Famous Freemasons - Robert Stephenson
ROBERT STEPHENSON ( 1803 - 1859)
Food For Thought
ENGINEER
Robert Stephenson was born on 16th October 1803, the only son of George Stephenson. His father moved with his family to Killingworth where George became an enginewright at the local colliery. Robert's mother died of consumption at Killingworth in 1806, though his father remarried 14 years later.
The family lived initially in one roomed dwellings, and Robert went to the local village school at Longbenton. George Stephenson's growing success as a locomotive engineer however meant that he could afford to pay for Robert to have a private education. Between 1814 and 1819 Robert attended the Bruce Academy in Newcastle. His father also paid for Robert to became a member of the Newcastle Literary and Philosophical Society so he could read and learn from books.
Robert left school in the summer of 1819, and was put apprentice to Mr. Nicholas Wood, the head viewer at Killingworth, to learn the business of the colliery. He served in that capacity for about three years, during which time he became familiar with most departments of underground work. The time that Robert spent at Killingworth as viewer's apprentice was of advantage both to his father and himself. The evenings were generally devoted to reading and study, the two, from this time working together, became as friends and co-labourers. One who used to drop in at the cottage of an evening well remembers the animated and eager discussions which on some occasions took place, and especially with reference to the growing powers of the locomotive engine. The son was even more enthusiastic than his father on the subject. Robert would suggest numerous alterations and improvements in detail. His father, on the contrary, would offer every possible objection, defending the existing arrangements-proud, nevertheless, of his son's suggestions, and often warmed and excited by his brilliant anticipations of the ultimate triumph of the locomotive.
These discussions probably had considerable influence in inducing George Stephenson to take the next important step in the education of his son. Although Robert, who was only nineteen years of age, was doing well, and was certain, at the expiration of his apprenticeship, to rise to a higher position, his father was not satisfied with the amount of instruction which he could give him. Remembering the disadvantages under which he had himself laboured through his ignorance of practical chemistry during his investigations connected with his invention of the safety-lamp, especially with reference to the properties of gas, as well as in the course of his experiments with the object of improving the locomotive engine, he determined to furnish his son with a better scientific culture than he had yet attained. He also believed that a proper training in technical science was indispensable to success in the higher walks of the engineer's profession, and he determined to give Robert the education, in a certain degree, which he so much desired for himself. He would thus, he knew, secure an able co-worker in the elaboration of the great ideas now looming before him, and with their united practical and scientific knowledge he probably felt that they would be equal to any enterprise.
He accordingly took Robert from his labours as under viewer in the West Moor Pit, and in October, 1822, sent him for a short course of instruction to the Edinburgh University. Robert was furnished with letters of introduction to several men of literary eminence in Edinburgh, his father's reputation in connection with the safety-lamp he had designed being of service to him in this respect. He lodged in Drummond Street, in the immediate vicinity of the college, and attended the Chemical Lectures of Dr. Hope, the Natural Philosophy Lectures of Sir John Leslie, and the Natural History Class of Professor Jameson. He also devoted several evenings in each week to the study of practical Chemistry under Dr. John Murray, himself one of the numerous designers of a safety-lamp. He took careful notes of the lectures, which he copied out at night before he went to bed, so that, when he returned to Killingworth, he might read them over to his father. He afterward had the notes bound up and placed in his library.
Robert Stephenson portraits
Long years after, he told Thomas Harrison, C.E, "When I went to college, I knew the difficulty my father had in collecting the funds to send me there. Before going I studied short-hand; while at Edinburgh I took down verbatim every lecture; and in the evenings, before I went to bed, I transcribed those lectures word for word. You see the result in that range of books."
Robert met another student, George Bidder, while at Edinburgh and the two men became close friends and were to work together on several different railway projects during the next twenty-five years.
Robert also told another story resulting from his life in Edinburgh which gives us a glimpse of his character.
