Chapter III: Part 3

The machinery which he patented consisted of a number of different contrivances; but the chief of these, and the one which he particularly claimed entirely as his own invention (for he frankly admitted that some of the other parts were only developments of other inventors), was what is called the water-frame throstle for drawing out the cotton from a coarse to a finer and harder twisted thread, and so rendering it fit to be used for the warp, or longitudinal threads of the cloth, which were formed of linen, as well as the weft. This apparatus was a combination of the carding and spinning machinery; and the principle of having two pairs of rollers, one revolving faster than the other, was now for the first time applied to machinery.

In a year or two the success of Arkwright's inventions was fairly established. The manufacturers were fully alive to its importance; and Arkwright now reaped the reward of all the toil and danger he had undergone in the shape of a diligent and persistent attempt to rob him of his monopoly, which was carried on for a number of years, and was at length successful. Some of the manufacturers, who were greedy to profit by the new machinery without paying the inventor, got hold of Kay, who had quarrelled with Arkwright some time before, and found him a willing instrument in their hands. It would take too long to go over all the law processes which Arkwright had now to engage in to defend his rights. Kay got up a story that the real inventor was a poor reed maker named Highs, who had once employed him to make a model, the secret of which he had imparted to Arkwright; and this was a capital excuse for using the new machinery in defiance of the patent, although the evidence at the various trials is now held completely to vindicate Arkwright's title as inventor. One law plea was lost to him, on account of some technical omission in the specifications; another restored to him the enjoyment of his monopoly; and a third trial destroyed the patent, which Arkwright never took any steps to recover.

Besides trying to defraud Arkwright of his patent-rights, the rival manufacturers, with jealous inconsistency, did their best to discountenance the use of the yarns he made, although much superior in quality to what was then in use. But Arkwright not only surmounted this obstacle, but turned it to good account, for it set him to manufacturing the yarn into stockings and calicoes, the duty on which being soon after lowered, in spite of the strenuous opposition of the manufacturers, turned out a very profitable speculation.

For the first five years Arkwright's mills yielded little or no profit; but after that, the adverse tide against which he had struggled so bravely changed, and he followed a prosperous and honourable career till his death, which happened in 1792. He was knighted, not for being, as he was, a benefactor to his country, but because, in his capacity of high sheriff, he chanced to read some trumpery address to the king. He left behind a fortune of about half a million sterling.

FOOTNOTES:

[A] The founder of the family of Strutt of Belper, afterwards ennobled.

III.--SAMUEL CROMPTON.

Excellent as was the yarn produced by the spinning-jenny and the water-frame, compared with the old hand-spun stuff, it was coarse and full of knots; and when a demand arose for imitations of the fine India muslins, the weavers found they could produce but a very poor piece of work with such rough materials.

Among those who were inconvenienced for want of a better sort of yarn was young Samuel Crompton, who lived with his widowed mother and two sisters in an old country house called Hall-in-the-Wood, near what was then the little rural town of Bolton in the Moors. When Samuel was only five years old his father died, and left his widow with the three children on her hands, to struggle through the world as best she could. A hard-working, energetic, God-fearing woman, she buckled to the fight with a stout heart and a resolute will. Her husband had been both farmer and weaver, like most of the men in that quarter; and she did her best to fill his place, looking after the little farm and the three cows, and working at the loom, the yarn for which she taught the bairns to spin. Whatever she took in hand she did with might and main, and the result was, her webs were the best woven, her butter the richest, her honey the purest, her home-made wines the finest flavoured of any in the district. Small as her means were, she gave her boy the best education that could be got in Bolton--first at a day-school, and afterwards, when he was old enough to take his place by day between the treadles, at a night-school. Rigid in her sense of duty, and resolute to do her own share of the work, she exacted the same from others, and kept her lad tightly to the loom. Every day he had to do a certain quantity of work; and there was no looking her in the face unless each evening saw it done, and well done too. Anxious to satisfy his mother, and yet get time for his favourite amusement of fiddle-making and fiddle-playing, Sam grew quickly sensitive of the imperfections of the machinery he had to work with. "He was plagued to deeath," he used to say, "wi' mendin' the broken threeads;" and could not help thinking many a time whether the jenny could not be improved so as to spin more quickly, and produce a better thread. By the time he came to man's estate, in 1774, his thoughts had settled so far into a track, that he was able to begin making a contrivance of his own, which he hoped would accomplish the object he had in view. He had a few common tools which had belonged to his father, but his own clasp-knife served nearly every purpose in his ready hands. He had his "bits of things" filed at the smithy, and to get money for materials, he fiddled at the theatre for 1s. 6d. a night. Every minute he could spare from the task-work of the day was spent in his little room over the porch of the hall in forwarding his invention. As it advanced, he grew more and more engrossed with it, and often the dawn found him still at work on it. The good folks down in Bolton were sorely puzzled to think what light it was that was so often seen glimmering at uncanny hours up at the old hall. The story went abroad that the place was haunted, and that the ghost of some former resident, uneasy from the sorrows or the sins of his past life, kept watch and ward till cock crow, with a spectral lamp. The mystery was cleared up at last. It was discovered that the ghost was only Sam Crompton "fashing himself over bits of wood and iron;" and Sam was pointed out as a "conjuror"--the cant term for inventor--when he walked through the town.

