From an early period in his history, he had taken an active interest in these inst.i.tutions. While residing at Newcastle in 1824, shortly after his locomotive foundry had been started in Forth-street, he presided at a public meeting held in that town for the purpose of establishing a Mechanics" Inst.i.tute. The meeting was held; but as George Stephenson was a man comparatively unknown even in Newcastle at that time, his name failed to secure "an influential attendance." Among those who addressed the meeting on the occasion was Joseph Locke, then his pupil, and afterwards his rival as an engineer. The local papers scarcely noticed the proceedings; yet the Mechanics" Inst.i.tute was founded, and struggled into existence. Years pa.s.sed, and it was now felt to be an honour to secure Mr. Stephenson"s presence at any public meetings held for the promotion of popular education. Among the Mechanics" Inst.i.tutes in his immediate neighbourhood at Tapton, were those of Belper and Chesterfield; and at their soirees he was a frequent and a welcome visitor. On these occasions he loved to tell his auditors of the difficulties which had early beset him through want of knowledge, and of the means by which he had overcome them. His grand text was-PERSEVERE; and there was manhood in the very word.
On more than one occasion, the author had the pleasure of listening to George Stephenson"s homely but forcible addresses at the annual soirees of the Leeds Mechanics" Inst.i.tute. He was always an immense favourite with his audiences there. His personal appearance was greatly in his favour. A handsome, ruddy, expressive face, lit up by bright dark-blue eyes, prepared one for his earnest words when he stood up to speak and the cheers had subsided which invariably hailed his rising. He was not glib, but he was very impressive. And who, so well as he, could serve as a guide to the working man in his endeavours after higher knowledge? His early life had been all struggle-encounter with difficulty-groping in the dark after greater light, but always earnestly and perseveringly. His words were therefore all the more weighty, since he spoke from the fulness of his own experience.
Nor did he remain a mere inactive spectator of the improvements in railway working which increasing experience from day to day suggested.
He continued to contrive improvements in the locomotive, and to mature his invention of the carriage-brake. When examined before the Select Committee on Railways in 1841, his mind seems princ.i.p.ally to have been impressed with the necessity which existed for adopting a system of self acting brakes; stating that, in his opinion, this was the most important arrangement that could be provided for increasing the safety of railway travelling. "I believe," he said, "that if self-acting brakes were put upon every carriage, scarcely any accident could take place." His plan consisted in employing the momentum of the running train to throw his proposed brakes into action, immediately on the moving power of the engine being checked. He would also have these brakes under the control of the guard, by means of a connecting line running along the whole length of the train, by which they should at once be thrown out of gear when necessary. At the same time he suggested, as an additional means of safety, that the signals of the line should be self-acting, and worked by the locomotives as they pa.s.sed along the railway. He considered the adoption of this plan of so much importance, that, with a view to the public safety, he would even have it enforced upon railway companies by the legislature. At the same time he was of opinion that it was the interest of the companies themselves to adopt the plan, as it would save great tear and wear of engines, carriages, tenders, and brake-vans, besides greatly diminishing the risk of accidents upon railways.
While before the same Committee, he took the opportunity of stating his views with reference to railway speed, about which wild ideas were then afloat-one gentleman of celebrity having publicly expressed the opinion that a speed of 100 miles an hour was practicable in railway travelling!
Not many years had pa.s.sed since George Stephenson had been p.r.o.nounced insane for stating his conviction that 12 miles an hour could be performed by the locomotive; but now that he had established the fact, and greatly exceeded that speed, he was thought behind the age because he recommended the rate to be limited to 40 miles an hour. He said: "I do not like either 40 or 50 miles an hour upon any line-I think it is an unnecessary speed; and if there is danger upon a railway, it is high velocity that creates it. I should say no railway ought to exceed 40 miles an hour on the most favourable gradient; but upon a curved line the speed ought not to exceed 24 or 25 miles an hour." He had, indeed, constructed for the Great Western Railway an engine capable of running 50 miles an hour with a load, and 80 miles without one. But he never was in favour of a hurricane speed of this sort, believing it could only be accomplished at an unnecessary increase both of danger and expense.
