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| 43rd | Top people on stamps of Gabon |
| George Stephenson | |
|---|---|
 Engineer and Inventor |
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| Born | 9 June 1781 Wylam, Northumberland, England |
| Died | 12 August 1848 (age 67) Tapton House, Chesterfield, Derbyshire, England |
| Nationality | English |
| Citizenship | British |
George Stephenson (9 June 1781 – 12 August 1848) was an English civil engineer and mechanical engineer who built the first public railway line in the world to use steam locomotives, and he is renowned as being the "Father of Railways". The Victorians considered him a great example of diligent application and thirst for improvement, with self-help advocate Samuel Smiles particularly praising his achievements. His rail gauge of 4 feet 8½ inches (1,435 mm), sometimes called "Stephenson gauge", is the world's standard gauge.
Contents |
George Stephenson was born in Wylam, Northumberland, 9.3 miles (15.0 km) west of Newcastle upon Tyne. He was the second child of and Mabel,[1] neither of whom could read or write. Robert was the fireman for Wylam Colliery pumping engine, earning a low wage, so that there was no money for schooling. At 17, Stephenson became an engineman at Water Row Pit, Newburn. George realised the value of education and paid to study at night school to learn reading, writing and arithmetic. In 1801 he began work at Black Callerton colliery as a ‘brakesman’, controlling the winding gear of the pit. In 1802 he married Frances (Fanny) Henderson and moved to Willington Quay, east of Newcastle. There he worked as a brakesman while they lived in one room of a cottage. George made shoes and mended clocks to supplement his income. In 1803 their son Robert was born, and in 1804 they moved to West Moor, near Killingworth while George worked as a brakesman at Killingworth pit. His wife gave birth to a daughter, who died after a few weeks, and in 1806 Fanny died of consumption. George, then decided to find work in Scotland, and he left Robert with a local woman while he went to work in Montrose. After a few months he returned, probably because his father was blinded in a mining accident. George moved back into his cottage at West Moor and his unmarried sister Eleanor moved in to look after Robert. In 1811 the pumping engine at High Pit, Killingworth was not working properly and Stephenson offered to fix it. He did so with such success that he was soon promoted to enginewright for the neighbouring collieries at Killingworth, responsible for maintaining and repairing all of the colliery engines. He soon became an expert in steam-driven machinery.[2]
In 1818, aware of the explosions often caused in mines by naked flames, Stephenson began to experiment with a safety lamp that would burn without causing an explosion. At the same time, Sir Humphry Davy, the eminent scientist was looking at the problem himself. Despite his lack of any scientific knowledge, Stephenson, by trial and error, devised a lamp in which the air entered via tiny holes. Stephenson demonstrated the lamp himself to two witnesses by taking it down Killingworth colliery and holding it directly in front of a fissure from which fire damp was issuing. This was a month before Davy presented his design to the Royal Society. The two designs differed in that, the Davy’s lamp was surrounded by a screen of gauze, whereas Stephenson’s lamp was contained in a glass cylinder. For his invention Davy was awarded £2,000, whilst Stephenson was accused of stealing the idea from Davy. A local committee of enquiry exonerated Stephenson, proved that he had been working separately and awarded him £1,000 but Davy and his supporters refused to accept this. They could not see how an uneducated man such as Stephenson could come up with the solution that he had. In 1833 a House of Commons committee found that Stephenson had equal claim to having invented the safety lamp. Davy went to his grave believing that Stephenson had stolen his idea. The Stephenson lamp was used exclusively in the North East, whereas the Davy lamp was used everywhere else. The experience with Davy gave Stephenson a life-long distrust of London-based, theoretical, scientific experts.[2]
Richard Trevithick is credited with the first realistic design of the steam locomotive in 1804. Later, he visited Tyneside and built an engine there for a mine-owner. Several local men were inspired by this, and designed engines of their own.
