Life of Robert Stephenson by William Pole: Chapter VIII

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CHAPTER VIII. Residence in Newcastle. (age 24-26.)

THE great and immediate work before Robert Stephenson, when at the opening of 1828 he once more took up his residence in Newcastle-upon-Tyne, was to raise the efficiency of the locomotive so that, on the completion of the Liverpool and Manchester hue, it should be adopted by the directors as the motive power of their railway. At that time the prospects of the locomotive were most discouraging. The speed of five or six miles per hour attained on the Killingworth and Darlington lines by no means justified an enthusiastic support of the travelling engines. It was true that they had not been built with a view to speed, but for the purpose of obtaining cheap carriage for coals. Indeed, not many years before, the problem had been to make them move at all. But progression having been accomplished, the next thing was to increase their powers.

No engineer questioned the possibility of improving the locomotive; but improvement comes slowly, when each experiment leading to it costs several hundreds of pounds. No railway company could be asked to pay for costly trials. That they would use the new machine when inventors and manufacturers had made it a serviceable power was all that could be expected of the directors of railways. As for the public at large, there was amongst all ranks a general opposition to the new method of conveyance. Dislike to novelty, and suspicion of a system not perfectly understood, combined to make enemies for the locomotive. So far was this the case that, notwithstanding the commercial success of the Stockton and Darlington Railway, the Bill for the Newcastle and Carlisle line was obtained in 1829, only on condition that horses, and not locomotives, should be used in working it.

The proprietary of the Liverpool and Manchester Railway shared largely in feelings which were almost universal with the less enlightened multitude. In October 1828, a deputation of the directors visited Darlington and the neighbourhood of Newcastle to inspect the locomotives, and come to a conclusion as to advisability of employing them between Liverpool-Manchester. ‘By this journey,’ says Mr. Booth, treasurer and historian of the Company, ‘one step gained. The deputation was convinced, that for immense traffic to be anticipated on the Liverpool-Manchester line, horses were out of question. The debatable ground being thus narrowed, how was the remaining point to be decided ? Was a capital of £100,000 to be invested in stationary engines, or were locomotives to be adopted ? ’

Whilst this question was under discussion, and for several months preceding the October trip just mentioned, Robert Stephenson had been racking his brains to settle another and much more important matter — How to improve the locomotive ? how to increase at the same time its power and speed ? It was as clear to him, as it had been to his father, that above all things it was requisite to increase in the locomotive the capability of rapidly generating steam. Sufficient heat, with adequate means for rapidly applying that heat to the water, was the desideratum. Eventually the multitubular boiler and the steam-blast of the ‘ Rocket ’ gave the required conditions; but previous to their attainment, Robert and his father made numerous failures in attempting to build a really satisfactory travelling engine.

To increase the heating surface, they introduced into the boilers of two engines made for the St. Etienne Railway small tubes that contained water; but the scheme was futile—the tubes soon becoming furred with deposit and burning out. In other engines they with the same object inserted two flues, each with a separate Are. On this principle was constructed ‘ The Twin Sisters ’ — the name being .suggested by the tubes. A third method adopted was to return the tube through the boiler. A fourth plan — in which may be perceived a nearer approach to the multitubular system — was adopted in a boiler made, at the beginning of 1828, with two small tubes branching off from the main flue. The sketch for this last engine was sent from Liverpool by George Stephenson to his son on January 8, 1828, and in the postscript the sanguine father says— ‘ The small tubes will not require to be so strong as the other parts of the boiler, and you must take care that you have no thick plates and thin ones, as is often the case with those which come from Bedlington. You must calculate that this engine will be for all the engineers in the kingdom — nay, indeed, the world — to look at.'

During his residence at Liverpool, George Stephenson had the great advantage of close personal intimacy with Mr. Booth, the treasurer of the Liverpool and Manchester Railway. Mr. Booth was not only an enthusiastic advocate of the locomotive, but he had a strong natural taste for mechanics, and would probably have distinguished himself had he made engineering a pursuit instead of a pastime. As it is, the multitubular boiler, as a practical agent, must be attributed to him, whatever may be the merit due to such claimants as M. Seguin and Mr. Stevens. Mr. Booth was consulted on all the plans introduced by the Stephensons, and his name continually appears in the letters which passed between the father and son. Writing to Robert, on January 31, 1828, George, referring to the experiment then in hand, says—‘ With respect to the engine for Liverpool, I think the boiler ought not to be longer than eight feet. The engine ought to be made light, as it is intended to run fast. Mr. Booth and myself think two chimneys would be better than one, say eight inches in diameter and not to exceed fifteen feet.’ In conclusion the father adds—‘ I trust the locomotive engine will be pushed. Its answering is the most important thing to you, and recollect what a number we shall want — I should think thirty.’

