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HISTORY
OF THE
sTEAM ENGINE,
FROM ITS
EARLIEST INVENTION
TO
war preservºr rim E.
—ó-—
The wise and active conquer difficuities,
Iły daring to attempt them ; sloth and folly
Shiver and shrink at sight of toil and danger,
And make th’ impossibility they fear. ROW E.
—º-
Hillustrated by
ONE HUNDRED AND TORTY ENGRAVINGS, FROM ORIGINAL DRAWINGS,
MAUD EXPRESSI,Y FOI: Till S \\ {}R K,
BY ELIJAH GALLOWAY,
CI WIL ENG ! N E ER.
SECOND EDITION.
£ondon:
PUBLISHED BY B. STEILL, PATERNOSTER-ROW,
AND SOLD RY ALL BOOKSELLERS.
1828.
L O N D O N :
cos, AND Moon E, PRINTER5, 01, D CHANG F.
TO THE
MECHANICS OF GREAT BRITAIN,
WHOSE INTELLIGENCE, INGENUITY AND INDUSTRY,
CONSTITUTE THE WEALTH AND GLORY OF THE PEOPLE,
BY WHOSE TALENT IN CONTR IV A NCE AND EXECUTION
IN MACHINERY OF EVERY DESCRIPTION,
aſijig Egland
HAS BEEN ENABLED TO SURPASS ALL OTHERS IN THE EXCELLENCE OF
HER MANUFACTURE :
AND WELO, IN PARTICULAR, HAVE BEEN CHIEFLY INSTRUMENTAL
IN BRING ING
Çſ) e º team jºngine
THIS HISTORY OF ITS INVENTION AND PROGRESS
IS DEDICATED
BY THE AUTHOR,
P. R. E. F. A. C. E.
TWO works are at present before the public under the
same title as I have chosen for my little volume, both of
which have been extensively circulated, and are in the
hands of most individuals to whom such works are useful
or interesting. But it has been a matter of regret, that
neither possess those qualifications which it might be ex-
pected would be found under such a title. It is, however,
to be said, that the writers were almost the first on whom
the task of research and arrangement had devolved, and
that, out of the crude and undigested materials, it was
somewhat difficult to form any regular well-constructed
detail.
But admitting the difficulty, I am sorry to say that
Partington’s History of the Steam Engine has scarcely
one excellence which can be praised. excepting its most
elegantly finished engravings. The work itself possesses
little or no originality; and such parts of it as are inte-
resting, are borrowed from other sources, and I grieve
iſ
vi T^R EFACE.
when I add, in many instances, copied verbatim there-
from, without the most obscure hint that they are any
thing but original.
Stuart's History of Steam Engines is of a much higher
character. The work throughout is, evidently, the result
of long and persevering industry, and has been the means
of making the public masters of much useful knowledge
which had been previously beyond their reach. This
qualification alone entitles the author to our warmest
thanks; and there is no doubt that its utility has been
estimated by the thousands of persons to whom his
channels of information were inaccessible.
But even in this there are many prominent defects,
most of which may be attributed, as I have said, to the
difficulties under which he laboured. Many of the diagrams
have scarcely any resemblance to the machines they are
intended to represent; and the author, following too closely
a maxim of his.--" that a line of engraving is worth pages
of letter-press,” has left the reader to discover the
principle of many of the machines, by little else than the
engraving itself. Some of the most important inventions
of Watt are passed over in a most careless way; as, for
instance, his sun and planet wheels, and parallel motion,
neither of which are so explained as to instruct any one
further than they have been previously informed elsewhere:
the author being contented, in place of these investigations.
PREFA CE. vii
to extract from other works a biographical sketch of this
great man's life, and conclude it by the eloquent and im-
pressive eulogium on his character, by Francis Jeffreys:
interesting and excellent I grant, but not of such im-
portance as to take the place of descriptions of steam
machinery, in a work avowedly a history of such inven-
tions, and not of the inveritors.
The plan I propose to adopt, to avoid these defects,
is, to confine myself entirely to the detail of such dis-
coveries as have been useful, or such as, not being useful
in themselves, yet have contributed to our advancement in
knowledge and experience on this important subject. I
shall endeavour to expunge or slightly motice those which
have been old ideas re-modified, or which have existed no
where but in the brain of the umpracticed projector.
One thing I will do, which I am sure must prove satis-
factory and beneficial, that is—by research among enrolled
specifications of patents, lay before the public a mass of
knowledge of which they are not possessed. In this part
of the work no expense has been spared, and I trust that
this addition to the history will prove highly entertaining
and useful.
The description of my own invention will be found in
its proper place. This engine, though of course in my
opinion the best, should not. in the History of the Steam
viii PR EFACE,
Engine, occupy any other situation than that to which its
date entitles it. I there give the ground of its superiority,
and such an enlarged detail as to make it fully understood;
and, if it be possible for an inventor to give an unprejudiced
description of his own discoveries, I endeavour, as a faithful
historian, candidly to examine its merits.
46, LONDON ROAD,
23rd May, 1826.
C O N T E N T S
Alban's (Dr.) Engine
Barton's Metallic Piston
Beale's Rotative Engine. . . . . . . . . . . . . . . .
Beighton's Hand Gear
Blakey's Improvements on Savery. . . . . . . .
Blenkinsop's Loco-motive Engine
Boaz's Engine
Bolton and Watt's Engine (Defects of)
Bramah's Remarks on Watt's Engine
Rotative Engines. . . . . . . . . . . . . .
Brown's Gas Engine
Brunel's Steam Engine
Gas Engine
Branca's (Giovanni) Eolopile
Brunton's Loco-motive Engine
* < e < e s ºr a s a s • * * * *
* * * * ºr s m & e º 'º a tº * * *
tº s ºr e º is a s.
a e s is e s sº sº e s e s - e. e. * * * * * * * * *
ſº tº & & © tº s tº º & tº dº º ſº e = w º
tº gº e º 0 is a e o a e º a º a s
• * * * g º - © & e - e.
- - - - - - - - - &
Burgess's Rotary from Vibrating Motion .
Cartwright's Engine
Piston . . . . . . . . . . . . . . . . . . .
Portable Engine . . . . . . . . . . .
Chapman's Steam Wheel. . . . . . . . . . . . . . . .
Clegg's Do. . . . . . . . . . . . . . . . . . . . . . . . . . .
Combis (Marquis de) Steam Wheel . . . . . .
tº & E * * * * * ~ * * * * * * * * *
Congreve's (Sir W.) Do. . . . . . . . . . . . . . . .
tº e º ſº a tº e º dº º º ºs e º 'º
Cooke's Rotatory Engine
Crank (variable power of)
Crowther's Crank Motion . . . . . . . . . . . . . .
De Caus Machine for raising Water
tº e º e - e. e. e. e. e. e. e. e. e.
Evans's Experiments
Engine
Eve's Rotative Engine. . . . . . . . . . . . . . . . . .
Fitzgerald's Ratchet Motion
Foreman's Rotatory Engine
• * * * * * * * * * * *
Flint's Rotary Engine. . . . . . . . . . . . . . . . . .
Galloway's Rotary Engine . . . . . . . . . . . . . .
Hero's (the Elder) Eolopile
Hornblower's Engine . . . . . . . . . . . . . . . . . .
Rotative Do. (1st) . . . . . . . .
Do. (2nd) . . . . . . .
Hulls' (Jonathan) Application of the Crank
tº e º e s = e, e is a e e
Jessop's Metallic Piston. . . . . . . . . . . . . . . . tº º
e e s 6 s e e º e º sº e s = * * * *
* † - is s
* & 9 s sº e º a tº e º e º 'º sº s º f *
• * * * * * * * * * * * * * * * * * *
* * * * * * * * * * * * * * * * * * * * * * * *
Fourway Cock. . . . . . . . . . . . . . . . . . . . . . . . .
*
• * * * * * * * * * * * * * *
• , , , , , , s • * * * * * * *
• , , . . . . * * * * * * * * *
a e - e. e. a = e = e s s • * * *
* * * * * * * * * * * * * * * *
• * * * * * * * * * * * * * * *
s • e s s - e s - a “ s • * * *
* * * * * * * * * * * * * * *
* = a a s - e s a • * * * * * *
• * * * * * * * * * * * * * * *
* * a s e a e s - * * * * * * *
* * * * * * * * * * * * * * *
s = • * * * * * * * * * * * * *
• * * * * * * * * * * * * * * *
* * * * * * * * * * * * * * *
* * * * * * * * * * * * * * * *
* * * * * * * s a v e < * * * *
* - - - - - - - - - d - - - - -
• * * * * * * * * * * * * * * *
• * * * * * * * * * * * * * * *
* * e < * * * * * * * * * * * *
- e s tº & s tº e s tº e º e s -
* * * * * * * * * * * * * * * *
s º º sº e º f a e s e - e s e -
* * * * * * * * * * * * * * * *
* tº e º a tº º e 4 a tº e º s º ºr
Dodd and Co.'s Loco-motive Engine. . . . . . .
* * * * * * * * * s • * * * *
- * * * * * * * * s = ºr e º ºs
* * * * * * > * > * tº e º 'º - (-
* * * * * * * * * * * *
• e <> * * * * * * e is e e s a
* * * * * g e º a s is & & a v *
• * * * * * s is a e s a e s tº a
to º e s - 4 g º º a tº e º º º e
• * c e º 'º e e º 'º e º & & © -
tº e º & © tº ºr e º is ºr e < e < *
* * * * * * * * * * * * * * * *
* * * * * * * * * * * *
CONTENTS.
PAGE.
Leupold's High Pressure Engine . . . . . . . . . . . . . . . . . . . . . . . . 23
Losh and Stevenson's Loco-Motive Engine . . . . . . . . . . . . . . . . J 63
Malam's Revolving Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
Masterman's Rotative ditto . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Maudsley's Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Mead's Rotative Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Metallic Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2O1
Morey's Revolving Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Murdock's Rotatory Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Murray's Damper and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . 8O
Murray's Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Murray's Air Pump. . . . . . . . * * * * * * * * * * * * * * * * * * • * ~ * * * * * * * 89
Murray's Portable Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ll O
Newcomen's Experiments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Nuncarrow's Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Onion's Rotative Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Papin's (Dr.) Experiments . . . . . . . . . . . . . . . . . . . . . . . . . . 14, 17
Perkins's Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 * > * g g º & 183
Piston, (Irregular wear of) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Pontifex's Improvements of Savery . . . . . . . . . . . . . . . . . . . . . . 173
Rider's Rotative Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Robertson's (I, and J.) Improved Cylinders. . . . . . . . . . . . . . . . 102
Furnace . . . . . . . . . . . . . . . . . . . . . . . . . IO3
Routledge's Steam Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
Sadler's Rotatory Engine ... . . . . . . . . . . . . . . . . . . . . . . . . . ... 7
Savery's Fire Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Trevithick and Vivian's High-Pressure Engine . . . . . . ... 106, 108
Trotter's Rotary Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Turner's Do. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Vaughan's Engine ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Wasbrough's Crank Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Watt's (James) Experiments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Improved Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Parallel Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
1st Rotative Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
2nd Do. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Semi-rotative Do. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 1
3rd Rotative Do... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Wilcox's Rotatory Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Witty's Do. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Woolf's Boiler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 12
Safety Valve. . . . . . . . . . . . . . © tº e º 'º e º e º e º s e º s = e º º sº I 18
Steam Engine . . . . . e e o e º s e s e e o e s • * * * * * * * * * * * * * * 123
Improved Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Worcester's (Marquis of) “Fire Water Work” . . . . . . . . . . . . 13
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S