The five years of labour and anxiety bore fruit in 1779, when the "mule-jenny" with its spindle carriage was finished and set to work. As its name indicates, it was an ingenious cross between the jenny and the water-frame, combining the best features of both with several novel ones, which rendered it a very valuable machine.

Just as Crompton had put the finishing touches to his mule, the weavers and spinners broke out in open riot at Blackburn, and scoured the country with the cry, "Men, not machines;" breaking every machine they could lay hands on. To keep himself out of trouble and save his mule, Crompton took it to pieces, and hid it in the roof of the hall. When the storm had swept past, he brought it out, put it together, and began to use it in his daily work. The fine yarn he turned out made quite a sensation, and the fame of his invention spread far and wide. People came from all quarters to get a sight of it; and when denied admittance, brought ladders and harrows, and climbed up to the window of the room where it stood. One pertinacious fellow actually ensconced himself for several days in the cockloft, from which he watched Crompton at work in the room below, through a gimlet hole he bored in the ceiling. Crompton lost all patience with this constant espionage. "Why couldn't folk let him enjoy his machine by himself?" he asked. A friend, whose advice he asked, urged him not to think of taking out a patent, but to make a present of his invention to the community at large. Save me from my friends, Crompton might well have cried. Simple, guileless fellow that he was, he acted on his "friend's" advice, and on a number of manufacturers putting down their names for subscriptions varying from a guinea to a crown, threw open the invention to the world. When the time came for the subscriptions to be called in, some of the manufacturers actually were base enough to refuse payment of the paltry sums they had promised, and overwhelmed with abuse the man by the fruit of whose brain they were making their fortunes. When all the money was collected, it amounted to only L60, just as much as built Crompton a new machine, with no more than four spindles.

Shy, simple, confiding, innocent of the cunning ways of the world, sadly backward in the study of mankind, and perhaps somewhat ungenial and unpractised to boot, Crompton, from the time when one would have thought he had set his foot on the first round of the ladder of fortune, went stumbling on from one misfortune to another, ill-used on every side, and unsuccessful in every effort to get on in the world. Wheedled out of his patent rights, cheated of the money promised him, his workmen lured away from him as soon as he had taught them the construction of the mule, he grew morbid and distrustful of everyone. He would have no more workmen; and as the production of his machines was thus restricted to the labours of his own hands, he could not compete with the large factories, who drew all the customers away from him. Peel, the father of the statesman, offered him first a lucrative place of trust, and afterwards a partnership; but he would not listen to him. He grew more wretched and discouraged every day. In despair he cut up his spinning machines, and hacked to pieces with an axe a carding machine he had invented, exclaiming bitterly, "They shall not have this too."

He then retired into comparative obscurity at Oldham, where he drudged away at weaving, farming, cow-keeping, and overseeing the poor, and found it no easy matter withal to support his family, for he had married some years before. Afterwards he re-appeared at Bolton as a small manufacturer; and there was a brief interval of sunshine. The muslin trade was very brisk, and the weavers walked about with five-pound notes stuck in their hats, and dressed out in ruffled shirts and top boots, like fine gentlemen. While this lasted Crompton found abundant sale for his superior yarn. But trade grew depressed, and the gloom settled over Crompton's life to its close.

The idea was started of getting Parliament to do something for him; but he was too independent to supplicate government officials in person. Spencer Perceval, the Chancellor of the Exchequer, was willing to befriend him; but Crompton's ill luck was at his heels. On the 11th of May 1812, Crompton was talking with Peel and another gentleman in the lobby of the House of Commons, when Perceval walked up to them, saying, "You will be glad to know we mean to propose L20,000 for Crompton. Do you think it will be satisfactory?" Crompton walked away out of delicacy not to hear the answer. An instant afterwards there was a great shout, and a rush of people in alarm. Perceval lay bathed in his own blood, slain by the bullet of the assassin Bellingham. Crompton had lost his friend.

When the subject of a grant to the inventor of the spinning-mule was brought up in the House a few days afterwards by Lord Stanley (now Lord Derby), only L5000 was proposed. No one thought of increasing it. "Let's give the man a L100 a-year," said an honourable member; "it's as much as he can drink." So the vote was agreed to; though at that very time the duty accruing to the revenue from the cotton wool imported to be spun upon the mule was L300,000 a-year, or more than L1000 a working day. The impulse which this invention gave to the cotton manufactures of Great Britain, and the commercial prosperity to which it led, enabled the country to bear the heavy drain of the war taxes; and it has been said, with no little truth, that Crompton contributed as much as Wellington to the downfall of Napoleon. As soon as it became known, the mule-spindle took the lead in cotton-spinning machines. In 1811 above 4,600,000 mule-spindles, made by his pattern, were in use. At the present time it is calculated that there are upwards of 30,000,000 in use in Great Britain; and the increase goes on at the rate of above 1,000,000 a-year. In France there were in 1850 about 3,000,000 spindles on Crompton's principle; and one firm of mule makers (Hibbert, Platt, and Company, of Oldham), make mules at the rate of 500,000 spindles a-year. The immense impetus given to trade, money, civilization, and comfort by this invention is almost incalculable.

