There was no more waiting for work at the locomotive factory in Newcastle. Orders immediately arrived from the directors to build eight large engines for the new road, and all the workshops were astir with busy life. The victorious little "Rocket" was put on the road, and sensibly helped to finish it. Neither faith, nor men, nor means were now wanting, and the labour in every part went heartily on.
In June a meeting of the directors was held in Manchester, when the "Rocket" made a trip from Liverpool to that city with a freight and passenger train, running through in two hours. Chat Moss never quivered. And the directors, I dare say, would have been very glad to forget their disconsolate meeting on the edge of it, when they nearly voted themselves beaten by the bog, only Stephenson would not let them.
On the 15th of September 1830, there was to be a public opening of the road, and preparations were made at each end, and all along the way, for the grand event. The occasion awakened a deep and universal interest. It was justly regarded as a national event, to be celebrated with becoming honours. The Duke of Wellington, then Prime Minister, was present; also Sir Robert Peel, and Mr. Huskisson, whose stirring words had revived the drooping spirits of the directors after their defeat in Parliament, and whose influence had served to get their Bill successfully through at last. No one, perhaps, had watched the progress of the enterprise with deeper interest than Mr. Huskisson, or rejoiced more in the vanquishing of one difficulty after another to its final finishing. Great numbers came from far and near, who, assembling by the slow mode of travel of those days, took time accordingly.
Carriages lined the roads and lanes; the river was crowded with boats; and soldiers and constables had their hands full to keep the people from the track.
OPENING THE LINE.
The new locomotives, eight in number, having been carefully tested, steamed proudly up. The "Northumbrian," driven by George Stephenson, took the lead. Next the "Phœnix," under Robert's charge. The "North Star," by a brother of George. The "Rocket," and the rest, with their trains, followed. Six hundred persons were in this procession, flying at the rate of twenty-five miles an hour! Oh the wonder and admiration which the spectacle excited! These noble steam-horses, panting, prancing, snorting, puffing, blowing, shooting through tunnels, dashing across bridges, coursing high embankments, and racing over the fields and far away! England and the world never saw before a sight like that.
But the joy and the triumph of the occasion were destined to be damped by a sad disaster. At Parkenside, seventeen miles from Liverpool, the "Northumbrian," which carried the Duke and his party, was drawn up on one track, in order to allow the other trains to pass in review before them on the other. Mr. Huskisson had alighted, and, standing outside, was talking with the Duke, when a hurried cry of "Get in! get in!" went up from the bystanders. For on came the "Rocket," steaming at full speed. Mr. Huskisson, startled and confused, attempted to regain the carriage an instant too late: he was struck down, and the "Rocket" went over him.
"I have met my death!" exclaimed the unfortunate man; which, alas! proved but too true, for he died that evening.
A sad confusion prevailed. The wounded gentleman was lifted into the carriage, and the "Northumbrian" took him over the track home, a distance of fifteen miles, in about twenty minutes. So swiftly and easily done! The use rather than the abuse of the new power made the strongest impression.
The mournful accident threw a cloud over the occasion. The Duke wished to stop the celebration, and immediately return to Liverpool. Mr. Huskisson's friends joined with him in the wish. Others felt that Manchester should not be disappointed in witnessing the arrival of the trains, and that the accident might become magnified and misrepresented, and thus operate mischievously upon public sentiment in relation to railroads; the party therefore consented to proceed to their journey's end, but were unwilling to mingle in any of the rejoicings common to such occasions.
But the railroad needed no such demonstrations to publish or to prove its worth. It had within itself more substantial proof. Time was saved; labour was saved; money was saved. Coal, cotton, and every article of merchandise useful to men, could be carried cheaper, could be had cheaper than ever before; and, what was better, had in quantities sufficient to satisfy the industry and necessities of men. And with cheapness were combined comfort and safety. The first eighteen months, 700,000 persons were carried over the road, and not an accident happened!
But were not people frightened by the smoke, cinders, fire, and noise of the engines, as the opposition in Parliament had declared they would be? No, no. It was not long before everybody wanted land near the track; and land, therefore, near the road rapidly rose in value. The farmers who had driven the surveyors from their fields, now complained of being left on one side; and those who had farms near the station to rent, rented them at a much higher rate than ever before. Barren lots became suddenly profitable, and even Chat Moss was turned into productive acres!
In 1692, an old writer states, "There is an admirable commodiousness both for men and women of the better rank to travel from London, the like of which has not been known in the world; and that is, by stage-coaches, wherein one may be transferred to any place, sheltered from foul weather, with a velocity and speed equal to the fastest posts in foreign countries; for the stage-coaches called 'Flying-coaches' make forty or fifty miles a day."
An English paper, bearing the date of January 1775, has this advertisement: "Hereford Machine, in a day and a half, twice a week, continues flying from the Swan in Hereford, Monday and Thursday, to London."