HISTORY
OF THE
S T E A M E N G IN E.
CHAPTER I.
CONTENTS. —THE PROPERTIES OF STEAM DISCOVERED BY A CCIDENT-HERO ,
The Eld E.R.—DE CAUs’ ENGIN E.—BRANCA.—MARQUIS OF worcestER,--
D R. PAPIN's ExPERIMENTS.–IN VENTio N of the SAFETY VALVE.-SAVERY 8
ENGINE ; PA Pin's IMPRow EMENT.-NEwcoxſ EN's EXPERIMENTS.—HUM-
PHREY Potter...—BEIGHToN's IMPROVEMENTs.
The early history of the Steam Engine is involved in great
obscurity. Notwithstanding many able disquisitions in the endea-
vour to discover to whom the merit of first inventor is due, nothing
satisfactory has been developed in the inquiry. It is singular, that
until steam had arrived at some degree of perfection, as a mechanical
agent, almost every one who made any slight improvements, laid claim
to the rank of first discoverer. Thus different nations in Europe have
set up different individuals as the persons to whom the honour should
be awarded. Among such a variety of claims it is difficult to decide;
we shall, therefore, content ourselves by expressing our opinion,
that the elastic properties of steam have been known from the first
dawn of civilization. The probability is, that the discovery was
owing to the bursting of some culinary vessel, the mouth of which
had been closed through ignorance of the effect which would thereby
be produced. Indeed, it was impossible for mankind to have
remained unacquainted with this property of vapour after hot water
had been used for any purpose.
But the first individual on record who applied this known pro-
perty to produce any effect, appears to have been Hero, the elder,
an Alexandrian, who flourished about 130 years before the Christian
era. In his work, entitled Spiritalia, among other ingenious disco-
veries, he describes a machine to which motion is to be given by the
force of steam. It consisted of a hollow globe, having tubular arms
running in opposite directions. These tubes had an opening at
different sides near their extremity. The globe was suspended upon
centres, fixed upon pillars. One of those pillars was hollow, as also
was one of the centres. Steam was introduced from a cauldron, or
heated vase, which, issuing through the hollow column and centre
into the globe, and so through the arms into the open air, produced
B
10 HISTORY OF THE
a rotatory motion, in the same manner as water produces that of
Barker's mill. This invention being the first in which steam was
employed as an agent, entitles HERo to the honour which has been
the subject of so much dispute.
In the dark ages which succeeded the overthrow of the empires
of Greece and Rome, history furnishes no instance of an attempt to
use the powerful agency of steam, until the year 1560, when one
Mathesius suggests the practicability of a plan by which it could be
employed. In Leipsig, a machine upon a similar plan to that of
Hero's, was proposed to be substituted for the turnspit dog, then in
llSC.
Up to this date we cannot trace any thing important relative to
the application of steam, excepting what we have already stated.
We are unable, at this remote period, to form any idea as to the
originality of the plans which have been named. It is impossible to
state whether they were descriptions of what was generally known,
or they were the invention of those by whom they were claimed.
Nor should our readers be surprised at the obscurity in which these
matters are involved, when we reflect, that there is frequently great
difficulty, even at the present day, in deciding who are the inventors
of the most meritorious productions.
Having briefly stated what is recorded respecting the earlier
history of the steam engine, when it had more the character of a
philosophic toy than any thing truly useful, we come to speak of the
first attempt towards its adoption as a powerful agent.

STEAM ENGINE. II
It is described in a work by Solomon de Caus, an eminent French
mathematician and engineer, published in 1615, entitled." Les
Raisons des Force mouvantes avec divers Desseins de Fontains." .
The following description willexplain the principle of his invention.
a is a spherical vessel placed over a fire; it is furnished with
two pipes, be. The pipe e is open at the top, and reaches down
to the bottom of the vessel a. The pipe b is furnished with a cock
d, and funnel c. The vessel being filled with water, and fire applied,
steam is speedily generated upon the surface of the water, and having
no other way to escape, the cock d being stopped, presses on the
surface, and so forces it up the tube e into the air, causing a Jet,
which varies in proportion to the elasticity of the steam within.
De Caus appears, also, to have been aware that a vacuum could
be obtained by the condensation of steam, but we have no opportu.
nity of knowing whether he ever thought of using it as a means of
increasing the power of his machine.
The engine which next demands our attention, both on account
of its importance and date, is that invented by Giovanni Branca, an
Italian mathematician, who resided at Rome, at the commencement
of the seventeenth century. We are indebted for our knowledge of
this machine, to his own account, published in 1629. The drawing
which he there furnishes must be understood rather as an ornamental
illustration of his plan, than as the form in which it was actually
constructed: we have, therefore, given one which we conceive to be
more consistent with the end he proposed to effect by its use.
º
* -->
ſ
ſº
f º -
P- ſ
ſ -
|-|--
l
The boiler of this engine is represented by a ; b is the fire
grate; c a small pipe, provided with a stop cock f d is a wheel
furnished with vanes; e is a crank which gives motion, through the
medium of the connecting rod, to a stamper for pounding drugs.
The principle of action is this : —steam is generated in the boiler,
and rushes violently against the vanes, which causes the wheel to
revolve, and thus produces a reciprocation of the rod and stamper.
This invention had remained unnoticed but by the learned, until
the last few years. It was recently described by Partington, in his

12 HISTORY OF THE
History of the Steam Engine, who goes so far as to allow Branca
the merit of the first idea. We believe our readers will perceive that
to this honour Branca has no claim. His engine is on the same
principle as Hero's, only differently modified. Its ingenuity is
decidedly inferior to its prototype, both in simplicity and effect.
But of all the various applications of the elastic force of steam,
none have stood so high in public estimation as a brief description
of “a ſtre water-work,” contained in the Marquis of Worcester's
celebrated “Century of Inventions,” dated 1663; the original manu-
script of which is preserved in the British Museum. The following
is the marquis's own description.
“An admirable and most forcible way to drive up water by fire,
not by drawing or sucking it upwards, for that must be, as the
philosopher calls it, infra sphaeram activitatis, which is but at such
a distance. But this way hath no bounder, if the vessels be strong
enough; for I have taken a piece of a whole cannon, whereof the
end was burst, and filled it three-quarters full, stopping and screwing
up the broken end, as also the touch-hole, and making a constant fire
under it; within twenty-four hours it burst, and made a great crack;
so that, having found a way to make my vessels, so that they are
strengthened by the force within them, and the one to fill after the
other, I have seen the water run like a constant fountain-stream forty
feet high; one vessel of water, rarified by fire, driveth up forty of
cold water; and a man that tends the work, is but to turn two cocks,
that one vessel of water being consumed, another begins to force and
refill with cold water, and so successively, the fire being tended, and
kept constant, which the self-same person may likewise abundantly
perform in the interim, between the necessity of turning the said cocks."
From this account Dr. Robinson founds an opinion, that “ the
steam engine was, beyond all doubt, the invention of the Marquis
of Worcester.” It is probable that the learned doctor was unac-
quainted with De Caus' and Branca's previous experiments; or he
could not have come to this conclusion. But whilst we cannot
admit the marquis to be entitled to the extravagant encomiums
which have been lavished upon him, we are far from disallowing his
invention to possess merit and originality. The annexed drawing
we consider to be a fair representation of the engine, according to
the marquis's intention and description, “fulfilling the conditions
of the enigma,” and no ºnore. -
Let a a represent two vessels (one of them in section), c c two
funnels, furnished with stop cocks; b a pipe, reaching down to the
bottom; a similar pipe extends to the bottom of the other. Both
these pipes are connected with a perpendicular tube e, which is
continued above the top of the cistern or reservoir d. It is there
bent so that the mouth shall be directed to the interior of the cistern.
Let us now examine the operations of this engine.
We will suppose the vessel, of which we have given the section,
to be filled with water through the funnel c. The cock of that
funnel is then closed, as also the cock e of the other vessel. The
fire is then lighted under the first vessel, and as soon as a sufficiency
STEAM ENGINE. 13
of vapour is formed, the cock e of this vessel is opened. The
elasticity of the steam acts upon the surface of the water, which,
finding an escape through the pipe à e, rushes rapidly upwards into
the cistern d. During the performance of this operation “the man
that tends the work” fills the other vessel with cold water, and
applies the fire to it also, so that by the time the first is exhausted,
the other, upon charging the necessary cocks, ‘‘ begins to force and
refill,” that is, repeat the action of filling the cistern.
By this reading of the marquis's project we have a very feasible
and ingenious machine for raising water. It is evidently an improve-
ment on De Caus' engine, and the application of another vessel
constitutes this improvement. It has been the marquis's design, by
the addition, to save the time which was lost between the exhaustion
and re-action of a single vessel, and this he effects by the use of the
two vessels.
There can be no doubt but the Marquis of Worcester was aware
of the plan proposed by De Caus; we have, therefore, to regret the
want of candour which made him put forth the “fire water work "
as his original invention; making this deduction from his merit as a
man, we feel ourselves bound to award him a greater portion of
approbation than some writers have been inclined to allow him.
About the year 1680, Dr. Denys Papin, a native of Blois,
commenced a series of experiments on the power of steam, which

14 - HISTORY OF THE
terminated in the construction of an useful and ingenious machine,
a. description of which we will speedily give. In 1684 he had
discovered the method of dissolving bones by steam of a very high
Pressure and temperature, and in this invention introduced that
simple but inseparable accompaniment of every steam engine, THE
SAFETY VALVE. This invention (without which steam would,
long 'ere this, have been abandoned as a most dangerous and
ungovernable agent,) entitles Papin to universal admiration; since
it has contributed more than any single addition or improvement at
the maturity of the steam engine.
The course of Papin's experiments occupied a number of years,
and in their progress many ideas occurred to him which have since
been adopted as the most important improvements. His earliest
project was that of using an air pump, for the purpose of trans-
mitting power to some distance in order to raise water where the
first mover could not be conveniently applied. For instance, where
a fall of water could be obtained, he proposed to erect a water wheel,
which should work an air pump. This air pump he intended to
connect by pipes with another pump at the place where the mine was
situated. When by the crank on the water wheel the piston of one
pump was depressed, the air in the pipes would be condensed, and
force up the piston of the other cylinder; and when the piston of the
first cylinder was elevated, that of the second would be drawn down
by partial vacuum which the elevation produced. This experiment
failed even in a model; and Papin directed his studies to the
discovery of some means of forming a vacuum under his piston. In
1688 he described a method of effecting this by first displacing the
air by exploding gunpowder. This he abandoned as dangerous;
and, finally, after various experiments and failures, in 1690 he
suggested the employment of steam for raising the piston, and after-
wards forming a vacuum in the cylinder by its condensation. He
states—“ that in a little water, changed into steam by means of fire,
we can have an elastic power like air; but that it totally disappears
when chilled, and changes into water, by which means he perceived,
that he could contrive a machine in such a manner that with a small
fire he could be able, at a trifling expense, to have a perfect
vacuum.” After noticing the difficulty of making a vacuum by gun-
powder, he observes, “ where there may not be the conveniency of
a near river to turn the aforesaid engine, I propose alternately
turning a small surface of water into vapour by fire, applied to the
bottom of the cylinder which contains it; which vapour forces up the
plug or piston in the cylinder to a considerable height, and which,
as the water cools when taken from the fire, descends again by air's
pressure, and is applied to raise water out of the mine. e
This, as far as discovery goes, entitles Papin to the merit of
having first invented the well known Atmospheric Steam Engine :
and, probably, had he followed up the idea by actual experiment,
we would have had to record him as the man who first brought it
into successful operation: but the greatest merit is not always due to
the inventor. Thousands of the most brilliant discoveries have
STEAM. ENGINE. 15
perished for want of industry or talent to foster them. The man
who first invents and afterwards struggles through every difficulty,
and by the greatest sacrifices and perseverance brings it into actual
practice, perhaps outsteps the projector of the most refined contri-
vance of which history can boast.
Whilst Papin was prosecuting these interesting experiments,
a sea-faring man, named Captain Savery, was engaged in England
in endeavouring to bring into notice an engine of his invention,
which possessed great merit. The description of his machine was
published in a work of his, called “ The Miner's Friend.” This
work is dated 1702, and contains, besides a candid detail of
the principle of his invention, much useful instruction relative
to the proper management of his machine. The liberality and
honest appeal to experiment which pervades the whole work, forms
a rare and striking contrast with the self-sufficiency and conceit
which are too generally to be found in productions of this nature.
Savery exhibited his model before King William, who warmly
interested himself in the project. In June, 1699, he obtained a
patent, granting him the exclusive privilege of manufacture. We
subjoin a description nearly in the words of the inventor.
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“The first thing is, to fix the engine in a good double furnace,
so contrived that the flame of your fire may circulate round, and
encompass your boilers, as you do coppers for brewing. Before you
make any fire, unscrew G and N, being the two small guage pipes
and cocks belonging to the two boilers, and at the holes fill L, the
large boiler, two-thirds full of water, and D, the small boiler, quite
full. Then screw on the said pipes again as fast and as tight as
possible. Then light the fire at B, and, when the water in L boils,
open the cock of the first vessel P (shown in section) which makes
all the steam rising from the water in L pass with irresistible force

