The grant of L5000 was soon swallowed up in the payment of his debts, and in meeting the losses of his business. "Nothing more was ever done for him. The king, who was fond of patronizing merit, took no notice of him; his eldest son was promised a commission, which he did not get; and some time after, when struggling through life on only L100 a-year, the post of sub-inspector of the factories in Bolton became vacant; though he applied for the office, for which he was eminently qualified, he was passed over in favour of the natural son of one of the ex-secretaries of state--a man who did not know a mule from a spinning-jenny."[B]

Crompton spent his last days in poverty and privation, and died at the age of seventy-four, in 1827.

FOOTNOTES:

[B] Athenaeum.

IV.--DR. CARTWRIGHT.

In the summer of 1784 a number of gentlemen were chatting, after dinner, in a country house at Matlock in Derbyshire. Some extensive cotton-mills had recently been set up in the neighbourhood, and the conversation turned upon the wonderful inventions which had been introduced for spinning cotton. There were one or two gentlemen present connected with the "manufacturing interest," who were very bitter against Arkwright and his schemes.

"It's all very well," said one of the grumblers, "but what will all this rapid production of yarn lead to? Putting aside the ruin of the poor spinners, who will be starved because they haven't as many arms as these terrible machines, you'll find that it will end in a great deal more yarn being spun than can be woven into cloth, and in large quantities of yarn being exported to the Continent, where it will be worked up by foreign weavers, to the injury of our home manufacture. That will be the short and the long of it, mark my words."

"Well, but, sir," remarked a grave, portly, middle-aged gentleman of clerical appearance, after a few minutes' reflection, "when you talk of the impossibility of the weaving keeping up with the spinning, you forget that machinery may yet be applied to the former as well as the latter. Why may there not be a loom contrived for working up yarn as fast as the spindle produces it. That long-headed fellow Arkwright must just set about inventing a weaving machine."

"Stuff and nonsense," returned the "practical man" pettishly, as though it were hardly worth while noticing the remarks of such a dreamer. "You might as well bid Arkwright grow the cloth ready made. Weaving by machinery is utterly impossible. You must remember how much more complex a process it is than spinning, and what a variety of movements it involves. Weaving by machinery is a mere idle vision, my dear sir, and shows you know nothing about the operation."

"Well, I must confess my ignorance on the subject of weaving," replied the clergyman; "but surely it can't be a more complex matter than moving the pieces in a game of chess. Now, there's an automaton figure now exhibiting in London, which handles the chess men, and places them on the proper squares of the board, and makes the most intricate moves, for all the world as if it were alive. If that can be done, I don't see why weaving should baffle a clever mechanist. A few years ago we should have laughed at the notion of doing what Arkwright has done; and I'm certain that before many years are over, we shall have 'weaving Johnnies,' as well as 'spinning Jennies.'"

Dr. Cartwright, for that was the clergyman's name, confidently as he foretold that machine-weaving would be devised before long, little dreamt at that moment that he was himself to bring about the fulfilment of his own prediction. A quiet, country clergyman, of literary tastes, a scholar, and poetaster, he had spent his life hitherto in the discharge of his ministerial duties, writing articles and verses, and had never given the slightest attention to mechanics, theoretical or practical. He had never so much as seen a loom at work, and had not the remotest notion of the principle or mode of its construction. But the chance conversation at the Matlock dinner table suddenly roused his interest in the subject. He walked home meditating on what sort of a process weaving must be; brooded over the subject for days and weeks,--was often observed by his family striding up and down the room in a fit of abstraction, throwing his arms from side to side like a weaver jerking the shuttles,--and at last succeeded in evolving, as the Germans would say, from "the depths of his moral consciousness," the idea of a power-loom. With the help of a smith and a carpenter, he set about the construction of a number of experimental machines, and at length, after five or six months' application, turned out a rude, clumsy piece of work, which was the basis of his invention.

"The warp," he says, "was laid perpendicularly, the reed fell with the force of at least half a hundredweight, and the springs which threw the shuttle were strong enough to have thrown a Congreve rocket. In short, it required the strength of two powerful men to work the machine at a slow rate, and only for a short time. This being done, I then condescended to see how other people wove; and you will guess my astonishment when I compared their easy modes of operation with mine. Availing myself of what I then saw, I made a loom in its general principles nearly as they are now made. But it was not till the year 1787 that I completed my invention."

