It was difficult for secretaries and assistants to keep up with such a man.
It is pleasant to record that in the midst of these engrossing occupations, his heart remained as soft and loving as ever. In spring-time he would not be debarred of his boyish pursuit of bird-nesting; but would go rambling along the hedges spying for nests. In the autumn he went nutting, and when he could snatch a few minutes he indulged in his old love of gardening. His uniform kindness and good temper, and his communicative, intelligent disposition, made him a great favourite with the neighbouring farmers, to whom he would volunteer much valuable advice on agricultural operations, drainage, ploughing, and labour-saving processes. Sometimes he took a long rural ride on his favourite “Bobby,” now growing old, but as fond of his master as ever. Towards the end of his life, “Bobby” lived in clover, its master’s pet, doing no work; and he died at Tapton, in 1845, more than twenty years old.
During one of George’s brief sojourns at the Grange, he found time to write to his son a touching account of a pair of robins that had built their nest within one of the upper chambers of the house. One day he observed a robin fluttering outside the windows, and beating its wings against the panes, as if eager to gain admission. He went up stairs, and there found, in a retired part of one of the rooms, a robin’s nest, with one of the parent birds sitting over three or four young—all dead. The excluded bird outside still beat against the panes; and on the window being let down, it flew into the room, but was so exhausted that it dropped upon the floor. Mr. Stephenson took up the bird, carried it down stairs, had it warmed and fed. The poor robin revived, and for a time was one of his pets. But it shortly died too, as if unable to recover from the privations it had endured during its three days’ fluttering and beating at the windows. It appeared that the room had been unoccupied, and, the sash having been let down, the robins had taken the opportunity of building their nest
within it; but the servant having closed the window again, the calamity befel the birds which so strongly excited Mr. Stephenson’s sympathies. An incident such as this, trifling though it may seem, gives the true key to the heart of the man.
The amount of their Parliamentary business having greatly increased with the projection of new lines of railway, the Stephensons found it necessary to set up an office in London in 1836. George’s first office was at 9, Duke Street, Westminster, from whence he removed in the following year to 30½, Great George-street. That office was the busy scene of railway politics for several years. There consultations were held, schemes were matured, deputations were received, and many projectors called upon our engineer for the purpose of submitting to him their plans of railways and railway working. His private secretary at the time has informed us that at the end of the first Parliamentary session in which he had been engaged as engineer for more companies than one, it became necessary for him to give instructions as to the preparation of the accounts to be rendered to the respective companies. In the simplicity of his heart, he directed Mr. Binns to take his full time at the rate of ten guineas a day, and charge the railway companies in the proportion in which he had been actually employed on their respective business during each day. When Robert heard of this instruction, he went directly to his father and expostulated with him against this unprofessional course; and, other influences being brought to bear upon him, George at length reluctantly consented to charge as other engineers did, an entire day’s fee to each of the Companies for which he was concerned whilst their business was going forward; but he cut down the number of days charged for and reduced the daily amount from ten to seven guineas.
Besides his journeys at home, Mr. Stephenson was on more than one occasion called abroad on railway business. Thus, at the desire of King Leopold, he made several visits to Belgium to assist the Belgian engineers in laying out the
national lines of that kingdom. That enlightened monarch at an early period discerned the powerful instrumentality of railways in developing a country’s resources, and he determined at the earliest possible period to adopt them as the great high-roads of the nation. The country, being rich in coal and minerals, had great manufacturing capabilities. It had good ports, fine navigable rivers, abundant canals, and a teeming, industrious population. Leopold perceived that railways were eminently calculated to bring the industry of the country into full play, and to render the riches of the provinces available to the rest of the kingdom. He therefore openly declared himself the promoter of public railways throughout Belgium. A system of lines was projected, at his instance, connecting Brussels with the chief towns and cities of the kingdom; extending from Ostend eastward to the Prussian frontier, and from Antwerp southward to the French frontier.
Mr. Stephenson and his son, as the leading railway-engineers of England, were consulted by the King on the best mode of carrying out his important plans, as early as 1835. In the course of that year they visited Belgium, and had several interesting conferences with Leopold and his ministers on the subject of the proposed railways. The King then appointed George Stephenson by royal ordinance a Knight of the Order of Leopold. At the invitation of the monarch, Mr. Stephenson made a second visit to Belgium in 1837, on the occasion of the public opening of the line from Brussels to Ghent. At Brussels there was a public procession, and another at Ghent on the arrival of the train. Stephenson and his party accompanied it to the Public Hall, there to dine with the chief Ministers of State, the municipal authorities, and about five hundred of the principal inhabitants of the city; the English Ambassador being also present. After the King’s health and a few others had been drunk, that of Mr. Stephenson was proposed; on which the whole assembly rose up, amidst great excitement and loud applause, and made their way to
where he sat, in order to jingle glasses with him, greatly to his own amazement. On the day following, our engineer dined with the King and Queen at their own table at Laaken, by special invitation; afterwards accompanying his Majesty and suite to a public ball given by the municipality of Brussels, in honour of the opening of the line to Ghent, as well as of their distinguished English guest. On entering the room, the general and excited inquiry was, “Which is Stephenson?” The English engineer had not before imagined that he was esteemed to be so great a man.
The London and Birmingham Railway having been completed in September, 1838, after being about five years in progress, the great main system of railway communication between London, Liverpool, and Manchester was then opened to the public. For some months previously, the line had been partially opened, coaches performing the journey between Denbigh Hall (near Wolverton) and Rugby,—the works of the Kilsby tunnel being still incomplete. It was already amusing to hear the complaints of the travellers about the slowness of the coaches as compared with the railway, though the coaches travelled at the speed of eleven miles an hour. The comparison of comfort was also greatly to the disparagement of the coaches. Then the railway train could accommodate any quantity, whilst the road conveyances were limited; and when a press of travellers occurred—as on the occasion of the Queen’s coronation—the greatest inconvenience was experienced, and as much as £10 was paid for a seat on a donkey-chaise between Rugby and Denbigh. On the opening of the railway throughout, of course all this inconvenience and delay was brought to an end.