16 HISTORY OF THE
through O into P, pushing out all the air before it through the clack
R, and when all is gone out, the bottom of the vessel P will be very
hot; then shut the cock of the pipe of this vessel, and open the cock
of the other vessel P. until that vessel has discharged its air through
the clack R. up the force pipe S. In the mean time, by the steam's
condensing in the vessel P, a vacuum, or emptiness, is created, so
that the water from the well must and will necessarily rise up through
the sucking pipe T, lifting up the clack M, and filling the vessel P.
“In the mean time, the first vessel P being emptied of its air, open
the cock again, and the force is upon the surface of the water, and
presses with an elastic quality like air, still increasing in elasticity or
spring till it counterpoises, or rather exceeds, the weight of the water
ascending in S, the pipe, out of which the water in it will be im-
mediately discharged when once gotten to the top, which takes up
some time to recover that power; which having once got, and being
in work, it is easy for one that never saw the engine, after half an
hour's experience, to keep a constant stream running out the full bore
of the pipe. On the outside of the vessel you may see how the water
goes out as well as if the vessel were transparent ; for as far as the
steam continues within the vessel, so far is the vessel dry without,
and so very hot, as scarce to endure the least touch of the hand.
But as far as the water is, the said vessel will be cold and wet where
any water has fallen on it, which cold and moisture vanishes as fast
as the steam in its descent takes place of the water; but if you force
all the water out, the steam or a small part thereof, going through P,
will rattle the clack, so as to give sufficient notice to change the cocks,
and the steam will then begin to force upon the other vessel without
the least alteration in the stream, only sometimes the stream of water
will be somewhat stronger than before, if you change the cocks before
any considerable quantity of steam be gone up the clack R. : but it is
better to let none of the steam go off, for that is losing so much
strength, and is easily prevented, by altering the cocks some little
time before the vessel is emptied.”
The ingenious inventor goes on to explain minutely the ease with
which his engine cohld be managed ; however, we have quoted suf-
ficient to shew clearly the mode of operation. He gives no proportion
of the parts, nor is it probable that he himself established any rule,
but principally erected his engines by a kind of mechanical tact,
which he possessed in a wonderful degree. He seems to have con-
sidered that the strength of his machine was the only limit to be
observed ; “ for,” says he, “I will raise you water 500 or 1000 feet
high, could you find us a way to procure strength enough for such
an immense weight as a pillar of water of that height; but my engine,
at 60, 70 or 80 feet, raises a full bore of water with much ease.”
Captain Savery's invention shews him to have been a man of
extraordinary talent and ingenuity. The real benefit which it con-
ferred upon society was not alone confined to the reduction of animal
labour : it had the effect of enabling ingenious mechanics to direct
their energies to a subject which had hitherto been a matter of mere
philosophical speculation. It furnished material for study; and,
STEAM FNGIN E. I 7
though it was adopted with caution, and to a very limited extent by
the mining districts; there can be no doubt but it was the means of
sowing those seeds of talent which have since enabled this country to
outstep every other in the superior manufacture of steam machinery.
The honourable fame which the invention obtained him could not
be enjoyed without detraction. Envious contemporaries were busily
engaged in endeavouring to injure, by false accusation, the character
which Savery obtained. Desaguliers unequivocably asserts, that
Captain Savery merely put in practice the Marquis of Worcester's
plan for raising water; and, the better to conceal the fact, bought up
and burnt all the copies of Lord Worcester's Work on which he could
iay his hands.
Stewart, in his History of the Steam Engine, has taken much
pains to refute this grievous charge ; but we shall inerely content
ourselves by quoting Dr. Robinson, who says, “That the account
in the Century of Inventions could instruct no person who was not
sufficiently acquainted with the properties of steam, to be able to
invent the machine himself.” This opinion may be received without
hesitation, since we have shewn that the Doctor mantained that the
Marquis of Worcester was, undoubtedly, the inventor of the Steam
Engine. \
We quitted Dr. Papin to detail the important results of Captain
Savery's experiments, which were published in the interim between
the commencement and conclusion of those of the ingenious Doctor,
who, in 1698, we find still persevering in his project for raising water
by steam, under the patronage of the Elector of Hesse. In 1705 he
received from the celebrated philosopher, Leibnitz (who had seen
some of them in operation,) a drawing and description of Savery's
engine. We sincerely regret that Papin ever received this com-
munication, as it has been shewn that he had actually projected a
plan which, if carried into operation, would have constituted the
Atmospheric Engine, invented by Newcomen. But, unfortunately,
the success of Captain Savery diverted his mind from the superior
project of forming a vacuum under a piston, and by the command
of his patron, the Elector, he set about to improve Savery's machine,
which is universally allowed to be inferior in effect to the other.
The talent of Papin, directed to the Atmospheric Engine, must have
produced most important results, which, however, have been lost by
the success of Captain Savery's machine.
The consequence of this course of experiment was the publication
of a “new method of raising water by the force of fire,” dated at
Cassel, 1707. He acknowledges that Savery had bit on another mode
without knowing his experiments. The following is a description of
the machine.
A boiler, a, made of copper, communicates by a pipe with a
cylinder, i, which forms the body of the pump. This cylinder is
attached to an upright pipe o q, which enters the cylinder r r, rising
to within a short distance of its top. This cylinder is air tight, and
has a pipe w, smaller in its bore than the pipe o q. The pipe between
the boiler and cylinder has a stop cock at c. f is the safety valve
€
18 HISTORY OF THE
which prevents the explosion of the boiler, by yielding to the force
of the steam, and allowing it to escape when it exceeds a certain
pressure, which is regulated by shifting the weight f on the lever.
Within the cylinder is a piston or float n, made of thin plates of
metal, and loaded with the weight h, forming a part of a hollow
cylinder, which floats on the surface of the water.
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When a sufficient quantity of steam is generated in the boiler, a,
the cock is opened to allow it to flow into the pump cylinder i, forcing
the water, which is beneath it, through the pipe o q, until it falls at
the upper end q, into the receiver r r, since it cannot flow away
through the pipe w, so rapidly as it comes in, on account of the pipe
w being smaller, it rises and compresses the air into the upper part
of the receiver. As it escapes through w, it issues with velocity on
the water wheel s, to which it gives motion in the usual manner.
When the floater n has reached the bottom of that cylinder, the cock
c, is shut, which prevents the further admission of steam from the
boiler into the pump cylinder, above the floater; and the valve g is
lifted, to allow the steam above the floater to escape into the atmo-
sphere; a vacuum speedily forms in this space, which is as speedily
filled up by water from the mine, through the clack at the bottom
of i, the clack o opening upwards, prevents the column of water
in o q from descending, whilst the compressed air r r, keeps a con-
stant stream on the wheel. When the floater has risen to its proper
position, the steam is again admitted on the surface of the floater,
and drives up the water as before.
This machine Papin published as the invention of the Elector of
Hesse, but it is quite obvious that his disposition to flatter his patron,

STEAM ENGIN E. I9
rather than the regard to truth, caused him to make this statement.
We have already expressed our regret that Papin did not persevere
in his idea of the Atmospheric Engine. As it is, he has shown
himself to be a man of great talent and originality.
We have already observed that the beneficial effects of Savery's
invention were not confined to the reduction of animal exertion.
This, though a grand, was not the principal result which arose
from its introduction; for the great danger, or more probably fear,
of explosion, tended to counteract its general adoption. We say,
therefore, that the greatest benefit which it created was that of fa-
miliarising all mechanics with the nature of steam; its elasticity
when heated, and its “ sucking power" when cooled: and when
Savery's engine was found inadequate to the proposed end, ingenuity
was on the alert to apply these in some more efficient manner. This
feeling found its way to the ancient town of Dartmouth, in Devon-
shire, and drew forth the attention of Thomas Newcomen, a black-
Smith. This man, though possessed of little scientific knowledge,
was endowed with a clear head, and great inventive powers. He
had been, from his childhood, fond of amusing himself with little
mechanical combinations, which obtained him among his friends and
companions the title of a “ schemer.” We are informed that he had
seen one of Savery's engines, when he conceived the possibility of
obtaining power in a manner similar to that proposed by Papin in
his first project, namely, by a water wheel working two air pumps.
He was so completely convinced of the feasibility of his plan that he
applied to Dr. Hooke on the subject, who, it appears, dissuaded
him from the prosecution, adding this remarkable and important
suggestion, “If you could make a speedy vacuum in your second
cylinder your work is done.”
Newcomen, we are informed, was for some time engrossed with
the new train of ideas to which this hint led him, till at length he
conceived the “sucking and forcing "power of steam would, in every
respect, answer the end, and this brilliant thought he communicated
to his friend and fellow townsman, John Cawley, a glazier. By
joint study and exertion they soon satisfied themselves of the prac-
ticability of the scheme, and constructed the machine upon a small
scale. It is not known in what manner this model was made, but
we may easily imagine a very simple and cheap one could be formed
by the use of a common syringe; and to such of our readers as
would wish to understand thoroughly, the principle of the atmos-
pheric engine, we recommend the following experiment:—
Into the perforation of a small glass globe, partly filled with
water, introduce the mouth of a common syringe. Form a luting
round the joining so as to render the joint good and tight. Apply
this to the flame of a lamp, and as soon as the water boils, the steam
formed thereby will force up the rod of the syringe to the top: im-
merse the whole in cold water, and the rod will as speedily descend.
Apply the lamp again, and the rod will again be raised, and upon
plunging it again into cold water it will descend as before; these
motions may be repeated ad infinitum.
20 HISTORY OF THE
Newcomen and Cawley being assured of success, were about
applying for a patent, when Savery claimed the invention as his, on
the ground that the method of procuring a vacuum by steam was his
discovery ; they were, therefore, obliged to allow his name to be
associated in the grant which they obtained in 1705.
We present our readers with a novel drawing of Newcomen's
engine; we are not aware that such a machine was ever in opera-
tion; but we have been favoured with the drawing by a friend, who
informs us that the original bears date 1720, fifteen years after the
patent was obtained. As it represents some of the parts in a singular
form, and shows clearly the mode of operation, we shall offer no
apology for using it in our explanation.
a represents the boiler, of which b is the safety valve, being a
weight placed on a clack, which yields to steam above a certain
pressure, and prevents explosion. c is the cylinder, open at the top,
having three holes at the bottom, def. The hole e admits the steam
from the boiler; the hole d admits a jet of cold water from the reser-
voir g, in order to expedite the condensation of the steam. f is a
pipe for the exit of the condensed steam, and to get water from the