Having given himself to the contrivance of a loom that should be able to keep pace in the working up of the yarn with the jenny which produced it, solely from motives of philanthropy, he felt bound, now that he had devised the machine, to prove its utility, and bring it into use. To have stopped with the work of invention, would, he conceived, have been to leave the work half undone; and, therefore, at no slight sacrifice of personal inclination, and to the rupture of all old ties, associations, and ways of life, he quitted the ease and seclusion of his parsonage, abandoned the pursuits which had formerly been his delight, and devoted himself to the promotion of his invention. He set up weaving and spinning factories at Doncaster, and, bent on the welfare of his race, began the weary, painful struggle that was to be his ruin, and to end only with his life. "I have the worst mechanical conception any man can have," wrote his friend Crabbe, "but you have my best wishes. May you weave webs of gold." Alas! the good man wove for himself rather a web of dismal sack-cloth, sore and grievous to his peace, like the harsh shirts of hair old devotees used to vex their flesh with for their sins. The golden webs were for other folk's wear,--for those who toiled not with their brain as he had done, but who reaped what they had not sown.

He had invented a machine that was to promote industry, and save the English weavers from being driven from the field, as was beginning to be the case, by foreign weavers; and masters and men were up in arms against him as soon as his design was known. His goods were maliciously damaged,--his workmen were spirited away from him,--his patent right was infringed. Calumny and hatred dogged his steps. After a succession of disasters, his prospects assumed a brighter aspect, when a large Manchester firm contracted for the use of four hundred looms. A few days after they were at work, the mill that had been built to receive them stood a heap of blackened ruins.

Still, he would not give up till all his resources were exhausted,--and surely and not slowly that event drew nigh. The fortune of L30,000 with which he started in the enterprise melted rapidly away; and at length the day came when, with an empty purse, a frame shattered with anxiety and toil, but with a brave, stout heart still beating in his breast, Cartwright turned his back upon his mills, and went off to London to gain a living by his pen. As he turned from the scene of his misfortunes, he exclaimed,--

"With firm, unshaken mind, that wreck I see,
Nor think the doom of man should be reversed for me."

The lion that has once eaten a man has ever after, it is said, a wild craving after human blood. And it would seem that the faculty of invention, once aroused, its appetite for exercise is constant and insatiable. Cartwright having discovered his dormant powers, could no more cease to use them than to eat. A return to his quiet literary ways, fond as he still was of such pursuits, was impossible. An inventor he was, and an inventor he must continue till his eye was glazed, and his brain numbed in death. When a clergyman he set himself to study medicine, and acquired great skill and knowledge in the science, solely for the benefit of the poor parishioners, and now he gave himself up to the labours of invention with the same benevolent motives. Gain had not tempted him to enter the arena,--discouragement and ruin were not to drive him from it. The resources of his ingenuity seemed inexhaustible, and there was no limit to its range of objects. Wool-combing machines, bread and biscuit baking machines, rope-making machines, ploughs, and wheel carriages, fire-preventatives, were in turn invented or improved by him. He predicted the use of steam-ships, and steam-carriages,--and himself devised a model of the former (with clock-work instead of a steam-engine), which a little boy used to play with on the ponds at Woburn, that was to grow up into an eminent statesman--Lord John Russell. To the very last hour of his life his brain was teeming with new designs. He went down to Dover in his eightieth year for warm sea-bathing, and suggested to his bathman a way of pumping up the water that saved him the wages of two men; and almost the day before his death, he wrote an elaborate statement of a new mode he had discovered of working the steam-engine. Moved by an irresistible impulse to promote the "public weal," he truly fulfilled the resolution he expressed in verse,--

"With mind unwearied, still will I engage,
In spite of failing vigour and of age,
Nor quit the combat till I quit the stage."

In 1808 he was rewarded by Parliament for his invention of the power-loom, and the losses it brought upon him, by a grant of L10,000. He died in October 1823.

V.--SIR ROBERT PEEL.

Cartwright's power-loom was afterwards taken in hand and greatly improved by other ingenious persons--mechanics and weavers. "The names of many clever mechanics," says a writer in the _Quarterly Review_, "who contributed to advance it, step by step, through failure and disappointment, have long been forgotten. Some broke their hearts over their projects when apparently on the eve of success. No one was more indefatigable in his endeavours to overcome the difficulties of the contrivance than William Radcliffe, a manufacturer at Mellor, near Manchester, whose invention of the dressing-machine was an important step in advance. With the assistance of an ingenious young weaver in his employment, named Johnson, he also brought out the dandy-loom, which effects almost all that can be done for the hand-loom as to motion. Radcliffe was not, however, successful as a manufacturer; he exhausted his means in experiments, of which his contemporaries and successors were to derive the benefit; and after expending immense labour, and a considerable fortune in his improvements, he died in poverty in Manchester only a few years ago."

To the Peel family the cotton manufacture is greatly indebted for its progress. Robert Peel, the founder of the family, developed the plan of printing calico, and his successors perfected it in a variety of ways. While occupied as a small farmer near Blackburn, he gave a great deal of attention to the subject, and made a great many experiments. One day, when sketching a pattern on the back of a pewter dinner-plate, the idea occurred to him, that if colour were rubbed upon the design an impression might be printed off it upon calico. He tested the plan at once. Filling in the pattern with colour on the back of the plate, and placing a piece of calico over it, he passed it through a mangle, and was delighted with seeing the calico come out duly printed. This was his first essay in calico-printing; and he soon worked out the idea, patented it, and starting as a calico-printer, succeeded so well, that he gave up the farm and devoted himself entirely to that business. His sons succeeded him; and the Peel family, divided into numerous firms, became one of the chief pillars of the cotton manufacture.