"It is true," he observed on other occasions, "I have said the locomotive engine _might_ be made to travel 100 miles an hour; but I always put a qualification on this, namely, as to what speed would best suit the public. The public may, however, be unreasonable; and 50 or 60 miles an hour is an unreasonable speed. Long before railway travelling became general, I said to my friends that there was no limit to the speed of the locomotive, _provided the works could be made to stand_. But there are limits to the strength of iron, whether it be manufactured into rails or locomotives; and there is a point at which both rails and tyres must break. Every increase of speed, by increasing the strain upon the road and the rolling stock, brings us nearer to that point. At 30 miles a slighter road will do, and less perfect rolling stock may be run upon it with safety. But if you increase the speed by say 10 miles, then everything must be greatly strengthened. You must have heavier engines, heavier and better-fastened rails, and all your working expenses will be immediately increased. I think I know enough of mechanics to know where to stop. I know that a pound will weigh a pound, and that no more should be put upon an iron rail than it will bear. If you could ensure perfect iron, perfect rails, and perfect locomotives, I grant 50 miles an hour or more might be run with safety on a level railway. But then you must not forget that iron, even the best, will "tire," and with constant use will become more and more liable to break at the weakest point-perhaps where there is a secret flaw that the eye cannot detect. Then look at the rubbishy rails now manufactured on the contract system-some of them little better than cast metal: indeed, I have seen rails break merely on being thrown from the truck on to the ground. How is it possible for such rails to stand a 20 or 30 ton engine dashing over them at the speed of 50 miles an hour? No, no," he would conclude, "I am in favour of low speeds because they are safe, and because they are economical; and you may rely upon it that, beyond a certain point, with every increase of speed there is an increase in the element of danger."
When railways became the subject of popular discussion, many new and unsound theories were started with reference to them, which Stephenson opposed as calculated, in his opinion, to bring discredit on the locomotive system. One of these was with reference to what were called "undulating lines." Among others, Dr. Lardner, who had originally been somewhat sceptical about the powers of the locomotive, now promulgated the idea that a railway constructed with rising and falling gradients would be practically as easy to work as a line perfectly level. Mr.
Badnell went even beyond him, for he held that an undulating railway was much better than a level one for purposes of working. For a time, this theory found favour, and the "undulating system" was extensively adopted; but Mr. Stephenson never ceased to inveigh against it; and experience has amply proved that his judgment was correct. His practice, from the beginning of his career until the end of it, was to secure a road as nearly as possible on a level, following the course of the valleys and the natural line of the country: preferring to go round a hill rather than to tunnel under it or carry his railway over it, and often making a considerable circuit to secure good, workable gradients. He studied to lay out his lines so that long trains of minerals and merchandise, as well as pa.s.sengers, might be hauled along them at the least possible expenditure of locomotive power. He had long before ascertained, by careful experiments at Killingworth, that the engine expends half of its power in overcoming a rising gradient of 1 in 260, which is about 20 feet in the mile; and that when the gradient is so steep as 1 in 100, not less than three-fourths of its power is sacrificed in ascending the acclivity.
He never forgot the valuable practical lesson taught him by the early trials which he had made and registered long before the advantages of railways had been recognised. He saw clearly that the longer flat line must eventually prove superior to the shorter line of steep gradients as respected its paying qualities. He urged that, after all, the power of the locomotive was but limited; and, although he and his son had done more than any other men to increase its working capacity, it provoked him to find that every improvement made in it was neutralised by the steep gradients which the new school of engineers were setting it to overcome.
On one occasion, when Robert Stephenson stated before a Parliamentary Committee that every successive improvement in the locomotive was being rendered virtually nugatory by the difficult and almost impracticable gradients proposed on many of the new lines, his father, on his leaving the witness-box, went up to him, and said, "Robert, you never spoke truer words than those in all your life."
To this it must be added, that in urging these views Mr. Stephenson was strongly influenced by commercial considerations. He had no desire to build up his reputation at the expense of railway shareholders, nor to obtain engineering _eclat_ by making "ducks and drakes" of their money.
He was persuaded that, in order to secure the practical success of railways, they must be so laid out as not only to prove of decided public utility, but also to be worked economically and to the advantage of their proprietors. They were not government roads, but private ventures-in fact, commercial speculations. He therefore endeavoured to render them financially profitable; and he repeatedly declared that if he did not believe they could be "made to pay," he would have nothing to do with them. He was not influenced by the sordid consideration of what he could _make_ out of any company that employed him; indeed, in many cases he voluntarily gave up his claim to remuneration where the promoters of schemes which he thought praiseworthy had suffered serious loss. Thus, when the first application was made to Parliament for the Chester and Birkenhead Railway Bill, the promoters were defeated. They repeated their application, on the understanding that in event of their succeeding, the engineer and surveyor were to be paid their costs in respect of the defeated measure. The Bill was successful, and to several parties their costs were paid. Mr. Stephenson"s amounted to 800, and he very n.o.bly said, "You have had an expensive career in Parliament; you have had a great struggle; you are a young Company; you cannot afford to pay me this amount of money. I will reduce it to 200, and I will not ask you for that 200 until your shares are at 20 premium: for whatever may be the reverses you will go through, I am satisfied I shall live to see the day when your shares will be at 20 premium, and when I can legally and honourably claim that 200." We may add that the shares did eventually rise to the premium specified, and the engineer was no loser by his generous conduct in the transaction.
