While Robert went on with his lessons in the evenings, his father was usually occupied with his watch and clock cleaning; or in contriving models of pumping-engines; or endeavouring to embody in a tangible shape the mechanical inventions which he found described in the odd volumes on Mechanics which fell in his way. This daily and unceasing example of industry and application, in the person of a loving and beloved father, imprinted itself deeply upon the boy's heart in characters never to be effaced. A spirit of self-improvement was thus early and carefully planted and fostered in Robert's mind, which continued to influence him through life; and to the close of his career, he was proud to confess that if his professional success had been great, it was mainly to the example and training of his father that he owed it.

Robert was not, however, exclusively devoted to study, but, like most boys full of animal spirits, he was very fond of fun and play, and sometimes of mischief. Dr. Bruce relates that an old Killingworth labourer, when asked by Robert, on one of his last visits to Newcastle, if he remembered him, replied with emotion, "Ay, indeed! Haven't I paid your head many a time when you came with your father's bait, for you were always a sad hempy?"

The author had the pleasure, in the year 1854, of accompanying Robert Stephenson on a visit to his old home and haunts at Killingworth. He had so often travelled the road upon his donkey to and from school, that every foot of it was familiar to him; and each turn in it served to recall to mind some incident of his boyish days. His eyes glistened when he came in sight of Killingworth pit-head. Pointing to a humble red-tiled house by the road-side at Benton, he said, "You see that house-that was Rutter's, where I learnt my A B C, and made a beginning of my school learning. And there," pointing to a colliery chimney on the left, "there is Long Benton, where my father put up his first pumping-engine; and a great success it was. And this humble clay-floored cottage you see here, is where my grandfather lived till the close of his life. Many a time have I ridden straight into the house, mounted on my cuddy, and called upon grandfather to admire his points. I remember the old man feeling the animal all over-he was then quite blind-after which he would dilate upon the shape of his ears, fetlocks, and quarters, and usually end by p.r.o.nouncing him to be a 'real blood.' I was a great favourite with the old man, who continued very fond of animals, and cheerful to the last; and I believe nothing gave him greater pleasure than a visit from me and my cuddy."

On the way from Benton to High Killingworth, Mr. Stephenson pointed to a corner of the road where he had once played a boyish trick upon a Killingworth collier. "Straker," said he, "was a great bully, a coa.r.s.e, swearing fellow, and a perfect tyrant amongst the women and children. He would go tearing into old Nanny the huxter's shop in the village, and demand in a savage voice, 'What's ye'r best ham the pund?' 'What's floor the hunder?' 'What d'ye ax for prime bacon?'-his questions often ending with the miserable order, accompanied with a tremendous oath, of 'Gie's a penny rrow (roll) an' a baubee herrin!' The poor woman was usually set 'all of a shake' by a visit from this fellow. He was also a great boaster, and used to crow over the robbers whom he had put to flight; mere men in buckram, as everybody knew. We boys," he continued, "believed him to be a great coward, and determined to play him a trick.

Two other boys joined me in waylaying Straker one night at that corner,"

pointing to it. "We sprang out and called upon him, in as gruff voices as we could a.s.sume, to 'stand and deliver!' He dropped down upon his knees in the dirt, declaring he was a poor man, with a sma' family, asking for 'mercy,' and imploring us, as 'gentlemen, for G.o.d's sake, t'

let him a-be!' We couldn't stand this any longer, and set up a shout of laughter. Recognizing our boys' voices, he sprang to his feet and rattled out a volley of oaths; on which we cut through the hedge, and heard him shortly after swearing his way along the road to the yel-house."

