Baring-Gould Sabine
Cornish Characters and Strange Events
NEVIL NORTHEY BURNARD
Was the son of George Burnard, a stonemason, who lived at Penpont, Altarnon, in a house with mullioned windows and a newel staircase, said to have been the old manor house of Penpont. He was born in 1818, and was baptized on November 1st in that year.
The only education Nevil received was from his mother, who kept a dame's school and made straw bonnets in her spare time.
He was mortar-boy to his father, and would often slip away and cut figures of men and animals on an old oak door, getting many a "lacing" for not minding his proper work. His earliest tools were nails, which he sharpened on a grinding-stone, before he had any chisels.
There was at that time no machinery for facing slate slabs; so he used an old French "burr" – i.e. part of a French millstone. Such millstones were constructed in four parts, cemented together. This "burr" he put into a rough frame of wood, and used it like a plane over the face of the slate, which was laid on a bench, or "horse." The existing examples of slabs worked in this way are most excellent, in flatness and in smoothness.
The Delabole slate had been employed for many centuries for tombstones and monuments, and lent itself surprisingly to being sculptured. In the North Cornish churches are numerous examples of monuments richly sculptured with heraldic figures of the sixteenth and seventeenth centuries, all on slate, and sharp to this day as when they left the workshop.
At the age of fourteen Nevil cut a tombstone to his grandfather; that is now in Altarnon churchyard, and affords evidence of skill, artistic sense, and fineness of detail. There are other stones of his in the same churchyard; also one or two by his brother George. An old man is still alive in Altarnon who used to sharpen the nails on a grindstone for Burnard, with which he did his carving on slate.
At fifteen he left Altarnon. Wesley's head, over the porch of the old Meeting-house, Penpont, was cut by him when he was sixteen.
From Altarnon he went to Fowey, and the late Sir Charles Lemon, of Carclew, took him by the hand. At the age of sixteen he carved in slate the group of Laocoon, sent in 1834 to the Exhibition of the Royal Cornwall Polytechnic Society at Falmouth. This carving in bass-relief, executed by a boy from a wild moorland village, without instruction, copied from a wood-cut in the Penny Magazine, and with tools of his own making, was considered so very remarkable a production that the Society awarded him a silver medal. Nevil was sent to London, and through Sir Charles Lemon's influence was presented to the Queen and Prince Consort, and he was allowed to cut a profile of the Prince of Wales, then a boy, and this portrait was sent to Osborne, and was approved by the Royal parents. Sir Charles Lemon further introduced the lad to Chantrey, who secured for him employment as a carver in one of the most celebrated ateliers in London.
Burnard reproduced his profile of the Prince of Wales in marble for the Public Hall at Falmouth, and the general opinion expressed upon it was that it amply sustained the early expectation which had been formed of his talents.
Thus fairly launched in his profession as a carver in London, he found employment in the studios of the best sculptors of the day, as Bailey, Marshall, and Foley; and there was no lack of work, and no falling short of pay.
Caroline Fox, in her Memories of Old Friends, says: —
"1847, October 4th. – Burnard, our Cornish sculptor, dined with us. He is a great, powerful, pugilistic-looking fellow at twenty-nine; a great deal of face, with all the features massed in the centre; mouth open, and all sorts of simplicities flowing out of it. He liked talking of himself and his early experiences. His father, a stonemason, once allowed him to carve the letters on a little cousin's tombstone which would be hidden in the grass; this was his first attempt, and instead of digging in the letters he dug around them, and made each stand out in relief. His stories of Chantrey very odd: on his death Lady Chantrey came into the studio with a hammer and knocked off the noses of many completed busts, so that they might not be too common – a singular attention to her departed lord. Described his own distress when waiting for Sir Charles Lemon to take him to Court: he felt very warm, and went into a shop for some ginger-beer; the woman pointed the bottle at him, and he was drenched. After wiping himself as well as he could he went out to dry in the sun. He went first to London without his parents knowing anything about it, because he wished to spare them anxiety, and let them know nothing until he could announce that he was regularly employed by Mr. Weekes. He showed us his bust of the Prince of Wales – a beautiful thing, very intellectual, with a strong likeness to the Queen – which he was exhibiting at the Polytechnic, where it will remain."
"1849, March 1st. – Found a kindly note from Thomas Carlyle. He has seen 'my gigantic countryman,' Burnard, and conceives that there is real faculty in him; he gave him advice, and says he is the sort of person whom he will gladly help if he can. Burnard forwarded to me, in great triumph, the following note he had received from Carlyle with reference to a projected bust of Charles Buller: 'February 25th, 1849… Nay, if the conditions never mend, and you cannot get that Bust to do at all, you may find yet (as often turns out in life) that it was better for you you did not. Courage! Persist in your career with wise strength, with silent resolution, with manful, patient, unconquerable endeavour; and if there lie a talent in you (as I think there does), the gods will permit you to develop it yet. – Believe me, yours very sincerely, T. Carlyle.'"
