James Nasmyth: Engineer; an autobiography Part 18

[Image] Alexander Nasmyth. After a cameo by Samuel Joseph

In 1838 he visited me again. I had removed to Patricroft, and the Bridgewater Foundry was in full operation. My father was then in his eightieth year. He was still full of life and intellect.

He was vastly delighted in witnessing the rapid progress which I had made since his first visit. He took his daily walk through the workshops, where many processes were going on which greatly interested him. He was sufficiently acquainted with the technical details of mechanical work to enjoy the sight, especially when self-acting tools were employed. It was a great source of pleasure to him to have "a crack" with the most intelligent foremen and mechanics. These, on their part, treated him with the most kind and respectful attention.

The Scotch workmen regarded him with special veneration. They knew that he had been an intimate friend of Robert Burns, their own best-beloved poet, whose verses shed a charm upon their homes, and were recited by the fireside, in the fields, or at the workman's bench.

They also knew that he had painted the only authentic portrait of their national bard. This fact invested my father with additional interest in their eyes. Their respect for him culminated in a rather extraordinary demonstration. On the last day of his visit the leading Scotch workmen procured "on the sly" an arm-chair, which they fastened to two strong bearing poles. When my father left the works at the bell-ringing at mid-day, he was approached by the workmen, and respectfully requested to "take the chair." He refused; but it was of no use. He was led to the chair, and took it. He was then raised and carried in triumph to my house. He was carefully set down at the little garden-gate, where the men affectionately took leave of him, and ended their cordial good wishes for his safe return home with three hearty cheers. I need scarcely say that my father was greatly affected by this kind demonstration on the part of the workmen.

His life was fast drawing to a close. He had borne the heat and burden of the day; and was about to be taken home like a shock of corn in full season. After a long and happy life, blessed and cheered by a most affectionate wife, he laid down his brushes and went to rest.

In his later years he rejoiced in the prosperity of his children, which was all the more agreeable as it was the result of the example of industry and perseverance which he had ever set before them.

My father untiringly continued his professional occupations until 1840, when he had attained the age of eighty-two. His later works may be found wanting in that degree of minute finish which characterised his earlier productions; but in regard to their quality there was no falling off, even to the last picture which he painted. The delicate finish was amply compensated by the increase in general breadth and effectiveness, so that his later works were even more esteemed by his brother-artists. The last picture he painted was finished eight days before his death. It was a small work. The subject was a landscape with an autumnal evening effect. There was a picturesque cottage in the middle distance, a rustic bridge over a brook in the foreground, and an old labouring man, followed by his dog, wearily pa.s.sing over it on his way towards his home. From the chimney of his cottage a thin streak of blue smoke pa.s.sed upward through the tranquil evening air.

All these incidents suggested the idea, which no doubt he desired to convey, of the tranquil conclusion of his own long and active life, which was then, too evidently, drawing to a close.

The shades of evening had come on when he could no longer see to work, and he was obliged to lay down his pencil. My mother was at work with her needle close by him; and when he had finished he asked her what he should call the picture. Not being ready with an answer, he leant back in his chair, feeling rather faint, and said, "Well, I think I had better call it Going Home." And so it was called.

Next morning his strength had so failed him that he could not get up.

He remained there for eight days, and then he painlessly and tranquilly pa.s.sed away. While on his deathbed he expressed the desire that his remains should be placed beside those of a favourite son who had died in early youth. "Let me lie," he said, "beside my dear Alick."

His desire was gratified. He was buried beside his son in St. Cuthbert's churchyard, under the grandest portion of the great basaltic rock on which Edinburgh Castle stands. His grave is marked by a fine Runic Cross, admirably sculptured by Rhind of Edinburgh.

[Image] Monument to Alexander Nasmyth

One of the kindest letters my mother received after her great loss was one from Sir David Wilkie. It was dated 18th April 1840. "I hasten,"

he said, "to a.s.sure you of my most sincere condolence on your severe affliction, feeling that I can sympathise in the privation you suffer from losing one who was my earliest professional friend, whose art I at all times admired, and whose society and conversation was perhaps the most agreeable that I ever met with. " He was the founder of the Landscape Painting School of Scotland, and by his taste and talent has for many years taken a lead in the patriotic aim of enriching his native land with the representations of her romantic scenery; and, as the friend and contemporary of Ramsay, of Gavin Hamilton, and the Runcimans, may be said to have been the last remaining link that unites the present with the early dawn of the Scottish School of Art."

