“Now I'm made for life,” was the expression of a boy of sixteen when he got his first job working a pumping engine for a wage of twelve shillings per week. He was the son of a fireman who was then earning twelve shillings a week and keeping a wife and six children. Having never gone to school, this boy, when old enough to earn, had to contribute to the general support of the family. His first earnings were twopence per day minding a widow's cows, later two shillings a week minding horses, and later still six shillings per week as assistant fireman to his father, and “a made man” at sixteen as a fireman on twelve shillings per week. That boy was George Stephenson, who at eighteen could neither read nor write, and who feeling the lack of education, attended a night school, and at nineteen could just write his own name, work a simple sum, and spell a few words. At twenty-one, in addition to his wages, he saved a little, making shoes and shoe lasts. After marrying Fanny Henderson, a farmer's servant, he devoted much time to studying mechanics, and tried to solve the problem of perpetual motion, but failed. Having repaired a damaged clock successfully, he became clock repairer for the whole district.

In 1803, his only son, Robert, was born, after which he took a situation at the West Moor Colliery, Killingworth. Here he lost his wife, and later went to Scotland to repair one of Boulton-Watt's engines. He remained a year and saved twenty-eight pounds, and returned to find his father blind, as a result of an accident.

Stephenson was constantly taking pieces of machinery apart in order to familiarise himself with their action. In 1810, at Killingworth Hight Pit, an atmospheric or Newcomen engine, built by Smeaton, was installed to pump water from the mine, but it failed to clear the pit. “She couldn't keep her jack head in the water. All the neighbouring enginemen were tried, including the well-known Crowther, of Ouseburn, but they were clean beat,” so says an early record. During the erection of this machine Stephenson had observed that it was defective, and that it would never keep the water under. After twelve months it was pronounced a total failure. The pumping made no progress, and the workmen were “drowned out.” Being only a brakesman, Stephenson's opinion was considered of no value. One day, while examining the engine, Stephenson was asked by Kit Heppel, one of the foremen: “Weel, George, what do you make of her?” George answered “I could alter her, make her draw, and send the men to the bottom in a week's time.” Heppel reported this to his chief, Dodds, who then asked Stephenson to take action in the matter, which he did, selecting his own workmen and making the necessary alterations in three days. By this time the pit was nearly full of water, and many came to see George restart the engine, including the men who had put her up. At ten o'clock that night the water was lower in the pit than it had ever been, and in less than a week the pit was clear and the workmen were “sent to the bottom.” For this work Stephenson was rewarded with ten pounds.

Two years later he was promoted to engine-wright at Killingworth Colliery at a wage of one hundred pounds per year.

So step by step, unaided he carried on. In 1813, Lord Ravensworth, an employer of Stephenson's, financed the building of an engine page 30 which was constructed at West Moor, Killingworth. Although unweildy and clumsy, it was a success, and could draw eight loaded carriages weighing thirty tons at four miles an hour. At that time the Stockton and Darlington railway was projected for the drawing of trucks on iron rails by horses. Edward Pease, who formed the company, employed Stephenson, who showed that it was possible to use a locomotive engine. The venture was made and proved successful. September, 1825, saw the line opened, with an engine (driven by Stephenson), which drew a load of ninety tons at over eight miles an hour. Stephenson met with much opposition on all sides. The powers of science, skill, wealth and education were arraigned against him, but his quiet manly persistence won through, and later in life he took his place with men of the highest position and influence in Britain.

The story of the five hundred pound prize engine—the “Rocket,” is now world-wide history. This remarkable man had the moral courage to go to school with his own son, thus acknowledging his ignorance in order to grow wise. What Stephenson wrought is seen everywhere. The wonderful network of railways crossing and recrossing one another all the world over—the mighty engineering of rivers and swamps, over hills and mountains—under the Thames and through the heart of the Alps, all owe their origin to George Stephenson—the Father of Railways.

Stockton & Darlington
Railway.
The Company's
Coach
Called The
Experiment,

Which commenced travelling on Monday, the 10th of October, 1825, will continue to run from Darlington to Stockton and from Stockton to Darlington every day [Sundays excepted] setting off from the Depot at each place, at the times specified as under (viz.):-

On Monday,

From Stockton at half-past 7: in the Morning, and will reach Darlington about half-past 9: the Coach will set off from the latter place on its return at 3 in the Afternoon, and reach Stockton about 5.

Tuesday,

From Stockton at 3 in the Afternoon, and will reach Darlington about 5.

On the following days, viz:—

Wednesday, Thursday & Friday,

From Darlington at half-past 7 in the Morning and will reach Stockton about half-past 9: the Coach will set off from the latter place on its return at 3 in the Afternoon, and reach Darlington about 5.

Saturday,

From Darlington at 1 in the Afternoon and will reach Stockton about 3.

Passengers to pay 1s. each, and will be allowed a Package of not exceeding 14lb. All above that weight to pay at the rate of 2d. per stone extra. Carriage of small parce.'s 3d. each. The company will not be accountable for Parcels of above £5 value, unless paid for as such.

Mr. Richard Pigersgill at his Office in Commercial Street, Darlington: and Mr. Tully at Stockton, will for the present receive any Parcels and Book Passengers.

Wording of the first Railway Time Table issued by the Stockton and Darlington Railway, October, 1825.