"My case with Trevithick is strictly this; he was represented to me as a man of property; and as to his talents for mechanics, no man could be in his company long without being struck with them. I was induced to trust him to the amount of nearly 500l., and I then learned for the first time that it was only on the possible contingency of a grant from Government that he relied for the payment of my claim."
"My case with Trevithick is strictly this; he was represented to me as a man of property; and as to his talents for mechanics, no man could be in his company long without being struck with them. I was induced to trust him to the amount of nearly 500l., and I then learned for the first time that it was only on the possible contingency of a grant from Government that he relied for the payment of my claim."
A company called the New Improved Patent Steam-Navigation Company was formed, of which Trevithick was a member, though apparently not a subscriber, for a note in November, 1831, informed him that "if in seven days he did not pay up his calls, his shares would be entirely forfeited." This company, among other proposals, opened negotiations for sending steamboats to Buenos Ayres to help in the commerce of the port and inland river.
In 1832 the Waterwitch Company made experiments with those plans, propelling by forcing water through pipes, since which a Government ship of war called the 'Waterwitch' has been so propelled. Twenty years ago the writer saw steamboats so propelled in daily use on the Meuse; they needed no rudder, for by turning the mouth of the exit-water pipes on either side of the ship it was made to turn in its length, or even to move sideways.
Messrs. John Hall and Sons, of Dartford, also experimented on these two patents, and from this the tubular condenser was called Hall's Condenser. I think the boat it was first tried in was called the 'Dartford.'
Trevithick's difficulties in urging so many and great changes in marine propulsion may be estimated by the acts of other engineers.
"Mr. Rennie was engaged for many years in urging the introduction of steam-power in the Royal Navy. In 1817, we find him writing to Lord Melville, Sir J. Yorke, Sir D. Milne, and others on the subject. In July, 1818, he laments that he cannot convince Sir G. Hope or Mr. Secretary Yorke of their utility, but that he is persuaded their adoptionmustcome at last. On the 30th May, 1820, he writes James Watt, of Birmingham, informing him that the Admiralty had at last decided upon having a steamboat, notwithstanding the strong resistance of the Navy Board."[208]
"Mr. Rennie was engaged for many years in urging the introduction of steam-power in the Royal Navy. In 1817, we find him writing to Lord Melville, Sir J. Yorke, Sir D. Milne, and others on the subject. In July, 1818, he laments that he cannot convince Sir G. Hope or Mr. Secretary Yorke of their utility, but that he is persuaded their adoptionmustcome at last. On the 30th May, 1820, he writes James Watt, of Birmingham, informing him that the Admiralty had at last decided upon having a steamboat, notwithstanding the strong resistance of the Navy Board."[208]
So that Mr. Bennie, as professional adviser of the Navy Board, had to persuade for three years, with a knowledge of Trevithick's prior experiments, before active steps were agreed to; for twelve years had then passed since Trevithick's nautical labourer and iron steamboat had been tried on the Thames, and five since his experiments with the screw-propeller.
An article in 'The Times' gives in strong contrast the relative value of screw and paddle-wheels as propellers. The 'Syria' was originally a paddle-wheel steamer, having oscillating cylinders worked with steam of 25 lbs. on the inch, and Hall's tubular condenser; after a time the paddle-wheels were removed for a screw-propeller, driven by two steam-cylinders side by side, of different diameters, the high-pressure steam exerting its full force in the small cylinder, and then expanding in the larger cylinder. All the leading features in this improved steamboat of the present day, such as high-pressure expansive steam in one or two cylinders, with tubular condenser and screw-propeller, had been publicly proved by Trevithick fifty years before.
PLATE 18PLATE 18.COMPOUND MARINE ENGINE, 1871.London: E.& F. N. Spon, 48, Charing Cross. Kell Bros. Lith. London.
PLATE 18.COMPOUND MARINE ENGINE, 1871.
London: E.& F. N. Spon, 48, Charing Cross. Kell Bros. Lith. London.