On another occasion, Robert played a series of tricks of a somewhat different character. Like his father, he was very fond of reducing his scientific reading to practice; and after studying Franklin's description of the lightning experiment, he proceeded to expend his store of Sat.u.r.day pennies in purchasing about half a mile of copper wire at a brazier's shop in Newcastle. Having prepared his kite, he sent it up in the field opposite his father's door, and bringing the wire, insulated by means of a few feet of silk cord, over the backs of some of Farmer Wigham's cows, he soon had them skipping about the field in all directions with their tails up. One day he had his kite flying at the cottage-door as his father's galloway was hanging by the bridle to the paling, waiting for the master to mount. Bringing the end of the wire just over the pony's crupper, so smart an electric shock was given it, that the brute was almost knocked down. At this juncture the father issued from the door, riding-whip in hand, and was witness to the scientific trick just played off upon his galloway. "Ah! you mischievous sc.o.o.ndrel!" cried he to the boy, who ran off. He inwardly chuckled with pride, nevertheless, at Robert's successful experiment. {57}

[Picture: Stephenson's Cottage, West Moor]

At this time, and for many years after, Stephenson dwelt in a cottage standing by the side of the road leading from the West Moor colliery to Killingworth. The railway from the West Moor Pit crosses this road close by the east end of the cottage. The dwelling originally consisted of but one apartment on the ground-floor, with the garret over-head, to which access was obtained by means of a step-ladder. But with his own hands Stephenson built an oven, and in the course of time he added rooms to the cottage, until it became a comfortable four-roomed dwelling, in which he lived as long as he remained at Killingworth.

He continued as fond of birds and animals as ever, and seemed to have the power of attaching them to him in a remarkable degree. He had a blackbird at Killingworth so fond of him that it would fly about the cottage, and on holding out his finger, would come and perch upon it. A cage was built for "blackie" in the part.i.tion between the pa.s.sage and the room, a square of gla.s.s forming its outer wall; and Robert used afterwards to take pleasure in describing the oddity of the bird, imitating the manner in which it would c.o.c.k its head on his father's entering the house, and follow him with its eye into the inner apartment.

Neighbours were accustomed to call at the cottage and have their clocks and watches set to rights when they went wrong. One day, after looking at the works of a watch left by a pitman's wife, George handed it to his son; "Put her in the oven, Robert," said he, "for a quarter of an hour or so." It seemed an odd way of repairing a watch; nevertheless, the watch was put into the oven, and at the end of the appointed time it was taken out, going all right. The wheels had merely got clogged by the oil congealed by the cold; which at once explains the rationale of the remedy adopted.

There was a little garden attached to the cottage, in which, while a workman, Stephenson took a pride in growing gigantic leeks and astounding cabbages. There was great compet.i.tion amongst the villagers in the growth of vegetables, all of whom he excelled, excepting one of his neighbours, whose cabbages sometimes outshone his. In the protection of his garden-crops from the ravages of the birds, he invented a strange sort of "fley-craw," which moved its arms with the wind; and he fastened his garden-door by means of a piece of ingenious mechanism, so that no one but himself could enter it. His cottage was quite a curiosity-shop of models of engines, self-acting planes, and perpetual-motion machines.

The last-named contrivances, however, were only unsuccessful attempts to solve a problem which had effectually baffled hundreds of preceding inventors. His odd and eccentric contrivances often excited great wonder amongst the Killingworth villagers. He won the women's admiration by connecting their cradles with the smoke-jack, and making them self-acting. Then he astonished the pitmen by attaching an alarum to the clock of the watchman whose duty it was to call them betimes in the morning. He also contrived a wonderful lamp which burned under water, with which he was afterwards wont to amuse the Brandling family at Gosforth,-going into the fish-pond at night, lamp in hand, attracting and catching the fish, which rushed wildly towards the flame.

Dr. Bruce tells of a compet.i.tion which Stephenson had with the joiner at Killingworth, as to which of them could make the best shoe-last; and when the former had done his work, either for the humour of the thing, or to secure fair play from the appointed judge, he took it to the Morrisons in Newcastle, and got them to put their stamp upon it. So that it is possible the Killingworth brakesman, afterwards the inventor of the safety lamp and the originator of the railway system, and John Morrison, the last-maker, afterwards the translator of the Scriptures into the Chinese language, may have confronted each other in solemn contemplation over the successful last, which won the verdict coveted by its maker.

Sometimes he would endeavour to impart to his fellow-workmen the results of his scientific reading. Everything that he learnt from books was so new and so wonderful to him, that he regarded the facts he drew from them in the light of discoveries, as if they had been made but yesterday.