On the return of Richard Lander from Africa, after having traced the Niger through a great part of its course, Burnard was commissioned to execute a statue of the explorer for the column erected in Lander's honour at Truro. His only other public work of any consequence was the statue of Ebenezer Elliott, the Corn-law Rhymer, for the market-place of Sheffield; but he was employed in executing portrait busts of many men of importance, as General Gough, Professor John Couch Adams, his fellow-Cornishman, Professor Ed. Forbes, and one of Makepeace Thackeray, which Burnard gave as a present to the Cottonian Library at Plymouth, where it now stands above the door.
He exhibited in the Royal Academy in 1855, 1858, 1866, and 1867. He married in London, but lost his wife, and then took to drink. The boys, as he said, jeered at him, and called him "Old Burnard."
As a man, he was tall and big, with an enormous head which no ordinary hat would fit; so that his hats had to be made for him.
Eventually he went "on tramp," paying periodical visits to old friends at Altarnon. He would make sketches, draw portraits, at farms and in public-houses; was ready to write an article for a newspaper, or to make an election squib, for either side; and was, in fact, as clever with his pen and pencil as he was with chisel.
He was a most entertaining companion, and able to converse on any subject.
Thus he lived by his wits, mixing with the highest, but by preference with the lowest. The last time he visited Altarnon was in 1877, three years before his death; he remained there on that occasion for a week, with hardly any clothes to his back, and was boarded by his old playmate, Mr. S. Pearn, and slept in the common lodging-house, Five-lanes. After having been fitted out with fresh clothes by some friends he proceeded to the west of the county.
During this last visit at Altarnon he drew some large pencil heads, which show a firm and delicate hand, but he delighted in minute execution. There is also evidence that his mind at this time was as steady as his hand, for he composed a poem on the death of Mr. F. Herring, one or two verses of which may be given.
I stood beside the spot where late you laid him,
The spot to each of us most hallowed ground;
After the angels had in white array'd him,
And his smooth brows with flowers immortal crown'd.
Who in the wilderness would wish to wander,
Whose feet have trodden once the promised land?
Believe that all is well, nor pause to ponder
On things that mortals cannot understand.
He is most bless'd that is the firmest trusting,
Believing One that's wiser far than he, —
Is, for his good, the balance still adjusting;
So – tell my parents not to mourn for me.
I now can see what might have been my story,
Had I remained through man's allotted day:
(Sorrow for joy, dark age for youth and glory:)
And bless the love that hastened me away.
And wafted me across the mystic river,
Where all discords and elements agree,
Calmed by His word, that can from death deliver,
So tell my loved ones not to mourn for me.
He was equally ready to lampoon any one, whether friend or foe; probably accommodating his muse to the humour of those with whom he happened to be.
One day he had been making a sketch of a farmer called Nicoll, and resorted to the public-house in Liskeard with his patron. Whilst there he scribbled on a piece of paper and handed to his friend Nicoll: —
Cash is scarce, and fortune's fickle;
I should like to draw some silver now,
As I've all day been drawing nickel.
There is at Penpont House, Altarnon, a small profile head of Burnard executed by himself. It is a cameo in plaster of Paris. He is said to have sketched his face by looking in a mirror, and then cut an intaglio in slate from his drawing.
Nevil N. Burnard died in the Union, Redruth, of heart and kidney complaint, 27th November, 1878.
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.
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 6¾ miles to 7?
"A. I think the average was 6½ 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.
"Q. In the chimney-shaft of a locomotive engine?
"A. In the chimney-shaft of a locomotive and in the shaft of a factory; the experiments were tried in various ways. I saw these experiments frequently; many other persons saw them at the same time; and I employed the same myself shortly afterwards for a like purpose abroad."
Mr. Keene in his evidence further stated, in answer to the question whether Mr. Gurney's experiments were open to the public: —
"Many persons visited the place daily, and the carriage went out into the road, and into the barracks, and was often surrounded by a group of persons. It was understood and known how this draught was procured, because the passage of the steam was heard up the chimney when the carriage was still, and the great draught of the furnace was the occasion of remark by everybody who was around it; they were quite surprised how such a great current could be produced with so small a height of chimney: it was a very remarkable thing, and drew attention from everybody around at that time."
The principle of the action of the steam-blast was simple enough. It was to fill the funnel with high-pressure steam, which would act much as the sucker in a pump, exhaust the air and draw up air through the furnace, as the cone of steam escaped out of the funnel. To act thus, the steam must completely fill the chimney, allowing of no down draught.
