Stephenson, GEORGE, the father of the locomotive, was the son of Robert Stephenson, who again was the son of a Border shepherd in Oxnam parish, Roxburghshire, and had crossed the Cheviots in search of work at the Northumbrian coal-mines. He was born at Wylam, 8 miles from Newcastle, on the 9th of June 1781, in circumstances of great poverty, his father having to maintain a family of six children on twelve shillings a week, earned by tending a colliery-engine. George's first employment was herding cows at twopence a day, from which he was promoted to hoeing turnips at fourpence; subsequently he was appointed fireman at Midmill Colliery, and at fifteen we find him at Throckley Bridge, rejoicing in a salary of twelve shillings a week. The early life of Stephenson presents a record of determined purpose, industry, and sagacity. Out of his humble gains he contrived to pay fourpence a week for lessons in reading, writing, and arithmetic, which were conned over at night, and mastered by the light of his engine-fire. As fireman he applied himself to diligent study of the steam-engine, taking his machine to pieces during his leisure hours, and thus gaining a thorough practical knowledge of it. At Black Callerton 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 twenty-one he had saved enough to furnish a cottage in a humble way, and on 28th November 1802, he was married to Fanny Henderson, who died in 1806, while her husband was brakesman at Killingworth Colliery. In 1815 the invention of a colliery safety-lamp, the 'Geordie,' brought his name before the public, and led to a long controversy with the supporters of Davy's Safety-lamp (q.v.). He received a public testimonial of £1000 for his discovery. In 1812 he became engine-wright at Killingworth Colliery, and it was here, by Lord Ravensworth's permission (1814), that he constructed his first locomotive, 'My Lord,' for the colliery tram-roads. At first it was not very efficient; but subsequently the grand improvement of the 'steam-blast' carried his experiment to a triumphant issue (see RAILWAYS). Further improvements followed, and in 1821 Stephenson was appointed engineer for the construction of the Stockton and Darlington Railway. In 1820 Stephenson married his second wife, Elizabeth Hindmarsh, the daughter of a farmer.
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. When the bill ultimately passed, on 16th March 1826, Stephenson was appointed principal engineer, with a salary of £1000 a year. After inconceivable difficulties the line was completed in 1829. There then ensued the memorable competition of engines, resulting in the complete triumph of Stephenson's 'Rocket' (see fig. in Vol. VIII. p. 554), which, to the astonishment of every one except himself, was found capable of travelling at the till then undreamt-of rate of 35 miles an hour. 'Now,' exclaimed one of the directors, 'has George Stephenson 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; but of it he saw little, as he was often travelling 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, Birmingham and Derby, and Sheffield and Rotherham Railways; in 1836 alone 214 miles of railway were put under his direction, involving a capital of five millions; and he would sometimes dictate reports and letters for twelve 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's-nesting or gardening, in autumn nutting was still a favourite recreation; and we find him writing to his son a touching account 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 London 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—he invariably declined, though by acceding he might have made enormous gain; but to make money without labour or honour had no charm for Stephenson. In the autumn of 1845 he visited Belgium and Spain. On his way home he was seized with pleurisy, from which attack he seems never to have thoroughly recovered. He occupied his later years in the quiet pursuits of a country gentleman, growing fruit and indulging his love of nature. He died at his country-seat of Tapton, near Chesterfield, on 12th August 1848. In his prime Stephenson was strong and full of elastic muscular vigour, and fond of feats of strength. He read little, as his youth and manhood had been spent in hard work; and most of his letters were dictated. But he enjoyed conversation, from which most of his imparted information was derived. The 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 twenty years,' he says; 'I put up with every rebuff, determined not to be put down.' Towards trickery and affectation he never concealed his contempt, while honest merit never appealed to his liberality in vain.
See Smiles's Story of the Life of George Stephenson (1857; new ed. 1873); and vol. v. of his Lives of Engineers (George and Robert Stephenson; new ed. 1874).