"Screw against Paddle.—An interesting and important trial trip has recently been made, which serves to exhibit the advantages of the screw over the paddle as a means of propulsion for ocean-going steamships. In 1863, the steamship 'Syria,' of 1998 tons, was built for the Peninsular and Oriental Company by Messrs. Day, Summers, and Co., and fitted with paddle-wheel engines of 450-horse power. The 'Syria' then attained a speed of 13·038 knots per hour, and the consumption of coal was at the rate of 45 tons per diem. The builders have lately converted her into a screw-steamer (for carrying the mails between Southampton and the Cape of Good Hope), who, without in any way disturbing the configuration of the hull, have fitted the 'Syria' with compound inverted engines of 300 nominal horse-power. These engines have two cylinders, respectively of 36 in. and 72 in. diameter, with a stroke of 4 ft. 2 in. On Monday last the 'Syria' attained an average speed of 12·637 knots, with a consumption of coal equivalent to 18 tons per diem; thus showing a difference of only 0·401 knot per hour, with a lessened power of 150 horses, and a saving in consumption of coal of 27 tons per diem; while the carrying capacity of the ship, arising from the economy of space in the engine-room, has been enormously increased, as she can now stow 1200 tons of cargo against 500 tons previously."[209]
"Screw against Paddle.—An interesting and important trial trip has recently been made, which serves to exhibit the advantages of the screw over the paddle as a means of propulsion for ocean-going steamships. In 1863, the steamship 'Syria,' of 1998 tons, was built for the Peninsular and Oriental Company by Messrs. Day, Summers, and Co., and fitted with paddle-wheel engines of 450-horse power. The 'Syria' then attained a speed of 13·038 knots per hour, and the consumption of coal was at the rate of 45 tons per diem. The builders have lately converted her into a screw-steamer (for carrying the mails between Southampton and the Cape of Good Hope), who, without in any way disturbing the configuration of the hull, have fitted the 'Syria' with compound inverted engines of 300 nominal horse-power. These engines have two cylinders, respectively of 36 in. and 72 in. diameter, with a stroke of 4 ft. 2 in. On Monday last the 'Syria' attained an average speed of 12·637 knots, with a consumption of coal equivalent to 18 tons per diem; thus showing a difference of only 0·401 knot per hour, with a lessened power of 150 horses, and a saving in consumption of coal of 27 tons per diem; while the carrying capacity of the ship, arising from the economy of space in the engine-room, has been enormously increased, as she can now stow 1200 tons of cargo against 500 tons previously."[209]
Mr. Husband, of the firm of Harvey and Co., of Hayle, has obliged me with the annexed sketch (Plate XVIII.) of a modern high-pressure steam expansive compound marine engine, with surface condensers, on which the grandsons of Trevithick are now working, to be placed in the 'Batara Bayon Syree,' an iron yacht for an Indian Rajah, embracing the modern improvements of direct-action compound engines, and illustrating the principles which governed the constructors of the 'Syria.'
The first glance shows a seeming resemblance in outline to Trevithick's patent drawing of 1832, having one cylinder above the other; but a closer examinationproves the application of the principles of his patents of 1815 and 1831, embracing screw-propeller, direct-acting engines, tubular boilers, high-pressure steam used expansively, and condensation by cold surface preventing the necessity of using salt water in the boilers.