"Besides taking me with him to the meetings of the Royal and other societies, Mr. Bald introduced me to a very agreeable family, relatives of his own, at whose house I spent many pleasant evenings. It was there I met Jeannie M――. She was a bonnie lass, and I, being young and susceptible, fairly fell in love with her. But, like most very early attachments, mine proved evanescent. Years passed, and I had all but forgotten Jeannie, when one day I received a letter from her, from which it appeared that she was in great distress through the ruin of her relatives. I sent her a sum of money, and continued to do so for several years; but the last remittance not being acknowledged, I directed my friend Sanderson to make inquiries. I afterward found that the money had reached her at Portobello just as she was dying, and so, poor thing, she had been unable to acknowledge it."
His father had pioneered the first successful “mobile” steam engines at Killingworth, and had invented several innovative design features. Later it was George Stephenson and his son Robert who promoted the steam train against considerable odds. So it was no surprise that in 1823 Robert Stephenson joined with George Stephenson and Edward Pease to form a company to make locomotives. The Robert Stephenson & Company, Forth Street, Newcastle-upon-Tyne, became the world's first locomotive builder. Robert was made the managing partner as his father spent much time away surveying the Liverpool Manchester railway line.
To gain further experience, Robert went to South America in 1824 where he worked under contract as a mining engineer at gold and silver mines. However he was called back home to rescue the business at the end of his 3 year contract.
Robert caught a ship to New York. During the voyage there was a hurricane, and they picked up survivors of two shipwrecks, some were so weak they had to be winched aboard. However, before his own ship could reach its destination it also sank in another storm. Everyone was saved, but Robert lost his money and luggage.
He noticed that one second-class passenger was given priority over first-class passengers in the lifeboats: the captain later said privately that he and the passenger were Freemasons and had sworn an oath to show such preference to each other in times of peril. Robert was impressed and became a Freemason in New York.
While in North America, Robert with four other Englishmen walked the 800 km to Montreal via Niagara Falls. He returned to New York, caught the ship called Pacific and crossed the Atlantic, arriving in Liverpool at the end of November 1827.
Once back in England Stephenson began work on the Rocket locomotive. Robert's abilities as an engineer were soon illustrated by the success of the Rocket.
Stephenson's Rocket was an early steam locomotive of 0-2-2 wheel arrangement. It was built for, and won, the Rainhill Trials held by the Liverpool & Manchester Railway in 1829 to choose whether any locomotives was capable of powering the railway or whether fixed steam engines were better. Not only did the Rocket demolish the opposing steam locomotives but also the concept of fixed staem engines..
Though the Rocket was not the first steam locomotive, it was the first to bring together several innovations to produce the most advanced locomotive of its day. It is the most famous example of an evolving design of locomotives by Stephenson that became the template for most steam engines in the following 100 years. It finally resolved the issue of fixed steam engines at the side of the track or moving steam engines.
Robert met another student, George Bidder, while at Edinburgh and the two men became close friends and were to work together on several different railway projects during the next twenty-five years.
Robert also told another story resulting from his life in Edinburgh which gives us a glimpse of his character.
"Besides taking me with him to the meetings of the Royal and other societies, Mr. Bald introduced me to a very agreeable family, relatives of his own, at whose house I spent many pleasant evenings. It was there I met Jeannie M――. She was a bonnie lass, and I, being young and susceptible, fairly fell in love with her. But, like most very early attachments, mine proved evanescent. Years passed, and I had all but forgotten Jeannie, when one day I received a letter from her, from which it appeared that she was in great distress through the ruin of her relatives. I sent her a sum of money, and continued to do so for several years; but the last remittance not being acknowledged, I directed my friend Sanderson to make inquiries. I afterward found that the money had reached her at Portobello just as she was dying, and so, poor thing, she had been unable to acknowledge it."
His father had pioneered the first successful “mobile” steam engines at Killingworth, and had invented several innovative design features. Later it was George Stephenson and his son Robert who promoted the steam train against considerable odds. So it was no surprise that in 1823 Robert Stephenson joined with George Stephenson and Edward Pease to form a company to make locomotives. The Robert Stephenson & Company, Forth Street, Newcastle-upon-Tyne, became the world's first locomotive builder. Robert was made the managing partner as his father spent much time away surveying the Liverpool Manchester railway line.