This was what had entirely escaped Trevithick and Stephenson. Up to the discovery of the steam-jet by Gurney, the waste steam, as has been stated, was uselessly dispersed through the chimney.
In 1827, Gurney took a steam-carriage he had constructed to Cyfarthfa, at the request of Mr. Crawshay, and while there applied his steam-jet to the blast-furnaces. This gave a great impetus to the manufacture of iron.
Stephenson now adopted it, and employed it for his locomotive the Rocket, that ran on the Liverpool and Manchester Railway in October, 1829. Previously on one occasion Stephenson had run his engine continuously for fifty-three minutes doing twelve miles. But now, with the adoption of the steam-blast, it attained a velocity of twenty-nine miles an hour.
"It is not too much to say that the success of the locomotive depended upon the adoption of the steam-blast. Without that, by which the intensity of combustion, and the consequent evolution of steam, were maintained at the highest point, high rates of speed could not have been kept up, the advantages of the multitubular boiler afterwards invented could never have been fairly tested, and locomotives might still have been dragging themselves unwieldily along at little more than five or six miles an hour."13
It had been in July of the same year that Gurney had made a journey in his steam-coach from London to Bath and back again, on the main road, at the rate of fifteen miles an hour. This journey, undertaken at the request of the quartermaster-general of the army, was the first long journey at a maintained speed ever made by any locomotive on road or rail.
Mr. Gurney's steam-coach was, of course, provided with the steam-jet.
The Mirror of December 15th, 1827, says: "Mr. Goldsworthy Gurney, whose name is familiar to most of our readers, after a variety of experiments during the last two years, has completed a steam-carriage on a new principle. We have accordingly introduced the annexed engraving, which will enable our readers to enter into the details of the machinery. First as to its safety, upon which point the public are most sceptical. In the present invention it is stated that even from the bursting of the boiler there is not the most distant chance of mischief to the passengers. The boiler is tubular, and upon a plan totally distinct from anything previously in use… The weight of the carriage and its apparatus is estimated at 1½ tons, and its wear and tear of the road, as compared with a carriage drawn by four horses, is as one to six. When the carriage is in progress the machinery is not heard. The engine has a 12-horse power, but may be increased to 16; while the actual horse-power in use, except in ascending a hill, is but eight horses… Mr. Gurney has already secured a patent for his invention; but he has our best wishes for permanent success."
Sir Charles Dance in 1831 ran a steam-coach of Gurney's make between Gloucester and Cheltenham five times a day for four months, and during this time carried three thousand passengers some four thousand miles, without a single accident occurring.
There seemed to be every prospect of the steam-carriage superseding the mail-coach, and indeed of private gentlemen setting up their Gurney steam-carriages, as now they run their motors. But trustees of roads, coach-proprietors, coachmen, and other interested persons formed a strong body of opposition. How violent this was may be judged from the fact that on one occasion a pile of stones eighteen inches high was thrown across the road, and in struggling through it the axle of the coach was broken.
But prejudice and dullness are mighty powers.
How little, mark! that portion of the ball,
Where, faint at best, the beams of Science fall;
Soon as they dawn, from Hyperborean skies
Embody'd dark, what clouds of Vandals rise!
Parliament interfered. Tolls on highways were raised to a prohibitive rate, so that the running of steam-conveyances was brought to a standstill. A committee of the House of Commons, appointed in 1831 to inquire into the matter, reported "that the steam-carriage was one of the most important improvements in the means of internal communication ever introduced; that its practicability had been fully established; and that the prohibitory clauses against its use ought to be immediately repealed." The committee recommended that the Turnpike Act should be repealed. It ascertained that upon the Liverpool and Prescot road Mr. Gurney would be charged £2 8s., while a loaded stage-coach would have to pay 4s. On the Bath road the same carriage would be charged £1 7s. 1d., while a coach drawn by four horses would pay 5s. On the Ashburton and Totnes road Mr. Gurney would have to pay £2, while a coach drawn by four horses would be charged only 3s. On the Teignmouth and Dawlish road the proportion was 12s. to 2s.
The Report of the Committee on Steam-Carriages, ordered to be printed by the House of Commons, 12th October, 1831, was reasonable and just. It reported: —
"Besides the carriages already mentioned, 'twenty or forty others are being built by different persons, all of which have been occasioned by his (Mr. Gurney's) decided journey in 1829.'
"The committee have great pleasure in drawing the attention of the House to the evidence of Mr. Farey. He states that he has no doubt whatever but that a steady perseverance in such trials will lead to the general adoption of steam-carriages; and again, that what has been done proves the practicability of impelling stage-coaches by steam on good common roads, without horses, at a speed of eight or ten miles an hour.