Stephenson designed his first locomotive in 1814, a travelling engine designed for hauling coal on the Killingworth wagonway, and named Blücher after the Prussian general Gebhard Leberecht von Blücher. This locomotive could haul 30 tons of coal up a hill at 4 mph (6.4 km/h), and was the first successful flanged-wheel adhesion locomotive: its traction depended only on the contact between its flanged wheels and the rail. Altogether, Stephenson is said to have produced 16 locomotives at Killingworth,[2] although it has never proved possible to produce a convincing list of all 16. Of those that have been identified most were built for use at Killingworth itself or for the Hetton colliery railway. A six-wheeled locomotive was built for the Kilmarnock and Troon Railway in 1817 but it was soon withdrawn from service because of damage to the cast iron rails.[3] A further locomotive was supplied to Scott's Pit railroad at Llansamlet, near Swansea in 1819 but it too was soon withdrawn, apparently because it was under-boilered and also because of damage to the track. [4]
The new engines were too heavy to be run on wooden rails, and iron rails were in their infancy, with cast iron exhibiting excessive brittleness. Together with William Losh, Stephenson improved the design of cast iron rails to reduce breakage. According to Rolt, he also managed to solve the problem caused by the weight of the engine upon these primitive rails. He experimented with a 'steam spring' (to 'cushion' the weight using steam pressure), but soon followed the new practice of 'distributing' weight by utilising a number of wheels. For the Stockton and Darlington Railway, however, Stephenson would use only wrought iron rails, notwithstanding the financial loss he would suffer from not using his own, patented design (see below).[5]
Stephenson was hired to build an 8-mile (13-km) railway from Hetton colliery to Sunderland in 1820. The finished result used a combination of gravity on downward inclines and locomotives for level and upward stretches. It was the first railway using no animal power.
In 1821, a parliamentary bill was passed to allow the building of the Stockton and Darlington Railway (S&DR). The 25-mile (40 km) railway was intended to connect various collieries situated near Bishop Auckland to the River Tees at Stockton, passing through Darlington on the way. The original plan was to use horses to draw coal carts on metal rails, but after company director Edward Pease met Stephenson he agreed to change the plans. Stephenson surveyed the line in 1821, assisted by his eighteen-year-old son Robert. That same year construction of the line began.[2]
A manufacturer was now needed to provide the locomotives for the new line. As it turned out, Pease and Stephenson jointly established a company in Newcastle to manufacture locomotives. The company was set up as Robert Stephenson and Company, and George’s son Robert was the managing director. A fourth partner was Michael Longridge of Bedlington Ironworks. In September 1825 the works at Forth Street, Newcastle completed the first locomotive for the new railway: originally named Active, it was soon renamed Locomotion. It was followed by “Hope”, “Diligence” and “Black Diamond”. The Stockton and Darlington Railway opened on 27 September 1825. Driven by Stephenson, Locomotion hauled an 80-ton load of coal and flour nine miles (15 km) in two hours, reaching a speed of 24 miles per hour (39 km/h) on one stretch. The first purpose-built passenger car, dubbed Experiment, was attached, and carried dignitaries on the opening journey. It was the first time passenger traffic had been run on a steam locomotive railway.[2]
The rails used for the new line were wrought-iron ones, produced by John Birkinshaw at the Bedlington Ironworks. Wrought-iron rails could be produced in much longer lengths than the cast-iron ones and were much less liable to crack under the weight of heavy locomotives. William Losh of Walker Ironworks had thought that he had an agreement with Stephenson to use his cast-iron rails, and Stephenson's decision caused a permanent rift between the two men. The gauge that Stephenson chose for the line was 4 feet 8½ inches (1,435 mm), and this subsequently came to be adopted as the standard gauge for railways, not only in Britain, but also throughout the world.[2]
While building the Stockton and Darlington Railway, Stephenson had noticed that even small inclines greatly reduced the speed of locomotives (and slight declines would have made the primitive brakes nearly useless). He came to the conclusion that railways should be kept as level as possible. He used this knowledge while working on the Bolton and Leigh Railway, and the Liverpool and Manchester Railway (L&MR), executing a series of difficult cuts, embankments and stone viaducts to smooth the route the railways took. Defective surveying of the original route of the L&MR caused by the hostility of some of the affected landowners meant that Stephenson encountered difficulty during Parliamentary scrutiny of the original bill, especially under cross-examination by Edward Hall Alderson. The Bill was rejected. A revised bill with a new alignment was submitted and passed in a subsequent session. The revised alignment presented a considerable problem: the crossing of Chat Moss, an apparently bottomless peat bog, which Stephenson eventually overcame by unusual means, effectively floating the line across it.[2]