I may add that my mother died six years later, in 1846, at the same age as my father, namely eighty-two.

CHAPTER 13. My Marriage--The Steam Hammer

Before I proceed to narrate the later events of my industrial life, it is necessary to mention, incidentally, an important subject.

As it has been the source of my greatest happiness in life, I cannot avoid referring to it.

I may first mention that my earnest and unremitting pursuit of all subjects and occupations, such as I conceived were essential to the acquirement of a sound practical knowledge of my profession, rendered me averse to mixing much in general society. I had accordingly few opportunities of enjoying the society of young ladies. Nevertheless, occasions now and then occurred when bright beings pa.s.sed before me like meteors. They left impressions on my memory, which in no small degree increased the earnestness of my exertions to press forward in my endeavours to establish myself in business, and thereby acquire the means of forming a Home of my own.

Many circ.u.mstances, however, conspired to delay the ardently longed for condition of my means, such as should induce me to solicit some dear one to complete my existence by her sweet companionship, and enter with me into the most sacred of all the partnerships of life. In course of time I was rewarded with that success which, for the most part, ensues upon all honourable and unremitting business efforts.

This cheered me on; although there were still many causes for anxiety, which made me feel that I must not yet solicit some dear heart to forsake the comforts of an affluent home to share with me what I knew must for some years to come be an anxious and trying struggle for comfort and comparative independence. I had reached my thirtieth year before I could venture to think that I had securely entered upon such a course of prosperity as would justify me in taking this the most important step in life.

It may be a trite but not the less true remark that some of the most important events originate in apparently chance occurrences and circ.u.mstances, which lead up to results that materially influence and even determine the subsequent course of our lives. I had occasion to make a business journey to Sheffield on the 2d of March 1838, and also to attend to some affairs of a similar character at York. As soon as I had completed my engagement at Sheffield, I had to wait for more than two dreary hours in momentary expectation of the arrival of the coach that was to take me on to York. The coach had been delayed by a deep fall of snow, and was consequently late. When it arrived, I found that there was only one outside place vacant; so I mounted to my seat.

It was a very dreary afternoon, and the snow was constantly falling.

As we approached Barnsley I observed, in the remaining murky light of the evening, the blaze of some ironwork furnaces near at hand.

On inquiring whose works they were, I was informed that they belonged to Earl Fitzwilliam, and that they were under the management of a Mr. Hartop. The mention of this name, coupled with the sight of the ironworks, brought to my recollection a kind invitation which Mr. Hartop had given me while visiting my workshop in Manchester to order some machine tools, that it I ever happened to be in his neighbourhood, he would be most happy to show me anything that was interesting about the ironworks and colliery machinery under his management.

I at once decided to terminate my dreary ride on the top of the coach.

I descended, and with my small valise in hand I trudged over some trackless snow-covered fields, and made my way by the shortest cut towards the blazing iron furnaces. On reaching them I was informed that Mr. Hartop had just gone to his house, which was about a mile distant. I accordingly made my way thither the best that I could through the deep snow. I met with a cordial welcome, and with the hospitable request that I should take up my quarters there for the night, and have a round of the ironworks and the machinery on the following day. I cheerfully acceded to the kind invitation.

I was then introduced to his wife and daughter in a cosy room, where I spent a most pleasant evening. As Mr. Hartop was an enthusiast in all matters relating to mechanism and mechanical engineering subjects generally, we found plenty to converse about; while his wife and daughter, at their needlework, listened to our discussions with earnest and intelligent attention.

On the following day I was taken a round of the ironworks, and inspected their machinery, as well as that of the collieries, in the details of which Mr. Hartop had introduced many common-sense and most effective improvements. All of these interested me, and gave me much pleasure. In the evening we resumed our "cracks" on many subjects of mutual interest. The daughter joined in our conversation with the most intelligent remarks; for, although only in her twenty-first year, she had evidently made good use of her time, aided by her clear natural faculties of shrewd observation. Mr. Hartop having met with some serious reverse of fortune, owing to the very unsatisfactory conduct of a partner, had in a manner to begin business life again on his own account; and although he had to reduce his domestic establishment considerably in consequence, there was in all its arrangements a degree of neatness and perfect systematic order, combined with many evidences of elegant taste and good sense which pervaded the whole, that enhanced in no small degree the attractiveness of the household. The chief of these, however, was to me their daughter Anne! I soon perceived in her, most happily and attractively combined, all the conditions that I could hope for and desire to meet with in the dear partner of my existence.