Once he tried to explain to some of the pitmen how the earth was round, and kept turning round. But his auditors flatly declared the thing to be impossible, as it was clear that "at the bottom side they must fall off!"

"Ah!" said George, "you don't quite understand it yet." His son Robert also early endeavoured to communicate to others the information which he had gathered at school; and Dr. Bruce has related that, when visiting Killingworth on one occasion, he found him engaged in teaching algebra to such of the pitmen's boys as would become his pupils.

[Picture: The Sundial]

While Robert was still at school, his father proposed to him during the holidays that he should construct a sun-dial, to be placed over their cottage-door at West Moor. "I expostulated with him at first," said Robert, "that I had not learnt sufficient astronomy and mathematics to enable me to make the necessary calculations. But he would have no denial. 'The thing is to be done,' said he; 'so just set about it at once.' Well; we got a 'Ferguson's Astronomy,' and studied the subject together. Many a sore head I had while making the necessary calculations to adapt the dial to the lat.i.tude of Killingworth. But at length it was fairly drawn out on paper, and then my father got a stone, and we hewed, and carved, and polished it, until we made a very respectable dial of it; and there it is, you see," pointing to it over the cottage-door, "still quietly numbering the hours when the sun is shining. I a.s.sure you, not a little was thought of that piece of work by the pitmen when it was put up, and began to tell its tale of time." The date carved upon the dial is "August 11th, MDCCCXVI." Both father and son were in after-life very proud of the joint production. Many years after, George took a party of savans, when attending the meeting of the British a.s.sociation at Newcastle, over to Killingworth to see the pits, and he did not fail to direct their attention to the sun-dial; and Robert, on the last visit which he made to the place, a short time before his death, took a friend into the cottage, and pointed out to him the very desk, still there, at which he had sat while making his calculations of the lat.i.tude of Killingworth.

From the time of his appointment as engineer at the Killingworth Pit, George Stephenson was in a measure relieved from the daily routine of manual labour, having, as we have seen, advanced himself to the grade of a higher cla.s.s workman. But he had not ceased to be a worker, though he employed his industry in a different way. It might, indeed, be inferred that he had now the command of greater leisure; but his spare hours were as much as ever given to work, either necessary or self-imposed. So far as regarded his social position, he had already reached the summit of his ambition; and when he had got his hundred a year, and his dun galloway to ride on, he said he never wanted to be any higher. When Robert Whetherly offered to give him an old gig, his travelling having so much increased of late, he accepted it with great reluctance, observing, that he should be ashamed to get into it, "people would think him so proud."

When the High Pit had been sunk, and the coal was ready for working, Stephenson erected his first winding-engine to draw the coals out of the pit, and also a pumping-engine for Long Benton Colliery, both of which proved quite successful. Amongst other works of this time, he projected and laid down a self-acting incline along the declivity which fell towards the coal-loading place near Willington, where he had officiated as brakesman; and he so arranged it, that the full waggons descending drew the empty waggons up the railroad. This was one of the first self-acting inclines laid down in the district.

Stephenson had now much better opportunities than hitherto for improving himself in mechanics. His familiar acquaintance with the steam-engine proved of great value to him. His shrewd insight, and his intimate practical acquaintance with its mechanism, enabled him to apprehend, as if by intuition, its most abstruse and difficult combinations. The practical study which he had given to it when a workman, and the patient manner in which he had groped his way through all the details of the machine, gave him the power of a master in dealing with it as applied to colliery purposes.

Sir Thomas Liddell was frequently about the works, and took pleasure in giving every encouragement to the engine-wright in his efforts after improvement. The subject of the locomotive engine was already closely occupying Stephenson's attention; although it was still regarded as a curious and costly toy, of comparatively little real use. But he had at an early period detected its practical value, and formed an adequate conception of the might which as yet slumbered within it; and he now bent his entire faculties to the development of its extraordinary powers.

[Picture: Colliers' Cottages at Long Benton]

CHAPTER V.