As the L&MR approached completion in 1829, its directors arranged for a competition to decide who would build its locomotives, and the Rainhill Trials were run in October 1829. Entries could weigh no more than six tons and had to travel along the track for a total distance of 60 miles (97 km). Stephenson's entry was Rocket, and its performance in winning the contest made it famous. George’s son Robert had been working in South America from 1824 to 1827 and had returned to run the Forth Street Works while George was living in Liverpool and overseeing the construction of the new line. Robert was very much responsible for the detailed design of Rocket, although he was in constant postal communication with George, who made many suggestions on the design. One significant innovation was the use of a fire-tube boiler, invented by French engineer Marc Seguin that gave improved heat exchange. This was suggested by Henry Booth, the treasurer of the L&MR.[2]
The opening ceremony of the L&MR, on 15 September 1830, was a considerable event, drawing luminaries from the government and industry, including the Prime Minister, the Duke of Wellington. The day started with a procession of eight trains setting out from Liverpool. The parade was led by “Northumbrian” driven by George Stephenson, and included “Phoenix” driven by his son Robert, “North Star” driven by his brother Robert and “Rocket” driven by assistant engineer Joseph Locke. The day was marred by the death of William Huskisson, the Member of Parliament for Liverpool, who was struck and killed by Rocket, but the railway was a resounding success. Stephenson became famous, and was offered the position of chief engineer for a wide variety of other railways.[2]
1830 also saw the grand opening of the skew bridge in Rainhill. The bridge was the first to cross a railway at an angle.[6] This required the structure to be constructed as two flat planes (overlapping in this case by 6') between which the stonework forms a parallelogram shape when viewed from above. This has the effect of flattening the arch and the solution is to lay the bricks forming the arch at an angle to the abutments (the piers on which the arches rest). This technique, which results in a spiral effect in the arch masonry, provides extra strength in the arch to compensate for the angled abutments.[7]
The bridge still carries traffic (A57 - Warrington Road) and is now a listed building.
The next ten years were the busiest of Stephenson’s life, as he was besieged with requests from railway promoters. Many of the first American railroad builders came to Newcastle to learn from Stephenson, and indeed, the first dozen or so locomotives utilized in the U.S. were purchased from the Stephenson shops. Other talented men were starting to make their marks, such as his son Robert, his pupil Joseph Locke and finally Isambard Kingdom Brunel. His conservative views on the capabilities of locomotives meant that he favoured circuitous routes and civil engineering that were more costly than his successors thought necessary. For example, rather than the West Coast Main Line taking the direct route favoured by Joseph Locke over Shap between Lancaster and Carlisle, Stephenson was in favour of a longer sea-level route via Ulverston and Whitehaven. Locke's route was the one built. Stephenson also tended to be more casual in estimating costs and paperwork in general. He worked with Joseph Locke on the Grand Junction Railway with one half of the line allocated to each man. Stephenson’s estimates and organising ability proved to be inferior to those of Locke and the board’s dis-satisfaction led to Stephenson’s resignation. This caused a rift between Stephenson and Locke, which was never healed.[2]
Despite Stephenson's losing some routes to competitors due to his caution, he was offered more work than he could cope with, and was unable to decline offers for additional work. He worked on the North Midland line from Derby to Leeds, the York and North Midland line from Normanton to York, the Manchester and Leeds, the Birmingham and Derby, the Sheffield and Rotherham among many others.[2]
Stephenson tended to become a reassuring name, rather than a cutting-edge technical adviser. He was the first president of the Institution of Mechanical Engineers on its formation in 1847. He had by this time settled into semi-retirement, supervising his mining interests in Derbyshire - tunnelling work for the North Midland Railway had revealed unworked coal seams, and Stephenson put much of his money into their exploitation.
George first courted Elizabeth (Betty) Hindmarsh, a farmer's daughter from Black Callerton, whom he would meet secretly in her orchard. Her father Thomas refused marriage because of Stephenson's lowly status as a miner. George next paid attention to Anne Henderson where he lodged with her family, but when she also rejected him he transferred his attentions to her sister Frances (Fanny), who was nine years his senior.