To such perfection has calico-printing now been brought, that a mile of calico can be printed in an hour, or three cotton dresses in a minute; and so extensive is the production of that article, that one firm alone--that of Hoyle--turns out in a year more than 10,000 miles of it, or more than sufficient to measure the diameter of our planet.

It was a favourite saying of old Sir Robert Peel, in regard to the importance of commercial wealth in a national point of view, "that the gains of individuals were small compared with the national gains arising from trade;" and there can be no doubt that the success of the cotton trade has contributed essentially to the present affluence and prosperity of the United Kingdom. It has placed cheap and comfortable clothing within the reach of all, and provided well-paid employment for multitudes of people; and the growth of population to which it has led, and consequent increase in the consumption of the various necessaries and luxuries of life, have given a stimulus to all the other branches of industry and commerce. From one of the most miserable provinces in the land, Lancashire has grown to be one of the most prosperous. Within a hundred and fifty years the population has increased tenfold, and land has risen to fifty times its value for agricultural, and seventy times for manufacturing purposes. From an insignificant country town and a little fishing village have sprung Manchester and Liverpool; and many other towns throughout the country owe their existence to the same source. These are the great monuments to the achievements of Arkwright, Crompton, Peel, and the other captains of industry who wrought this mighty change, and the best trophies of their genius and enterprise.

The Railway and the Locomotive.

I.--"THE FLYING COACH." II.--THE STEPHENSONS: FATHER AND SON. III.--THE GROWTH OF RAILWAYS.

The Railway and the Locomotive

I.--"THE FLYING COACH."

It is the grey dawn of a fine spring morning in the year 1669, and early though it be, there are many folks astir and gathering in clusters before the ancient, weather-stained front of All Souls' College, Oxford. The "Flying Coach" which has been so much talked about, and which has been solemnly considered and sanctioned by the heads of the University, is to make its first journey to the metropolis to-day, and to accomplish it between sunrise and sunset. Hitherto the journey has occupied two days, the travellers sleeping a night on the road; and the new undertaking is regarded as very bold and hazardous. A buzz rises from the knots of people as they discuss its prospects,--some very sanguine, some very doubtful, not a few very angry at the presumption of the enterprise. But six o'clock is on the strike--all the passengers are seated, some of them rather wishful to be safe on the pavement again--the driver has got the reins in his hand--the guard sounds his bugle, and off goes the "Flying Coach" at a rattling pace, amidst the cheering of the crowd and the benedictions of the university "Dons," who have come down to honour the event with their presence. Learned, liberal-minded men these "Dons" are for the times they live in; but only fancy what they would think if some old seer, whose meditation and research had

"Pierced the future, far as human eye could see,
Seen the vision of the world, and all the wonders that would be,"

were to come forth and tell them, that before two centuries were over men would think far less of travelling from Oxford to London in one hour than they then did of doing so in a day, by means of a machine of iron, mounted upon wheels, which should rush along the ground, and drag a load, which a hundred horses could not move, as though it were a feather. Roger Bacon had prophesied as much four centuries before; the Marquis of Worcester was propounding the same theory at that very day, and yet who can blame them if they treated the notion as the falsehood of an impostor, or the hallucination of a lunatic?

In these days when railways traverse the country in every direction, and are still multiplying rapidly, when no two towns of the least size and consideration are unprovided with this mode of mutual communication--when we step into a railway carriage as readily as into an omnibus, and breakfasting comfortably in London, are whisked off to Edinburgh, almost in time for the fashionable dinner hour,--it requires no little effort to realize the incredulity and contempt with which the idea of superseding the stage-coach by the steam locomotive, and having lines of iron railways instead of the common highways, was regarded for many years after the beginning of the present century. Even after the practicability of the project had been proved, and steam-engines had been seen puffing along the rails, with a train of carriages attached, even so late as 1825, we find one of the leading periodicals--the _Quarterly Review_--denouncing the gross exaggeration of the powers of the locomotive which its promoters were guilty of, and predicting that though it might delude for a time, it must end in the mortification of all concerned. The fact was, said the writer, that people would as soon suffer themselves to be fired off like a Congreve rocket, as trust themselves to the mercy of such a machine, going at such a rate--the rate of eighteen miles an hour, which people now-a-days, accustomed to dash along in express trains at two or three times that speed, would deem a perfect snail-pace.