EARLY HISTORY OF THE LOCOMOTIVE-GEORGE STEPHENSON BEGINS ITS IMPROVEMENT.

The rapid increase in the coal-trade of the Tyne about the beginning of the present century had the effect of stimulating the ingenuity of mechanics, and encouraging them to devise improved methods of transporting the coal from the pits to the shipping places. From our introductory chapter, it will have been observed that the improvements which had thus far been effected were confined almost entirely to the road. The railway waggons still continued to be drawn by horses. By improving and flattening the tramway, considerable economy in horse-power had indeed been secured; but unless some more effective method of mechanical traction could be devised, it was clear that railway improvement had almost reached its limits.

Many expedients had been tried with this object. One of the earliest was that of hoisting sails upon the waggons, and driving them along the waggon-way, as a ship is driven through the water by the wind. This method seems to have been employed by Sir Humphrey Mackworth, an ingenious coal-miner at Neath in Glamorganshire, about the end of the seventeenth century.

After having been lost sight of for more than a century, the same plan of impelling carriages was revived by Richard Lovell Edgworth, with the addition of a portable railway, since revived also, in Boydell's patent.

But although Mr. Edgworth devoted himself to the subject for many years, he failed in securing the adoption of his sailing carriage. It is indeed quite clear that a power so uncertain as wind could never be relied on for ordinary traffic, and Mr. Edgworth's project was consequently left to repose in the limbo of the Patent Office, with thousands of other equally useless though ingenious contrivances.

A much more favourite scheme was the application of steam power for the purpose of carriage traction. Savery, the inventor of the working steam-engine, was the first to propose its employment to propel vehicles along the common roads; and in 1759 Dr. Robison, then a young man studying at Glasgow College, threw out the same idea to his friend James Watt; but the scheme was not matured.

[Picture: Cugnot's Engine]

The first locomotive steam-carriage was built at Paris by the French engineer Cugnot, a native of Lorraine. It is said to have been invented for the purpose of dragging cannon into the field independent of horses.

The original model of this machine was made in 1763. Count Saxe was so much pleased with it, that on his recommendation a full-sized engine was constructed at the cost of the French monarch; and in 1769 it was tried in the presence of the Duc de Choiseul, Minister of War, General Gribeauval, and other officers. At one of the experiments it ran with such force as to knock down a wall in its way. But the new vehicle, loaded with four persons, could not travel faster than two and a half miles an hour. The boiler was insufficient in size, and it could only work for about fifteen minutes; after which it was necessary to wait until the steam had again risen to a sufficient pressure. To remedy this defect, Cugnot constructed a new machine in 1770, the working of which was more satisfactory. It was composed of two parts-the fore part consisting of a small steam-engine, formed of a round copper boiler, with a furnace inside, provided with two small chimneys and two single-acting bra.s.s steam cylinders, whose pistons acted alternately upon the single driving-wheel. The hinder part consisted merely of a rude carriage on two wheels to carry the load, furnished with a seat in front for the conductor. This engine was tried in the streets of Paris; but when pa.s.sing near where the Madeleine now stands, it overbalanced itself on turning a corner, and fell over with a crash; after which, its employment being thought dangerous, it was locked up in the a.r.s.enal to prevent further mischief. The machine is, however, still to be seen in the collection of the Conservatoire des Arts et Metiers at Paris. It has very much the look of a long brewer's cart, with the addition of the circular boiler hung on at one end. Rough though it looks, it was a highly creditable piece of work, considering the period at which it was executed; and as the first actual machine constructed for the purpose of travelling on ordinary roads by the power of steam, it is certainly a most curious and interesting mechanical relic, well worthy of preservation.

But though Cugnot's road locomotive remained locked up from public sight, the subject was not dead; for we find inventors employing themselves from time to time in attempting to solve the problem of steam locomotion in places far remote from Paris. The idea had taken root in the minds of inventors, and was striving to grow into a reality. Thus Oliver Evans, the American, invented a steam carriage in 1772 to travel on common roads; in 1787 he obtained from the State of Maryland an exclusive right to make and use steam-carriages, but his invention never came into use.