George and Fanny married at Newburn Church on 28 November 1802. They had two children Robert (1803) and Fanny (1805) but the girl died within weeks, and George's wife died, probably of consumption, the year after. While George was away working in Scotland, Robert was brought up by a succession of neighbours and then by George's unmarried sister Eleanor (Nelly), who continued living with them in Killingworth on George's return.
On 29 March 1820, George (now considerably wealthier) was finally allowed to marry Betty Hindmarsh at Newburn. The marriage seems to have been a happy one, but there were no children from this union, and Betty died in 1845.
On 11 January 1848, at St John's Church in Shrewsbury, George married for the third time, to Ellen Gregory, another farmer's daughter originally from Bakewell in Derbyshire, who had been his housekeeper. Six months after his wedding, George contracted pleurisy and died, aged 67, on 12 August 1848 at Tapton House in Chesterfield, Derbyshire. He was buried at Holy Trinity Church, Chesterfield, alongside his second wife.[2]
George Stephenson had two children:
Britain led the world in the development of railways and this acted as a stimulus for the industrial revolution, by facilitating the transport of raw materials and manufactured goods. George Stephenson cannot claim to have invented the locomotive. Richard Trevithick deserves that credit. George Stephenson, with his work on the Stockton and Darlington Railway and the Liverpool and Manchester Railway, paved the way for the railway engineers who were to follow, such as his son Robert, his assistant Joseph Locke who went on to carry out much work on his own account and Isambard Kingdom Brunel. These men were following in his footsteps. Stephenson was also farsighted in realising that the individual lines being built would eventually join together, and would need to have the same gauge. The standard gauge used throughout much of the world is due to him.
George Stephenson's Birthplace is an 18th century historic house museum in the village of Wylam, and is operated by the National Trust .
The museum in Chesterfield, Derbyshire has a room full of Stephenson memorabilia, including the straight thick glass tubes in which he invented to grow his cucumbers to stop them curving.
George Stephenson College, founded in 2001 on the University of Durham's Queen's Campus in Stockton-on-Tees, is named after him, with the student union bar being named The Rocket. Also named after him and his son is George Stephenson High School in Killingworth, the Stephenson Railway Museum in North Shields and the Stephenson Locomotive Society. The Stephenson Centre, an SEBD Unit of Beaumont Hill School in Darlington, is also named after George Stephenson.
As a tribute to his life and works, a bronze statue of Stephenson was unveiled at Chesterfield railway station (which is overlooked by Tapton House, where Stephenson spent the last ten years of his life) on 28 October 2005, marking the completion of improvements to the station. At the event a full-size working replica of the Rocket (Also known as the Bullet) was on show, which then spent two days on public display at the Chesterfield Market Festival. A statue of George dressed in classical robes stands in Neville Street, Newcastle, facing the building that houses the Literary and Philosophical Society and the Mining Institute, and near to Newcastle railway station.
From 1990 until 2003, Stephenson's portrait appeared on the reverse of Series E £5 notes issued by the Bank of England. Stephenson's face is shown alongside an engraving of his Rocket steam engine and the Skerne Bridge on the Stockton to Darlington Railway. His image was replaced in 2003 by that of Elizabeth Fry.[8]
| Professional and academic associations | ||
|---|---|---|
| First | President of the Institution of Mechanical Engineers 1847–1848 |
Succeeded by Robert Stephenson |
George Stephenson (1781-06-09 – 1848-08-12) was an English civil engineer and mechanical engineer who built the first public railway line in the world to use steam locomotives.