STEAM ENGINE. 2]
cylinder. h is the piston or plunger, whose diameter exactly fills the
area of the cylinder. It is packed or stuffed on its edge, so as to
preserve the vacuum as perfect as possible : i is the beam, or (as it
is called in some of the coal districts) the loggerhead, for the purpose
of communicating the motion of the piston to the pumps in the mine.
A sufficient quantity of steam is first formed in the boiler when
the boy pushes the handle or lever which he holds down to j, which,
by the wheels and band, opens the cock #, and allows the steam to
enter the cylinder. The steam being only sufficient to equal the
pressure of the atmosphere, will not of itself lift the piston and
loggerhead; it is therefore necessary that some means should be
adopted to aid it in its ascent. This is done by means of the weight
or counterpoise l, so that by the force of the steam and gravity of
the counterpoise, the piston is elevated to the top of the cylinder,
and forces down the pump rod m into the pump in the mine. When
this is effected, the boy returns the handle to its original position
(shewn in the drawing) which prevents the admission of more steam
from the boiler, and at the same time opens the cock n, so as to admit
a small quantity of cold water from the reservoir g into the cylinder;
this, by dispersing itself among the steam in the cylinder, almost
instantly condenses it, so that a vacuum is obtained, and the pressure
of the atmosphere meeting with no resistance, presses down the
piston, and thereby raises the pump bucket in the mine. The handle
is again depressed to j, which allows fresh steam to enter the cylinder,
and elevate the piston as before. To prevent the accumulation of
water in the cylinder, the pipe o is of such length, that a column of
water within it exceeds the air's pressure, so that the water runs off
by its own gravity.
The force of this engine, therefore, consists entirely of the pres-
sure of the atmosphere, differing essentially from Papin and Savery,
both of whom used the force of steam as well as a vacuum. By this
method the danger of bursting the boiler was nearly obviated, as the
pressure of one or two pounds on the inch on the boiler was suffi-
cient to work the engine. The power must be regulated by the area
of the piston, because, as the pressure of the air seldom exceeds
144 lbs. on an inch in a given area, we can never obtain more than
a given power: thus, supposing the area to be 100 inches, and the
pressure of the atmosphere 14 lbs. per inch, the pump piston would
at each stroke lift 1400 lbs. of water at each stroke of the engine, a
height equal to the length of the cylinder. This, however, is far
above the real performance: as friction and imperfect condensation
seldom leave more than one third of the power.
But notwithstanding the enormous loss of steam, and, conse-
quently, fuel by these causes, we find the atmospheric or “open
topped" engine used with different modification to a great extent
even at the present day. The expense of the double acting engines
counterbalancing, in the opinion of coal owners, the greater con-
sumption of fuel in the other.
The engine we have given contained many improvements upon the
first, the steam of which was not condensed by injection, but merely
22 HISTORY OF THE
by surrounding the cylinder with cold water. Condensation by a jet
is said to have been discovered from an accidental hole in the cylinder,
allowing the water which surrounded it to get into the inside, and
thus the speed of the engine was doubled. When the cause of this
was ascertained, the injection cock was added, as a matter of course.
We should also state, that the machine was, by no means, so sim-
ple as our drawing represents; a number of catches and springs
being necessary to obtain the changes of the cocks; the uncertainty
arising from the employment of boys was, likewise, a matter of much
vexation and inconvenience. This evil, however, produced its own
remedy; for a boy, named Humphrey Potter, being inclined to scog,
or skulk, fastened a cord from the beam to the handle, j, and a
weight to the handle also, by which means the engine itself produced
the necessary motion. This he called a “scogger.”
With this addition Newcomen's engine approached very nearly to
a self-acting one ; but still the turning of cocks and filling of reser-
voirs was obliged to be in part left to careless men, and as the
precision of the work depended upon these, frequent derangement
was the consequence; until Mr. Henry Beighton, of Newcastle-upon-
Tyne, constructed what he called the hand gear, whereby motion
was given to all the cocks and levers, by a rod from the beam.
This engine was erected in 1718, and, besides the improvement
mentioned, it was the first engine in which a steel-yard safety
valve was used.
After the improvements of Beighton little remained to be done
to the Atmospheric Engine, most of the difficulties peculiar to its
construction having been overcome. We should except, however,
one great evil, and that was the frequent destruction of the boiler
and cylinder. This was owing to the position in which they were
placed, for the piston striking against the bottom of the cylinder,
frequently shook the boiler in a few days so as to completely loosen
it from the brick work, and the reversion of the beam produced a
violent pull in the opposite direction. The writer has seen one of
these engines near Newcastle, where the top of the boiler rose and
fell at least half an inch at each reversion of the stroke. This diffi-
culty was obviated in a tolerable degree, by placing the cylinder
beside the boiler, and thus modified, Newcomen's engine is used all
over the kingdom.
We cannot conclude this chapter without expressing the venera-
tion which we feel for the memory of the immortal Newcomen. We
are bold to say (and we know, in saying this, we differ from abler
and better historians), that Thomas Newcomen did more for the
Steam Engine than any one individual that ever contributed to its
improvement. We except none,—Watt, himself, and in the men-
tion of that name we feel the profoundest humility,+Watt sinks into
comparative insignificance when compared with Newcomen. For,
whether we value the genius of a man by the extent of its utility, OT
by the difficulties which it encounters, and over which it triumphs,
we are alike bounden to place the name of Newcomen first among
those which have been the boast of our country.
STEAM ENGINE. 23
CHAPTER II.
con't ENTs.-LEU pold's HIGH-PRESSURE ENGINE–ADVANTAGES OF HIGH-PREº-
sur-E ENGINEs.—HULL’s PATENT.—BLAKEY AND PERKINS.-MR. KEAN E.
FITzgERALD’s substitute Fort THE cFANK.—w ATT's EXPERIMENTS.-
GAINsborough's claims to watt's INvention.—cylinder of watt's
ENGINE.—SUN AND PLANET MOTION.—PARALLEL MOTION.—GOW FRNOR-T
conDENs ER.—w ATT's ExPERIMENTAL ENGINE.—cou NTER.—ADDITION OF
THE CRANK AND SUBSTITUTION OF THE SUN AND PLANET MOTION .
In the year 1720 the celebrated Leupold constructed the first
high-pressure engine. Previous to this the only use to which steam
had been effectively applied was in the formation of a vacuum : true
it is, that in the projects of De Caus, Branca, and Savery, the elastic
force of steam was proposed to be used; but the failure of these
plans by waste of steam and other causes, warrant our saying that the
plan of Leupold entitles him to the great merit of having invented and
constructed the first high-pressure engine. His principle was simply
that of applying highly elastic steam alternately upon two pistons in
separate cylinders, so that as one ascended the other descended, and
W1Ce WerSã.
In the annexed figure (nearly resembling that given by Leupold)
the boiler a communicates by a “four-way cock,” with the bottom of
two open topped cylinders having pistons c d moving in them. These
pistons are fitted with lead so that they may act as a counterpoise to
the pump buckets op. They are likewise attached to the beams g h,
by means of the rods ef. To the other ends of the beams are fixed
the pnmp rods k l, which work two force pumps op. q is a perpen-
dicular pipe, bended round at the top so as to convey the water driven
up the pipe into the cistern or spout t. ii are the centres of the two
beams g h. a. is a cock so constructed as to alternately admit the
steam into either cylinder.
In the situation of the machine shown in the figure, the steam in
the boiler flows through the open passage into the cylinder r, and
presses the piston c upwards; this depresses the pump rod k, and
forces the water under the plunger, up the pipe q. When the steam
has raised the piston c to nearly the top of the cylinder, the cock r
is turned one-fourth of a revolution, so that it opens a passage
between the cylinder s, and the boiler; and between the cylinder r,
and the open air. The weight of the rod f, and the lead in the piston
c, being greater than k and o, the piston descends by its gravity to
the bottom of the cylinder, driving out the steam which raised it into
the atmosphere. From the construction of the “four-way cock” at
the moment in which the passage into the cylinder r was closed,
another passage was opened between the boiler and cylinder s; the
elasticity of the steam forces the piston d upwards, and depresses the
plunger at the end of the rod l, and impels the water, in the barrel p
under it, up the pipe q. When the piston d has reached the top of
24 HISTORY OF THE
the cylinder, or made its stroke, the further passage of steam from the
boiler is shut off, by turning the cock r, and the steam escapes into
the atmosphere through z; and d descends in the cylinder by its
preponderance in the same manner as c. During the ascent of d, c
has fallen to the bottom of the cylinder r. The steam passage from
the boiler being then opened, c is again raised in its cylinder, while
the vapour in s is escaping into the atmosphere; thus producing an
alternate vertical motion in the pump rods # 1.
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Such was the construction of the first high-pressure engine, which
for simplicity has never been exceeded. The extended use of such
engines at the present day, proves that the public opinion is materially
changed in regard to their utility and safety. The risk of explosion
was a drawback upon them, which successive improvements and skilful
management has almost annihilated; and we have no doubt but that,
eventually, the low-pressure, or condensing engine, will be entirely
|
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STEAM ENGINE. 25
abandoned in favour of those. Their superior economy by reduced
consumption of fuel, and reduced friction, are sufficient grounds for
their general adoption. We should observe, however, that there is
still a mass of prejudice to contend with, ere this can possibly take
place, and whilst America has scarcely a low pressure engine to work
a steam boat, it would be a hazardous speculation to attempt the
introduction of a high-pressure one in England for that purpose. .
But from the importance which the latter does, and will maintain,
in the mechanical world, it will not be amiss to show the advantages
which they possess: and we shall first speak of that obtained by a
saving of fuel. tº
Water does not boil under a temperature of 212° of Fahrenheit,
at which temperature its force, when confined, is barely equal to that
of the atmosphere. But let the temperature be increased only 38
more, (which can be effected with a comparatively small addition of
fuel) and its force will be 28 lbs. on the square inch. In like manner
let the temperature be increased to 280°, and the force will be equal
to 56 lbs. Thus, the increased force far exceeds the increased con-
sumption of fuel, and, consequently, the greater the pressure of the
steam, the greater will be the saving. Recent experiments have proved
that steam, when heated to 1170°, will act with a force of 56,000 lbs.
on the square inch, so that we find 250° gives a force of only 28 lbs.
whilst rather more than four times that temperature, or 1170°, gives
2000 times the force; a fact sufficiently establishing the superior
economy of high-pressure steam.
It should be observed, however, that we by no means believe that
such pressure can be used with safety; but we merely state the fact
to establish the position that high-pressure engines are more econo-
mical than low-pressure ones.
The saving of power, by reduced friction, is also another material
advantage in the former, because it is evident that if a force of 50 lbs.
be obtained per square inch for 10 or 12 in the condensing plan, the
area of the piston will be smaller in the same proportion as the
force is increased, in order to produce a given effect; therefore, the
edges of the piston being reduced also, there will be less rubbing
surface than in the other.
Hitherto steam had been only employed in raising water, nor had
any plan been devised by which it could be adapted to the giving
motion to machinery; Savery, indeed, says his machine might be
applied “to mills of various kinds and forms, according to the dif-
ferent genius and abilities of the millwright,” and that “it may be
brought to work by a steady stream,” (on a wheel), “ and produce a
rotative or circular motion;" and hints, that it might be made very
useful in ships, but he dare not meddle with that matter; and leaves
it to “the judgment of those who are the best judges of maritian
affairs;” but since Savery's machine itself failed, of course the
projects perished with it. After the important improvements of
Newcomen, it will appear evident that any effectual method must
be very different from this; and, accordingly, we find a patent taken
out in 1736, by Mr. Jonathan Hulls, of London, “for a new in-
D
26 HISTORY OF THE
vented machine for carrying vessels or ships out or into any harbour,
Port, or river, against wind or tide, or in a calm.” This new method
was the application of the crank which now, it is well known,
enables us to employ the steam engine as a prime mover in almost
every species of machinery.
. . Unfortunately, the public mind was not sufficiently matured to
interest itself in the project, and, in consequence, Hulls and his
Patent were so completely forgotten, that the invention has been.
subsequently claimed by Watt.
We should here observe, however, that whilst we give due praise
to Hulls for the greatness of his project, we feel satisfied that New-
Comen's engine was not at all adapted to the proposed combination;
as the great difference in power between the ascending and descending
stroke of the piston would have required a ponderous fly wheel to
have any thing like equality of motion, and a fly wheel would be
an inconvenient accompaniment to a steam boat. The idea, how-
ever, was great, and the ingenious inventor deserved better success
than he obtained.
We should not omit in this place to notice Blakey's patent, in
1766, for improvements on Savery's method of raising water. To
avoid condensation he proposed to introduce oil on the surface of the
water, because oil did not so readily absorb the caloric: but his
principal improvement consisted in the boiler, which was formed of
small tubes, completely filled with water. The proposed improve-
ments drew forth the attention of almost all the scientific men of his
day, many of whom declared it possible to conduct the influence of
steam to the centre of the earth. “But,” says Hornblower, “an
accident terminated the event as to the experimental engine, by one of
the steam vessels bursting through the force of steam, though much
under the degree of power proposed by the Cornish gentlemen.
Such,” continues Hornblower, “ is the degeneracy of man, that
whilst the States General of Holland were pluming hite, with the
gaudiest expressions of approbation, not one instance is to be found,
in which he met with that support he had been led to anticipate."
The drawing here given exhibits Blakey's boiler or generator,
the principle of which, our readers will observe, has been renovated
in Perkins's recent attempts. The success attendant upon the reno-
vation has fallen short of calculation, but this has been owing rather
to the mode of application than to the generator itself, which for
safety and portability never will be surpassed. The cause of Perkins's
failure we shall notice in its proper place.
a represents the furnace, in which the tubes, b c d, are placed,
which are connected by small pipes; f is a funnel for supplying the
generator with water. This was the ancient mode of supplying all
boilers, but it is needless to observe, that since the addition of the
force pump, the former has been unnecessary. e is a cock, for the
purpose of cleaning the boiler, by running water through the whole.
The pipe which connects the generator with the engine is not shown.
Mr. Keane Fitzgerald, a gentleman of great scientific acquire-
STEAM ENGHNE. 27
ments, and whose ingenious discoveries stand recorded in the Philo-
sophical Transactions, describes, in the year 1758, an invention, by
which he proposed to obtain a rotatory motion from a rectilineal one,
in another way than by the crank, the application of which was
unknown to him. No drawing has ever been given, and we therefore
give the accompanying sketch, which we gather from the words of
the inventor : they are as follow.—
“A rotative motion may be obtained from a rectilineal one, by
employing a combination of large toothed wheels, and of smaller
ratchet wheels, worked by teeth upon the arch or sector of the beam,
one of these ratchet wheels being put in motion by the ascent of the
beam, and standing still during the descent, when another ratchet
wheel is moved by an intervening wheel in the same direction as the
first ; and thus the two communicate a continuous rotative motion to
the axis upon which they are placed, which is thence transmitted by
a large toothed wheel to a smaller wheel or pinion, on the shaft of
which is a fly to accumulate momentum, and crank proposed to be
applied to work ventilators, and to many other useful purposes.
The fly, by accumulating in itself the power of the machine during
the time it was acted upon, would continue in motion, and urge
forward the machinery whilst the steam engine was going through its
inactive returning stroke.”