Then, in 1784, William Symington, one of the early inventors of the steamboat, was similarly occupied in Scotland in endeavouring to develop the latent powers of the steam-carriage. He had a working model of one constructed, which he exhibited in 1786 to the professors of Edinburgh College; but the state of the Scotch roads was then so bad that he found it impracticable to proceed further with his scheme, which he shortly after abandoned in favour of steam navigation.

[Picture: Section of Murdock's Model]

The same year in which Symington was occupied upon his steam-carriage, William Murdock, the friend and a.s.sistant of Watt, constructed his model of a locomotive at the opposite end of the island-at Redruth in Cornwall.

His model was of small dimensions, standing little more than a foot high; and it was until recently in the possession of the son of the inventor, at whose house we saw it a few years ago. The annexed section will give an idea of the arrangements of this machine.

It acted on the high-pressure principle, and, like Cugnot's engine, ran upon three wheels, the boiler being heated by a spirit-lamp. Small though the machine was, it went so fast on one occasion that it fairly outran its inventor. It seems that one night after returning from his duties at the Redruth mine, Murdock determined to try the working of his model locomotive. For this purpose he had recourse to the walk leading to the church, about a mile from the town. It was rather narrow, and was bounded on each side by high hedges. The night was dark, and Murdock set out alone to try his experiment. Having lit his lamp, the water boiled speedily, and off started the engine with the inventor after it. He soon heard distant shouts of terror. It was too dark to perceive objects; but he found, on following up the machine, that the cries proceeded from the worthy pastor of the parish, who, going towards the town, was met on this lonely road by the hissing and fiery little monster, which he subsequently declared he had taken to be the Evil One _in propria persona_. No further steps were, however, taken by Murdock to embody his idea of a locomotive carriage in a more practical form.

The idea was next taken up by Murdock's pupil, Richard Trevithick, who resolved on building a steam-carriage adapted for common roads as well as railways. He took out a patent to secure the right of his invention in 1802. Andrew Vivian, his cousin, joined with him in the patent-Vivian finding the money, and Trevithick the brains. The steam-carriage built on this patent presented the appearance of an ordinary stage-coach on four wheels. The engine had one horizontal cylinder, which, together with the boiler and the furnace-box, was placed in the rear of the hind axle. The motion of the piston was transmitted to a separate crank-axle, from which, through the medium of spur-gear, the axle of the driving-wheel (which was mounted with a fly-wheel) derived its motion.

The steam-c.o.c.ks and the force-pump, as also the bellows used for the purpose of quickening combustion in the furnace, were worked off the same crank-axle.

John Petherick, of Camborne, has related that he remembers this first English steam-coach pa.s.sing along the princ.i.p.al street of his native town. Considerable difficulty was experienced in keeping up the pressure of steam; but when there was pressure enough, Trevithick would call upon the people to "jump up," so as to create a load upon the engine. It was soon covered with men attracted by the novelty, nor did their number seem to make any difference in the speed of the engine so long as there was steam enough; but it was constantly running short, and the horizontal bellows failed to keep it up.

This road-locomotive of Trevithick's was one of the first high-pressure working engines constructed on the principle of moving a piston by the elasticity of steam against the pressure only of the atmosphere. Such an engine had been described by Leopold, though in his apparatus it was proposed that the pressure should act only on one side of the piston. In Trevithick's engine the piston was not only raised, but was also depressed by the action of the steam, being in this respect an entirely original invention, and of great merit. The steam was admitted from the boiler under the piston moving in a cylinder, impelling it upward. When the motion had reached its limit, the communication between the piston and the under side was shut off, and the steam allowed to escape into the atmosphere. A pa.s.sage being then opened between the boiler and the upper side of the piston, which was pressed downwards, the steam was again allowed to escape as before. Thus the power of the engine was equal to the difference between the pressure of the atmosphere and the elasticity of the steam in the boiler.

This steam-carriage excited considerable interest in the remote district near the Land's End where it had been erected. Being so far removed from the great movements and enterprise of the commercial world, Trevithick and Vivian determined upon exhibiting their machine in the metropolis.