Contents |
GEORGE STEPHENSON (1781-1848), English engineer, was the second son of Robert Stephenson, fireman of a colliery engine at Wylam, near Newcastle, where he was born on the 9th of June 1781. In boyhood he was employed as a cowherd, and afterwards he drove the ginhorse at a colliery. In his fourteenth year he became assistant fireman to his father at a shilling a day, and in his seventeenth year he was appointed plugman, his duty being to attend to the pumping engine. As yet he was unable to read, but, stimulated by the desire to obtain fuller information regarding the inventions of Boulton and Watt, he began in his eighteenth year to attend a night school and made remarkably rapid progress. In 1801 he obtained a situation as a brakesman, in 1802 he became an engineman at Willington Quay, where he took up watch and clock cleaning, and in 1804 he moved to Killingworth, where in 1812 he was appointed engine-wright at the High Pit at a salary of ioo a year. It was at Killingworth that he devised his miner's safety lamp, first put to practical tests in the autumn of 1815, at the same time that Sir Humphry Davy was producing his lamp. There was considerable controversy as to which of the two men was entitled to the honour of having first made an invention which was probably worked out independently, though simultaneously, by both, and when the admirers of Davy in 1817 presented him with a service of plate, those of Stephenson countered with an address and £1000 early in 1818. In 1813 his interest in the experiments with steam traction that were being carried on at Wylam led him to propose an experiment of the same kind to the proprietors of the Killingworth colliery, and he was authorized to incur the outlay for constructing a "travelling engine" for the tramroads between the colliery and the shipping port 9 m. distant. The engine, which he named "My Lord," ran a successful trial on the 25th of July 1814. In 1822 he succeeded in impressing the advantages of steam traction on the projectors of the Stockton & Darlington railway, who had contemplated using horses for their wagons, and was appointed engineer of the railway, with liberty to carry out his own plans, the result being the opening, on the 27th of September 1825, of the first railway over which passengers and goods were carried by a locomotive. His connexion with the Stockton & Darlington railway led to his employment in the construction of the Liverpool & Manchester railway, which, notwithstanding prognostications of failure by the most eminent engineers of the day, he carried successfully through Chat Moss. When the line was nearing completion he persuaded the directors, who were rather in favour of haulage by fixed engines, to give the locomotive a trial. In consequence they offered a prize of 500 for a suitable machine, and in the competition held at Rainhill in October 1829 his engine "The Rocket" met with approval. On the 15th of September in the following year the railway was formally opened, the eight engines employed having been made at the works started by Stephenson with his cousin Thomas Richardson (1771-18J3) and Edward Pease (1767-1858) at Newcastle in 1823. Subsequently Stephenson was engineer of, among others, the Grand Junction, the London & Birmingham (with his son Robert), Manchester to Leeds, Derby to Leeds, Derby to Birmingham, and Normanton to York; but he strongly disapproved of the railway mania which ensued in 1844. He was also consulted in regard to the construction of railways in Belgium and Spain. The last year or two of his life was spent in retirement at Tapton House, Chesterfield, in the pursuit of farming and horticulture, and there he died on the 12th of August 1848. Stephenson was thrice married, his only son Robert being the child of Fanny Henderson, his first wife, who died in 1806. A nephew, George Robert Stephenson, who was born at Newcastle in 1819 and died near Cheltenham in 1905, was placed by him on the engineering staff of the Manchester & Leeds line in 1837, and subsequently constructed many railways in England, New Zealand and Denmark. He was president of the Institution of Civil Engineers in 1876-1877.
See Story of the Life of George Stephenson, by Samuel Smiles (1857, new ed., 1873); and Smiles's Lives of British Engineers, vol. iii.
Categories: STA-STE | Inventors | Engineering
| George Stephenson | |
|---|---|
| Born |
9 June 1781 Wylam, Northumberland, England |
| Died |
12 August 1848 (age 67) Tapton House, Chesterfield, Derbyshire, England |
George Stephenson was born on the 9 June 1781. He died on the 12 August 1848. He was an English civil engineer and mechanical engineer. He built the first public railway line in the world to use steam locomotives. He is known as the "Father of Railways".
| Persondata | |
|---|---|
| NAME | Stephenson, George |
| ALTERNATIVE NAMES | |
| SHORT DESCRIPTION | |
| DATE OF BIRTH | 9 June 1781 |
| PLACE OF BIRTH | Wylam, Northumberland, England |
| DATE OF DEATH | 12 August 1848 |
| PLACE OF DEATH | Chesterfield, Derbyshire, England |
   | Biography - George Stephenson - The First Steam Locomotive Engine |
| | Stephenson's birthplace - National Trust | George Stephenson's birthplace |
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