A History of the Growth of the Steam-Engine

by Robert Henry Thurston

This road, which was built in the hope of securing 400 passengers per day, almost immediately averaged 1,200, and in five years reported 500,000 passengers for the year.[54] The success of this road insured the general introduction of railroads, and from this time forward there was never a doubt of their ultimate adoption to the exclusion of every other system of general internal communication and transportation.

For some years after this his first great triumph, George Stephenson gave his whole time to the building of railroads and the improvement of the engine. He was assisted by his son Robert, to whom he gradually surrendered his business, and retired to Tapton House, on the Midland Railway, and led a busy but pleasant life during the remaining years of his existence.

Even as early as 1840, he seems to have projected many improvements which were only generally adopted many years later. He proposed self-acting and continuous systems of brake, and considered a good system of brake of so great importance, that he advocated their compulsory introduction by State legislation. He advised moderate speeds, from considerations both of safety and of expense.

Fig. 56.—The Atmospheric Railroad.

A few years after the opening of the Liverpool & Manchester road, great numbers of schemes were proposed by ignorant or designing men, which had for their object the filling of the pockets of their proposers rather than the benefit of the stockholders and the public; and the Stephensons were often called upon to combat these crude and ill-digested plans. Among these was the pneumatic system of propulsion, already referred to as first proposed by Papin, in combination with his double-acting air-pump, in 1687. It had been again proposed in the early part of the present century by Medhurst, who proposed a method of pneumatic transmission of small parcels and of letters, which is now in use, and, 15 years later, a railroad to take the place of that of Stephenson and his coadjutors. The most successful of several attempts to introduce this method was that of Clegg & Samuda, at West London, and on the London & Croydon road, and again in Ireland, between Kingstown and Dalkey. A line of pipe, B B, seen in [Fig. 56], two feet in diameter, was laid between the rails, A A, of the road. This pipe was fitted with a nicely-packed piston, carrying a strong arm, which rose through a slit made along the top of the pipe, and covered by a flexible strip of leather, E E. This arm was attached to the carriage, C C, to be propelled. The pressure of the atmosphere being removed, by the action of a powerful pump, from the side toward which the train was to advance, the pressure of the atmosphere on the opposite side drove the piston forward, carrying the train with it. Stephenson was convinced, after examining the plans of the projectors, that the scheme would fail, and so expressed himself. Those who favored it, however, had sufficient influence with capitalists to secure repeated trials, although each was followed by failure, and it was several years before the last was heard of this system.

A considerable portion of several of the later years of Stephenson’s life was spent in traveling in Europe, partly on business and partly for pleasure. During a visit to Belgium in 1845, he was received everywhere, and by all classes, from the king down to the humblest of his subjects, with such distinction as is rarely accorded even to the greatest men. He soon after visited Spain with Sir Joshua Walmsley, to report on a proposed railway from the capital to the Bay of Biscay. On this journey he was taken ill, and his health was permanently impaired. Thenceforward he devoted himself principally to the direction of his own property, which had become very considerable, and spent much of his time at the collieries and other works in which he had invested it. His son had now entirely relieved him of all business connected with railroads, and he had leisure to devote to self-improvement and social amusement. Among his friends he claimed Sir Robert Peel, his old acquaintance, now Sir William, Fairbairn, Dr. Buckland, and many others of the distinguished men of that time.

In August, 1848, Stephenson was attacked with intermittent fever, succeeded by hæmorrhage from the lungs, and died on the 12th of that month, at the age of sixty-six years, honored of all men, and secure of an undying fame. Soon after his death, statues were erected at Liverpool, London, and Newcastle, the cost of the second of which was defrayed by private subscriptions, including a contribution of about $1,500 by 3,150 workingmen—one of the finest tributes ever offered to the memory of a great man.

But the noblest monument is that which he himself erected by the establishment of a system of education and protection of his working-people at Clay Cross. He made it a condition of employment that every employé should contribute from five to twelve pence each fortnight to a fund, to which the works also made liberal contributions. From that fund it was directed that the expenses of free education of the children of the work-people, night-schools for those employed in the works, a reading-room and library, medical treatment, and a benevolent fund were to be defrayed. Music and cricket-clubs, and prize funds for the best garden, were also founded. The school, public hall, and the church of Clay Cross, and this noble system of support, are together a nobler monument than any statue or similar structure could be.