This engine, in outline, has a strong likeness to Trevithick's engines, going back even to his first patent of 1802,[210]followed by the direct-action high-pressure steam yacht of 1806,[211]and again in 1808[212]by the iron steamer with direct-action long-stroke cylinders, with highly expansive steam and surface condensers, to which, in 1815,[213]was added the patent compound expansive steam pole and piston engine and screw-propeller, embodying during the first fifteen years of the present century, both in principle and in detail, the most approved form of marine steam-engine with fewness and simplicity of form of moving parts; but compare it with the Watt patent engine, and its difference is obvious; no beam or parallel motion, no injection-water necessitating the air-pump, no low-pressure steam. The late Mr. William Wilson, of Perran Foundry, son of Boulton and Watt's financial agent in Cornwall, informed Mr. Henwood that he was with Mr. Watt when some one stated that Mr. Trevithick was working his engine with steam of 40 lbs. on the inch; when Mr. Watt replied, "I could work my engine with steam of 100 lbs. to the inch, but I [would not] be the engineman."[214]
Progressive experience, with increasing demand for economy and speed, have caused the principles and the details of Trevithick's steam-engines to be matters ofnational importance seventy years after their discovery, for as far back as that he used highly-expansive steam,[215]and on the question of a separate cylinder for expansion as used in the modern steamboat combined engines, he wrote, "I think one cylinder partly filled with steam would do equally as well as two cylinders; that one at Worcester shuts off the steam at the first third of the stroke, and works very uniformly with a considerable saving of coal."[216]Those modern marine engines use about the same steam pressure and expand about in the same proportion. With the direct action from the piston-rod to the crank-shaft, the multitubular boiler and screw-propeller, and the surface condenser perfected in 1831 and 1832, at which time his construction of a marine steam-engine would have been just what it now is forty years later. Those latter patents also embrace the principle of superheating steam, practically shown many years before,[217]and still used by marine engineers of modern times.
In tracing the wisdom of his designs just before the close of an eventful life, reference may be made to the trial of a common road locomotive in 1871:—"Experimental trip of the Indian Government steam train engine, 'Ranee,' from Ipswich to Edinburgh.—The results of the trial with the 'Chenah,' though satisfactory so far as the engines proper were concerned, were vitiated by the failure of the boiler; on the completion of the second engine, the 'Ranee,' the field boiler and variable blast-pipe were used; the boiler is about 4 feet diameter at the bottom and 8 feet high."[218]
The form and dimensions of the exterior of the Raneetubular boiler are very similar to Trevithick's patent drawing and specification of 1832; even the variable blast-pipe was used by him in 1802.[219]
The last years of Trevithick's eventful life were chequered with hopes and disappointments when, in the early part of 1830, he wrote to his friend Gerard:—
"This morning I called here for the purpose of forwarding my information to the committee of the House. I called on Mr. Thompson to inform him what Mr. Gilbert said respecting it. His answer was, that the direct method would be by forwarding a petition in the way proposed when at the lobby. In consequence, I have forwarded the petition to Sir Matthew Ridley. Yesterday I took the coach to Highgate, by way of Camden Town, and of course had to walk up Highgate Hill. I found I was able to walk up that hill with as much ease and speed as any of my coach companions. However strange this maggot may appear in my chest and brain, it is no more than true. I wish among all you long-life-preserving doctors you could find out the cause of this defect, so as to remedy this troublesome companion of mine."
"This morning I called here for the purpose of forwarding my information to the committee of the House. I called on Mr. Thompson to inform him what Mr. Gilbert said respecting it. His answer was, that the direct method would be by forwarding a petition in the way proposed when at the lobby. In consequence, I have forwarded the petition to Sir Matthew Ridley. Yesterday I took the coach to Highgate, by way of Camden Town, and of course had to walk up Highgate Hill. I found I was able to walk up that hill with as much ease and speed as any of my coach companions. However strange this maggot may appear in my chest and brain, it is no more than true. I wish among all you long-life-preserving doctors you could find out the cause of this defect, so as to remedy this troublesome companion of mine."
His health was breaking down, and his petition for a gift from the public purse, so hopefully commenced two years before, was doomed, after another year's bandying from pillar to post, to be forgotten and unanswered.