In the Scriptures we find Isaiah, with prophetic eye, looking over the centuries to these later times and penning down: "Every valley shall be exalted, and every mountain and hill shall be made low; and the crooked shall be made straight, and the rough places plain;" and "swift passengers" are seen executing the world's affairs—no meagre description of the great means of intercourse in our day, the railway and the telegraph. The prophet saw in it a clearing of the way for the coming kingdom of the Redeemer, which is some time to spread over the whole earth as "the waters cover the sea." Men make good tools and instruments for themselves. They forget they are perfecting them for God also, who is using them, and who will use them, to make known the precious gospel of his Son, "peace on earth, and good-will to men."
What powerful preachers for the Sabbath are the railway and the telegraph, doing away with all necessity and every excuse for Sabbath travelling as they do! Long journeys and the most urgent business can be done between Sabbath and Sabbath, giving a rest-day to the nation. And this view of them is deserving of more and more regard.
The institution of the Sabbath was founded with the human race. It was meant to be the rest-day of the entire world. It was set up as a blessing: "The Lord blessed the Sabbath-day, and hallowed it." The bodies of man and beast need it. The muscles, bones, nerves, sinews, and brain cannot endure the strain of constant and uninterrupted work. It is the day for making up the waste of the animal frame caused by continual labour and excitement. Night rest is not enough. The God of Nature and of the Sabbath has fitted the one to the other.
When the knowledge of God had faded out of the earth, and he had chosen a people to restore and preserve it, besides a code of national laws particularly for them, he enacted from Sinai a code of moral laws for man. Among them was the rest-law of the Sabbath. It is the fourth commandment of the Decalogue, taught in all our Sabbath schools, pulpits, and homes: "Remember the Sabbath-day, to keep it holy: in it thou shalt do no work," man nor beast. Further, God promises a great reward to those who call "the Sabbath a delight, the holy of the Lord, honourable; not doing thine own ways, nor finding thine own pleasure, nor speaking thine own words, but delighting thyself in the Lord;" showing not only the rest-use of the Sabbath, but its soul-use, as a day of special intercourse with God.
"The Sabbath was made for man," says Jesus Christ; and the Christian Sabbath has incorporated into it the finishing of the great plan of our redemption, when Christ,
arose from the dead, according to the Scriptures. Thus it is appropriately called "the Lord's day;" the day when our worldly business is to be set aside, and when Christ presses his claims upon the hearts and consciences of men. It is a break in the hurrying whirl of this life's interests, to consider the solemn issues of eternity, and that atoning love which is mighty to save all who by repentance and faith accept its terms of mercy.
We find it was on the observance or desecration of the Sabbath that the prosperity of the Hebrew nation hung. "You bring wrath upon the nation," cried Nehemiah to the Sabbath-breaking traders. "This very profanation has been the cause of our disasters in times past." For Sabbath profanation leads to forgetfulness of God; and God left out, what becomes of man? Ruin stares him in the face. "The ungodly shall not prosper." What becomes of a nation? Ruin! They shall be left to their own doings. The French nation blotted out the Sabbath, and showed what it was to be left of God.
When an African prince sent an embassy to Queen Victoria with costly presents, and asked her to tell him in return the secret of England's greatness and England's glory, presenting him with a copy of the Bible, the Queen replied, "Tell your prince that this is the secret of England's greatness."
For all our institutions, all our civil and religious interests, we need the morality of the Bible, the conscience and the self-restraint which the Bible enjoins; and for this purpose we must vigorously support the institutions of the Bible. Foremost in the foreground is the Sabbath. It has come down to us through the ages, the great commemoration-day of a finished creation and a completed atonement, summoning men to call on the name of the Lord, and bless and praise his holy name.
On its observance the highest moral education of the people depends. Every railroad corporation is bound to be a Sabbath-keeping corporation. It makes time enough to do its work. The nature of its work demands responsible men. An immense amount of property is in its hands, requiring officers of scrupulous integrity to manage its interests. The gross receipts of eight railways terminating in London are over £200,000 a week.
It has the life and limbs of thousands upon thousands intrusted to its charge, at the mercy of its employés, engineers, firemen, brakemen, switchmen, the recklessness or unfaithfulness of any of whom may bring sudden death to scores, and plunge a nation into mourning. These men, to be kept the right men, need the Sabbath. To be honest, responsible, vigilant, true, God-fearing men, fit for their posts of duty, they must have the Sabbath.
Many roads are Sabbath-keeping. Some of those which do run on that day are poorly paid. Carrying the mail helps them out. They run, perhaps, for that purpose. But is it necessary to keep up Sabbath violation on our great routes in order to forward the mail? Does not the Saturday telegraph do away with that necessity? Every important item of business can be put through on the wires in time.
The side of the Sabbath is the side of God.
What became of George Stephenson and his son Robert? the boys will have the curiosity to ask.
George and Robert Stephenson took their rank among the great men of England—that class of great men who contribute to the true prosperity of the world, by giving it better tools to do its labour with. A good tool is a great civilizer. The more perfect the instrument, the better the work. The more perfect the instrument, the greater the number of persons benefited; for the sagacity necessary to invention and discovery, and the intelligence required to mature them, are large-hearted and broad-minded. They work for the many, not for the few.