To gain further experience, Robert went to South America in 1824 where he worked under contract as a mining engineer at gold and silver mines. However he was called back home to rescue the business at the end of his 3 year contract.
Robert caught a ship to New York. During the voyage there was a hurricane, and they picked up survivors of two shipwrecks, some were so weak they had to be winched aboard. However, before his own ship could reach its destination it also sank in another storm. Everyone was saved, but Robert lost his money and luggage.
He noticed that one second-class passenger was given priority over first-class passengers in the lifeboats: the captain later said privately that he and the passenger were Freemasons and had sworn an oath to show such preference to each other in times of peril. Robert was impressed and became a Freemason in New York.
While in North America, Robert with four other Englishmen walked the 800 km to Montreal via Niagara Falls. He returned to New York, caught the ship called Pacific and crossed the Atlantic, arriving in Liverpool at the end of November 1827.
Once back in England Stephenson began work on the Rocket locomotive. Robert's abilities as an engineer were soon illustrated by the success of the Rocket.
Stephenson's Rocket was an early steam locomotive of 0-2-2 wheel arrangement. It was built for, and won, the Rainhill Trials held by the Liverpool & Manchester Railway in 1829 to choose whether any locomotives was capable of powering the railway or whether fixed steam engines were better. Not only did the Rocket demolish the opposing steam locomotives but also the concept of fixed staem engines..
Though the Rocket was not the first steam locomotive, it was the first to bring together several innovations to produce the most advanced locomotive of its day. It is the most famous example of an evolving design of locomotives by Stephenson that became the template for most steam engines in the following 100 years. It finally resolved the issue of fixed steam engines at the side of the track or moving steam engines.
A sketch of the Rocket in motion, Rocket replica in York, Drawing of the Planet engine which followed & a Planet replica
There have been differences in opinion on who should be given the credit for designing Rocket. George Stephenson had designed several locomotives before but none as advanced as Rocket. In 1827 George had built the Experiment with sloping cylinders instead of the vertical ones on previous locomotives built in Newcastle. Robert wanted to improve the way the wheels were driven and had a chance when an order arrived in January 1828 from the L&MR. The Lancashire Witch was built with inclined cylinders that allowed the axles to be sprung, but the L&MR withdrew the order in April; by mutual agreement the locomotive was sold to the Bolton and Leigh Railway. A number of similar locomotives with four or six wheels were built in the next two years, one being sent to the US for the Delaware and Hudson Canal Company. As well as working at the locomotive works, Robert was also surveying routes for railways and advised on a tunnel under the River Mersey.
At the time that Rocket was being designed and built at the Forth Banks Works, George Stephenson was living in Liverpool overseeing the building of the Liverpool and Manchester Railway. His son Robert having resumed as managing partner of Robert Stephenson and Company on his return from South America, was in daily charge of designing and constructing the new locomotive. Although he was in frequent contact with his father in Liverpool and probably received advice from him, it is difficult not to give the majority of the credit for the design to Robert.
What the Rocket did retain from George's earlier designs was the exhausting of used steam through the flue. This increased the draught in the firebox and made the use of bellows used by other designers obsolete. The draught was such the the Rocket could use coke as fuel which is much cleaner burning than coal (an important issue at the time). It is interesting to note that this design gives the iconic steam engine exhaust noise - 'puff-puff-puff' which increases in tempo as the speed increases; a noise that lasted till the end of steam train era.
It is reported that Robert designed the locomotive for the trials during the summer of 1829. Only two of the wheels were driven, as experience had shown wrought iron tyres had a high rate of wear that quickly resulted in wheels of different size, and gears were provided for both forward and reverse running. The performance enhancing idea to heat water using many small diameter tubes through the boiler was communicated to Robert via a letter from his father, George, who heard about it from Henry Booth and Marc Seguin. With both George and Booth in Liverpool, Robert was responsible for the detail design, and he fitted twenty-five 3-inch (76 mm) diameter tubes from a separate firebox through the boiler. In September the locomotive was sent to Rainhill where it was coupled with its tender.