As I had soon to proceed on my journey, I took the opportunity of telling her what I felt and thought, and so ardently desired in regard to our future intercourse. What little I did say was to this great purpose; and, so far as I could judge, all that I said was received in the best spirit that I could desire. I then communicated my hopes and wishes to the parents. I explained to them my circ.u.mstances, which happily were then beginning to a.s.sume an encouraging prospect, and realising, in a substantial form, a return for the earnest exertions that I had made towards establishing a home of my own.

They expressed their concurrence in the kindest manner; and it was arranged that if business continued to progress as favourably as I hoped, our union should take place in about two years from that time.

Everything went on hopefully and prosperously. The two years that intervened looked very long in some respects, and very short in others; for I was always fully occupied, and labour shortens time. At length the two years came to an end. My betrothed and myself continued of the same mind. The happy "chance" event of our meeting on the evening of the 2d of March 1838 culminated in our marriage at the village church of Wentworth on the 16th of June 1840--a day of happy memory!

From that day to this the course of our united hearts and lives has continued to run on with steady uninterrupted harmony and mutual happiness. Forty-two years of our married life finds us the same affectionate and devoted "cronies" that we were at the beginning; and there is every prospect that, under G.o.d's blessing, we shall continue to be so to the end.

I was present at the opening of the Liverpool and Manchester Railway, on the 15th of September 1830. Every one knows the success of the undertaking. Railways became the rage. They were projected in every possible direction. They were first made between all the large towns, after which branches were constructed to place the whole country in connection with the main lines. Coaches were driven off the road, and everything appeared to be thrown into a state of confusion.

People wondered greatly at the new conditions of travelling; and they flocked from all quarters to see the railway at work.

When the line was opened from Edinburgh to Glasgow, a shepherd and his wife came from beyond the Pentlands to see the train pa.s.s.

On it came, and flashed out of sight in a minute.

"How wonderful are the works o' man!" exclaimed the shepherd.

"But what's a' the hurry for?", rejoined his wife.

Still more marvellous, however, was the first adventure by train of an old woman from Newtyle to Dundee. In those days the train was let down part of the railway by a rope. The woman was on her way down hill, with a basket of eggs by her side. Suddenly the rope broke, and the train dashed into the Dundee Station, scattering the carriages, and throwing out the old woman and her basket of broken eggs.

A porter ran to her help, when, gathering herself together, she exclaimed, "Odd sake, sirs, d'ye aye whummil*

[footnote...

Whummil, to turn upside down.--Jamieson's Scottish Dictionary.

us oot this way?" She thought it was only the ordinary way of delivering railway pa.s.sengers.

Ropes, however, were merely exceptional methods of working railway trains. Eventually locomotives were invariably adopted. When railways were extended in so many directions, more and more locomotives were required to work them.

When George Stephenson was engaged in building his first locomotive at Killingworth, he was greatly hampered, not only by the want of handy mechanics, but by the want of efficient tools. But he did the best that he could. His genius overcame difficulties. It was immensely to his credit that he should have so successfully completed his engines for the Stockton and Darlington, and afterwards for the Liverpool and Manchester Railway.

Only a few years had pa.s.sed, and self-acting tools were now enabled to complete, with precision and uniformity, machines that before had been deemed almost impracticable.

In proportion to the rapid extension of railways the demand for locomotives became very great. As our machine tools were peculiarly adapted for turning out a large amount of first-cla.s.s work, we directed our attention to this cla.s.s of business. In the course of about ten years after the opening of the Liverpool and Manchester Railway, we executed considerable orders for locomotives for the London and Southampton, the Manchester and Leeds, and the Gloucester railway companies.