Another novelty of the time, with which George Stephenson had to contend, was the subst.i.tution of atmospheric pressure for locomotive steam-power in the working of railways. The idea of obtaining motion by means of atmospheric pressure is said to have originated with Denis Papin, more than 150 years ago; but it slept until revived in 1810 by Mr. Medhurst, who published a pamphlet to prove the practicability of carrying letters and goods by air. In 1824, Mr. Vallance of Brighton took out a patent for projecting pa.s.sengers through a tube large enough to contain a train of carriages; the tube being previously exhausted of its atmospheric air.
The same idea was afterwards taken up, in 1835, by Mr. Pinkus, an ingenious American. Scientific gentlemen, Dr. Lardner and Mr. Clegg amongst others, advocated the plan; and an a.s.sociation was formed to carry it into effect. Shares were created, and 18,000 raised: and a model apparatus was exhibited in London. Mr. Vignolles took his friend Stephenson to see the model; and after carefully examining it, he observed emphatically, "_It won"t do_: it is only the fixed engines and ropes over again, in another form; and, to tell you the truth, I don"t think this rope of wind will answer so well as the rope of wire did." He did not think the principle would stand the test of practice, and he objected to the mode of applying the principle. After all, it was only a modification of the stationary-engine plan; and every day"s experience was proving that fixed engines could not compete with locomotives in point of efficiency and economy. He stood by the locomotive engine; and subsequent experience proved that he was right.
Messrs. Clegg and Samuda afterwards, in 1840, patented their plan of an atmospheric railway; and they publicly tested its working on an unfinished portion of the West London Railway. The results of the experiment were so satisfactory, that the directors of the Dublin and Kingstown line adopted it between Kingstown and Dalkey. The London and Croydon Company also adopted the atmospheric principle; and their line was opened in 1845. The ordinary mode of applying the power was to lay between the line of rails a pipe, in which a large piston was inserted, and attached by a shaft to the framework of a carriage. The propelling power was the ordinary pressure of the atmosphere acting against the piston in the tube on one side, a vacuum being created in the tube on the other side of the piston by the working of a stationary engine. Great was the popularity of the atmospheric system; and still George Stephenson said "It won"t do: it"s but a gimcrack." Engineers of distinction said he was prejudiced, and that he looked upon the locomotive as a pet child of his own. "Wait a little," he replied, "and you will see that I am right." It was generally supposed that the locomotive system was about to be snuffed out. "Not so fast," said Stephenson. "Let us wait to see if it will pay." He never believed it would. It was ingenious, clever, scientific, and all that; but railways were commercial enterprises, not toys; and if the atmospheric railway could not work to a profit, it would not do. Considered in this light, he even went so far as to call it "a great humbug." "Nothing will beat the locomotive," said he, "for efficiency in all weathers, for economy in drawing loads of average weight, and for power and speed as occasion may require."
The atmospheric system was fairly and fully tried, and it was found wanting. It was admitted to be an exceedingly elegant mode of applying power; its devices were very skilful, and its mechanism was most ingenious. But it was costly, irregular in action, and, in particular kinds of weather, not to be depended upon. At best, it was but a modification of the stationary-engine system, and experience proved it to be so expensive that it was shortly after entirely abandoned in favour of locomotive power. {288}
One of the remarkable results of the system of railway locomotion which George Stephenson had by his persevering labours mainly contributed to establish, was the outbreak of the railway mania towards the close of his professional career. The success of the first main lines of railway naturally led to their extension into many new districts; but a strongly speculative tendency soon began to display itself, which contained in it the elements of great danger.
The extension of railways had, up to the year 1844, been mainly effected by men of the commercial cla.s.ses, and the shareholders in them princ.i.p.ally belonged to the manufacturing districts,-the capitalists of the metropolis as yet holding aloof, and prophesying disaster to all concerned in railway projects. But when the lugubrious antic.i.p.ations of the City men were found to be so entirely falsified by the results-when, after the lapse of years, it was ascertained that railway traffic rapidly increased and dividends steadily improved-a change came over the spirit of the London capitalists. They then invested largely in railways, the shares in which became a leading branch of business on the Stock Exchange, and the prices of some rose to nearly double their original value.