At the time that Rocket was being designed and built at the Forth Banks Works, George Stephenson was living in Liverpool overseeing the building of the Liverpool and Manchester Railway. His son Robert having resumed as managing partner of Robert Stephenson and Company on his return from South America, was in daily charge of designing and constructing the new locomotive. Although he was in frequent contact with his father in Liverpool and probably received advice from him, it is difficult not to give the majority of the credit for the design to Robert.
What the Rocket did retain from George's earlier designs was the exhausting of used steam through the flue. This increased the draught in the firebox and made the use of bellows used by other designers obsolete. The draught was such the the Rocket could use coke as fuel which is much cleaner burning than coal (an important issue at the time). It is interesting to note that this design gives the iconic steam engine exhaust noise - 'puff-puff-puff' which increases in tempo as the speed increases; a noise that lasted till the end of steam train era.
It is reported that Robert designed the locomotive for the trials during the summer of 1829. Only two of the wheels were driven, as experience had shown wrought iron tyres had a high rate of wear that quickly resulted in wheels of different size, and gears were provided for both forward and reverse running. The performance enhancing idea to heat water using many small diameter tubes through the boiler was communicated to Robert via a letter from his father, George, who heard about it from Henry Booth and Marc Seguin. With both George and Booth in Liverpool, Robert was responsible for the detail design, and he fitted twenty-five 3-inch (76 mm) diameter tubes from a separate firebox through the boiler. In September the locomotive was sent to Rainhill where it was coupled with its tender.
A drawing and two paintings of the Rocket in action at the Rainhill trials
A report on the event shows the scope of the Stephenson's victory.
“It was quite characteristic of the Stephensons that, although their engine did not stand first on the list for trial, it was the first that was ready, and it was accordingly ordered out by the judges for an experimental trip. Yet the "Rocket" was by no means the "favourite" with either the judges or the spectators. Nicholas Wood has since stated that the majority of the judges were strongly predisposed in favour of the "Novelty," and that "nine tenths, if not ten tenths, of the persons present were against the 'Rocket' because of its appearance." Nearly every person favoured some other engine, so that there was nothing for the "Rocket" but the practical test. The first trip made by it was quite successful. It ran about twelve miles, without interruption, in about fifty-three minutes.”
The contest was postponed until the following day; but, before the judges arrived on the ground, the bellows for creating the blast in the "Novelty" gave way, and it was found incapable of going through its performance. A defect was also detected in the boiler of the "Sanspareil," and some farther time was allowed to get it repaired. The large number of spectators who had assembled to witness the contest were greatly disappointed at this postponement; but, to lessen it, Stephenson again brought out the "Rocket," and, attaching to it a coach containing thirty persons, he ran them along the line at the rate of from twenty-four to thirty miles an hour, much to their gratification and amazement. Before separating, the judges ordered the engine to be in readiness by eight o'clock on the following morning, to go through its definitive trial according to the prescribed conditions.
On the morning of the 8th of October the "Rocket" was again ready for the contest. The engine was taken to the extremity of the stage, the fire-box was filled with coke, the fire lighted, and the steam raised until it lifted the safety-valve loaded to a pressure of fifty pounds to the square inch. This proceeding occupied fifty-seven minutes. The engine then started on its journey, dragging after it about thirteen tons' weight in wagons, and made the first ten trips backward and forward along the two miles of road, running the thirty-five miles, including stoppages, in an hour and forty-eight minutes. The second ten trips were in like manner performed in two hours and three minutes. The maximum velocity attained during the trial trip was twenty-nine miles an hour, or about three times the speed that one of the judges of the competition had declared to be the limit of possibility. The average speed at which the whole of the journeys were performed was fifteen miles an hour, or five miles beyond the rate specified in the conditions published by the company. The entire performance excited the greatest astonishment among the assembled spectators; the directors felt confident that their enterprise was now on the eve of success; and George Stephenson rejoiced to think that, in spite of all false prophets and fickle counsellors, the locomotive system was now safe. When the "Rocket," having performed all the conditions of the contest, arrived at the "grand stand" at the close of its day's successful run, Mr. Cropper - one of the directors favourable to the fixed engine system - lifted up his hands, and exclaimed, "Now has George Stephenson at last delivered himself."
