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Updated: May 5, 2025
He skirted the quicksand hastily, and turned the conversation to a subject where be felt himself on sure ground. "I've been exercising hounds to-day." Trenby was Master of the Trevithick Foxhounds, and had the reputation of being one of the finest huntsmen in the county, and his heart and his pluck and a great deal of his money went to the preserving of it.
Trevithick very probably put the two things together—the steam-horse and the iron-way—and kept the performance in mind when he proceeded to construct his second or railway locomotive.
It was accordingly dismounted, and used for some time after as a pumping-engine, for which purpose it was found well adapted. Trevithick himself seems from this time to have taken no further steps to bring the locomotive into general use.
It was a soft, misty day when Trenby called to drive Nan over to the Trevithick Kennels one of those veiled mornings which break about noon into a glory of blue sky and golden sunlight. As she stepped into the waiting car, Roger stopped her abruptly. "Go back and put on something thicker," he commanded. "It'll be chilly driving in this mist." "But it's going to be hot later on," protested Nan.
Locally this contrivance was known as the "puffing devil," or as "Cap'n Dick's Puffer." The next step was to produce an engine running on rails. This was done in 1804, when Trevithick completed a machine which carried ten tons of iron, five wagons, and seventy men for a distance of nine and a half miles, the speed being about five miles an hour.
If in those days Cornwall was ever referred to, it was not by any means in connection with Trevithick and his steam-engine which would run on rails, but by way of reference to the relations of the Prince of Wales to the Duchy, and the proportion of its revenues which belonged to him from birth.
He met with almost a royal reception on his landing at Lima. A guard of honour was appointed to attend him, and it was even proposed to erect a statue of Don Ricardo Trevithick in solid silver. It was given forth in Cornwall that his emoluments amounted to £100,000 a year, and that he was making a gigantic fortune.
In the Crewe engine as it now exists it is not quite clear how the power was taken off from the crankshaft, but from the particulars of similar engines recorded in the "Life of Richard Trevithick," it appears that a small spur pinion was in some cases fixed on the crankshaft, and in others a spurwheel, with a crank-pin inserted in it, took the place of the crank at the end of the shaft opposite to that carrying the flywheel.
Stephenson’s friends having observed how far behind he had left the original projector of the locomotive in its application to railroads, perhaps naturally inferred that he would be equally successful in applying it to the purpose for which Trevithick and Vivian had intended their first engine.
Evans appears to have applied the high pressure principle before Trevithick, and it has been said that Trevithick borrowed it from Evans, but Evans himself never said so, and it is more likely that each of these inventors worked it out independently.
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