28 HISTORY OF THE
|
WA
§&
:
Ş"s
Let a, then, represent the cylinder on the principle of Newcomen;
Ö c, two racks, of which c is the piston rod; these racks are toothed
on two angles, two for the purpose of being moved by, and giving
motion to the connecting pinion, d, and the remaining two for the
purpose of working the sectors of; these sectors have palls or
catches fixed on each of them, which are situated so as to fall into
the teeth of the ratchets, g h. We will now suppose the piston rod
or rack, c, to be ascending: then the catch on the arm of the sector
will turn round the ratchet, and the axle upon which it is fixed, a
portion of a revolution. This motion will be continued until the
piston has reached the top, when the pall of the sector, f, falls into
the next tooth of the ratchet. The motion of the piston is now re-
versed; but by the intervention of the pinion, d, the rack, b, begins
to ascend, and repeats the same operation upon the ratchet, g, as
the other sector did upon h: thus, the two sectors alternately act
upon the ratchets, and keep the axle in a continuous rotative motion;
this motion is communicated to another axle by the wheels i,j : on
the latter axis a fly is fixed, which preserves the motion equable and
regular.
We admire the ingenuity of this invention, although we are
satisfied it would never answer the proposed end. The principal
objection would be that of the piston striking violently the top and
bottom of the cylinder; because, as the motion of the fly is obtained
from the direct action of the piston rod, any decrease of speed in that
must likewise decrease the speed of the fly-wheel, and therefore
produce an irregular motion. Not so the common crank, which
naturally retards the motion of the piston, as it approaches the top
and bottom of the cylinder, whilst itself revolves at the same speed
throughout
we now come to the most important era in our history : that in
which James Watt commenced his invaluable exertions in the im-
provement of the Steam Engine. It is not in our plan to give
biographical sketches of the inventors who come under our notice;
but as the beginning and progress of Watt's career form some of the
principal events of his life, our history must here assume somewhat
of this character.
James Watt was born in Greenock, in the year 1736. He was

STEAM. ENGINE. 29
at the age of 16, apprenticed to a mathematical instrument maker.
This business, it appears, differed materially from what we now
understand by the term, consisting of land-surveying, making and
repairing clocks, almost every kind of musical instruments, fishing
tackle, and cutlery. In the year 1757 he was appointed mathema-
tical instrument maker to the University of Glasgow, and apartments
were given him in the college, in which he lived and transacted his
business.
It appears that at this period the college of Glasgow possessed
apparatus and funds’by which they were enabled to contribute largely
to the general diffusion of useful knowledge among that class of
individuals to whom it was peculiarly beneficial. This was one
among the many advantages which arose from the establishment, but
the greatest was that of exciting the attention, and drawing forth
the energies of young Watt. We shall give the particulars of the
commencement of his career in his own words, being satisfied that
we cannot exceed them either in simplicity or effect.
—“My attention,” says he, “ was first directed in 1759, to
the subject of steam engines, by Dr. Robison, then a student in the
University of Glasgow, and nearly of my own age, Robison at that
time threw out the idea of applying the power of the steam engine to
the moving of wheel carriages, and to other purposes; but the
scheme was not matured, and was soon abandoned on his going
abroad.”
“ In 1761 or 1762 I made some experiments on the force of
steam in a Papin's digester, and formed a species of steam engine,
by fixing upon it a syringe one third of an inch in diameter, with a
solid piston, and furnished also with a cock to admit the steam from
the digester, or shut it off at pleasure, as well as to open a commu-
nication from the inside of the syringe to the open air, by which the
steam contained in the syringe might escape. When the communi-
cation between the cylinder and digester was opened, the steam en-
tered the syringe, and, by its action upon the piston, raised a
considerable weight (15 lbs.) with which it was loaded. When this
was raised as high as was thought proper, the communication with
the digester was shut, and that with the atmosphere opened; the
steam then made its escape, and the weight descended. The opera-
tions were repeated; and (though in this experiment the cock was
turned by hand) it was easy to see how it could be done by the
machine itself, and to make it work with perfect regularity. But I
soon relinquished the idea of constructing an engine upon this princi-
ple, from being sensible it would be liable to some of the objections
against Savery's engine; from the danger of bursting the boiler, and
the difficulty of making the joints tight; and also that a great part
of the power of the steam would be lost, because no vacuum was
formed to assist the descent of the piston.”
* The reasons here given by the historian will appear, to modern mecha-
mics, very futile and insufficient. It is now a matter of no “difficulty to
make the joints tight s” and high-pressure steam, it is well known, is more
economical than that at which Mr. Watt worked his engines,
30 History of THE
The attention necessary to his business of a mathematical instru-
ment maker, prevented him from prosecuting the subject any further
at this time. But in the year of 1763-4, having occasion to repair
a model of Newcomen's engine, belonging to the Natural Philosophy
Class of the University, his mind was again directed to the subject.
At this period his knowledge was derived principally from Desagu-
liers, and partly from Belidor. He set about repairing the model as
a nere mechanician, and when that was done and set to work, he
was surprised that its boiler was not supplied with steam, though
apparently quite large enough (the cylinder of the model being two
inches in diameter, and six inches stroke, and the boiler about nine
inches in diameter); by blowing the fire it was made to take a few
strokes, but required an enormous quantity of injection water, though
it was very lightly loaded by the column of water in the pump. It
soon occurred to him that this was caused by the little cylinder
exposing a greater surface to condense the steam than the cylinders
of larger engines did, in proportion to their respective contents; and
it was found that by shortening the column of water, the boiler could
supply the cylinder with steam, and the engine would work regularly
with a moderate quantity of injection. It now appeared that the
cylinders being of brass would conduct heat much better than the
cast-iron cylinders of larger engines (which were generally lined with
a strong crust), and that considerable advantage could be gained by
making the cylinders of some substance that would receive and give
out heat the slowest.* A small cylinder of six inches diameter and
twelve inches stroke, was constructed of wood, previously soaked in
linseed oil, and baked to dryness. Some experiments were made
with it; but it was found that cylinders of wood were not at all
likely to prove durable, and that the steam which was condensed in
filling it still exceeded the proportion of that which was required in
engines of larger dimensions. It was also ascertained, that unless
the temperature of the cylinder itself were reduced as low as that of
the vacuum, it would produce vapour of a temperature sufficient to
resist part of the pressure of the atmosphere. All attempts, there-
fore, to reduce by a better exhaustion, by throwing in a greater
quantity of injection water, was a waste of steam, for the larger
quantities of injection cooled the cylinder so much, as to require
quantities of steam to heat it again, out of proportion to the power
gained by having made a more perfect vacuum ; and on this account
the old engineers acted wisely in loading the engine with only six or
seven pounds weight on each square inch of the piston.
It appears by Dr. Ure, that Watt tried some experiments re-
garding the latent heat of steam, of which the Doctor gives the
* The inventor was right in proposing to use some material which would
receive and give out beat the slowest, but greatly in error when he supposed
polished surfaces would conduct heat quicker than rough ones. It has been
repeatedly proved, that rough surfaces are best adapted to give out or receive
heat, the unevenness of the surfaces acting like an immense number of con-
ductors to and from the metal. -
STEAM ENGINE. 3]
following account:—“ In some conversations with which this great
ornament and benefactor of his country honoured me a short period
before his death, he described, with delightful naiveté, the simple
but decisive experiments by which he discovered the latent heat of
steam. His means and leisure not then permitting an expensive and
complete apparatus, he used apothecaries' phials; with these he
ascertained the two main facts, first, that a cubic inch of water
would form about a cubic foot of ordinary steam, or 1728 inches ;
and that the condensation of that quantity of steam, would heat six
cubic inches of water, from the atmospheric pressure to the boiling
point. Hence he saw that six times the difference of temperature,
or fully 800° of heat, had been employed in giving elasticity to
steam,” and which must be all subtracted before a complete vacuum
could be obtained under the piston of a steam engine."
The great experimentalist deserves as much praise for these ex-
periments as for anything he ever effected. Upon the facts developed
in this enquiry, he built up the theory which shall carry his name to
posterity. Although he modestly ascribes his discovery to Dr.
Black's explanation of his theory of latent heat, there can be no
doubt that these experiments were more decisive and useful than any
theoretical explanation could possibly be.
He found, therefore, that his first business was to keep the
cylinder as hot as possible, and that to obtain a tolerable vacuum,
the temperature of the condensed steam should be at most 100°, and
less if possible. Various were the means which were contemplated
to effect these ends, when, early in 1765, it struck him, “ that if
a communication were opened between a cylinder containing steam, and
another vessel which was evhausted of air and other fluids, the steam,
as an earpansible fluid, would immediately rush into the empty vessel,
and continue to do so until it had established an equilibrium ; and if
that vessel were kept very cool, by an injection or otherwise, more
steam would continue to enter until the whole was condensed.”
So far we have the invention complete ; but still the condensed
water and incondensible steam were not disposed of, and how to rid
the condenser of these was long a matter of difficulty. The water,
indeed, could be allowed to run off, by having a pipe whose length
would exceed that of a column of water equivalent to the pressure
of the atmosphere, but the air was not removed. At last it occurred
to him that a pump would draw off both air and water, and preserve
a perfect vacuum in the condenser.
Thus was completed one of the greatest inventions ever known.
By the simple operation of thought, in a few days was effected that
which had hitherto been deemed an impossibility—a hot cylinder and
a perfect vacuum.
We should act unfairly if we concealed that Mr. Watt has been
denied, by some men of great respectability, the merit of discovering
the separate condenser. Hornblower says, “ It occurred to Mr.
Gainsborough, the pastor of a dissenting congregation at Henley-on-
Thames, and brother to the painter of that name, that it would be
32 HISTORY OF THE
* great improvement to condense the steam in a vessel distinct from
the cylinder where the vacuum was formed ; and he undertook a set
of experiments to apply the principle he had established, which he
did, by placing a small vessel by the side of the cylinder, which was
to receive just so much steam from the boiler as would discharge the
air and condensing water, in the same manner as was the practice
from the cylinder itself in the Newcomenian method, that is, by the
shifting valve and sinking pipe. In this manner he used no more
steam than was just necessary for that particular purpose. The
circumstances as here related receive some confirmation, by a de-
claration of Mr. Gainsborough, the painter, to Mr. J. More, late
secretary to the Society of Arts, who gave the writer of this article
the information. Whether he clothed the cylinder as Mr. Watt does
is uncertain : but his model succeeded so well, as to induce some of
the Cornish adventurers to send their engineers to examine it; and
their report was so favourable as to induce an intention of adopting
it. This, however, was soon after Mr. Watt had his Act of Par-
liament passed for the extension of his term ; and he had at the
same time made proposals to the Cornish gentlemen to send his
engine into that country. This necessarily brought on a competition,
in which Mr. Watt succeeded : but it was asserted by Mr. Gains-
borough, that the mode of condensing out of the cylinder was com-
mnnicated to Mr. Watt by the officious folly of an acquaintance, who
was fully informed of what Mr. Gainsborough had in hand.”
At this date it is impossible to decide the merits of their respec-
tive claims. It does not appear that much credence has been given
to the statement of Hornblower by recent writers, but we certainly
consider that it throws considerable doubt upon the matter. We by
no means think with Dr. Brewster that Hornblower's ignorance of
these circumstances, when examined by the House of Commons,
precluded the possibility of his knowing them afterwards. But there
is so much detraction where there is merit, that we sincerely hope
this solitary testimony is dubious, especially when we consider that
Mr. Hornblower was a rival of Watt during the whole of his career.
It should likewise be observed, that the addition of a pump to
the condenser is never disputed to be the invention of Watt, and this
is essential to its utility. One only instance have we known of a con-
denser without an air pump, and the engine went very irregularly.
The drawing before us represents Watt's engine, with nearly all
his improvements, and exhibits it in a state of perfection to which
it was only brought at a late period of his life. It serves our pur-
pose better to explain his successive alterations and additions in this
way, than to give separate and unconnected diagrams, which would
but convey to our readers an obscure and indefinite idea of their
arrangement. We shall first proceed to explain the principle of this
machine, and afterwards detail the dates of the improvements as they
were added.
Our readers must suppose the cylinders, a, to resemble that of
Newcomen's engine, excepting that it is more accurately bored, so
STEAM ENGIN F. 33
E-S-E-sº
E-Essº
FE:#sº
- ** *>ss
º
=