“It was quite characteristic of the Stephensons that, although their engine did not stand first on the list for trial, it was the first that was ready, and it was accordingly ordered out by the judges for an experimental trip. Yet the "Rocket" was by no means the "favourite" with either the judges or the spectators. Nicholas Wood has since stated that the majority of the judges were strongly predisposed in favour of the "Novelty," and that "nine tenths, if not ten tenths, of the persons present were against the 'Rocket' because of its appearance." Nearly every person favoured some other engine, so that there was nothing for the "Rocket" but the practical test. The first trip made by it was quite successful. It ran about twelve miles, without interruption, in about fifty-three minutes.”
The contest was postponed until the following day; but, before the judges arrived on the ground, the bellows for creating the blast in the "Novelty" gave way, and it was found incapable of going through its performance. A defect was also detected in the boiler of the "Sanspareil," and some farther time was allowed to get it repaired. The large number of spectators who had assembled to witness the contest were greatly disappointed at this postponement; but, to lessen it, Stephenson again brought out the "Rocket," and, attaching to it a coach containing thirty persons, he ran them along the line at the rate of from twenty-four to thirty miles an hour, much to their gratification and amazement. Before separating, the judges ordered the engine to be in readiness by eight o'clock on the following morning, to go through its definitive trial according to the prescribed conditions.
On the morning of the 8th of October the "Rocket" was again ready for the contest. The engine was taken to the extremity of the stage, the fire-box was filled with coke, the fire lighted, and the steam raised until it lifted the safety-valve loaded to a pressure of fifty pounds to the square inch. This proceeding occupied fifty-seven minutes. The engine then started on its journey, dragging after it about thirteen tons' weight in wagons, and made the first ten trips backward and forward along the two miles of road, running the thirty-five miles, including stoppages, in an hour and forty-eight minutes. The second ten trips were in like manner performed in two hours and three minutes. The maximum velocity attained during the trial trip was twenty-nine miles an hour, or about three times the speed that one of the judges of the competition had declared to be the limit of possibility. The average speed at which the whole of the journeys were performed was fifteen miles an hour, or five miles beyond the rate specified in the conditions published by the company. The entire performance excited the greatest astonishment among the assembled spectators; the directors felt confident that their enterprise was now on the eve of success; and George Stephenson rejoiced to think that, in spite of all false prophets and fickle counsellors, the locomotive system was now safe. When the "Rocket," having performed all the conditions of the contest, arrived at the "grand stand" at the close of its day's successful run, Mr. Cropper - one of the directors favourable to the fixed engine system - lifted up his hands, and exclaimed, "Now has George Stephenson at last delivered himself."
Robert Stephenson not only revived the locomotive works and oversaw the ongoing development of steam engine design: he also assisted his father as engineer on the Liverpool & Manchester line and was soon building railways himself. The first of note was the Leicester & Swannington line, a 30 mile stretch delegated by Stephenson Sr, as well as minor lines such as the Canterbury & Whitstable, which opened 3 May 1830.
His first major undertaking as chief engineer was the 180 km long London & Birmingham line. This was begun in 1830 and consumed the next eight years of his life. It opened for limited traffic on 24 June 1838, three months before the official opening on 17 September, and was soon full to capacity.
His first major undertaking as chief engineer was the 180 km long London & Birmingham line. This was begun in 1830 and consumed the next eight years of his life. It opened for limited traffic on 24 June 1838, three months before the official opening on 17 September, and was soon full to capacity.
A drawing drawing of Stevenson's John Bull engne, and a fully working replica of the 1931 engine supplied to Germany
A drawing of the locomotive made to Stephenson's patent (for a long boiler) by and a still working Stephenson produced in 1861 for the Norwegian Railways
Following his father, Robert Stephenson was an adherent of the "level road" in the construction of railways. His approach to lines was similar to his Isambard Kingdom Brunel, and avoided curves and gradients as far as possible. This results in a railway that is more direct and cheaper to run, because the trains use less fuel. Many of Stephenson's and Brunel's routes are still used as main lines today. However, this approach adds considerably to the difficulties and cost of construction, as Stephenson was to find at Blisworth, Kilsby, Primrose Hill and many other works along the London & Birmingham line. From 1838 until the end of his life, Stephenson was to be occupied with railway engineering in Britain and overseas.