On April 15, 1828, George Stephenson, still sanguine as to the result of the boiler with diverging tubes, wrote to Robert —-

I am quite aware that the bent tubes are a complicated job to make, but after once in and well done it cannot be any complication in the working of the engine. This bent tube is a child of your own, which you stated to me in a former letter. The interior of a watch looks complicated, but when once well fit up, there needs very little more trouble for one hundred years, and I expect the engine you are fitting up will be something similar to this watch with respect to its working parts.

Five days later George Stephenson, with regard to this same engine, wrote a letter to his son, which is important, as it hears on a question that has been a subject of much warm controversy amongst engineers.

Liverpool: April 20,1828.

DEAR ROBERT,— I duly received yours dated the 16 th inst. I do not think there can be much difficulty in cleaning the refuse matter of the fire from the locomotive-engine boiler. I would make the nozzle pipe that goes in from the blast to be a kind of grating rather than of a conical shape, and to project about two feet into the fire. The grating to be on the upper side. The nozzle piece to be made with a flange, fitting very nicely to the plate at the front of the fire to prevent the escape of air, and kept on by a bolt and cotter, or two screw-bolts. This nozzle piece could easily be taken out at any time and the fire cleaned at the hole. This I think may be done while the engine is working upon an easy part of the road. It appears to me it will be found better to feed one time with coke and the next with coal. I think the one would revive the other.

I do not think there can be so much difficulty in firing on this plan as on the old one.

If you wish me to see the boiler tried before it is put into its seat I will endeavour to come.

If this new engine is found to answer, it will be the best way to alter all the Darlington engines to the same plan. By doing so the last engine will not be found too heavy for the road.

This engine with the bent tubes, like other attempts made in that year to improve the locomotive, was a failure. Time was running short; the period for opening the new line was fast approaching, and yet George Stephenson and his son had not hit on the way to build such an engine as should sweep the ground from under the advocates of stationary machines.

Writing from Liverpool to Mr. Longridge at the close of the year 1828, Robert communicated the success attending the result of his new boiler made to burn coke. Liverpool Railway Office: Dec. 1, 1828.

MY DEAR SIR,— It was arranged that I should leave this place to-morrow, but the directors of the Liverpool and Manchester have resolved to-day that my father and I are to meet the deputation which was recently in the north, and enter into detailed calculations relative to the much-contested question of locomotive and stationary engines. Since I wrote you last we have had my new boiler tried at Laird’s Boiler Manufactory in Cheshire. You are probably aware that this boiler was made to burn coke. The experiment was completely successful— indeed, exceeded my expectations. Six of the directors went the other day to witness a second experiment. They were all perfectly satisfied. The enemies to the locomotives .... said the experiment had answered to the fullest extent. The boilers were shipped to-day in the steam-boat via Carlisle, from which place they will be forwarded to Newcastle. .... I have had two letters from Forman about the locomotive engine, and he has given us the order at last, but nothing can be done to it until I reach the manufactory.

I am really as anxious to be at Newcastle again as you can be to see me. I cannot say that I like Liverpool. Do not answer --’s letter until I see you, as he has left me one also, full of such close queries on engineering that I rather hesitate giving him the information in such an offhand manner as he calculates upon.

I am much pleased that you are interesting yourself in the suit of Locomotive versus Stationary. It is a subject worthy of your aid and best wishes; but you must bear in mind, wishes alone won’t do. Ellis has got settled, and I have got up a proposal in my father’s name, which is now before the directors of the Canterbury Railway Co. I expect at a general meeting next Thursday, which will be held at Canterbury, they will decide upon it. I cannot explain it fully in a letter, and therefore defer it till I see you. I have thanked Mr. Booth as you requested.

