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He continued working in Yorkshire between about and about John Rennie was the son of a small landholder in Scotland. As a child he spent time with millwright Andrew Meikle, a tenant on the Rennie estate; Rennie requested to be taken on as an apprentice and worked with him intermittently while attending secondary school and Edinburgh University. He built his first bridge near Edinburgh in Rennie began his engineering career with the Aberdeenshire Canal in ; he was soon working all over England and Scotland.

Lives of the Engineers: the Locomotive. George and Robert Stephenson - eBook

He was elected to the Royal Society in His two sons, George and Sir John, became noted engineers. He was the engineer for the Newcastle-Carlisle railway during its second Parliamentary hearings in and was later appointed to construct the line. He moved to Newcastle in , where he continued to work as a civil engineer jointly with John Rennie on the Humber Docks and, with his brother Edward Walton Chapman, to design colliery locomotives. Thomas Telford was born in Scotland, the son of a shepherd, and began his career as an apprentice to a stonemason in Langholm.

George and Robert Stephenson Facts

He set off to improve his prospects, first to Edinburgh in , then to London in Through a business acquaintance he was appointed Surveyor of Public Works in Shropshire around , where he worked for William Jessop on the Ellesmere Canal in In he made a survey and recommendations for the Caledonian Canal, of which he was later appointed principal engineer. In he was asked to advise on a proposed canal in Kent; after that time his reputation was such that he did mostly consulting work all over the country. In he purchased a house in London, where he had lived since Henry Robinson Palmer started working for Thomas Telford in His consulting engineering practice, based in Westminster, surveyed and designed several dock, harbour and railway projects.

One thing that strikes a modern observer is the lack of specialization in the careers of these men. Like less well-known and prolific engineers of the period, each of these men generally began his career in the region where he was born or trained; unlike lesser men he soon developed a national practice usually centred in London although it is clear from their records that they, like their successors, travelled extensively and continually.

While they may have been more often called upon to perform consulting, advisory and reporting roles as they gained experience, this is not necessarily true; many prepared reports early in their careers, and performed field surveys later in life.


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Each of these men seems to have been willing to take on many types of engineering tasks. In addition, most also performed tasks now considered mechanical rather than civil engineering, building machinery like canal locks and pumping stations as well as structures. These men frequently worked together on projects, either as principal and assistants or as colleagues. Hierarchies seem to have been fluid; an engineer could serve as principal to a second engineer on one project and assist the same engineer on another at about the same time. Records of such practices raise several questions.

Why did company directors consider it necessary to hire more than one engineer of similar standing and experience?

Additional Biography Sources

Did engineers who reviewed the work of others obtain that work from the client, or directly from the other engineers? To what extent did company directors understand engineering works, and thus determine the necessity for review? Did Freemasonry provide a non-professional means of contact among engineers, and between them and their clients?

Colin Divall suggests that these questions relate to whether these men saw themselves as temporary employees or as outside experts. Such questions require additional research. Another issue raised by these connections is the extent to which, and the mechanism by which, knowledge was transferred. Yet the institutionalised collaboration among engineers at the time seems to have led to a uniformity of design philosophy and a set of tacit assumptions about construction and operation. In addition to working on the same projects, these men were connected in other ways, including business partnerships.

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They built and operated an ironworks specializing in rails largely for projects which Outram and Jessop had designed as well as machinery and steam engines, including a locomotive designed by William Chapman for the Heaton Colliery in One significant name has been missing from the discussion until now, that of George Stephenson The most prolific and significant engineers of the late eighteenth century were in continuous personal and professional contact; by contrast, George Stephenson, the chief advocate of the steam locomotive railway in the s and s, worked in virtual isolation.

George Stephenson was the son of an engine operator at the Wylam colliery in Northumberland, and joined his father in the trade in A working replica of this locomotive, the Steam Elephant, can be found at Beamish.

Stephenson's Rocket-Start of Public Passenger Railways

In he built his first locomotive; in subsequent years he and others experimented with and improved on his locomotive designs, and Stephenson laid iron railways at Killingworth and other collieries. Because of his location and social position, Stephenson was isolated from the body of engineering knowledge of the time. James Brindley surveyed the original canal route in ; this survey was followed by those of several others including John Rennie in and George Leather in On the recommendation of one of their number, Edward Pease, they replaced him with George Stephenson, who completed a new survey in January For example, in a letter to Michael Longridge in he remarks that he is satisfied with his choice of an assistant for a project in Birmingham, but would have preferred someone younger.

Robert Stephenson (1803–1859)

Thompsons I think there has been some communication between the latter and him. Thompson is a sly fellow, and I have no doubt is paving his way secretly. Instead of the body of knowledge of transport and public works engineering that had been developed by the national network of practitioners by the end of the eighteenth century, Stephenson drew from the design tradition of coal mining, and during the early nineteenth century became the centre of a network of colliery engineers based in the north of England. As mentioned above, Charles Blacker Vignoles , although he learned his trade while serving in the British military and with the Rennies, worked briefly with Stephenson until his resignation in John Urpeth Rastrick was born in Morpeth.

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His father was an engineer, and he began working with him in He broadened his experience working with Richard Trevithick in Shropshire, where he was co-proprietor of the Bridgenorth Ironworks, and later surveyed and designed several railways, most significantly the London and Brighton. James was the son of a solicitor, and started his career as a land agent in the Midlands, managing property and investments for several aristocratic and well-connected clients.


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He invested in mines and public works, and as early as had become interested in railways. Play Introduction Part 1. Introduction Part 2. Chapter 2 George Stephenson's Early Years. Chapter 3 Engineman at Willington Quay.

Chapter 4 The Stephensons at Killingworth. Chapter 5 Early History of the Locomotive. Chapter 6 Invention of the 'Geordy' Safety Lamp. Chapter 7 George Stephenson's further Improvement of the Locomotive. Chapter 10 Chat Moss. Construction of the Railway.

Chapter 12 Opening of the Liverpool and Manchester Railway. Chapter 14 Manchester and Leeds and Midland Railways. Chapter 15 George Stephenson's Coal Mines.