During this period Robert and George Stephenson were kept busy producing locomotives for the Bolton & Leigh Railway and the Liverpool & Manchester Railway. This included locomotives such as the Northumbrian and the Lancashire Witch.
Building railways necessitated the construction of a multitude of bridges, and Stephenson's contributions to bridge engineering rank among his greatest achievements. In the 1840s, the Newcastle & Berwick line required no less than 110 bridges, including the High Level Bridge at Newcastle and the Royal Border Bridge at Berwick.
During this period Robert and George Stephenson were kept busy producing locomotives for the Bolton & Leigh Railway and the Liverpool & Manchester Railway. This included locomotives such as the Northumbrian and the Lancashire Witch.
Building railways necessitated the construction of a multitude of bridges, and Stephenson's contributions to bridge engineering rank among his greatest achievements. In the 1840s, the Newcastle & Berwick line required no less than 110 bridges, including the High Level Bridge at Newcastle and the Royal Border Bridge at Berwick.
Stephenson's Royal Border Bridge at Berwick
This viaduct, designed by Robert Stephenson, consists of a series of twenty-eight semicircular arches, each 61 feet 6 inches in span, the greatest height above the bed of the river being 126 feet. The whole is built of ashlar, with a beaming of rubble, excepting the river parts of the arches, which are constructed with bricks laid in cement. The total length of the work is 2160 feet. The foundations of the piers were got in by coffer-dams in the ordinary way, Nasmyth's steam-hammer being extensively used in driving the piles. The bearing piles, from which the foundations of the piers were built up, were each capable of carrying 70 tons.
The Chester & Holyhead railway line was passed for construction in 1844, and Stephenson had to confront the challenge of passing the railway across the Menai Strait. "I stood," he says in one account, "on the verge of a responsibility from which, I confess, I almost shrunk." He spent months experimenting with materials and structures, collaborating with William Fairburn and Eaton Hodgkinson, to produce his ground breaking designs for the Conwy and Britannia bridges. His process provided a foundation for the development of structural engineering as a discipline, while his tubular structure became the foundation for the use of iron in bridge building. His essay on "Iron Bridges", written for the 8th edition of the Encyclopaedia Britannica, is the only substantial text he produced in his life.
Stephenson again used the tubular design for Victoria Bridge in St Lawrence, Canada. This opened in 1859 and was for many years the longest bridge in the world. His expertise in building railways and railway bridges was in demand all over the world, and two further bridges in Egypt followed, as well as thousands of miles of railway line.
In the 1847 General Election Stephenson was elected as the Conservative MP for Whitby. Stephenson did not take an active role in the House of Commons and usually only contributed to debates on engineering issues.
Early in 1859 he was advised to retire from business and politics due to ill health. He took a yachting cruise but when he arrived in Norway his condition deteriorated and he was rushed back to England.
Robert Stephenson died on 12th October, 1859.
SOURCES USED
http://www.engineering-timelines.com/who/Stephenson_R/stephensonRobert4.asp
http://spartacus-educational.com/RAstephensonR.htm
http://www.gerald-massey.org.uk/smiles/c_stephenson_06.htm
TIMELINE
1803
16 October: Robert Stephenson is born at Willington Quay, near Newcastle upon Tyne, the only son of George Stephenson.
1804
Robert and his father George move to Killingworth. Robert attends the local parish school.
1806
14 May: Robert’s mother dies.
1815
Robert is sent to Bruce’s Academy, Newcastle on Tyne to receive a formal education.
1819
Robert is apprenticed at Killingworth Colliery.
1821
Robert assists his father George on surveying the Stockton & Darlington Railway.