A stimulus was thus given to the projection of further lines, the shares in most of which came out at a premium, and became the subject of immediate traffic. A reckless spirit of gambling set in, which completely changed the character and objects of railway enterprise. The public outside the Stock Exchange became also infected, and many persons utterly ignorant of railways, knowing and caring nothing about their national uses, but hungering and thirsting after premiums, rushed eagerly into the vortex. They applied for allotments, and subscribed for shares in lines, of the engineering character or probable traffic of which they knew nothing. Provided they could but obtain allotments which they could sell at a premium, and put the profit-in many cases the only capital they possessed {289}-into their pocket, it was enough for them. The mania was not confined to the precincts of the Stock Exchange, but infected all ranks. It embraced merchants and manufacturers, gentry and shopkeepers, clerks in public offices, and loungers at the clubs. n.o.ble lords were pointed at as "stags;" there were even clergymen who were characterised as "bulls;" and amiable ladies who had the reputation of "bears," in the share markets. The few quiet men who remained uninfluenced by the speculation of the time were, in not a few cases, even reproached for doing injustice to their families, in declining to help themselves from the stores of wealth that were poured out on all sides.
Folly and knavery were, for a time, completely in the ascendant. The sharpers of society were let loose, and jobbers and schemers became more and more plentiful. They threw out railway schemes as lures to catch the unwary. They fed the mania with a constant succession of new projects.
The railway papers became loaded with their advertis.e.m.e.nts. The post-office was scarcely able to distribute the mult.i.tude of prospectuses and circulars which they issued. For a time their popularity was immense. They rose like froth into the upper heights of society, and the flunkey FitzPlushe, by virtue of his supposed wealth, sat amongst peers and was idolised. Then was the harvest-time of scheming lawyers, parliamentary agents, engineers, surveyors, and traffic-takers, who were ready to take up any railway scheme however desperate, and to prove any amount of traffic even where none existed. The traffic in the credulity of their dupes was, however, the great fact that mainly concerned them, and of the profitable character of which there could be no doubt.
Mr. Stephenson was anxiously entreated to lend his name to prospectuses during the railway mania; but he invariably refused. He held aloof from the headlong folly of the hour, and endeavoured to check it, but in vain.
Had he been less scrupulous, and given his countenance to the numerous projects about which he was consulted, he might, without any trouble, have thus secured enormous gains; but he had no desire to acc.u.mulate a fortune without labour and without honour. He himself never speculated in shares. When he was satisfied as to the merits of any undertaking, he subscribed for a certain amount of capital in it, and held on, neither buying nor selling. At a dinner of the Leeds and Bradford directors at Ben Rydding in October, 1844, before the mania had reached its height, he warned those present against the prevalent disposition towards railway speculation. It was, he said, like walking upon a piece of ice with shallows and deeps; the shallows were frozen over, and they would carry, but it required great caution to get over the deeps. He was satisfied that in the course of the next year many would step on to places not strong enough to carry them, and would get into the deeps; they would be taking shares, and afterwards be unable to pay the calls upon them.
Yorkshiremen were reckoned clever men, and his advice to them was, to stick together and promote communication in their own neighbourhood,-not to go abroad with their speculations. If any had done so, he advised them to get their money back as fast as they could, for if they did not they would not get it at all. He informed the company, at the same time, of his earliest holding of railway shares; it was in the Stockton and Darlington Railway, and the number he held was _three_-"a very large capital for him to possess at the time." But a Stockton friend was anxious to possess a share, and he sold him _one_ at a premium of 33s.; he supposed he had been about the first man in England to sell a railway share at a premium.
During 1845, his son"s offices in Great George-street, Westminster, were crowded with persons of various conditions seeking interviews, presenting very much the appearance of the levee of a minister of state. The burly figure of Mr. Hudson, the "Railway King," surrounded by an admiring group of followers, was often to be seen there; and a still more interesting person, in the estimation of many, was George Stephenson, dressed in black, his coat of somewhat old-fashioned cut, with square pockets in the tails. He wore a white neckcloth, and a large bunch of seals was suspended from his watch-ribbon. Altogether, he presented an appearance of health, intelligence, and good humour, that rejoiced one to look upon in that sordid, selfish and eventually ruinous saturnalia of railway speculation.