The "railway" had the start of the locomotive by a couple of centuries, and derives its parentage from the clumsy wooden way-leaves or tram-roads which were laid down to lessen the labour of dragging the coal-waggons to and from the place of shipment in the Newcastle colleries. These were in use from the beginning of the seventeenth century, but it was not till the beginning of the nineteenth that the locomotive steam-engine made its appearance. Watt himself took out a patent for a locomotive in 1784, but nothing came of it; and the honour of having first proved the practicability of applying steam to the purposes of locomotion is due to a Cornishman named Trevithick, who devised a high-pressure engine of very ingenious construction, and actually set it to work on one of the roads in South Wales. At first, therefore, there was no alliance between the engine and the rail; and though afterwards Trevithick adapted it to run on a tram-way, something went wrong with it, and the idea was for the time abandoned. There was a long-headed engine-man in one of the Newcastle collieries about this time, in whose mind the true solution of the problem was rapidly developing, but Trevithick had nearly forestalled him. The stories of these two men afford a most instructive lesson. A man of undoubted talent and ingenuity, with influential friends both in Cornwall and London, Trevithick had a fair start in life, and every opportunity of distinguishing himself. But he lacked steadiness and perseverance, and nothing prospered with him. He had no sooner applied himself to one scheme than he threw it up, and became engrossed in another, to be abandoned in turn for some new favourite. He was always beginning some novelty, and never ending what he had begun, and the consequence was an almost constant succession of failures. He was always unhappy and unsuccessful. If now and then a gleam of success did brighten on his path, it was but temporary, and was speedily absorbed in the gloom of failure. He found a man of capital to take up his high-pressure engine, got his locomotive built and set to work, brought his ballast engine into use, and stood in no want of praise and encouragement; and yet, one after another his schemes went wrong. Not one of them did well, because he never stuck to any of them long enough. "The world always went wrong with him," he said himself. "He always went wrong with the world," said more truly those who knew him. His haste, impatience, and want of perseverance ruined him. After actually witnessing his steam engine at work in Wales, dragging a train of heavy waggons at the rate of five miles an hour, he lost conceit of his invention, went away to the West Indies, and did not return to England till Stephenson had solved the difficulty of steam locomotion, and was laying out the Stockton and Darlington Railway. The humble engine-man, without education, without friends, without money, with countless obstacles in his way, and not a single advantage, save his native genius and resolution, had won the day, and distanced his more favoured and accomplished rival. It was reserved for GEORGE STEPHENSON to bring about the alliance of the locomotive and the railroad--"man and wife," as he used to call them--whose union, like that of heaven and earth in the old mythology, was to bear an offspring of Titanic might--the modern railway.

II.--THE STEPHENSONS: FATHER AND SON.

Towards the close of the last century, a bare-legged herd-laddie, about eight years old, might have been seen, in a field at Dewley Burn, a little village not far from Newcastle, amusing himself by making clay-engines, with bits of hemlock-stalk for imaginary pipes. The child is father of the man; and in after years that little fellow became the inventor of the passenger locomotive, and as the founder of the gigantic railway system which now spreads its fibres over the length and breadth, not only of our own country, but of the civilized world, the true hero of the half-century.

The second son of a fireman to one of the colliery engines, who had six children and a wife to support on an income of twelve shillings a-week, George Stephenson had to begin work while quite a child. At first he was set to look after a neighbour's cows, and keep them from straying; and afterwards he was promoted to the work of leading horses at the plough, hoeing turnips, and such like, at a salary of fourpence a-day. The lad had always been fond of poking about in his father's engine house; and his great ambition at this time was to become a fireman like his father. And at length, after being employed in various ways about the colliery, he was, at the age of fourteen, appointed his father's assistant at a shilling a-day. The next year he got a situation as fireman on his own account; and "now," said he, when his wages were advanced to twelve shillings a-week--"now I'm a made man for life."

The next step he took was to get the place of "plugman" to the same engine that his father attended as fireman, the former post being rather the higher of the two. The business of the plugman, the uninitiated may be informed, is to watch the engine, and see that it works properly--the name being derived from the duty of plugging the tube at the bottom of the shaft, so that the action of the pump should not be interfered with by the exposure of the suction-holes. George now devoted himself enthusiastically to the study of the engine under his care. It became a sort of pet with him; and he was never weary of taking it to pieces, cleaning it, putting it together again, and inspecting its various parts with admiration and delight, so that he soon made himself thoroughly master of its method of working and construction.

Eighteen years old by this time, George Stephenson was wholly uneducated. His father's small earnings, and the large family he had to feed, at a time when provisions were scarce and at war prices, prevented his having any schooling in his early years; and he now set himself to repair his deficiencies in that respect. His duties occupied him twelve hours a-day, so that he had but little leisure to himself; but he was bent on improving himself, and after the duties of the day were over, went to a night-school kept by a poor teacher in the village of Water-row, where he was now situated, on three nights during the week, to take lessons in reading and spelling, and afterwards in the science of pot-hooks and hangers as well; so that by the time he was nineteen he was able to read clearly, and to write his own name. Then he took to arithmetic, for which he showed a strong predilection. He had always a sum or two by him to work out while at the engine side, and soon made great progress.