In January 1829, Mr. James Walker, then of Limehouse, and Mr. James Urpeth Rastrick, then of Stourbridge, were commissioned by the Liverpool and Manchester Railway directors to visit Darlington and the Newcastle country, and report to them on the advantages and disadvantages of the locomotive system. Mr. Walker and Mr. Rastrick were practical engineers of high reputation; and they conscientiously discharged the duties which they undertook. The task assigned them was not to argue on the possibility or probability of speedy improvements in the locomotive. They were to inspect the travelling engines, observe their capabilities, and judge them as they were, not as they might or would be. On the Stockton and Darlington line the two commissioners found locomotives travelling at paces varying between four and six miles an hour. An engine weighing, with its tender, fifteen tons, would drag twenty-three and a half tons’ weight of carriages, containing forty-seven and three-quarters tons of goods, at the rate of five miles per hour. So much, and no more, could the locomotive of 1829 accomplish. Of course Messrs. Walker and Rastrick well knew that the locomotive was in its infancy. Still they had to concern themselves with the present, and not the future. On March 9, they delivered in their separate reports, which recommended the adoption of stationary engines.

Robert Stephenson strongly disapproved the reports He saw in them an obstacle raised to the success of the locomotive, upon which the extension of the railway system depended. Writing to a friend on March 11, two days after the delivery of the hostile reports, he said— ‘The report of Walker and Rastrick has been received, but it is in favour of fixed engines. We are preparing for a counter-report in favour of locomotives, which I believe still will ultimately get the day, but from present appearances nothing decisive can be said: rely upon it, locomotives shall not be cowardly given up. I will fight for them until the last. They are worthy of a conflict'

The ‘ battle of the locomotive ’ had indeed begun, and Robert Stephenson was fighting bravely in the contest ; but with characteristic prudence he postponed his counter-statement to a triumphant course of counteraction. It was no time for words, at least for words in the shape of a paper controversy. Amongst the directors there was, in spite of the reports, a strong party, if not a majority, in favour of the locomotive. Led by Mr. Booth, and influenced by the enthusiasm of their chief engineer, they gave the most liberal interpretation to the admission of Messrs. Walker and Eastrick, that there was ground ‘ for expecting improvements in the construction and work of locomotives.’ Would it not be well, they asked, to stimulate inventors by a premium to make the expected improvements in time for the opening of the line ? The consequence was that on April 20, 1829, the directors offered a premium of £500 for. an improved locomotive engine. The following circular announced the conditions and stipulations of the offer:—

Railway Office, Liverpool: April 26, 1829.

STIPULATIONS and CONDITIONS on which the Directors of the Liverpool and Manchester Railway offer a Premium of £500 for the most improved Locomotive Engine.

1st. The said engine must ‘ effectually consume its own smoke,’ according to the provisions of the Railway Act, 7th Geo. IV.

2nd. The engine, if it weighs six tons, must he capable of drawing after it, day by day, on a well-constructed railway, on a level plane, a train of carriages of the gross weight of twenty tons, including the tender and water tank, at the rate of ten miles per hour, with a pressure of steam in the boiler not exceeding 50 lbs. on the square inch.

3rd, There must be two safety valves, one of which must be completely out of the reach or control of the engine-man, and neither of which must be fastened down while the engine is working.

4th. The engine and boiler must be supported on springs, and rest on six wheels; and the height from the ground to the top of the chimney must not exceed fifteen feet.

5th, The weight of the machine, with its complement of water in the boiler, must, at most, not exceed six tons; and a machine of less weight will be preferred, if it draw after it a proportionate weight; and if the weight of the engine, &c., do not exceed five tons, then the gross weight to be drawn need not exceed fifteen tons; and in that proportion for machines of still smaller weight — provided that the engine, &c., shall still be on six wheels, unless the weight (as above) be reduced to four tons and a half, or under, in which case the boiler, &c,, may be placed upon four wheels. And the Company shall be at liberty to put the boiler, fire-tube, cylinders, &c., to the test of a pressure of water, not exceeding 150 lbs. per square inch, without being answerable for any damage the machine may receive in consequence.

6th. There must be a mercurial gauge affixed to the machine, with index rod, showing the steam pressure above 45 lbs. per square inch, and constructed to blow out a pressure of 60 lbs. per inch.

7th. The engine to be delivered complete for trial at the Liverpool end of the railway not later than the 1st of October next.