Powers were granted by Parliament, in 1843, to construct not less than 2883 miles of new railways in Britain, at an expenditure of about forty-four millions sterling! Yet the mania was not appeased; for in the following session of 1846, applications were made to Parliament for powers to raise 389,000,000 sterling for the construction of further lines; and powers were actually conceded for forming 4790 miles (including 60 miles of tunnels), at a cost of about 120,000,000 sterling. During this session, Mr. Stephenson appeared as engineer for only one new line,-the Buxton, Macclesfield, Congleton, and Crewe Railway-a line in which, as a coal-owner, he was personally interested;-and of three branch-lines in connexion with existing companies for which he had long acted as engineer. At the same time, all the leading professional men were fully occupied, some of them appearing as consulting engineers for upwards of thirty lines each!
One of the features of the mania was the rage for "direct lines" which everywhere displayed itself. There were "Direct Manchester," "Direct Exeter," "Direct York," and, indeed, new direct lines between most of the large towns. The Marquis of Bristol, speaking in favour of the "Direct Norwich and London" project, at a public meeting at Haverhill, said, "If necessary, they might _make a tunnel beneath his very drawing-room_, rather than be defeated in their undertaking!" And the Rev. F.
Litchfield, at a meeting in Banbury, on the subject of a line to that town, said "He had laid down for himself a limit to his approbation of railways,-at least of such as approached the neighbourhood with which he was connected,-and that limit was, that he did not wish them to approach any nearer to him than _to run through his bedroom_, _with the bedposts for a station_!" How different was the spirit which influenced these n.o.ble lords and gentlemen but a few years before!
The House of Commons became thoroughly influenced by the prevailing excitement. Even the Board of Trade began to favour the views of the fast school of engineers. In their "Report on the Lines projected in the Manchester and Leeds District," they promulgated some remarkable views respecting gradients, declaring themselves in favour of the "undulating system." They there stated that lines of an undulating character "which have gradients of 1 in 70 or in 80 distributed over them in short lengths, may be positively _better_ lines, _i.e._, _more susceptible of cheap and expeditious working_, than others which have nothing steeper than 1 in 100 or 1 in 120!" They concluded by reporting in favour of the line which exhibited the worst gradients and the sharpest curves, chiefly on the ground that it could be constructed for less money.
Sir Robert Peel took occasion to advert to this Report in the House of Commons on the 4th of March following, as containing "a novel and highly important view on the subject of gradients, which, he was certain, never could have been taken by any Committee of the House of Commons, however intelligent;" and he might have added, that the more intelligent, the less likely they were to arrive at any such conclusion. When Mr.
Stephenson saw this report of the Premier"s speech in the newspapers of the following morning, he went forthwith to his son, and asked him to write a letter to Sir Robert Peel on the subject. He saw clearly that if these views were adopted, the utility and economy of railways would be seriously curtailed. "These members of Parliament," said he, "are now as much disposed to exaggerate the powers of the locomotive, as they were to under-estimate them but a few years ago." Robert accordingly wrote a letter for his father"s signature, embodying the views which he so strongly entertained as to the importance of flat gradients, and referring to the experiments conducted by him many years before, in proof of the great loss of working power which was incurred on a line of steep as compared with easy gradients. 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.
The result of the labours of Parliament was a tissue of legislative bungling, involving enormous loss to the public. Railway Bills were granted in heaps. Two hundred and seventy-two additional Acts were pa.s.sed in 1846. Some authorised the construction of lines running almost parallel to existing railways, in order to afford the public "the benefits of unrestricted compet.i.tion." Locomotive and atmospheric lines, broad-gauge and narrow-gauge lines, were granted without hesitation.
Committees decided without judgment and without discrimination; it was a scramble for Bills, in which the most unscrupulous were the most successful.
Amongst the many ill effects of the mania, one of the worst was that it introduced a low tone of morality into railway transactions. The bad spirit which had been evoked by it unhappily extended to the commercial cla.s.ses, and many of the most flagrant swindles of recent times had their origin in the year 1845. Those who had suddenly gained large sums without labour, and also without honour, were too ready to enter upon courses of the wildest extravagance; and a false style of living shortly arose, the poisonous influence of which extended through all cla.s.ses.