They accordingly set out with it to Plymouth, whence it was conveyed by sea to London.

The carriage safely reached the metropolis, and excited much public interest. It also attracted the notice of scientific men, amongst others of Mr. Davies Gilbert, President of the Royal Society, and Sir Humphry Davy, both Cornishmen like Trevithick, who went to see the private performances of the engine, and were greatly pleased with it. Writing to a Cornish friend shortly after its arrival in town, Sir Humphry said: "I shall soon hope to hear that the roads of England are the haunts of Captain Trevithick's dragons-a characteristic name." The machine was afterwards publicly exhibited in an enclosed piece of ground near Euston Square, where the London and North-Western Station now stands, and it dragged behind it a wheel-carriage full of pa.s.sengers. On the second day of the performance, crowds flocked to see it; but Trevithick, in one of his odd freaks, shut up the place, and shortly after removed the engine.

It is, however, probable that the inventor came to the conclusion that the state of the roads at that time was such as to preclude its coming into general use for purposes of ordinary traffic.

While the steam-carriage was being exhibited, a gentleman was laying heavy wagers as to the weight which could be hauled by a single horse on the Wandsworth and Croydon iron tramway; and the number and weight of waggons drawn by the horse were something surprising. Trevithick very probably put the two things together-the steam-horse and the iron-way-and kept the performance in mind when he proceeded to construct his second or railway locomotive. The idea was not, however, entirely new to him; for, although his first engine had been constructed with a view to its employment upon common roads, the specification of his patent distinctly alludes to the application of his engine to travelling on railroads.

Having been employed at the iron-works of Pen-y-darran, in South Wales, to erect a forge engine for the Company, a convenient opportunity presented itself, on the completion of this work, for carrying out his design of a locomotive to haul the minerals along the Pen-y-darran tramway. Such an engine was erected by him in 1803, in the blacksmiths'

shop at the Company's works, and it was finished and ready for trial before the end of the year.

The boiler of this second engine was cylindrical in form, flat at the ends, and made of wrought iron. The furnace and flue were inside the boiler, within which the single cylinder, eight inches in diameter and four feet six inches stroke, was placed horizontally. As in the first engine, the motion of the wheels was produced by spur gear, to which was also added a fly-wheel on one side, to secure a rotatory motion in the crank at the end of each stroke of the piston in the single cylinder.

The waste steam was thrown into the chimney through a tube inserted into it at right angles; but it will be obvious that this arrangement was not calculated to produce any result in the way of a steam-blast in the chimney. In fact, the waste steam seems to have been turned into the chimney in order to get rid of the nuisance caused by throwing the jet directly into the air. Trevithick was here hovering on the verge of a great discovery; but that he was not aware of the action of the blast in contributing to increase the draught and thus quicken combustion, is clear from the fact that he employed bellows for this special purpose; and at a much later date (1815) he took out a patent which included a method of urging the fire by means of fanners. {70}

[Picture: Trevithick's High Pressure Tram-Engine]

At the first trial of this engine it succeeded in dragging after it several waggons, containing ten tons of bar-iron, at the rate of about five miles an hour. Rees Jones, who worked at the fitting of the engine, and remembers its performances, says, "She was used for bringing down metal from the furnaces to the Old Forge. She worked very well; but frequently, from her weight, broke the tram-plates and the hooks between the trams. After working for some time in this way, she took a load of iron from Pen-y-darran down the Basin-road, upon which road she was intended to work. On the journey she broke a great many of the tram-plates, and before reaching the basin ran off the road, and had to be brought back to Pen-y-darran by horses. The engine was never after used as a locomotive." {71}

It seems to have been felt that unless the road were entirely reconstructed so as to bear the heavy weight of the locomotive-so much greater than that of the tram-waggons, to carry which the original rails had been laid down-the regular employment of Trevithick's high-pressure tram-engine was altogether impracticable; and as the owners of the works were not prepared to incur so serious a cost, it was determined to take the locomotive off the road, and employ it as an engine for other purposes. It was accordingly dismounted, and used for some time after as a pumping-engine, for which purpose it was found well adapted.