1822
Robert assists with the first survey of the Liverpool & Manchester Railway. He advocates the use of ‘travelling’ rather than fixed engines on the new line. He studies at Edinburgh University for six months, taking classes in mathematics, chemistry and geology.
1823
Robert becomes managing partner of locomotive builders Robert Stephenson & Co in Newcastle, the first locomotive company in the world.
1824
18 June: Robert travels to Colombia as engineer to the Colombian Mining Association. He meets Richard Trevithick on the return journey in 1827.
Robert becomes a Freemason in New York.
December: George Stephenson establishes the firm George Stephenson & Son, ‘an office for engineering and railway surveying’. Robert, although in Colombia, is appointed its chief engineer.
1825
27 September: the Stockton & Darlington Railway opens using locomotives from the firm Robert Stephenson & Co.
1827
Contract in Columbia ended and he returned to New York, where he became a Freemason
December: Robert returns to Britain and assists his father George with construction of the Liverpool & Manchester Railway. Based in Newcastle, Robert focuses on the locomotives that would run on the line.
1829
October: Robert Stephenson & Co’s locomotive Rocket wins the Rainhill Trials. The Liverpool & Manchester Railway place orders with the company for more engines. 17 June: marries Frances Sanderson
1830
Robert is appointed to survey a line between London and Birmingham. He becomes a member of the Institution of Civil Engineers
1833
The London & Birmingham Railway is authorised. Robert is appointed chief engineer responsible for all aspects of building the railway. Robert and his wife move to London.
1837
Robert establishes an office in Great George Street, London.
1838
The London & Birmingham Railway is opened, his tunnels at Kilsby and Primrose Hill being major civil engineering works on the line.
1842
4 October: Robert’s wife Frances dies.
1846
Stephenson contributes to the debate known as ‘the battle of the gauges’. The Gauge Act is passed making Stephenson’s’ 4ft81/4in gauge the standard in Britain, which is later adopted worldwide.
1847
30 July: Robert becomes Tory MP for Whitby, representing the town until his death.
1849
Conway railway bridge, the first tubular bridge using wrought iron plates opens.
1849
High Level bridge, Newcastle opened by Queen Victoria.
1853 President of the Institution of Mechanical Engineers.
1850
The Royal Border Bridge, Berwick is opened by Queen Victoria. The Britannia Bridge, North Wales opened Robert declines a knighthood.
1851
Appointed chief engineer to the Egyptian Railway, constructed between Alexandria and Cairo in Egypt. The railway opens in 1853. Bridge that crosses the Nile. Appointed chief engineer to the Christiania (Oslo) to Miosen Lake Railway.
1851
Appointed royal commissioner for the Great Exhibition in London.
1853
Robert goes to Canada where he designs a tubular bridge crossing the St. Lawrence River at Montreal.
1855
Awarded the gold medal of honour at the Paris Exhibition for his invention of tubular plate railway bridges (the Britannia Bridge and others in Canada and Egypt).
1856
Robert appointed President of the Institution of Civil Engineers.
1859
Robert’s tubular Victoria bridge over the St Lawrence River in Montreal is completed. It was for many years the longest bridge in the world (6650ft).
1859
12 October: Robert dies in London and is buried in Westminster Abbey
SOURCE: https://www.networkrail.co.uk/VirtualArchive/robert-stephenson/
Stephenson again used the tubular design for Victoria Bridge in St Lawrence, Canada. This opened in 1859 and was for many years the longest bridge in the world. His expertise in building railways and railway bridges was in demand all over the world, and two further bridges in Egypt followed, as well as thousands of miles of railway line.
In the 1847 General Election Stephenson was elected as the Conservative MP for Whitby. Stephenson did not take an active role in the House of Commons and usually only contributed to debates on engineering issues.
Early in 1859 he was advised to retire from business and politics due to ill health. He took a yachting cruise but when he arrived in Norway his condition deteriorated and he was rushed back to England.
Robert Stephenson died on 12th October, 1859.