Men began to look upon railways as instruments to job with. Persons, sometimes possessing information respecting railways, but more frequently possessing none, got upon boards for the purpose of promoting their individual objects, often in a very unscrupulous manner; landowners, to promote branch lines through their property; speculators in shares, to trade upon the exclusive information which they obtained; whilst some directors were appointed through the influence mainly of solicitors, contractors, or engineers, who used them as tools to serve their own ends. In this way the unfortunate proprietors were, in many cases, betrayed, and their property was shamefully squandered, much to the discredit of the railway system.
While the mania was at its height in England, railways were also being extended abroad, and George Stephenson was requested on several occasions to give the benefit of his advice to the directors of foreign undertakings. One of the most agreeable of these excursions was to Belgium in 1845. His special object was to examine the proposed line of the Sambre and Meuse Railway, for which a concession had been granted by the Belgian legislature. Arrived on the ground, he went carefully over the entire length of the proposed line, to Convins, the Forest of Ardennes, and Rocroi, across the French frontier; examining the bearings of the coal-field, the slate and marble quarries, and the numerous iron-mines in existence between the Sambre and the Meuse, as well as carefully exploring the ravines which extended through the district, in order to satisfy himself that the best possible route had been selected.
Mr. Stephenson was delighted with the novelty of the journey, the beauty of the scenery, and the industry of the population. His companions were entertained by his ample and varied stores of practical information on all subjects, and his conversation was full of reminiscences of his youth, on which he always delighted to dwell when in the society of his more intimate friends. The journey was varied by a visit to the coal-mines near Jemappe, where Stephenson examined with interest the mode adopted by the Belgian miners of draining the pits, inspecting their engines and brakeing machines, so familiar to him in early life.
The engineers of Belgium took the opportunity of Mr. Stephenson"s visit to their country to invite him to a magnificent banquet at Brussels. The Public Hall, in which they entertained him, was gaily decorated with flags, prominent amongst which was the Union Jack, in honour of their distinguished guest. A handsome marble pedestal, ornamented with his bust crowned with laurels, occupied one end of the room. The chair was occupied by M. Ma.s.sui, the Chief Director of the National Railways of Belgium; and the most eminent scientific men of the kingdom were present.
Their reception of "the Father of railways" was of the most enthusiastic description. Mr. Stephenson was greatly pleased with the entertainment.
Not the least interesting incident of the evening was his observing, when the dinner was about half over, a model of a locomotive engine placed upon the centre table, under a triumphal arch. Turning suddenly to his friend Sopwith, he exclaimed, "Do you see the "Rocket"?" The compliment thus paid him, was perhaps more prized than all the encomiums of the evening.
The next day (April 5th) King Leopold invited him to a private interview at the palace. Accompanied by Mr. Sopwith, he proceeded to Laaken, and was very cordially received by His Majesty. The king immediately entered into familiar conversation with him, discussing the railway project which had been the object of his visit to Belgium, and then the structure of the Belgian coal-fields,-his Majesty expressing his sense of the great importance of economy in a fuel which had become indispensable to the comfort and well-being of society, which was the basis of all manufactures, and the vital power of railway locomotion. The subject was always a favourite one with Mr. Stephenson, and, encouraged by the king, he proceeded to describe to him the geological structure of Belgium, the original formation of coal, its subsequent elevation by volcanic forces, and the vast amount of denudation. In describing the coal-beds he used his hat as a sort of model to ill.u.s.trate his meaning; and the eyes of the king were fixed upon it as he proceeded with his interesting description.
The conversation then pa.s.sed to the rise and progress of trade and manufactures,-Mr. Stephenson pointing out how closely they everywhere followed the coal, being mainly dependent upon it, as it were, for their very existence.
The king seemed greatly pleased with the interview, and at its close expressed himself obliged by the interesting information which the engineer had communicated. Shaking hands cordially with both the gentlemen, and wishing them success in their important undertakings, he bade them adieu. As they were leaving the palace Mr. Stephenson, bethinking him of the model by which he had just been ill.u.s.trating the Belgian coal-fields, said to his friend, "By the bye, Sopwith, I was afraid the king would see the inside of my hat; it"s a shocking bad one!"
Little could George Stephenson, when brakesman at a coal-pit, have dreamt that, in the course of his life, he should be admitted to an interview with a monarch, and describe to him the manner in which the geological foundations of his kingdom had been laid!