"Eastbourne,December 26th, 1831."Dear Trevithick,"I am sorry to find that you have not any prospect of assistance from Government. I have not any copy or memorandum of my letter to Mr. Spring Rice, but it was to the effect of first bearing testimony to the large share that you have had in almost all the improvements on Mr. Watt's engine, which have altogether about trebled its power; your having made a travelling engine twenty-eight years ago; of your having invented the iron tanks for carrying water on board ship. Ithen went on to state that the great defect in all steam-engines seemed to be the loss by condensation of all the heat rendered latent in the conversion of water into steam. That high-pressure engines owed their advantages mainly to a reduction of the relative importance of this latent heat. That I had long wished to see the plan of a differential engine tried, in which the temperatures, and consequently elasticities, of the fluid might be varied on the opposite sides of the piston without condensation; that the engine you had now constructed promised to effect that object, and that in the event of its succeeding at all, although it might not be applicable to the driving water out of mines, yet that for steam-vessels and for steam-carriages its obvious advantages would be of the greatest importance; and I ended by saying that although it was clearly impossible for me to ensure the success of any plan till it had been actually proved by experiment, yet judging theoretically, and also from the imperfect trial exhibited on the Thames, I thought it well worthy of being favoured."Your plan unquestionably must be to appoint some one with you, as Mr. Watt did Mr. Boulton, and I certainly think it a very fair speculation for any such person as Mr. Boulton to undertake."It is impossible for me to point out any individual, as never having had the slightest motive with such or with manufacturers in any part of my life, I am entirely unacquainted with mercantile concerns. I cannot, however, but conjecture that you should make a fair and full estimate of what would be the expense of making a decisive experiment on a scale sufficiently large to remove all doubt; and that your proposal should be, that anyone wishing to incur that expense should, in the event of success, be entitled to a certain share of your patent; on such conditions some one of property may perhaps be found who would undertake the risk, and if the experiment proved successful, he would be sure to use every exertion afterwards for his own sake. With every wish for your success,"Believe me, yours very faithfully,"Davies Gilbert.
"Eastbourne,December 26th, 1831.
"Dear Trevithick,
"I am sorry to find that you have not any prospect of assistance from Government. I have not any copy or memorandum of my letter to Mr. Spring Rice, but it was to the effect of first bearing testimony to the large share that you have had in almost all the improvements on Mr. Watt's engine, which have altogether about trebled its power; your having made a travelling engine twenty-eight years ago; of your having invented the iron tanks for carrying water on board ship. Ithen went on to state that the great defect in all steam-engines seemed to be the loss by condensation of all the heat rendered latent in the conversion of water into steam. That high-pressure engines owed their advantages mainly to a reduction of the relative importance of this latent heat. That I had long wished to see the plan of a differential engine tried, in which the temperatures, and consequently elasticities, of the fluid might be varied on the opposite sides of the piston without condensation; that the engine you had now constructed promised to effect that object, and that in the event of its succeeding at all, although it might not be applicable to the driving water out of mines, yet that for steam-vessels and for steam-carriages its obvious advantages would be of the greatest importance; and I ended by saying that although it was clearly impossible for me to ensure the success of any plan till it had been actually proved by experiment, yet judging theoretically, and also from the imperfect trial exhibited on the Thames, I thought it well worthy of being favoured.
"Your plan unquestionably must be to appoint some one with you, as Mr. Watt did Mr. Boulton, and I certainly think it a very fair speculation for any such person as Mr. Boulton to undertake.
"It is impossible for me to point out any individual, as never having had the slightest motive with such or with manufacturers in any part of my life, I am entirely unacquainted with mercantile concerns. I cannot, however, but conjecture that you should make a fair and full estimate of what would be the expense of making a decisive experiment on a scale sufficiently large to remove all doubt; and that your proposal should be, that anyone wishing to incur that expense should, in the event of success, be entitled to a certain share of your patent; on such conditions some one of property may perhaps be found who would undertake the risk, and if the experiment proved successful, he would be sure to use every exertion afterwards for his own sake. With every wish for your success,
"Believe me, yours very faithfully,"Davies Gilbert.
The statement of the President of the Royal Society, that the power of the Watt engine had been trebled by Trevithick, brought him no gain.
