Robert Stephenson

Colombian mines

On 18 June 1824, Stephenson sailed on the Sir William Congreve from Liverpool for South America with a contract for three years. At that time Colombia and Venezuela had not been independent of Spain for long, and they were both part of the same republic, Gran Colombia. The area's natural resources were attracting some British investors, including the Colombian Mining Association which had been formed to reopen gold and silver mines worked by the Spanish in colonial times. A Robert Stephenson & Co. partner, Thomas Richardson, was a promoter. Robert Stephenson & Co. received orders for steam engines from the company, and Richardson suggested to Stephenson that he go to South America.

To prepare for the trip, Stephenson took Spanish lessons, visited mines in Cornwall, and consulted a doctor, who advised that such a change of climate would be beneficial to his health. After a five-week journey Robert arrived at the port of La Guayra in Venezuela on 23 July 1824. He investigated building a breakwater and pier at the harbour, and a railway to Caracas. A railway linking Caracas to its port was an ambitious project as Caracas is nearly 1,000 meters above sea level: one was not completed until the 1880s. Stephenson had potential backers for his railway in London, but he concluded that while the cost of a pier, estimated at £6,000, would be sustainable, that of a breakwater or railway would not.

He travelled overland to Bogotá, arriving on 19 January 1825. Travelling onward, Robert found the heavier equipment at Honda on the Magdalena River; there was no way to get it to the mines as the only route was a narrow and steep path. The mines were another 12 miles (19 km) from Mariquita, and Stephenson set up home at Santa Ana in a bungalow. The Mining Association sent Cornish miners to work the mine, but they proved difficult to manage and drank so heavily that only two-thirds were available for work on any given day. They refused to accept that Stephenson, who had not been brought up in Cornwall, could know anything about mining.

His contract ended on 16 July 1827. He travelled to Cartagena to see if he could walk across the Panama Isthmus, but this proved too difficult. While waiting for a ship to New York, he met the railway pioneer Richard Trevithick, who had been looking for South American gold and silver in the mines of Peru and Costa Rica, and gave him £50 so he could buy passage home.

Stephenson caught a ship to New York; en route this picked up shipwrecked survivors that were so weak they had to be winched aboard, before the ship he was on sank in another storm. Everyone was saved, but Stephenson 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. Stephenson was impressed and became a Freemason in New York. Wishing to see something of North America, he and four other Englishmen walked the 500 miles (800 km) to Montreal via Niagara Falls. He returned to New York, caught the packet Pacific across the Atlantic and arrived in Liverpool at the end of November 1827.

Locomotive designer

In 1827 George was working as the chief engineer of the Liverpool and Manchester Railway (L&MR). He had built the Experiment locomotive with sloping cylinders instead of the vertical ones on previous locomotives. 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. Several 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.

In March 1828 Robert wrote to a friend saying he had an attraction to Broad Street in London as Frances (Fanny) Sanderson lived there. Robert and Fanny had known each other before he had gone to South America, and after calling on her soon after returning he had an invitation from her father to be a frequent visitor. He introduced her to his father in August 1828, and she accepted his proposal of marriage at the end of that year. Robert spent so much time in London the following year that his partners accused him of neglecting his business. Robert had not wished for a long engagement, but it took some time until a suitable house was found at 5 Greenfield Place in Newcastle, and Robert and Fanny married in London on 17 June 1829.

The L&MR directors had not decided whether to use fixed engines with ropes or steam locomotives and resolved to hold trials to see if a steam locomotive would meet their requirements. The trials were to be held at a two-mile (3.2 km) double-track railway that was to be built at Rainhill. Robert designed the locomotive for the trials during the summer of 1829. Only two of the wheels were driven, as experience had shown that wrought-iron wheels 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 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 Rocket locomotive was sent to Rainhill where it was coupled with its tender.

The Rainhill trials started on 6 October, and between 10,000 and 15,000 people had assembled to watch. Five locomotives had arrived, but Perseverance did not compete, having been damaged on the way to Rainhill, and Cyclops, powered by two horses in a frame, was not a serious entry. Challenging Rocket was Novelty, built by John Ericsson and John Braithwaite in London, and Sans Pareil, built at the Shildon railway works by Timothy Hackworth, the locomotive supervisor of the S&DR. On 8 October at 10:30 am Rocket started its 70-mile (110 km) journey forwards and backwards across the course. Rocket covered the first 35 miles in 3 hours and 12 minutes. Then, it took a 15 minutes break for replenishing its coke and water supplies before completing the course in another 2 hours 57 minutes. It had run at an average speed of 12 miles per hour (19 km/h), and the highest speed reached was over 29 miles per hour (47 km/h). Sans Pareil was found to be overweight but was allowed to run. She burnt fuel at more than three times the rate of Rocket before her boiler ran dry. Novelty was tried again the following day, was withdrawn after a joint failed again, and Rocket was declared the winner.

The L&MR purchased Rocket and ordered four similar locomotives from Robert Stephenson & Co. before the end of October. Four more similar locomotives followed, before Planet was delivered on 4 October 1830 with cylinders placed horizontally under the boiler. Hackworth was building Globe at the Robert Stephenson & Co. works at the same time, and Edward Bury delivered Liverpool the same month, both with cylinders under the boiler. It has been alleged that Stephenson copied Hackworth or Bury; he later said he had no knowledge of Liverpool at the time he was designing Planet. John Bull, a Planet type locomotive, was shipped to the US and became the first movement by steam on a railway in New Jersey when it ran on the Camden and Amboy Railroad in 1831. So many orders for locomotives were received that Stephenson proposed in 1831 to open a second locomotive works. It was agreed that the Stephenson name would not be attached to any other works, and what was to become the Vulcan Foundry was developed at Newton-le-Willows.