The line was complete in four years, and on the 15th of September, 1838, was opened. The difficulties of this vast undertaking are now all forgotten, but at the time they were so formidable that one poor fellow, who had contracted for the Kilsby tunnel, died of fright at the responsibility which he had assumed. It was ascertained that about 200 yards from the south end of the tunnel there existed, overlaid by a bed of clay 40 feet thick, a hidden quicksand. The danger was so imminent that it was seriously proposed to abandon the tunnel altogether, but Robert Stephenson accepted the responsibility of proceeding, and in the end conquered every difficulty. He worked with amazing energy, walking the whole distance between London and Birmingham more than 20 times in the course of his superintendence. All this time, however, he had not ceased to devote his attention to the manufactory in Newcastle, convinced that good locomotives are the first step to rapid transit; and his assistance was sought by many companies anxious to secure his advice if not more constant service. His evidence before Parliamentary committees was grasped at, and it may be said that in one way or another he has been engaged on all the railways in England, while in conjunction with his father he has directed the execution of more than a third of the various lines in the country. Father and son were consulted as to the Belgium system of railways, and obtained from King Leopold the Cross of the Legion of Honour in 1844. For similar services performed in Norway, which he visited in 1846, Robert Stephenson received the Grand Cross of St. Olof. So also he assisted either in actually making or in laying out the systems of lines in Switzerland, in Germany, in Denmark, in Tuscany, in Canada, in Egypt, and in India. As the champion of locomotive in opposition to stationary engines, he resisted to the uttermost the atmospheric railway system, which was backed with the authority of Brunel, and had at one time a considerable repute, although it is now nearly forgotten. In like manner he had to fight with Mr. Brunel the battle of the gauges, the narrow against the broad gauge, and it is superfluous to say that he was successful here as in all his undertakings. In the sphere of railways he has been since the death