He never troubled himself with politics, but the passing of the Reform Bill caused him to suggest that it should be commemorated by a pillar higher than had ever before been erected. The following memorandum is in his own writing:—
"'Morning Herald,' July 11th, 1832."National Monument in honour of Reform.—The great measure of Reform having become the law of the land, it is proposed to commemorate the event by the erection of a stupendous column, exceeding in dimensions Cleopatra's Needle, or Pompey's Pillar, and symbolical of the beauty, strength, and unaffected grandeur of the British Constitution."In furtherance of this great object, a public meeting is proposed to be held, of which due notice will be given, to set on foot a subscription throughout the United Kingdoms, limiting individual contributions to two guineas, but receiving the smallest sums in aid of the design."The following noblemen and gentlemen have signified their approbation of the measure:—His Grace the Duke of Norfolk, of Somerset, of Bedford; the Right Honourable Earl of Morley, of Shrewsbury, of Darlington; Lord Stafford; Sir Francis Burdett, M.P.; Joseph Hume, M.P.; R. H. Howard, M.P.; Win. Brougham, M.P.; J. E. Denison, M.P.; A. W. Robarts, M.P.; J. Easthope, M.P.; General Palmer, M.P."Plan and Sectional Elevation of Proposed Reform Column"Design and specification for erecting a gilded conical cast-iron monument. Scale, 40 feet to the inch of 1000 feet in height, 100 feet diameter at the base, and 12 feet diameter at the top; 2 inches thick, in 1500 pieces of 10 feet square, with an opening in the centre of each piece 6 feet diameter, also in each corner of 18 inches diameter, for the purpose of lessening the resistance of the wind, and lightening the structure; with flanges on every edge on their inside to screw them together;seated on a circular stone foundation of 6 feet wide, with an ornamental base column of 60 feet high; and a capital with 50 feet diameter platform, and figure on the top of 40 feet high; with a cylinder of 10 feet diameter in the centre of the cone, the whole height, for the accommodation of persons ascending to the top. Each cast-iron square would weigh about 3 tons, to be all screwed together, with sheet lead between every joint. The whole weight would be about 6000 tons. The proportions of this cone to its height would be about the same as the general shape of spires in England.Plan and Sectional Elevation of Proposed Reform ColumnPlan and Sectional Elevation of Proposed Reform Column."A steam-engine of 20-horse power is sufficient for lifting one square of iron to the top in ten minutes, and as any number of men might work at the same time, screwing them together, one square could easily be fixed every hour; 1500 squares requiring less than six months for the completion of the cone. A proposalhas been made by iron founders to deliver these castings on the spot at 7l.a ton; at this rate the whole expense of completing this national monument would not exceed 80,000l."By a cylinder of 10 feet diameter, through which the public would ascend to the top, bored and screwed together, in which a hollow floating sheet-iron piston, with a seat round it, accommodating 25 persons; a steam-engine forces air into the cylinder-column from a blast-cylinder of the same diameter and working 3 feet a second, would raise the floating piston to the top at the same speed, or five or six minutes ascending the whole height; the descent would require the same time. A door at the bottom of the ascending cylinder opens inwards, which, when shut, could not be opened again, having a pressure of 1500 lbs. of air tending to keep it shut until the piston descends to the bottom. By closing the valve in the piston it would ascend to the top with the passengers floating on air, the same as a regulating blast-piston, or the upper plank of a smith's bellows. The air apparatus from the engine should be of a proper size to admit the floating piston with the passengers to rise and fall gradually, by the partially opening or shutting of the valves in the top of the piston. Supposing no springs or soft substance for the piston to strike on at the bottom of the column-cylinder, descending 3 feet a second would give no greater shock than falling from 9 inches high, that being the rate of falling bodies, or the same as a person being suddenly stopped when walking at the rate of two miles an hour. The pressure of the air under the piston would be about 1/2 lb. on the square inch; the aperture cannot let the piston move above 3 feet a second, but this speed may be reduced to any rate required by opening or shutting the valves on the floating piston."
"'Morning Herald,' July 11th, 1832.
"National Monument in honour of Reform.—The great measure of Reform having become the law of the land, it is proposed to commemorate the event by the erection of a stupendous column, exceeding in dimensions Cleopatra's Needle, or Pompey's Pillar, and symbolical of the beauty, strength, and unaffected grandeur of the British Constitution.