The Great Western Railway Company invited us to tender for twenty of their very ponderous engines. They proposed a very tempting condition of the contract. It was, that if, after a month's trial of the locomotives, their working proved satisfactory, a premium of #100 was to be added to the price of each engine and tender. The locomotives were made and delivered; they ran the stipulated number of test miles between London and Bristol in a perfectly satisfactory manner; and we not only received the premium, but, what was much more encouraging, we received a special letter from the Board of Directors, stating their entire satisfaction with the performance of our engines, and desiring us to refer other contractors to them with respect to the excellence of our workmanship. This testimonial was altogether spontaneous, and proved extremely valuable in other quarters.

I may mention that, in order to effect the prompt and perfect execution of this order, I contrived several special machine tools, which a.s.sisted us most materially. These tools for the most part rendered us more independent of mere manual strength and dexterity, while at the same time they increased the accuracy and perfection of the work.

They afterwards a.s.sisted us in the means of perfecting the production of other cla.s.ses of work. At the same time they had the important effect of diminishing the cost of production, as was made sufficiently apparent by the balance-sheet prepared at the end of each year.

My connection with the Great Western Company shortly led to a most important event in connection with my own personal history. It appears that their famous steam-ship the Great Western had been very successful in her voyages between Bristol and New York; so much so, indeed, that the directors of the Company ordered the construction of another vessel of much greater magnitude--the Great Britain.

Mr. Francis Humphries, their engineer, came to Patricroft to consult with me as to the machine tools, of unusual size and power, which were required for the construction of the immense engines of the proposed ship, which were to be made on the vertical trunk principle.

Very complete works were erected at Bristol for the accommodation of the requisite machinery. The tools were made according to Mr. Humphries'

order; they were delivered and fitted to his entire approval, and the construction of the gigantic engines was soon in full progress.

An unexpected difficulty, however, was encountered with respect to the enormous wrought-iron intermediate paddleshaft. It was required to be of a size and diameter the like of which had never been forged.

Mr. Humphries applied to the largest forges throughout the country for tenders of the price at which they would execute this important part of the work, but to his surprise and dismay he found that not one of them could undertake so large a forging. In this dilemma he wrote a letter to me, which I received on the 24th of November 1839, informing me of the unlooked-for difficulty. "I find," he said, "that there is not a forge hammer in England or Scotland powerful enough to forge the intermediate paddle-shaft of the engines for the Great Britain!

What am I to do? Do you think I might dare to use cast-iron?

This letter immediately set me a-thinking. How was it that the existing hammers were incapable of forging a wrought-iron shaft of thirty inches diameter? Simply because of their want of compa.s.s, of range and fall, as well as of their want of power of blow.

A few moment's rapid thought satisfied me that it was by our rigidly adhering to the old traditional form of a smith's hand hammer-- of which the forge and tilt hammer, although driven by water or steam power, were merely enlarged modifications--that the difficulty had arisen; as, whenever the largest forge hammer was tilted up to its full height, its range was so small that when a piece of work of considerable size was placed on the anvil, the hammer became "gagged;" so that, when the forging required the most powerful blow, it received next to no blow at all, as the clear s.p.a.ce for the fall of the hammer was almost entirely occupied by the work on the anvil.

The obvious remedy was to contrive some method by which a ponderous block of iron should be lifted to a sufficient height above the object on which it was desired to strike a blow, and then to let the block full down upon the forging, guiding it in its descent by such simple means as should give the required precision in the percussive action of the falling ma.s.s following up this idea, I got out my "Scheme Book,"

on the pages of which I generally thought out, with the aid of pen and pencil, such mechanical adaptations as I had conceived in my mind, and was thereby enabled to render them visible. I then rapidly sketched out my Steam Hammer, having it all clearly before me in my mind's eye.

In little more than half an hour after receiving Mr. Humphries' letter narrating his unlooked-for difficulty, I had the whole contrivance in all its executant details, before me in a page of my Scheme Book, a reduced photographed copy of which I append to this description.

The date of this first drawing was the 24th November, 1839.

[Image] First drawing of steam hammer, 24th Nov. 1839

My Steam Hammer as thus first sketched, consisted of, first, a ma.s.sive anvil on which to rest the work; second, a block of iron const.i.tuting the hammer or blow-giving portion; and, third, an inverted steam cylinder to whose piston-rod the hammer-block was attached.