34 HISTORY OF THE
that it may be perfectly cylindrical throughout.” It is fitted with
a lid or covering at top and bottom instead of being left open at top
as in the old engine. In the centre of the upper covering is a hole,
through which the piston rod passes; on this lid is the stuffing box,
o, the lower part of which consists of a hoop or cavity, with a flanch
and screw holes. The interior of the cavity is large enough to admit
Some soft vegetable substance (hemp or cotton) to surround the pis-
ton rod, which is likewise accurately turned. The covering or upper
part of the stuffing box is less than the interior of the cavity in which
the stuffing is lodged; when, therefore, the screws are tightened the
upper part presses the stuffing close to the piston rod, and prevents
the escape of steam.4 d is the beam made of cast iron. It rests
upon the centre, e, and is connected at the further end by the con-
necting rod, f, to the fly wheel, g, the axis of which drives the
machinery. The mode by which the revolution of the fly wheel is
effected is by what is called a sun and planet motion, and may be thus
explained;—h is a toothed wheel, bolted on to the connecting rod
so that it cannot revolve upon its axis. o is likewise a toothed
wheel fixed to the fly wheel axis so that they cannot revolve but in
conjunction. The centres of the two wheels are connected by a bar,
so that the centre of the wheel h describes a circle, of which the fly
wheel axis is the centre. The fly wheel, in this instance, makes a
revolution at each stroke of the piston, differing essentially from the
common crank, which makes but one revolution for two strokes of
the piston. The latter may be compared to a man turning an axle
by a handle, whilst the former is like the same axle turned by a
wheel, fired upon the handle. The principle will be better under-
stood by reference to our drawing.
Let us suppose the connecting rod to be descending. . At present
the points, oo, are in contact: but, when the connecting rod has
descended to the lowest part of its circle, the points g g will be in
contact; the number of teeth between o and q corresponding in each
wheel; but this cannot take place until the wheel h is directly under
the wheel on the fly wheel axis; and as the piston has but half a
stroke to make before the wheel h will be under the other wheel, the
latter wheel must perform a semi-revolution, whilst the centre, h,
has only described one-fourth, or, in other words, for each half stroke
* This required a degree of perfection in the art of boring which had not
been attained previous to the time of Watt. The method hitherto adopted
had been to depend upon the accuracy of the casting for the guidance of the
cutter, and as this was either frequently untrue, or in some parts softer than
in others, the boring varied from the true cylinder when either of these
mischances arose. The improved method obviated these objections by fixing
the cutter block firmly upon a cylindrical bar, and causing the cylinder to
revolve after it had been accurately chucked, and the cutter block was pro-
pelled the length of the cylinder by a screw in the interior of the bar.
+ Mr. Watt proposed to use leather for stuffing. This, it is well known,
would be speedily destroyed by heat. Hornblower made the blunder of his
great rival a constant theme of his wit, and so far did he carry his disposition
to laugh at Watt, that in his own specification he said, “ The stuffing bor
would be filled with some soft substance, but not leather.”
STEAM ENGINE. 35
of the piston; and a whole revolution for each stroke thereof. The
advantages of which are, that the fly wheel makes twice the number
of revolutions by this method, than it would by the common crank;
so that a lighter fly wheel is required; besides which, it is extremely
convenient where a rapid motion is necessary. There are, however,
several disadvantages attending it, among which may be enumerated
those of its being less simple, more expensive, and more easily
deranged. ſº
ham is the parallel motion; the purpose of this is, to keep
the piston rod perpendicular, whilst the end of the beam (to which
it is attached) describes a segment of a circle. ef represents the
motion of the piston rod, and b c d a
the motion of the end of the beam, the _K.
centre of which is at g. The points c d cº
are the only parts where the two motions _2^ \
coincide; and it would be impracticable _^ |
to connect a piston rod, whose move- • |
ment is rectilineal, with the end of a $7 \
beam whose movement is curvilineal,
except by a rack and sector. This was `s //
tried, and found extremely objectionable, S. º
and finally gave way to the parallel / ',
motion. & P
§ - 2 _=z-
: ſ : d ( . )
: ||. ==
4
|
i
#
|
“L”
|
l
The following explanation will inform our readers of the princi-
ple of all such parallel motions, a represents a beam, of which ê
is the centre, and c d another beam of equal length. e. f is a rod
joined to the end e of the beam d, and the end of the beam f of the
beam a. The piston rod g is attached to the middle of the piece
ef; and as the beams are of equal radii, therefore the versed sizes
are equal, but in opposite directions, so that they correct each other;
for when the end f of ef is at any given distance from the perpen-
dicular line g h, the lower point e of ef is drawn the same distance
from the perpendicular in the contrary direction; and thus the centre
of the piece ef will always remain in the parallel line g h.
Though we may thus illustrate the principle of the parallel mo-



36 HISTORY OF THE
tion, yet this method is seldom or never adopted, as it requires
much extra room, because the beam cd being half the length of the
main beam, the engine house must, to admit it, be nearly one half
longer than is required for the beam alone. The form generally pre-
ferred, is that given in our connected drawing, to which we will
refer. The piston rod is attached by pivots to the end of the rod
or rods r, which are also connected by pivots to the end of the
beam. The rods g m are of equal length with those attached to the
piston, and turn upon similar pivots on the beam. These rods are
connected by the bridle k, so that the ends of m and r describe a
similar line when in motion. The beam or rod em is equal in
length to the part of the beam e.g., so that eg me would separately
exhibit the same appearance, and produce the same effect as would
the apparatus exhibited in our last diagram: that is to say, there is
a point in g m which describes a rectilineal motion. We have
already shown, that by the rod k, the pieces g m and the pieces r
must act in conjunction, so that if a parallel motion is obtained in
g m, it must likewise be obtained in r. To that part of r the piston
rod is attached, and is thereby kept parallel during the ascent and
descent of the beam.
The governor or pendulum s, is used for regulating the quantity
of steam admitted into the cylinder, and may be easily understood.
The balls are heavy, and rise or fall according to the speed. When
the engine goes too quickly, they also revolve with equal rapidity;
and in doing so, the balls from their centrifugal force being increased,
recede from the centre, and thereby raise the levers by which they
are suspended; these levers are connected with the shorter ones u u,
which, in expanding, cause the ring or strap, w, to descend. Into a
groove of this ring, a fork or semicircle is made to fit, which fixed to
the end of the lever, w H, so that as much as the strap ascends the
further end of the lever descends, and by the rod H Z, depresses
the handle of the throttle valve, Z, which is a vane in the interior of
the steam pipe, of such dimensions as to completely fill the pipe in
one position, and by presenting its edge to the steam in another, to
oppose no resistance to the entrance of the steam.
We must now return to the cylinder and condenser, the latter of
which is not shown, but may be briefly described. It consists of a
tube immersed in cold water, and connected at the bottom by a pipe
to a pump, which is worked by the rod 4. The use of this pump is
to preserve the vacuum by drawing off uncondensed vapour and the
water of injection. It acts precisely on the same principle as the
common air pump, and bears the same name, the receiver being the
condenser, and the pump similar iu both. We will now suppose
steam admitted from the cylinder : a valve, called the blowing valve,
is opened, which permits the steam to enter the cylinder and con-
denser, and drive out the air. When the air is expelled, which may
be known by the crackling moise and ebullition which takes place in
the water, (the former arising from the globules of pure steam rapidly
condensing, and the water thereby collapsing), the blowing valve is
shut, and the valves arranged on that the steam can enter the upper
STEAM ENGINE. 37
part of the cylinder. The steam acting in conj unction with the vacuum
now formed on the lower side of the piston causes it to descend to the
bottom. The lever, 1, is now turned downwards, and shuts that
valve, whilst 2, on a pipe behind that which we see, opens a passage
to the condenser. The lever, 3, is at the same time opened, admit-
ting the steam under the piston, which consequently ascends. In the
act of rising, a jet of cold water is admitted into the condenser,
which expedites the condensation. . There are a number of tappets
on the pump rod, 4, which repeat the changing of the valves when
the engine is left to itself. The water in the reservoir surrounding
the condenser would be soon heated by the steam, but that a pump
worked by the rod, 5, keeps a constant supply of cold water from the
well. 6 is a small pump, which supplies the boiler with water from
the heated water drawn out of the condenser.
Having now explained the mode of operation, we have to state
that the first engines were used for pumping water, and for that
purpose alone. The first engine, therefore, was like Newcomen's, a
single acting one, as its power was only exerted in one direction.
It was covered at the top like the double engine, but instead of having
the steam and vacuum to aid it in both ascent and descent, the vacuum
was only used in the descending stroke of the piston, whilst the
ascending one was effected by a heavy weight or counterpoise at the
further end of the beam. During the latter operation the steam was
admitted by a valve from the upper to the under side of the piston,
and was there used for forming the vacuum below. By this method
the air was entirely excluded from the cylinder.
The first engine was of this description : it was erected on the
estate of the Duke of Hamilton, at Kenneil, about a mile from Bor-
rowstoness, in Scotland. The cylinder was 18 inches in diameter,
“ and it was successively altered and improved, until it was brought
to considerable perfection.” In 1768 and 9 a patent was procured
for the invention ; and in conjunction with Dr. Roebuck, (the founder
of the Carron Iron Works, and through whose interests the experi-
mental engine had been erected at Kenneil) arrangements were made
to manufacture on a large scale, when, from pecuniary embarrass-
ments, the Doctor was obliged to withdraw his promised aid, and
Watt was about to abandon his project. It fortunately happened,
however, that a negociation was opened with Mr. Matthew Bolton,
of Birmingham, which was concluded in 1773.
From this time things went on successfully; his colleague was a
man of wealth and influence, and lent his utmost aid to the extension
of the sale, which was effected with great difficulty, chiefly arising
from the increased cost of erection. The patentees erected the
engines at such prices as could be obtained, and received a third
part of the saving of coal, which saving was decided by a machine
similar to that now used on Waterloo, Southwark, and Vauxhall
bridges. It consists of a train of wheel work, which was moved at
each stroke of the beam, and, of course, it could be easily ascer-
tained how many strokes had been made in a given time.
In the early engines a rack and sector were used for the purpose
38 HISTORY OF THE
of working the beam by the piston; but this was very defective, and
*asily disarranged, especially when the direction was reversed.
This gave way to the parallel motion : one of the brightest thoughts
which ever occurred to Mr. Watt.
Another difficulty was the irregular motion of the engine, which
was subject to considerable variation in speed, as the supply of
steam in the boiler varied. This was obviated by the governor acting
upon the throttle valve, which, we have already shewn, admitted
more or less steam, as the speed decreased or increased. The
governor was not Watt's invention, but had been previously used in
corn mills, which were subject to similar irregularity. When the
stones moved too quickly, the meal, by the rise of the stones, was
too coarse; when on the contrary the motion was slow, the meal
produced was small in quantity and too fine. The governor, or as
it was then called the tent-lifter, brought the mill stones nearer when
in rapid motion, and removed them further off when slow. This in-
genious regulator was applied by Mr. Watt to his throttle valve,
and has been ever since used for that purpose.
Mr. Watt in 1778 states, that he contemplated the practicability
of obtaining a rotative motion from the reciprocating one, and for this
purpose he thought of the crank (for which we have seen Hulls had
previously obtained a patent, but which was unknown to Watt), and
when he had nearly brought his project to bear, and was about taking
out a patent for it, he found that a Mr. Wasbrough, of Bristol, had
already obtained a patent for the crank; Mr. Watt therefore finding
himself thus prevented from using his invention, set about something
which might answer the purpose instead. This he effected by his
sun and planet wheel, which possesses, as we have said, Some ad-
vantages over the other. tº . *
Thus we have briefly described the successful application, and the
bringing into general adoption, this nearly perfect machine. We
conclude this chapter by observing, that although there is scarcely
a week passes without a patent being taken out for an improvement
in the steam engine, it has undergone little positive amendment.
The faults have been little removed by all the talent and industry
exerted for the purpose; but these defects, and the attempts to
remove them, we shall explain in the following chapters.
STEAM ENGINE. 39
CHAPTER III.
con't ENTs.—DEFECTs of Bolto N AND watºr's ENGINE.-FRICTION-RECIPRO-
CATION.— POWER OF TH F. CRANK–No POWER LOST THER EBY-IRR EGULAR
w EAR OF THE PIs TON ROD AND CYLIN DER.—D IS A DVANTAG ES ATT ENDING
THE USE OF TWO ENGINES WITH THE CRAN KS AT H IGHT ANGL ES WITH
EAch OT in ER.—WATT's RotATORY ENGINE–w Att's s F Mi-RotATIVE AND
RotAT1 v E ENGINEs.-BRAY. A H S R EMARKS ON WATT.
WE now come to speak of the imperfections attendant on the
Bolton and Watt engine: these are, friction from the rubbing of the
moving parts against each other—the reciprocation of the machinery,
and the irregularity of the motion: we shall notice them successively.
1st, The rubbing of the parts against each other.—This evil must
exist in every conceivable form into which the steam engine may be
modified, but no doubt the quantity may be considerably reduced.
The steam, in order that we may have its full effect, acts against a
moveable piston in a cylinder from which it cannot escape. This
piston is, as has been explained, packed or stuffed on its edges, which
prevents the steam from escaping past it; and from the nature of the
material used for packing, and the tightness with which it is pressed
against the cylinder the friction arises. This is sometimes so great,
that we have seen engines where the whole force of the steam could
not give them motion. It is usually estimated at one third of the
power of the steam—that is to say, if the steam acted upon a piston
with a force of 1500 lbs., the effect produced would not exceed
1000 lbs., a power of 500 lbs. having been absorbed by the movement
of the machinery alone.
The next objection is the reciprocation of the parts. This is an
evil of considerable magnitude. It originates from an inherent law
in matter, by which all bodies have a tendency to continue in the
motion communicated to them, or remain in their natural state of rest.
If a cannon ball be discharged from the mouth of a cannon, it requires
an exertion of force to give it an impetus greater than would be re-
quired to continue its motion. If its progress be arrested whilst in
motion, a shock will be experienced by the body which impedes it,
the force of which shock will vary as the velocity of the ball. When
this ball ceases to move without any visible impediment, it is not that
its original impetus is exhausted or spent, (though the latter term is
frequently used) but that it is gradually overcome by the particles of
air which form a succession of points of resistance upon which its
force is nearly destroyed, and it is then drawn down to the earth by
the superior attraction of gravitation. If we could destroy the inter-
mediate resistance of the air, the ball would continue in motion for
ever, because nothing would intervene to destroy the primary impetus.
This property of matter occasions a considerable destruction of power
40 HISTORY OF THE
in the steam engine. The motion of a massive beam, and its neces-
sary appendages of machinery, a piston, connecting rod, parallel
motion, and pump buckets, have to be reversed at each stroke of the
engine, and that too when the speed is very great. The natural state
of rest, or vis inertia, i.e. the force of inactivity, has to be overcome
at the commencement of each stroke, and when a great velocity is
acquired it is as suddenly checked to prepare for the returning one.
This necessarily produces a great strain upon the machinery, which
must be made proportionably more massive: and it requires likewise
great skill in the construction of the engine house to prevent its
being ultimately destroyed by the alternate push and pull which it
experiences, at each reversion of the beam. We have repeatedly
noticed the best constructed engine houses shaken, and almost falling
to pieces from this cause.
Various schemes have been proposed to remedy one of the evils
of reciprocation. We mean the shock experienced by the reversion
of the matter. It is not expected to prevent the loss of power sus-
tained thereby; for that must remain as long as the law of which we
have just spoken exists. Where a crank and fly wheel are used to
obtain a rotatory motion, a shock is prevented by the velocity being
gradually retarded, the crank having to perform a greater portion of
its revolution with only the same surface of steam at the commence-
ment and termination of each stroke of the piston : we explain our
meaning by reference to the marginal diagram.