The next year he was appointed brakesman at Black Collerton Colliery, with six shillings added to his wages, which were now nearly a pound a-week, and he was always making a few shillings extra by mending his fellow-workmen's shoes, a job at which he was rather expert. Busy as he was with his various tasks, he found time to fall in love. Pretty Fanny Henderson, a servant at a neighbouring farm, caught his fancy; and getting her shoes to mend, it cost him a great effort to return them to the comely owner after they were patched up. He carried them about with him in his pocket for some time, and would pull them out, and then gaze fondly at them with as much emotion as the old story tells us the sight of the dainty glass slipper, which Cinderella dropped at the ball, excited in the breast of the young prince. Bent upon taking up house for himself, with Fanny as presiding genius, Stephenson now began to save up, and declared himself a "rich man" when he put his first guinea in the box.

Instead of spending the Saturday afternoon with his fellow-workmen in the public-house, Stephenson employed himself in taking the engine to pieces, and cleaning it; but besides his attention to work, he was also remarkable for his skill at putting and wrestling, in which he beat most of his comrades. And he was not without pluck either, as he let a great hulking fellow, who was the bully of the village, know to his cost, by giving him such a drubbing as made him a "sadder and wiser man" for some time afterwards. He still continued his attendance at the night-school, till he had got out of the master as much instruction in arithmetic as he was able to supply.

By the time he was of age he had saved up enough to take a little cottage and furnish it comfortably, though, of course, very humbly; and in the winter of 1802, Fanny, now Mrs. George Stephenson, rode home from church on horseback, seated on a pillion behind her husband, with her arms round his waist; and very proud and happy, we may be sure, he was that day, as the neighbours came to their doors to wish him "God speed" in his new mode of life.

Having learned all he could from the village teacher, George Stephenson now began to study mensuration and mathematics at home by himself; but he also found time to make a number of experiments in the hope of finding out the secret of perpetual motion, and to make shoe-lasts and shoes, as well as mend them. At the end of 1803 his only son, Robert, was born; and soon after the family removed to Killingworth, seven miles from Newcastle, where George got the place of brakesman. They had not been settled long here when Fanny died--a loss which affected George deeply, and attached him all the more intensely to the offspring of their union. At this time everything seemed to go wrong with him. As if his wife's death was not grief enough, his father met with an accident which deprived him of his eye-sight, and shattered his frame; George himself was drawn for the militia, and had to pay a heavy sum of money for a substitute; and with his father, and mother, and his own boy to support, at a time when taxes were excessive and food dear, he had only a salary of L50 or L60 a-year to meet all claims. He was on the verge of despair, and would have emigrated to America, if, fortunately for our country, he had not been unable to raise sufficient money for his passage. So he had to stay in the old country, where a bright and glorious future awaited him, dark and desperate as the prospect then appeared.

He still went on making models and experiments, and perfecting his knowledge of his own engine. To add to his earnings he also took to clock-cleaning, with the view of saving up enough to give his boy the best education it was in his power to bestow. "In the earlier period of my career," he used afterwards to say, "when Robert was a little boy, I saw how deficient I was in education, and I made up my mind that he should not labour under the same defect, but that I would put him to a good school, and give him a liberal training. I was, however, a poor man, and how do you think I managed? I betook myself to mending my neighbours' clocks and watches at nights, after my daily labour was done, and thus I procured the means of educating my son." George began by teaching his son to work with him; and when the little chap could not reach so high as to put a clock-hand on, would set him on a chair for the purpose, and very proud Robert was whenever he could "help father" in any of his jobs.

About this time a new pit having been sunk in the district where he worked, the engine fixed for the purpose of pumping the water out of the shaft was found a failure. This soon reached George's ears. He walked over to the pit, carefully examined the various parts of the machinery, and turned the matter over in his mind. One day when he was looking at it, and almost convinced that he had discovered the cause of the failure, one of the workmen came up, and asked him if he could tell what was wrong.

"Yes," said George; "and I think I could alter it, and in a week's time send you to the bottom."

George offered his services to the engineer. Every expedient had been tried to repair the engine, and all had failed. There could be no harm, if no good, in Stephenson trying his hand at it. So he got leave, and set to work. He took the engine entirely to pieces, and in four days had repaired it thoroughly, so that the workmen could get to the bottom and proceed with their labours. George Stephenson's skill as an engine-doctor began to be noised abroad, and secured him the post of engine-wright at Killingworth, with a salary of L100 a-year. Robert was now old enough to go to school, and was sent to one in Newcastle, to which, dressed in a suit of coarse grey stuff cut out by his father, he rode every day upon a donkey. Robert spent much of his spare time in the Literary and Philosophical Institute of Newcastle; and would sometimes take home a volume from the library, which father and son would eagerly peruse together. Occasionally they tried chemical experiments together; and now and then Robert would try his hand by himself. On one occasion he electrified the cows in an adjacent enclosure by means of an electric kite, making the bewildered animals dash madly about the field, with their tails erect on end; and another time he administered a severe electric shock to his father's Galloway pony, which nearly knocked it over, and drew down upon him the affected wrath of his father, who, coming out at the instant, shook his whip at him and called him a mischievous scoundrel, though pleased all the while at the lad's ingenuity and enterprise. As an early proof of the former, there still stands over the cottage door at Killingworth a sun-dial, constructed by Robert when he was thirteen years old, with some little help from his father.