"In furtherance of this great object, a public meeting is proposed to be held, of which due notice will be given, to set on foot a subscription throughout the United Kingdoms, limiting individual contributions to two guineas, but receiving the smallest sums in aid of the design.
"The following noblemen and gentlemen have signified their approbation of the measure:—His Grace the Duke of Norfolk, of Somerset, of Bedford; the Right Honourable Earl of Morley, of Shrewsbury, of Darlington; Lord Stafford; Sir Francis Burdett, M.P.; Joseph Hume, M.P.; R. H. Howard, M.P.; Win. Brougham, M.P.; J. E. Denison, M.P.; A. W. Robarts, M.P.; J. Easthope, M.P.; General Palmer, M.P."
Plan and Sectional Elevation of Proposed Reform Column
"Design and specification for erecting a gilded conical cast-iron monument. Scale, 40 feet to the inch of 1000 feet in height, 100 feet diameter at the base, and 12 feet diameter at the top; 2 inches thick, in 1500 pieces of 10 feet square, with an opening in the centre of each piece 6 feet diameter, also in each corner of 18 inches diameter, for the purpose of lessening the resistance of the wind, and lightening the structure; with flanges on every edge on their inside to screw them together;seated on a circular stone foundation of 6 feet wide, with an ornamental base column of 60 feet high; and a capital with 50 feet diameter platform, and figure on the top of 40 feet high; with a cylinder of 10 feet diameter in the centre of the cone, the whole height, for the accommodation of persons ascending to the top. Each cast-iron square would weigh about 3 tons, to be all screwed together, with sheet lead between every joint. The whole weight would be about 6000 tons. The proportions of this cone to its height would be about the same as the general shape of spires in England.
Plan and Sectional Elevation of Proposed Reform ColumnPlan and Sectional Elevation of Proposed Reform Column.
Plan and Sectional Elevation of Proposed Reform Column.
"A steam-engine of 20-horse power is sufficient for lifting one square of iron to the top in ten minutes, and as any number of men might work at the same time, screwing them together, one square could easily be fixed every hour; 1500 squares requiring less than six months for the completion of the cone. A proposalhas been made by iron founders to deliver these castings on the spot at 7l.a ton; at this rate the whole expense of completing this national monument would not exceed 80,000l.
"By a cylinder of 10 feet diameter, through which the public would ascend to the top, bored and screwed together, in which a hollow floating sheet-iron piston, with a seat round it, accommodating 25 persons; a steam-engine forces air into the cylinder-column from a blast-cylinder of the same diameter and working 3 feet a second, would raise the floating piston to the top at the same speed, or five or six minutes ascending the whole height; the descent would require the same time. A door at the bottom of the ascending cylinder opens inwards, which, when shut, could not be opened again, having a pressure of 1500 lbs. of air tending to keep it shut until the piston descends to the bottom. By closing the valve in the piston it would ascend to the top with the passengers floating on air, the same as a regulating blast-piston, or the upper plank of a smith's bellows. The air apparatus from the engine should be of a proper size to admit the floating piston with the passengers to rise and fall gradually, by the partially opening or shutting of the valves in the top of the piston. Supposing no springs or soft substance for the piston to strike on at the bottom of the column-cylinder, descending 3 feet a second would give no greater shock than falling from 9 inches high, that being the rate of falling bodies, or the same as a person being suddenly stopped when walking at the rate of two miles an hour. The pressure of the air under the piston would be about 1/2 lb. on the square inch; the aperture cannot let the piston move above 3 feet a second, but this speed may be reduced to any rate required by opening or shutting the valves on the floating piston."
General View of Reform ColumnGeneral View of Reform Column.
General View of Reform Column.