Mr. Stephenson paid a second visit to Belgium in the course of the same year, on the business of the West Flanders Railway; and he had scarcely returned from it ere he made arrangements to proceed to Spain, for the purpose of examining and reporting upon a scheme then on foot for constructing "the Royal North of Spain Railway." A concession had been made by the Spanish Government of a line of railway from Madrid to the Bay of Biscay, and a numerous staff of engineers was engaged in surveying it. The directors of the Company had declined making the necessary deposits until more favourable terms had been secured; and Sir Joshua Walmsley, on their part, was about to visit Spain and press the Government on the subject. Mr. Stephenson, whom he consulted, was alive to the difficulties of the office which Sir Joshua was induced to undertake, and offered to be his companion and adviser on the occasion,-declining to receive any recompense beyond the simple expenses of the journey. He could only arrange to be absent for six weeks, and set out from England about the middle of September, 1845.
The party was joined at Paris by Mr. Mackenzie, the contractor for the Orleans and Tours Railway, then in course of construction, who took them over the works, and accompanied them as far as Tours. They soon reached the great chain of the Pyrenees, and crossed over into Spain. It was on a Sunday evening, after a long day"s toilsome journey through the mountains, that the party suddenly found themselves in one of those beautiful secluded valleys lying amidst the Western Pyrenees. A small hamlet lay before them, consisting of some thirty or forty houses and a fine old church. The sun was low on the horizon, and, under the wide porch, beneath the shadow of the church, were seated nearly all the inhabitants of the place. They were dressed in their holiday attire.
The bright bits of red and amber colour in the dresses of the women, and the gay sashes of the men, formed a striking picture, on which the travellers gazed in silent admiration. It was something entirely novel and unexpected. Beside the villagers sat two venerable old men, whose canonical hats indicated their quality as village pastors. Two groups of young women and children were dancing outside the porch to the accompaniment of a simple pipe; and within a hundred yards of them, some of the youths of the village were disporting themselves in athletic exercises; the whole being carried on beneath the fostering care of the old church, and with the sanction of its ministers. It was a beautiful scene, and deeply moved the travellers as they approached the princ.i.p.al group. The villagers greeted them courteously, supplied their present wants, and pressed upon them some fine melons, brought from their adjoining gardens. Mr. Stephenson used afterwards to look back upon that simple scene, and speak of it as one of the most charming pastorals he had ever witnessed.
They shortly reached the site of the proposed railway, pa.s.sing through Irun, St. Sebastian, St. Andero, and Bilbao, at which places they met deputations of the princ.i.p.al inhabitants who were interested in the subject of their journey. At Raynosa Stephenson carefully examined the mountain pa.s.ses and ravines through which a railway could be made. He rose at break of day, and surveyed until the darkness set in; and frequently his resting-place at night was the floor of some miserable hovel. He was thus laboriously occupied for ten days, after which he proceeded across the province of Old Castile towards Madrid, surveying as he went. The proposed plan included the purchase of the Castile Ca.n.a.l; and that property was also surveyed. He next proceeded to El Escorial, situated at the foot of the Guadarama mountains, through which he found that it would be necessary to construct two formidable tunnels; added to which he ascertained that the country between El Escorial and Madrid was of a very difficult and expensive character to work through. Taking these circ.u.mstances into account, and looking at the expected traffic on the proposed line, Sir Joshua Walmsley, acting under the advice of Mr.
Stephenson, offered to construct the line from Madrid to the Bay of Biscay, only on condition that the requisite land was given the Company for the purpose; that they should be allowed every facility for cutting such timber belonging the Crown as might be required for the purposes of the railway; and also that the materials required from abroad for the construction of the line should be admitted free of duty. In return for these concessions the Company offered to clothe and feed several thousands of convicts while engaged in the execution of the earthworks.
General Narvaez, afterwards Duke of Valencia, received Sir Joshua Walmsley and Mr. Stephenson on the subject of their proposition, and expressed his willingness to close with them; but it was necessary that other influential parties should give their concurrence before the scheme could be carried into effect. The deputation waited ten days to receive the answer of the Spanish Government; but no answer of any kind was vouchsafed. The authorities, indeed, invited them to be present at a Spanish bullfight, but that was not quite the business Mr. Stephenson had gone all the way to Spain to transact; and the offer was politely declined. The result was, that Mr. Stephenson dissuaded his friend from making the necessary deposit at Madrid. Besides, he had by this time formed an unfavourable opinion of the entire project, and considered that the traffic would not amount to one-eighth of the estimate.