The idea of constructing a steam-engine to run on the colliery tram-roads leading to the shipping-place was now receiving considerable attention from the engineering community. Several schemes had been propounded, and engines actually made; but none of them had been brought into use. A mistaken notion prevailed that the plain round wheels of an engine would slip round without catching hold of the rails, and that thus no progress would be made; but George Stephenson soon became convinced that the weight of the engine would of itself be sufficient to press the wheels to the rails, so that they could not fail to bite. He turned the subject over and over in his mind, tested his conceptions by countless experiments, and at length completed his scheme. Money for the construction of a locomotive engine on his plan having been supplied by Lord Ravensworth, one was made after many difficulties, and placed upon the tram-road at Killingworth, where it drew a load of 30 tons up a somewhat steep gradient at the rate of four miles an hour. Still there was very little saving in cost, and little advance in speed as compared with horse-power; but in a second one, which Stephenson quickly set about constructing, he turned the waste steam into the chimney to increase the draught, and thus puff the fuel into a brisker flame, and create a larger volume of steam to propel the locomotive. The fundamental principles of the engine thus formed remain in operation to this day; and it may in truth be termed the progenitor of the great locomotive family.

In 1821 George Stephenson got the appointment of engineer, with L300 of salary, to the Stockton and Darlington Railway Company, in the Act of Parliament for which power was given to use locomotive engines, if needful, either for the conveyance of goods or passengers. When the line was opened, it was worked partly by horses and partly by locomotive and stationary engines. This led to a partnership between Mr. Edward Pease of Darlington, the chief projector of the line, and Stephenson, in a locomotive manufactory in Newcastle,--for many years the only one of the kind in existence.

Meanwhile, young Robert Stephenson, having spent a year or two in gaining a practical acquaintance with the machinery and working of a colliery, went to the University of Edinburgh, where he spent a session in attending the courses of lectures on chemistry, natural philosophy, and geology. He made the best of his opportunities; and that he might profit to the utmost by the lectures, he studied short-hand, and took them all down _verbatim_, transcribing his notes every evening before he went to bed. Robert brought home the prize for mathematics, and showed he had made so much progress at college that, though the L80 which the session cost was a large sum to his father at that time, George never failed, then or afterwards, to declare that it was one of the best investments he had ever made.

After a year or two in his father's locomotive factory, Robert spent two or three years in charge of the machinery of a mining company in Columbia, and returned to England at the close of 1827, to find the great question, "Whether locomotives can be successfully and profitably applied to passenger traffic?" hotly agitated, his father, almost alone, taking the side of the travelling, against that of the fixed engines, and insisting that the wheel and the rail were clearly and closely part of one system.

The success of the Darlington line induced the Liverpool merchants to project a line between that town and Manchester; and George Stephenson was almost unanimously chosen engineer, though it was still undetermined whether the new line should be worked by steam or horse power. But, apart from that question, a great, and, as it appeared to most of the engineers of the time, an insurmountable difficulty existed in the quagmire of Chat Moss,--an enormous mass of watery pulp, which rose in height in wet, and sank in dry weather like a sponge, and over whose treacherous depths it was pronounced impossible to form a firm road. It was perfect madness to think of such a thing, said the engineers, and none of them would support Stephenson's scheme; but he resolved to see what could be done. Truck-load after truck-load of stuff was emptied into the moss, and still the insatiable bog kept gaping as though it had not had half a feed. The directors, alarmed, would have abandoned the project, had they not been so deeply involved that they were obliged to let Stephenson continue. But he never doubted himself--not for a moment. He only pushed on the works more vigorously; and, before six months were over, the directors found themselves whirling along over the very bog they expected all their capital was to be fruitlessly sunk to the bottom of. Still, no decision had been come to as to whether locomotive or fixed engines were to be adopted; and the Stephensons were still battling bravely in favour of the locomotive against a host of opponents. Robert did his father good service by the able and pithy pamphlets which he wrote on the subject; and at length their perseverance was rewarded by the directors consenting to employ a locomotive, if they could get one that would run at the rate of ten miles an hour, and not weigh more than six tons, including tender; and offering a reward of L500 for the best engine fulfilling these conditions. George Stephenson and his son set to work immediately, and the product of their united skill and ingenuity was the celebrated _Rocket_, which carried off the prize, and attained a speed of twenty-nine miles on the opening day. The practicability and success of the locomotive was now beyond a doubt; from that day forward public opinion began to turn. Of course, for many a long year afterwards there were not wanting numbers of bigoted men of the old school who cried down the new-fangled system, and would hear of no means of transit but the stage-coach and the canal-boat. But shrewd folk, like the old Duke of Bridgewater, whose faculties were sharpened by their pockets being in danger, could not help crying out, "There's mischief in these tram-ways! I wish the canals mayn't suffer;" and, within ten years of the day when the _Rocket_ went puffing triumphantly along the Liverpool and Manchester line, most sensible people had become convinced of the importance of the locomotive railway, and scarcely a principal town in the country but was supplied with a line.