To Trevithick's soaring genius nothing appeared very small, or very large, or very costly; not even the cast-iron column 1000 feet high covered with gold. The stone monument of London, 210 feet high, is admired by many; others climb into the cross on St. Paul's Cathedral, 420 feet high; some make a long journey to the great Pyramids, 500 feet high. How muchmore pleasant would be Trevithick's proposed floating 1000 feet upward on an air-cushion, controlled by his high-pressure steam-engine, and having, from the loftiest pedestal of human art, surveyed imperial London, to be again lowered to the every-day level at a safe speed, regulated by valves closed by such simple acts as rising from the seat; but should this be neglected, the passageof compressed air escaping from under the piston-carriage would only allow of its descent at a speed of 3 feet in a second, giving but the same shock on bumping the bottom as jumping off a 9-inch door-step.
Perhaps the King in 1833 could not take an active part in advocating a memento of the golden days of reform; but this is no reason why the suggestion should have been so slightly noticed in 1862, to erect it in memory of the good and wise Prince Albert.
Various meetings were held, and after nine months the plan had so far advanced as to be placed before the King.
"Sir Herbert Taylor begs to acknowledge the receipt of Mr. R. Trevithick's letter, with the accompanying design for a national monument, which he has had the honour of submitting to the King."St. James's Palace,1st March, 1833."[220]
"Sir Herbert Taylor begs to acknowledge the receipt of Mr. R. Trevithick's letter, with the accompanying design for a national monument, which he has had the honour of submitting to the King.
"St. James's Palace,1st March, 1833."[220]
Within two months from the date of the design for a gilded column Trevithick had passed away. His family in Cornwall received a note, dated 22nd April, 1833, from Mr. Rowley Potter, of Dartford, stating that Trevithick had died on the morning of that day, after a week's confinement to his bed. He was penniless, and without a relative by him in his last illness, and for the last offices of kindness was indebted to some who were losers by his schemes. The mechanics from the works of Messrs. Hall were the bearers, and mourners at the funeral, and at their expense night watchers remained by the grave to prevent body-snatching, then frequent in that neighbourhood.
A few years after the funeral, the writer was refusedpermission to go through the works to inquire into the character of the experiments that had been tried, but the working mechanics were glad to see the son of Trevithick, and their wives and children joined in the welcome as he passed through the small town.
Trevithick's grave was among those of the poor buried by the charitable; no stone or mark distinguished it from its neighbours. He is known by his works. His high-pressure steam-engine was the pioneer of locomotion and its wide-spreading civilization. England's mineral and mechanical wealth on land or sea are indebted to its expansive power, its applicability, and durable economy.
His comprehensive and ingenious designs, given to the world seventy years ago,[221]are still instructive guides; and many of his works, dating from the dawn of the present century, remained as active evidences of his skill almost to the present day, with their three-score years,[222]while some few reaching three-score years and ten still remain good servants[223]in the solitude of the Peruvian mountains, where no mechanical hand repairs the errors of human skill or the wear and tear of time.[224]
If these material proofs fail to convince, the reader has but to ponder on the bitterly natural reflections written by himself a few months before his last illness to his friend Davies Gilbert:—
"I have been branded with folly and madness for attempting what the world calls impossibilities, and even from the great engineer, the late Mr. James Watt, who said to an eminent scientific character still living,[225]that I deserved hanging for bringing into use the high-pressure engine. This so far hasbeen my reward from the public; but should this be all, I shall be satisfied by the great secret pleasure and laudable pride that I feel in my own breast from having been the instrument of bringing forward and maturing new principles and new arrangements of boundless value to my country. However much I may be straitened in pecuniary circumstances, the great honour of being a useful subject can never be taken from me, which to me far exceeds riches."
"I have been branded with folly and madness for attempting what the world calls impossibilities, and even from the great engineer, the late Mr. James Watt, who said to an eminent scientific character still living,[225]that I deserved hanging for bringing into use the high-pressure engine. This so far hasbeen my reward from the public; but should this be all, I shall be satisfied by the great secret pleasure and laudable pride that I feel in my own breast from having been the instrument of bringing forward and maturing new principles and new arrangements of boundless value to my country. However much I may be straitened in pecuniary circumstances, the great honour of being a useful subject can never be taken from me, which to me far exceeds riches."