SOURCES USED
http://www.engineering-timelines.com/who/Stephenson_R/stephensonRobert4.asp
http://spartacus-educational.com/RAstephensonR.htm
http://www.gerald-massey.org.uk/smiles/c_stephenson_06.htm
TIMELINE
1803
16 October: Robert Stephenson is born at Willington Quay, near Newcastle upon Tyne, the only son of George Stephenson.
1804
Robert and his father George move to Killingworth. Robert attends the local parish school.
1806
14 May: Robert’s mother dies.
1815
Robert is sent to Bruce’s Academy, Newcastle on Tyne to receive a formal education.
1819
Robert is apprenticed at Killingworth Colliery.
1821
Robert assists his father George on surveying the Stockton & Darlington Railway.
1822
Robert assists with the first survey of the Liverpool & Manchester Railway. He advocates the use of ‘travelling’ rather than fixed engines on the new line. He studies at Edinburgh University for six months, taking classes in mathematics, chemistry and geology.
1823
Robert becomes managing partner of locomotive builders Robert Stephenson & Co in Newcastle, the first locomotive company in the world.
1824
18 June: Robert travels to Colombia as engineer to the Colombian Mining Association. He meets Richard Trevithick on the return journey in 1827.
Robert becomes a Freemason in New York.
December: George Stephenson establishes the firm George Stephenson & Son, ‘an office for engineering and railway surveying’. Robert, although in Colombia, is appointed its chief engineer.
1825
27 September: the Stockton & Darlington Railway opens using locomotives from the firm Robert Stephenson & Co.
1827
Contract in Columbia ended and he returned to New York, where he became a Freemason
December: Robert returns to Britain and assists his father George with construction of the Liverpool & Manchester Railway. Based in Newcastle, Robert focuses on the locomotives that would run on the line.
1829
October: Robert Stephenson & Co’s locomotive Rocket wins the Rainhill Trials. The Liverpool & Manchester Railway place orders with the company for more engines. 17 June: marries Frances Sanderson
1830
Robert is appointed to survey a line between London and Birmingham. He becomes a member of the Institution of Civil Engineers
1833
The London & Birmingham Railway is authorised. Robert is appointed chief engineer responsible for all aspects of building the railway. Robert and his wife move to London.
1837
Robert establishes an office in Great George Street, London.
1838
The London & Birmingham Railway is opened, his tunnels at Kilsby and Primrose Hill being major civil engineering works on the line.
1842
4 October: Robert’s wife Frances dies.
1846
Stephenson contributes to the debate known as ‘the battle of the gauges’. The Gauge Act is passed making Stephenson’s’ 4ft81/4in gauge the standard in Britain, which is later adopted worldwide.
1847
30 July: Robert becomes Tory MP for Whitby, representing the town until his death.
1849
Conway railway bridge, the first tubular bridge using wrought iron plates opens.
1849
High Level bridge, Newcastle opened by Queen Victoria.
1853 President of the Institution of Mechanical Engineers.
1850
The Royal Border Bridge, Berwick is opened by Queen Victoria. The Britannia Bridge, North Wales opened Robert declines a knighthood.
1851
Appointed chief engineer to the Egyptian Railway, constructed between Alexandria and Cairo in Egypt. The railway opens in 1853. Bridge that crosses the Nile. Appointed chief engineer to the Christiania (Oslo) to Miosen Lake Railway.
1851
Appointed royal commissioner for the Great Exhibition in London.
1853
Robert goes to Canada where he designs a tubular bridge crossing the St. Lawrence River at Montreal.
1855
Awarded the gold medal of honour at the Paris Exhibition for his invention of tubular plate railway bridges (the Britannia Bridge and others in Canada and Egypt).
1856
Robert appointed President of the Institution of Civil Engineers.
1859
Robert’s tubular Victoria bridge over the St Lawrence River in Montreal is completed. It was for many years the longest bridge in the world (6650ft).
1859
12 October: Robert dies in London and is buried in Westminster Abbey
SOURCE: https://www.networkrail.co.uk/VirtualArchive/robert-stephenson/
Stephenson's Rail Bridge runs alongside Telford's suspension bridge, a drawing of the construction of the huge box sections that made up the Britannia Bridge across the Menai Straits, and the bridge after completion