8th. The price of the engine which may be accepted, not to exceed £550, delivered on the railway; and any engine not approved to be taken back by the owner.

N.B.— The Railway Company will provide the engine tender with a supply of water and fuel for the experiment. The distance within the rails is four feet eight inches and a half.

Never was premium more opportunely offered. It set engineers throughout the kingdom on the alert. Now was the time for a house to put itself at the head of the trade. If an efficient locomotive could be produced at the crisis, locomotives would be universally accepted as the tractive power for iron roads; and the manufacturers who should produce the engine would, for years to come, have a monopoly of the best business throughout Europe. Robert Stephenson was keenly alive to the nature of the contest. Throwing aside his unfinished criticism of ‘ the reports ’ of Messrs. Walker and Rastrick till a more convenient time, the young engineer grappled with the task before him. As he walked from ‘ the works ’ to his lodgings, he racked his brains with thinking what ought to be done. At times he was despondent. He had so often felt triumph in the belief that he had discovered how to increase the heating surface of the boiler, and keep an ever-glowing and fierce furnace in the fire-box. As often he had been disappointed. The last fifteen months of his Newcastle labour had been an unbroken series of apparent victories followed by actual defeat. He wrote to his father; and for weeks George Stephenson held an ominous silence. One morning, however, Robert received a momentous budget from Liverpool — a design for a new engine and a letter from his father. The design was the original sketch, drawn by Mr. T. L. Gooch, of the multitubular boiler.† The letter explained the scheme, viz. to pass heated air, current from the furnace, through numerous small tubes fitted in the boiler and surrounded ?with water, and thus, by offering to the water an extensive heating surface, obtain the means of generating steam with unprecedented rapidity.

At length the problem had been solved. Robert Stephenson immediately was in correspondence with his father as to the details of the new undertaking. It was determined that twenty-four copper tubes should be inserted in the boiler of the new engine, each tube being of a diameter of three inches. In subsequent engines the heating surface was increased with great effect by reducing the size of the tubes, and doubling and even trebling their number. A point, however, was soon reached, where the diminution of the tubes, although it increased the extent of heating surface, had the evil consequence of diminishing the draught from the firebox to the chimney.

Robert Stephenson was soon busy at work on the new engine, afterwards famous under the name of ‘ The Rocket,’ which won the £500 premium offered by the directors of the Liverpool and Manchester Railway.

The young engineer had, however, other objects of interest besides the locomotive, in 1828 and 1829.

In the early part of 1828 he was busy constructing machinery for the Colombian Mining Association, and engaging workmen for the mines. In the same year also he afforded his father personal assistance in superintending some of Railway. Cheshire Mersey. later he was making a survey for the junction line between the Bolton and Leigh and the Liverpool and Manchester hues. At the same time, also, he was busy with a survey for the branch line between the Liverpool and Manchester Railway and Warrington, eventually the first line constructed under his sole direction and management. These undertakings were ‘ the trifles ’ with which he filled up the time left on his hands by the superintendence of the engine manufactory at Newcastle.

Sometimes he fretted under the caprices of directors and projectors, and once or twice he nearly lost temper with a ‘ board.’

Writing from Liverpool on August 27, 1828, he formed an intimate friend —

I had prepared this morning to get my things packed up going off to Newcastle to-morrow morning, but there was a meeting of the directors of a short line of railway which I have got the management of near Bolton. The plans and section had been previously laid before them with an estimate. To-day they came to a resolution that, although the line pointed out by the engineer was the best, they were alarmed at the expense of it, and in consequence ordered a fresh survey and section to be made, so as to reduce the expense, even at the risk of having a less advisable line. This is one way of doing things, but proud as I am I must submit. I have tried in my cool and solitary moments to look with patience on such proceedings, but, by heavens, it requires a greater store than I have, I would patiently bear this alteration if they did it from principle; but knowing, and indeed hearing, them say from what the alteration does really spring, I cannot but consider it unworthy of Liverpool merchants. I plainly perceive a man can only be a man. As soon as ever he aspires to be anything else he becomes ridiculous. Come, come, away with moralising thus gloomily. Affairs go on smoothly in London, at least, the last time I heard from thence, and as I have not written anything disrespectful since, they cannot have undergone any material change.

