Part 35

SIR GOLDSWORTHY GURNEY, KNT., INVENTOR

This man of remarkable versatility and genius was the fourth son of John Gurney, of Trevargus; he was born at Treator, near Padstow, on February 14th, 1793, and was baptized at Padstow on the ensuing 26th June.

He was named after his godmother, a daughter of General Goldsworthy and a maid of honour to Queen Charlotte. He was educated at the Truro Grammar School, and during part of his holidays was wont to stay with a relative, the rector of S. Erth, in which parish lived Mr. Davies Giddy (who afterwards changed his name, and was better known as Mr. Davies Gilbert, President of the Royal Society), in whose house he very frequently met Richard Trevithick, a plain, unpretending man, of great genius, connected with the neighbouring copper mines, who lived near, and who often consulted Mr. Giddy on mathematical calculations connected with the steam-engine and his mechanical inventions. Although so young, Mr. Gurney, whose natural bent was for these subjects, soon formed an acquaintance with this singularly original and talented man, and he continued during the period of his medical studies in correspondence with him.

Mr. Gurney saw Trevithick's first steam-carriage in 1804, and followed closely his improvements and experiments on locomotion, and he remembered, moreover, the contemptuous treatment this gifted man received at the hands of the engineers of the day.

SIR GOLDSWORTHY GURNEY]

His views were described as "wild theories," and his plans were scoffed at. But Mr. Giddy or Gilbert encouraged Trevithick to go on and not be discouraged, and Richard Trevithick became the inventor of the locomotive as well as of the high-pressure engine. His first locomotive was constructed to travel on common roads; he afterwards modified it and set it to run on rails at Merthyr Tydvil. The trial was made there on February 4th, 1804. In the year 1813 he exhibited his locomotive on a temporary railway, laid for the purpose near Euston Square, and showed the great speed it was capable of attaining. This speed, however, was only maintained while the accumulated steam in the boiler was worked off, but his experiment showed that, if a sufficient quantity of steam could be "kept up," as he termed it, the speed might be maintained for any distance and any length of time. But how was this to be effected? That was the difficulty, and that difficulty arose out of another--how was a sufficient draught to be created to keep the fire in the furnace at full activity? As the locomotive moved it created a draught the reverse of that required for the fire, and unless a strong and steady draught into the furnace could be created, sufficient heat could not be generated to produce a sufficient and continuous amount of steam.

Trevithick in his first locomotive had discharged the steam up the funnel to get rid of it, but without any idea of creating a vacuum by means of which a draught could be caused. Stephenson did the same. Mr. Smiles has claimed that the "steam-jet" was invented by Stephenson, but this was not the case. The steam used in Trevithick's and Stephenson's engines was waste or exhaust steam, discharging itself through the funnel indeed, but not filling it, so that it created no perceptible draught.

Mr. Smiles says: "The steam after performing its duty in the cylinders was at first allowed to escape into the open atmosphere with a hissing blast, to the terror of horses and cattle. It was complained of as a nuisance, and a neighbouring squire threatened to commence an action against the colliery lessees unless it was put a stop to."

Accordingly the steam was introduced into the funnel about half-way up at the side so as to get rid of it and obviate the objection of the noise. But the evidence that Stephenson had discovered that it could be employed to create a draught is inconclusive.

Goldsworthy Gurney had been placed at Wadebridge with Dr. Avery as a medical pupil, and there he married Elizabeth Symons in 1814. He settled down at Wadebridge as a surgeon, but his active mind would not let him rest as a small country practitioner; he felt that he had powers and visions that would bring him before the public as an inventor and a benefactor. Accordingly he moved to London in 1820, where he made the acquaintance of several able physicians, and was called to deliver a course of lectures on the elements of chemical science at the Surrey Institute. It was in 1823 that he began his experiments with steam and on locomotion, and he abandoned the medical profession in order to devote himself to these researches. His desire was to construct an engine that would travel on common roads, and travel at a more rapid pace than horses.

Now Stephenson, in his evidence before a Parliamentary Committee, stated that the rate at which his locomotive travelled was "from 3 to 5 or 6 miles an hour."

"Q. So that these hypothetical cases of 12 miles an hour do not fall within your general experience?

"A. They do not.

"Q. Laying aside the 12 miles an hour, I think the rate at which these experiments were made was about 6-3/4 miles to 7?

"A. I think the average was 6-1/2 miles."

In the first edition of Nicholas Wood's Treatise on Railways, 1829, occurs this passage: "It is far from my wish to promulgate to the world that the ridiculous expectations, or rather professions, of the enthusiastic specialist, will be realized, and that we shall see them travelling at the rate of 12, 16, 18, or 20 miles an hour. Nothing could do more harm towards their adoption or general improvement than the promulgation of such nonsense."

Before a second edition appeared, Mr. Gurney's steam-jet had revolutionized the engine, and it blew this absurd passage out of the book and the disbelief out of Wood's head.

Nicholas Wood was a viewer at Killingworth Colliery, and assisted George Stephenson in his experiments, and he first saw the steam-blast in Mr. Hackworth's Sans Pareil in 1829, so that gentleman had adopted it on Mr. Gurney's recommendation and according to his plan.

Wood thus describes what he then saw: "Mr. Hackworth had, it appears, in his engine, resorted to the use of the waste steam in a more forcible manner than before used, throwing it up in a jet, and which, when the engine moved at a rapid rate, and the steam thereby almost constantly issued from the pipe, had a most powerful effect. The consequence was, that when the engine began to travel at the rate of twelve or fifteen miles an hour, the draught was so great that it actually threw the coke out of the chimney."

Here then is the first sight of the steam-blast to Nicholas Wood, fellow-worker with George Stephenson. He knew nothing of it before.

But Goldsworthy Gurney's steam-blast had been adopted before this on steamboats. It was first applied to the Alligator in 1824; then to the Duchess of Clarence, and other steamboats. It had made its way into France.

In the Lords' Committee Report of 1849 on "Accidents in Mines," a Mr. Keene, engineer of Bayonne, was examined.

"Q. Have you ever seen Mr. Gurney's plan used on the Continent?

"A. It has been used on the Continent for producing draughts in furnace-chimneys.

"Q. Furnace-chimneys--for what purpose?

"A. Where the draught has been sluggish; I used it to get a stronger draught on board a steamboat in 1830, to enable me to stem the strong currents of the Garonne.

"Q. Have you any knowledge of some experiments made by Mr. Gurney in the year 1826 with respect to the power of the steam-jet?

"A. I saw frequent experiments made by Mr. Gurney in 1826 to produce draught by the action of high-pressure steam, exactly in the same way as it is now employed for producing ventilation in the collieries; that is, there were a number of jets of about a quarter to three-eighths of an inch diameter, communicating directly with a high-pressure boiler; the cock being open, the full steam from the boiler was brought upon those jets, and a draught was produced by their action in the chimney-shaft.