Mr. Stephenson was now anxious to be in England. During the journey from Madrid he often spoke with affection of friends and relatives; and when apparently absorbed by other matters, he would revert to what he thought might then be pa.s.sing at home. Few incidents worthy of notice occurred on the journey homeward, but one may be mentioned. While travelling in an open conveyance between Madrid and Vittoria, the driver urged his mules down hill at a dangerous pace. He was requested to slacken speed; but suspecting his pa.s.sengers to be afraid, he only flogged the brutes into a still more furious gallop. Observing this, Mr. Stephenson coolly said, "Let us try him on the other tack; tell him to show us the fastest pace at which Spanish mules can go." The rogue of a driver, when he found his tricks of no avail, pulled up and proceeded at a more moderate speed for the rest of the journey.
Urgent business required Mr. Stephenson"s presence in London on the last day of November. They travelled therefore almost continuously, day and night; and the fatigue consequent on the journey, added to the privations voluntarily endured by the engineer while carrying on the survey among the Spanish mountains, began to tell seriously on his health. By the time he reached Paris he was evidently ill, but he nevertheless determined on proceeding. He reached Havre in time for the Southampton boat; but when on board, pleurisy developed itself, and it was necessary to bleed him freely. During the voyage, he spent his time chiefly in dictating letters and reports to Sir Joshua Walmsley, who never left him, and whose kindness on the occasion he gratefully remembered. His friend was struck by the clearness of his dictated composition, which exhibited a vigour and condensation which to him seemed marvellous. After a few weeks" rest at home, Mr. Stephenson gradually recovered, though his health remained severely shaken.
[Picture: Newcastle, from the High Level Bridge]
CHAPTER XVI.
ROBERT STEPHENSON"S CAREER-THE STEPHENSONS AND BRUNEL-EAST COAST ROUTE TO SCOTLAND-ROYAL BORDER BRIDGE, BERWICK-HIGH LEVEL BRIDGE, NEWCASTLE.
The career of George Stephenson was drawing to a close. He had for some time been gradually retiring from the more active pursuit of railway engineering, and confining himself to the promotion of only a few undertakings in which he took a more than ordinary personal interest. In 1840, when the extensive main lines in the Midland districts had been finished and opened for traffic, he publicly expressed his intention of withdrawing from the profession. He had reached sixty, and, having spent the greater part of his life in very hard work, he naturally desired rest and retirement in his old age. There was the less necessity for his continuing "in harness," as Robert Stephenson was now in full career as a leading railway engineer, and his father had pleasure in handing over to him, with the sanction of the companies concerned, nearly all the railway appointments which he held.
Robert Stephenson amply repaid his father"s care. The sound education of which he had laid the foundations at school, improved by his subsequent culture, but more than all by his father"s example of application, industry, and thoroughness in all that he undertook, told powerfully in the formation of his character, not less than in the discipline of his intellect. His father had early implanted in him habits of mental activity, familiarized him with the laws of mechanics, and carefully trained and stimulated his inventive faculties, the first great fruits of which, as we have seen, were exhibited in the triumph of the "Rocket" at Rainhill. "I am fully conscious in my own mind," said the son at a meeting of the Mechanical Engineers at Newcastle, in 1858, "how greatly my civil engineering has been regulated and influenced by the mechanical knowledge which I derived directly from my father; and the more my experience has advanced, the more convinced I have become that it is necessary to educate an engineer in the workshop. That is, emphatically, the education which will render the engineer most intelligent, most useful, and the fullest of resources in times of difficulty."
Robert Stephenson was but twenty-six years old when the performances of the "Rocket" established the practicability of steam locomotion on railways. He was shortly after appointed engineer of the Leicester and Swannington Railway; after which, at his father"s request, he was made joint engineer with himself in laying out the London and Birmingham Railway, and the execution of that line was afterwards entrusted to him as sole engineer. The stability and excellence of the works of that railway, the difficulties which had been successfully overcome in the course of its construction, and the judgment which was displayed by Robert Stephenson throughout the whole conduct of the undertaking to its completion, established his reputation as an engineer; and his father could now look with confidence and with pride upon his son"s achievements. From that time forward, father and son worked together as one man, each jealous of the other"s honour; and on the father"s retirement, it was generally recognized that, in the sphere of railways, Robert Stephenson was the foremost man, the safest guide, and the most active worker.
Robert Stephenson was subsequently appointed engineer of the Eastern Counties, the Northern and Eastern, and the Blackwall railways, besides many lines in the midland and southern districts. When the speculation of 1844 set in, his services were, of course, greatly in request. Thus, in one session, we find him engaged as engineer for not fewer than 33 new schemes. Projectors thought themselves fortunate who could secure his name, and he had only to propose his terms to obtain them. The work which he performed at this period of his life was indeed enormous, and his income was large beyond any previous instance of engineering gain.