Those who hold that love is merely the amusement of idleness will find it difficult to account for the fact that Robert Stephenson at twenty-five years of age, pressed as he was with various and weighty affairs, found leisure for indulging the tenderest of human affections. His father and stepmother had early impressed upon him the advantages of early marriage, and when they endeavoured to withhold him from sailing for Colombia their arguments concluded with an assurance that he ought to be thinking of a wife. In his farewell letter from Liverpool, before starting for South America, he laughingly promised Mrs. Stephenson to marry as soon as he returned to England, after the appointed three years of absence. In America he of course saw but little of ladies’ society. Beyond an occasional ball at Mariquita he had no means of becoming acquainted with women more cultivated than Senora Manuela, the fat negress who presided over the cuisine of his Santa Ana cottage. His Colombian letters abound with expressions of dissatisfaction at being thus isolated from the poetry and refinement of woman’s influence.

On returning to England, he availed himself of every attainable means of entering society. At Liverpool, as well as in town, he was well received in the families of those affluent merchants who were interested in the progress of mechanical science. In many quarters there was a flattering arid not unnatural preference shown for him over men his superiors in rank and wealth, by ladies anxious for the establishment of their daughters.

In March 1828, writing to a friend, he said: ‘ If I may judge from appearances I am to get the Canterbury Railway, which you know is no inconvenient distance from London. How strange I Nay, why say strange, that all my arrangements instinctively regard Broad Street as the pole?’

The attraction in Broad Street was Miss Fanny Sanderson, the daughter of Mr. John Sanderson, a gentleman of good repute in the City. Robert Stephenson had been introduced to the young lady before leaving England for South America, and even at that date he had entertained for her sentiments which, if not those of love, closely resembled them. On returning from Colombia, amongst his first calls made in London he paid a visit to Broad Street, where he met with a cordial reception from Miss Sanderson, and an urgent invitation from her father to be a frequent visitor at his house. He waited some time, however, before he committed himself to the position of a suitor. In the October of 1828 he wrote to a friend, who was also Miss Sanderson’s cousin: ‘When in London I met my father by pure chance, and as he remained a day I had him introduced to Fanny. He likes her appearance, and thinks she looks intelligent. I took him to the house without her having the most distant idea of his coming. She did not appear confused, and the visit passed off extremely well.’

But it was not till the close of 1828 was near at hand that Robert Stephenson asked the lady to become his wife.

Having made his offer and been accepted, Robert Stephenson did not wish for a long engagement. Indeed, there was no reason for deferring the marriage. Mr. Long- ridge was very anxious that the young couple should settle at Bedlington; and Robert Stephenson so nearly complied with his partner’s wishes, that he arranged to take a house there, and even made preparations for furnishing it. But to this plan his father and stepmother as well as other friends were so averse that he relinquished the scheme, although the alteration delayed his marriage for some months.

At length a suitable house was found — a small and unassuming dwelling (No. 5 Greenfield Place, Newcastle). The surrounding land has, during the last thirty years, been built upon in every direction, and the inhabitants of Greenfield Place would at the present date look in vain from their windows for a picturesque landscape, but when Robert Stephenson took his young bride there, the outskirts of Newcastle had few more pleasant places.

Between January and June in 1829, he spent much of his time in Broad Street. Wherever he was stationed — at Liverpool or Canterbury or Newcastle — it was to London that his thoughts turned, and under the pretext of ‘ business ’ he made frequent visits to the capital. The visits were brief, but they could scarcely be called flying visits, as the journeying to and fro had to be effected by stage-coaches. The men of grave years, given over— heart, soul, and strength—to business, to whom Robert Stephenson looked for support, and who had hitherto regarded him as ‘ a promising young man,’ shook their heads ominously. Mr. Richardson, taking a paternal interest in him, even went so far as to reprove him for wasting on a pair of bright laughing eyes the time that might be more profitably spent in paying court to the magnates of Change. Robert Stephenson deemed it prudent to defend himself against the reproaches of the worthy quaker, who, after reading the exculpatory epistle, laid it aside to be kept—but not until he had inserted at the proper place, ‘ 3 mo. 31, 1829,’—the giddy lover (in his sane moments most careful to date his letters, and mark off with a dash the spot on the outer sheet to be occupied by a seal) having actually omitted to put down the date.