"Much, of course, must remain to be done in improving their efficacy; yet Mr. Gurney states that he has kept up steadily the rate of twelve miles per hour; that the extreme rate at which he has run is between twenty and thirty miles per hour.
"The several witnesses have estimated the probable saving of expense to the public, from the substitution of steam power for that of horses, at from one-half to two-thirds. Mr. Farey gives, as his opinion, that steam-coaches will very soon after their establishment be run for one-third of the cost of the present stage-coaches.
"Sufficient evidence has been adduced to convince your committee —
"That carriages can be propelled by steam on common roads at an average rate of ten miles per hour.
"That they can ascend and descend hills of considerable inclination with facility and safety.
"That they are perfectly safe for passengers.
"That they are not nuisances to the public.
"That they will become a speedier and cheaper mode of conveyance than carriages drawn by horses.
"That such carriages will cause less wear of roads than coaches drawn by horses.
"That rates of toll have been imposed on steam-carriages, which would prohibit their being used on several lines of road, were such charges permitted to remain unaltered."
But the House of Commons would not listen to the recommendations of its committee, and the employment of motors as means of locomotion on roads was postponed till the present age, when again dullness did its best to impede the adoption and to drive the manufacture out of England to France.
Mr. Goldsworthy Gurney was in advance of his time, and had to suffer accordingly. The committee had suggested that as the prohibition of steam-coaches on roads was a ruinous blow to Gurney, he should be indemnified with a grant of £16,000. But the Chancellor of the Exchequer refused the grant, and the Bill, after passing the Commons, was thrown out by the Lords.
So the unfortunate Goldsworthy Gurney, after having abandoned his profession, in which he was rapidly gaining a large practice, and after spending £30,000 and five years of toil to perfect his invention, was ruined.
Another of his inventions was the Bude light, at first intended for lighthouses. For this he obtained a patent in 1838. In its first form it consisted of a common Argand oil lamp of rather narrow circular bore and the introduction into the centre of the flame of a jet of oxygen. This was not, however, an original discovery, for it had been employed by Dr. Ure in Glasgow in 1806 or 1807. But it was found to be too expensive for use in lighthouses, nor was the brilliancy of the flame sufficiently heightened to lead the Masters of Trinity House to adopt it.
Mr. Gurney was not discouraged. It had long been known that by dissecting a flame of the compound jet of hydrogen and oxygen upon a bit of clay a most vivid illumination was set forth. But Mr. Gurney substituted lime for clay as less liable to disintegration by heat; and he adopted the Argand lamp with an improvement such as had been suggested and adopted from Fresnel. This consisted in a lamp composed of a series of four, five, or six concentric wicks on the same plane, supplied with oil from a fountain below by means of a pump; and he obtained a second patent in 1839. He next applied his principle to gas, purified in a peculiar manner, and burned in compound Argand lamps, consisting of two or more concentric rings perforated with rows of holes in their upper surfaces, having intervals between the rings for the admission of an upward rush of air to maintain a high incandescence. The intensity and whiteness of the light thus produced by the combustion of coal-gas surpassed anything hitherto discovered till the production of the mantle-burner.
It was he, moreover, who proposed the flash-light for lighthouses, as a means by which seamen might identify lighthouses. He proposed that a powerful light should be made by periodic flashes to correspond with the number of the lighthouse, and that every lighthouse along the coast should have a registered number, so that the number of flashes per minute should represent the lighthouse.
Gurney was present at Sir W. Snow Harris's experiment on Somerset House terrace with wire for ships' lightning-conductors. Turning to Sir Anthony Carlisle, in reference to the magnetic needle which, as he observed, made starts on meeting the poles of a galvanic battery, he said with the inspiration of genius, "Here is an element which may, and I foresee will, be made the means of intelligible communication."
Whilst engaged at the Surrey Institution he invented the oxyhydrogen blow-pipe. Before this was introduced the risk of accident was so great that recourse was seldom had to oxyhydrogen.
Gurney applied his steam-jet to other purposes than propelling locomotives and exciting the ardour of furnaces in ironworks. By its means he extinguished the fire of a burning coal-mine at Astley, in Lancashire, and in 1849 another at Clackmannan, where the bed of coal had been burning for over thirty years. He also employed it for expelling noxious gases from sewers, and planned and superintended in 1849 the ventilation by this means of the pestilential sewer in Friar Street, London, which resisted all other efforts to cleanse it; and he suggested to the metropolitan commissioner of sewers that a steam-jet apparatus should be placed at the mouth of every sewer emptying into the great main sewer by the Thames river-side.