a 0 is the crank of a steam engine, of which
_N f* the semi-circle, d, c, a, c, f, represents the
motion communicated by one stroke of the
piston ; when, therefore, the crank in its
present position is moved from a to c, the
Y= £f
…~
zł
f
/ \\ piston is at its greatest speed, and travels
(O nearly at the same velocity as the point a of
the crank. But when moving from c to d,
an equal piston of a revolution, the piston
only moves a distance equal to g d, in the
~. same space of time, as it had previously moved
$ L–T a distance equal to Ög, almost double of dg’.
Hence it appears that the crank, by gradually
decreasing the speed, is admirably adapted for preventing the violent
shock which would otherwise be experienced by the piston striking
the top and bottom of the cylinder, and by changing the motion of the
beam too suddenly, but it does nothing towards reducing the power
lost by reciprocation. In pumping engines, where a fly wheel and
crank are not used, other means are adopted to check the force of the
piston, or guard against the shock of suddenly changing the motion
of the beam. In the coal districts the usual way is to shut off the
steam when about two-thirds of a stroke has been performed; the
expansive force of that already in the cylinder, together with the in-
petus of the piston sufficing to barely carry it to the termination
without violence. In such engines springs are sometimes fixed above
and below the beam, so as to check its progress should the steam possess
STF AM ENCINE. 41
more force than may be expected. “It once happened," says Mr.
Farey, “ that the valve of the pump bucket breaking, the engine Sud-
denly lost its load or resistance, which occasioned the piston to descend
and strike on the spring beams for two or three successive strokes
with such violence as to break one of the beams, and at last the piston
striking the bottom of the cylinder, the momentum of the 6eam forced
down upon the rod so violently as to bend the great piston rod quite
crooked. To prevent similar accidents, a smaller steam pipe was
added to the side of the vertical steam pipe communicating with the
passage into the bottom of the cylinder. This pipe is kept closed by
a valve; but if the engine descends so low as to strike on the spring
beam, a catch pin on the beam strikes a small lever, and by a wire of
communication opens the valve and lets the steam into the lower part
of the cylinder beneath the piston, and thus destroys the vacuum, so
as to prevent the further descent of the piston.”
This addition, it will be understood, applied only to the single
acting engine, but it serves to show that the objections we have
given, arising from momentum, are not merely theoretical.
The beautiful addition of the crank to the steam engine, although
the means of extending its utility tenfold has been the subject of much
objection. Engineers and others possessing considerable claims to
the character of scientific men, have not unfrequently maintained that
there is a considerable loss of power by the change in the length of
the lever as the crank revolves. We shall endeavour to show the
error into which such persons have fallen.
The principle of the lever is so well known, that it is scarcely
necessary to explain it: lest, however, it should not present itself to
all our readers, we shall give a short description. “ In all levers the
universal property is, that the effect of either the weight or the power,
to turn the lever about the fulcrum, is directly as its intensity and
its distance from the prop; whence it is deduced, that if parallel
forces acting perpendicularly upon a straight lever keep it in equi-
librio, they will be to each other reciprocally, as the distances from
the fulcrum upon which they act.” Thus, supposing a bar of four
feet in length be fixed upon a fulcrum exactly in the middle, and an
ounce weight be suspended at each end, the two ends will be in
equilibrio, because the force of gravitation is equal, neither possessing
it in a greater degree; but if the fulcrum be shifted and placed three
feet from one end, then it will require three ounces at the shorter
end to balance one ounce at the other. If motion be given to the
shorter end whilst the fulcrum remains the same, the end of the longer
lever will traverse three times the space of the shorter.
The crank of a steam engine is a lever whose fulcrum is at a. It
is the nature of the crank that its power or leverage varies with its
position. Let a 6 represent the crank, the point 6 is moved by the
connecting rod, and revolves round the centre a. Supposing the
resistance be equal to 100 lbs. or that 100 lbs. have to be raised 3.1416
feet for every revolution of the crank: it is evident if a force or weight
* Good and Gregory.
F
42 HISTORY OF THE
exceeding 100 lbs. be applied at b, whilst the
crank is horizontal, it will be sufficient to raise
the weight. But when the point b has descended
to o, the length of the lever being described by
its sine, the vertical line, e c, drawn through
- a 6, shows c a to be the length of the lever,
GDZ which is only one half of 6 a. It would, there-
fore, require a weight double of the former
to continue the motion. And if the crank
descend to f, the vertical line, d.f, shows d a
to be the length of the lever, and to be only one
; : : fourth of what it was when horizontal. When
.2’ f (* it reaches g no power on earth applied through
the medium of the connecting rod, would further
continue the motion.
To equalise this irregularity, and in some degree to compensate
this great variation, the cylinder is of such dimensions as to give out
a considerably greater power when the crank is horizontal than is then
necessary: . This extra power is employed to give motion to the fly
wheel, which is of sufficient dimensions to retain the impetus until
it is past the point d, when the steam begins to act with effect upon
the lower side of the piston.
Let a represent a cylinder, the length of the stroke of the piston
being two feet. de is the crank, the length of which is one foot;
ô c the beam, the fulcrum of which is exactly in the middle. If the
piston be put in motion the extreme end of the crank will describe a
semi-circle of 3.1416 feet. Now let us suppose that a drum be fixed
upon the axle e, whose circumference is four feet, equal to one as-
cending and one descending stroke of the piston. If a weight be
suspended by a rope to this drum, as at h; the power of the engine
at that point will exceed the power necessary to raise the weight as


STEAM. ENGINE. 43
much as de exceeds i e. This extra power is communicated to the
fly wheel, which faithfully gives it out when required. When the
crank has descended so as to decrease the length of the lever, that
it is shorter than i e, then a portion of the extra power in the fly
wheel is destroyed in aiding the decreased leverage of the crank.
And although the power gradually decreases, yet the speed of the
piston gradually decreases also, so that if the power of the crank be
only one half in a certain position, yet the quantity of steam used is
only one half, and thus the effect of no part of the steam is wasted,
the effect being in every point equal to the steam expended. ... It is
true that if we could have applied the power at a point equidistant
from the centre in every part of the revolution, we should have
obtained much greater leverage, but then the expenditure of the
steam would have been proportionably greater.
We will further explain this theory by referring to another diagram.
g d represents a lever like the crank: ,
g being the axle. a b are two vessels
fitted with pistons, and in every res-
pect resembling cylinders, excepting
that they are curved so as to describe
portions of circles formed from the
point g. We will suppose that the
piston in a acts upon the extremity
of the crank, and that in b, at half
the distance from the centre. The
vessels are of the same area, so that if steam were introduced from a
boiler, it would press with equal force upon each piston, and con-
sequently the rods would each press with an equal force upon the
points ed. Now it would be maintained that, because at e there is
only half the leverage, therefore half the effect of the steam in 6 is
lost; but it will be found, that if that leverg d, be moved any given
distance round its centre, that the piston b, only moves half the
distance of the piston a ; and consequently, the areas being equal,
and the distance but one half, only half the steam is expended.
Hence it is clear, that the consumption of the steam in every point
of the lever is only equal to the effect produced.
There are minor objections against Watt's engine which, never-
theless, should be noticed. One is the waste of steam at the reversion
of the motion of the piston. First, from the pipes between the valve
and the cylinder. In filling the cylinder these must be filled, and in
discharging these must likewise be emptied; so that they are filled and
emptied at each change of the motion. But in the cylinder every particle
of the steam produces an effect: whilst here the steam used produces
no effect, and is therefore wasted. Secondly, from the changing of the
valves themselves at the improper time. It may indeed be said, there is
no proper time to change the valves, because there is no time at which
they can be changed without disadvantage by loss of steam; and the
difficulty of determining the precise time frequently occasions their
being changed at such a time as to waste more steam than is unavoid-
able. The necessary waste arises from the change of the valves being

