STEPHENSON, GEORGE, was horn on June 9, 1781, in circumstances of great poverty, his father having to maintain a family of six children on 12s. per week, earned by tending a colliery-engine at Wylam, near Newcastle. George's first employment was herding cows at 23. per day, from which he was promoted to hoeing turnips at 4d.; Subsequently, hewas appointed fireman at Midmill colliery, and at 15 we find him rejoic ing on his salary being raised to 12s. a week. As fireman, he applies himself to diligent study of the steam-engine, taking his machine to pieces during his leisure hours, and thus gaining a of it. At. Black Ca Ilerton colliery. in 1801, by, dint of mending shoes and cleaning watches, in addition to his regular employment, Stephenson contrived to save his first guinea. At 21 he had saved as much as enabled him to furnish a cottage in a humble way, and on Nov. 28, 1802, lie was married to a young woman named Fanny Henderson. She died in 1804, while her husband was brakesman at Killingworth colliery. The early life of Stephenson presents a record whose interest cannot be surpassed, of a contest between determined purpose.. industry, and sagacity on the one hand, against poverty on the -other. Slowly, in•lt by inch, we find the inward forces gaining ground upon the outward. Out of his humble gains he contrived to pay 4d. a week for lessons in reading, writing, and arithmetic, were conned over at night. and mastered by the light of his engine-fire. On one occasion, indeed, so hard had the tide gone against hint, that even he had nearly given way to despair. " I wept bitterly," he says, in allusion to an intention he had formed of emi grating—" for I knew not where my lot in life might be cast." In 1815 the invention of a colliery safety-lamp, the " Geordie," brought his name before the public. The fact of his invention being almost simultaneous with that of sir H. Davy. gave rise to a long controversy between their respective friends and supporters. In 181 St 1 ....ep.tenson mar ried his second wife, Elizabeth Hindmarsh, the danshter of a farmer at Black Callerton. It was at Killingworth colliery that lie constructed his first locomotive. At first, it was not very efficient; but, subsequently, the grand improvement of the "steam-blast" car ried his experiment to a triumphant issue. Further improvements followed, and in 1821 Stephenson was appointed engineer for the construction of the Stockton and Darlington railway; the line on its completion, being partially worked by means of his great inven tion. The rapid growth of the trade of South Lancashire, together with the unpopular management of the Bridgewater canal, gave rise, in 1821, to the project of a railway between Liverpool and Manchester. Stephenson was chosen engineer. That he pro posed to work the line with an engine which was to go at the rate of 12 m. an hour, was a fact held up as of itself sufficient to stamp the project as a bubble. "Twelve miles an
•hourl" exclaimed the Quarterly as well trust one's self to be fired off on a Gongreve rocket." When the bill ultimately passed, on Mar. 1G, 162G, Stephenson was appointed princi pal engineer, with a salary of £1000 a year. After inconceivable difficulties, the lino was completed in 1629. There then ensued the memorable competition of engines, resulting in the complete triumph of Mr. Stephenson's "Rocket," which, to the astonish ment of every one except himself, was found capable of traveling at the till then undreamt-of rate of 35 in. an hour. " Now," exclaimed one of the directors, " George Stephenson has at last delivered himself ." While occupied in carrying out the vast system of railway which soon overspread the country, Stephenson's home was at Alton Grange, near Leicester. lle saw but little of it, however, as he was often traveling on business for weeks at a time. During the three years ending 1837, he was principal engineer on the North Midland, York and North Midland, Manchester and Leeds, Bir mingham and Derby, and Sheffield and Rotherham railways. In 1836 alone. 214 m. of railway were put under his direction, involving a capital of five millions. He has been known to dictate reports and letters for 12 continuous hours. But in the midst of his immense business, his heart remained as youthful as ever. In spring he would snatch a day for bird-nesting or gardening; in autumn nutting was still a favorite recreation. We find him even at this time writing a touching account to his son of a pair of robins. Strong as he had shown himself when the world was all against him, he was not less so in the midst of his success. During the railway mania, his offices in Lon don were crowded every day with men of every rank and condition, eager to strengthen their prospectuses by the weight of his name. Where he disapproved—and at this time he almost always did disapprove—lie invariably declined, though by acceding he might have made enormous gain; but to make money without labor or honor lied no charm for Stephenson. In the autumn of 1845 he visited Belgium and Spain for professional purposes. On his way home he was seized with pleurisy, from which attack lie does not seem ever to have thoroughly recovered. He occupied his declining years with the quiet pursuits of a country gentleman, indulging his love of nature, which, through all his busy life, had never left him. He died at his country-seat of Tapton, Aug. 12, 1848. leading feature of his mind was honesty of purpose, and determination in carrying it out. "I have fought for the locomotive single-handed for nearly 20 years." he says; "I pot up with every rebuff, determined not to be put down." Toward trickery and affectation he never concealed his contempt, while honest merit never appealed to his liberality in vain.—Sec Lives of Engineers, by Samuel Smiles, vol. iii. (Lond. 1862).