The history of railways in England it is not my object to give you, and that enters largely into the remaining period of George Stephenson's life; you will find it fully detailed in Smiles's Life of him. He became rich and famous, yet he always preserved the simple habits and tastes of his early days. Though asked to dine at the richly-spread tables of lords and baronets, no dish suited his taste better than his frugal oat-meal "crowdie," and no cook served it better than himself. Kings and queens thought it a privilege to talk with him. Liverpool erected a statue of him. The King of Belgium knighted him. But he cared little for honours. When somebody, wishing to dedicate a book to him, asked what his "ornamental initials" were, "I have to state," replied he, "that I have no flourishes to my name, either before or after. I think it will be as well if you merely say, 'George Stephenson.'"
Young men beginning life often called upon him for advice and assistance. He hated show and foppery, and a weakness in that direction often got reproof. One day one came flourishing a gold-headed cane. "Put by that stick, my man," said Stephenson, "and I will talk with you."
"You will, sir, I hope, excuse me," he said on another occasion to a very gaily dressed youth; "I am plain-spoken, and am sorry to see a clever young man like you disfigured by that fine-patterned waistcoat and all these chains and fang-dangs. If I, sir, had bothered my head with these things when I was of your age, I would not have been where I now am."
Wholesome as were his reproofs, his counsel was as reliable, and his help as timely. From the mine of his own rugged experience he had gathered truths richer than grains of gold; and he never allowed any good opportunity to pass without insisting upon the practice of those homelier and sterner virtues which form the strong woof of character. When building a road between Birmingham and London, Robert walked twenty times over the entire route, illustrating the patient assiduity taught him by his father. No slipshod work could escape their eye. "Neglect nothing," was their motto. As a Killingworth collier he put his brains and his heart into his work. As a master-builder he put his conscience into it. All his work was honest, representing the actual character of the man.
WHOLESOME REPROOF.
When the rough and tumble of life began to subside, and he became a more stationary engine, with greater leisure for the enjoyment of his now ample home, his old love of birds, dogs, horses, and rabbits revived. There was not a bird's nest upon his grounds that he did not know, and he often watched the nest-building operations with a builder's interest; a blade of grass, a bit of bark, a nest of birds, an ant tugging for one poor grain, were all to his mind revelations of the wonderful mechanism and creative power of God.
LATER DAYS OF GEORGE STEPHENSON.
He died in August 1848, in the sixty-seventh year of his age.
Robert proved himself worthy of such a father. They were alike in character, intimately associated in the great engineering enterprises of their day, and bound to each other by the fondest affection.
George built roads, Robert bridges to run them over; for railroads have given birth to the most stupendous and splendid bridges the world ever saw. The famous Tubular Bridge over the Strait of Menai—connecting Holyhead with the mainland—and the High Level Bridge at Newcastle, built by him, are monuments of engineering skill. You often see pictures of them. The most remarkable work of his genius, however, is on the other side of the Atlantic Ocean.
It was desirable that the Grand Trunk Railway of Canada, terminating at Montreal, should be connected with the sea-board; and the road was accordingly extended from Montreal to Portland, Maine. But the river St. Lawrence, deep and broad, sweeping down its mighty current the waters and ice of the great lakes, broke the line and separated the road into two parts. The river must be spanned. A bridge must be built. It was a stupendous undertaking, but "Robert Stephenson can do it." Robert Stephenson did do it. It is thrown from Languire to a point half a mile below the city, a distance of nearly two miles. It is composed of twenty-four spans, and has three million feet of solid masonry in it. The road runs through iron tubes, sixty feet above the river, and the train is nine minutes going across. There are ten thousand tons of iron in the tubes. It was six years in building. It is called the Goliath of bridges; and is named the Victoria Bridge, in honour of Queen Victoria.
VICTORIA BRIDGE, MONTREAL.
Robert drafted, calculated, estimated, and superintended section after section of this immense work, and yet never visited the scene of labour! photographs were sent him of its progress step by step. It was finished December 1859, and opened with all the festal honours possible in that season of the year. At the entertainment given there was one toast—"Robert Stephenson, the greatest engineer the world ever saw"—followed by no cheers. A deep hush swept over the assembly.
For Robert Stephenson was dead. He died on the 12th of October, two months before the completion of the work, in the rich prime of a noble manhood. His death was looked upon as a public calamity; and England, with a true sense of his worth, laid him side by side with her most honoured dead. He was buried in Westminster Abbey, with her kings and queens, her princes and poets, her warriors and statesmen. The funeral procession was between two and three miles long; thousands lined the streets, and thousands pressed into the Abbey. Tickets were necessary in order to get entrance; and one of the most pressing applicants was an humble working-man, who years before had driven the first locomotive-engine from Birmingham to London, with Robert Stephenson at his elbow.
The humble Newcastle collier-boy crowned his life with honourable toil; and at his death a nation mourned a great man fallen.