29 Arundel Street, Strand.

‘DEAR SIR,— You do me injustice in supposing that the ladies in Broad Street engross the whole of my time; I am at present so ardently engaged in the Carlisle opposition that I have neither time to visit Broad Street or the Hill (i. e. Stamford Hill, Mr. Richardson’s residence), though a visit to either place would give me great pleasure. You are really too severe when you imagine, or rather conclude, that I neglect business for considerations of minor importance. I am well aware that it is only by close attention to my business that I can get on in the world. If any appearance of neglect on my part has been observed by you, I should esteem it a mark of friendship to have it pointed out by you. The valuation of the mill would have been forwarded to you immediately on my arrival in London but for the reason I stated in my last, the 28th. John Dixon having told me that you thought I was lazy, induced me to forward it to you in an unfinished state, inasmuch as concerned the tenor of occupation, which I have not been able to determine satisfactorily. I saw John Leigh this morning, who it appears had a lease of the mill from Lord Turner. He mentioned that some circumstances had removed the lease from his hands, but on what terms he was holding the establishment was not satisfactorily explained by him. Further than this, I fear I have no means of furnishing you with the requisite information. There seems to be some outs and ins which are not easily come at by ordinary enquiries.

As soon as we get through the Carlisle business, I will let you know when I shall be at Stamford Hill.

In spite of hard work and petty annoyances, however, he contrived to enjoy himself in London. The preparations for marriage were modest, and precluded all unnecessary expense; for Miss Sanderson had no fortune, and Robert Stephenson—though he was confident and hopeful for the future—was far from a rich man. His principal occupation was the superintendence of a factory which, instead of being a lucrative concern, absorbed all the money that he and his father could gather together. So the young people prudently adapted their expenditure to their means. They determined to keep only one domestic servant, and even debated whether they should spend money on a drawing-room sofa. Robert Stephenson opposed the outlay as unnecessary, and therefore bad in principle. ‘ Reason or no reason,’ he wrote to a friend in Newcastle, ‘Fanny will have a sofa h la mode in the drawing-room. I shall see you soon, when we will talk this over.’ Of course the ‘ talking over’ resulted in his compliance with the lady’s wish. In May the young people shipped from London for Newcastle a piano, which in due course was placed in the little drawing-room in Greenfield Place.

In June Robert Stephenson went up to London from Newcastle to be married. On the 4th of that month, writing to an old friend, with characteristic frankness he avowed how profoundly his feelings were moved by the prospect before him—

I was very much upset (he wrote) when I parted with you on Gateshead Fell. So many new feelings and novel reflections darted across my mind. It was no ordinary feeling that I was not to meet you again before my relation, and indeed connection, with the world would he materially changed. These sentiments you can appreciate more readily than I can describe them.

The near approach of his wedding unsettled him for the performance of business, but did not make him less anxious to attend to the many calls on his time and care. The evening before his marriage he received depressing intelligence of a serious accident to one of the bridges on the Liverpool and Manchester line. On that same evening also he wrote to his good friend, but stern monitor, Mr. Richardson :—

London: June 16, 1820.

DEAR SIR,— When speaking of the ‘Tourist ’ steam-packet, I forgot to ask to whom the report of the boilers and flues was to be addressed. I have written to-day full particulars to Dickinson, saying that you would drop a line informing him how to address the report.

I am reluctant to trouble you thus much, but hope you will excuse me. I am perhaps excusable for neglecting some little particulars last night. You will have the goodness to inform Mrs. Richardson that, unless something very extraordinary take place, I shall be married to-morrow morning. Afterwards I shall proceed by way of Wales to Liverpool, where I purpose arriving on Monday next.

I remain, dear Sir,

Yours most respectfully, ROB. STEPHENSON.

On Wednesday, June 17, 1829, the bells of the parish church of Bishopsgate rang for Robert Stephenson’s marriage. As far as bystanders could see, he had made a wise selection of a wife. Mrs. Stephenson was not beautiful, but she had an elegant figure, a delicate and animated countenance, and a pair of singularly expressive dark eyes. A near relation, who knew her intimately from childhood, bears testimony : ‘ She was an unusually clever woman, and possessed of great tact in influencing others, without letting anyone see her power. To the last her will was law with her husband; but, though she always had her way, she never seemed to care about having it.’

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