44 HISTORY OF THE
a work of time, whilst the reversion of the stroke is instantaneous:
therefore, either the change of valves begins too soon, and admits
steam into the vacuum before the stroke is completed, or ends too
late, and admits steam into that part of the cylinder when a vacuum
is forming, thereby preventing its formation; or otherwise it is
attended with both these disadvantages. The improvements in the
valves, we are sorry to say, have but increased this difficulty, and
which we shall notice in their proper place. 2.
Another disadvantage is the unequal form into |
which the cylinder and piston rod become worn after
having been some years in use. This arises from
the varied speed at which they travel, and to their
not passing over all parts of the surface. We have
seen a piston rod in use full as much out of form as
that in the drawing, and cylinders nearly so. The
form of the piston rod arises from the parts 1, 2,
and 3, 4, being only partially drawn through the
stuffing box, consequently less rubbed than the
middle, which is drawn through at each stroke.
The decreased diameter in the middle of the rod
arises from the speed being greater there than at
other parts, (the cause of which we have explained)
and creates in consequence a greater wear.
The irregular wear of the cylinder is produced in the same man-
ner. The piston is not drawn through, but merely comes in contact,
or is partially moved through 5, 6, and 7, 8, whilst it rapidly passes
the middle, and therefore in that part, it is more worn than at any
other.
The last inconvenience we shall notice, though it is by no means
the least, is, that the fly wheel is the constant and indispensable
accompaniment of the crank. This will appear evident from what
we have already stated. *
Independent of extra cost, extra friction, and extra room, it be-
comes necessary to have two engines in steam boats, to obtain any
thing like a regular motion, and even this is far from regular. In
steam boats the two cranks are fixed upon the same axle as that on
which the paddles are placed. By this contrivance, when the crank
of one engine is passing the centre and has no power, the other is at
its greatest power, and thus aiding each other, something like an
equality is preserved: but this is irregular, as a variation still
takes place in the mean length of the two
levers a c and c 5 represent two cranks,
the axle of which is c. a c is now passing
the centre, and therefore has no power,
whilst the other, c b, is at its greatest
power. The mean length of the lever,
therefore, is at d, or one half of c 6; but
when the two cranks have made one eighth
of a revolution, as to cf and c g, then
the line, fg, shows the mean power to
be at e, having varied from c d to ce.—
Jº



STEAM ENGINE. 45
This irregularity being unaided by a fly wheel may probably account
for the vibration which we feel in many steam boats, and which
appears to proceed from some other cause than the reciprocation of
the parts. It should be observed that the impetus of the boat makes
the paddles act as a kind of fly wheel, because if they were suddenly
disengaged from the machinery they would continue to revolve of
themelves so long as the velocity of the stream was less than the
velocity of the boat, because then the stream acts like a current driving
an undershot wheel. So long as the vanes continued to be driven
against the water, so long would the motion of the wheels be con-
tinued in the same direction as that given by the maehinery; therefore
we say, they are fly wheels of a peculiar kind; but still as the speed
would immediately decrease as they were disengaged from the ma-
chinery, from the yielding nature of the medium through which they
pass, so also would they vary in velocity as the mean power of the
crank increases or diminishes.
It will be readily conceived that these disadvantages must have
exercised the talent of many ingenious men. All have agreed that
the remedy might be found in a circular or rotatory motion, obtained
from the steam itself, without the aid of the beam, crank, or piston
rod. If this could be effectually done, it would do away with
almost every defect of which we have spoken. Reciprocation would
be removed, as well as irregularity in the power of the lever; and as
for friction, that of the beam and appendages would, at all events,
be destroyed: but it has been found that, hitherto, notwithstanding
the advantages attendant on this kind of engine, inconveniences and
difficulties have been found, peculiar to each varied form, or common
to all, that have precluded its adoption in preference to the recipro-
cating engine. The defect in many of them has been excessive
friction, and, in nearly all, the difficulty of maintaining the packing
steam tight: this is as much as we can say as to the general objection.
We shall direct the attention of the reader to several of the best
rotatory engines, and endeavour separately to show the causes of
failure.
The shrewd and investigating mind of Watt seems to have directed
itself in the very outset of his career, to the desirableness of such an
engine: for we find in his patent of 1769, (the specification of which
we have examined,) that a rotative engine is one of the inventions
included therein, and seems to claim precedence in his judgment (if
we may judge by the order in which they stand) to the use of hemp
and oil in packing, instead of water as in the old engines.
We will extract that part of the specification verbatim.—
“Where motions round an axis are required, I make the steam
yessels in form of hollow rings, or circular channels, with proper
inlets and outlets for the steam, mounted on horizontal axles like the
wheels of a water mill. Within them are placed a number of valves,
that suffer any body to go round the channel in one direction only :
in these steam vessels are placed weights, so fitted to them, as
entirely to fill up a part or portion of their channels, yet rendered
capable of moving freely in them, by the means hereinafter mentioned
46 HISTORY OF THE
or specified. When the steam is admitted in these engines, between
these weights and the valves, it acts equally on both, so as to raise
the weight to one side of the wheel, and by the re-action on the valves
successively, to give a circular motion to the wheel; the valves
opening in the direction in which the weights are pressed, but not on
the contrary. As the steam vessel moves round, it is supplied with
steam from the boiler, and that which has performed its office may
either be discharged by means of condensers, or into the open air.”
There is a great deal of confusion and ambiguity in this part of
the specification, as, indeed, there is throughout, so much so, that
we are surprised that the patent was ever sustained, since it is
required that all specifications should be so clear, “that a person of
moderate capacity, having a little knowledge of the science which led
to the invention, can immediately see the method pointed out, and
easily apprehend the purport for which the subject was invented,
without study, without any invention of his own, and without experi-
ments.”* No drawings are given of any one of the six inventions
included in this patent, and the reader may judge by this specimen
whether any one can comprehend it without study. After much
study we have been able to come at the meaning of the patentee, by
supplying the form of the valves, and, indeed, most of the principal
parts, and in that form we submit it to our readers as
THE FIRST ROTATORY ENGINE.
* Godson on Patents, p. 109.

STEAM ENGINE. 47
In explaining its principle we shall repeat the words of the
specification, making such alterations in the language as may make it
understood.
“Where motions round an axis are required, I make the steam
vessels in the form of hollow rings or circular channels, with proper
inlets and outlets for the steam” (as at a and 5), “ mounted on
horizontal axles” (c), “ like the wheels of a water mill. Within the
circular channel” (d d d) “is placed a number of valves" (e e e e)
“ that suffer any body to go round the channel in one direction only :
in each steam vessel is placed a weight” (f), “so fitted to it” (by
packing at g)" as entirely to fill up a part or portion of its channel;
yet rendered capable of moving freely in it by means hereinafter
mentioned. When the steam is admitted between the weight and
valves, it acts equally on both, so as to raise the weight to one side
of the wheel; and by the re-action on the valves successively, to
give a circular motion to the wheel, the valves opening in the direction
in which the weights are pressed. As the steam vessel moves round
it is supplied with steam from the boiler, and that which has performed
its office may either be discharged, by means of condensers, or into
the open air.”
Now that we have made the language a little clearer, we shall
proceed to describe such a machine as we imagine the inventor had
in his mind; informing our readers that the hollow arms, form of
the valves, manner of admitting the steam and allowing it to escape,
are added as the best means we can devise to answer the proposed
end; but we are not aware how they were really formed, whether at
the time the specification was drawn up, the inventor had any decisive
plans in view ; or, that he (like too many patentees) trusted to the
resources of his own mind to supply them when he proceeded on the
experiment.
d d d is the circular channel, bolted together in segments, in which
the weight, made of cast iron or lead, f, can move freely. The
weight is packed with hemp at g, so as at that part to fit so tight in
the channel, as to prevent the steam from escaping past it. ii i i are
four hollow arms, communicating with the hollow ring, and with a
cylinder or bush jj, into which is fitted a circular plate of metal k,
having two cavities a b, in the situation shown in the drawing. k is
covered with another plate to which it is accurately fitted, to this
outer plate is attached the eduction pipe which communicates with a,
and the induction pipe, which communicates with 6; the plate k, and
its covering, remain stationary, whilst the wheel revolves, and the
open end of the arms i i i i, successively pass over the open spaces a b,
and admit the steam or suffer it to escape, as we shall now explain.
The steam being admitted from the boiler rushes through the arm
i 3, into the channel, and, shutting the valve e 1, or finding it already
shut, forces up the weight fffinto one side of the wheel, (as shown
in the drawing); this causes that side to preponderate, and in en-
deavouring to regain its former position makes the wheel to revolve.
But, in the mean time, a supply of steam is kept up from the boiler,
which preserves the weight in its present position, driving the wheel
48 HISTORY OF THE
round in the opposite direction, whilst the valve e 2, having passed
the situation it is now in, is shut by the lever 1, striking the tappet m,
and receives the force of the steam, previously upon ei. When the
wheel has revolved a little further, the arm i 3 communicates with
the eduction passage, and allows the steam to escape which was
between the valves e l and e 2. Immediately after, the valve el
strikes against the friction roller h, and is by it forced into the
recess, assuming the position of e 4. At the same time the valve e 3
has got clear from the weight, and falls by its own gravity into the
position of e2, after which it is shut by the tappet m, in the way
already explained. Thus the valves successively receive the action
of the steam, and the weight being preserved in its elevated position
the wheel continues to revolve.
Such was the plan designed as the first rotatory engine. It is
because it was the first, and because it was the invention of Watt,
that we place it here. In itself it possesses few claims to our atten-
tion. If such a machine could ever be made, (which is doubtful) the
excessive friction of the weight moving in the channel would exceed
that of the common engine tenfold. But the worst fault would be,
that the packing could not be preserved steam tight for any length of
time : for hempen packing it is well known cannot pass over in its
course any cavity, or irregularity of surface, without being soon torn
out, and rendered incapable of performing its office. It would also
be required that the interior of the channel should be accurately
turned, which might be effected in small engines by turning a section
of the wheel at once, (such as our drawing represents) and afterwards
bolting two of such sections together; but in large diameters, such
as would be absolutely necessary for large powers, the vibration
would render their being turned an absolute impossibility.
We cannot learn whether Watt ever proceeded on the experiment.
He himself states that—“ a steam wheel, moved by force of steam
acting in a circular channel, against a valve on one side, and against
a column of mercury, or other fluid metal, on the other side, was
executed at Soho, upon a scale of six feet, and tried repeatedly, but
was given up as several objections were found against it." From
this we may conclude that the patented machine had probably been
tried and abandoned, on the ground of excessive friction.
We have likewise some information on the subject of Mr. Watt's
experiments on rotative engines, by Mr. Farey, (in his article Steam
Engine, which is to be found in Rees's Cyclopedia,) who says, “One
of his first trials was uncommonly ingenious; it consisted of a drum
turning air-tight within another, with cavities so disposed, that there
was a constant and great pressure urging it in one direction ; but no
packing of the common kind could preserve it air-tight with sufficient
freedom of motion. He succeeded by immersing it in mercury, or in
an amalgam, which remained fluid at the heat of boiling water, but
the continual action of the heat and steam, together with the friction.
soon oxydated the fluid and rendered it useless. He then tried Parent
or Barker's Mill, enclosing the arms in a metal drum, which was
immersed in cold water. The steam rushed rapidly along the pipe
STEAM ENGINE. 49
which was the axis, and it was hoped that a great re-action would
have been exerted at the end of the arms, but it was almost nothing.
it was then tried in a drum kept boiling hot, but the impulse was
very small in comparison with the expense of the steam.” º
The former part of this extract is about as obscure as the speci-
fication which we have just noticed. We should certainly, have
expected from a man of Mr. Farey's experience a somewhat clearer
account of any experiment than that with which we are furnished ;
for to say there “ was a machine with cavities so disposed that there
was a constant and great pressure urging it in one direction," Con-
veys no further idea than that a motion was somehow obtained, but
how, it is utterly impossible to know. The amount of this extract
is, that Mr. Watt tried a great number of experiments in order to
obtain a rotatory engine, and that in these experiments he failed.
The information we gather from Mr. Farey might have been said in
as few words.
The second patent of 1782 (for there were two patents of that
year, one in February and the other in July) describes a rotatory,
and semi-rotatory, or reciprocating rotatory engine. To the rotatory
engine we shall first direct the attention of the reader.
c c is a cylinder of any given dimensions, say a foot deep, and
three feet diameter. a is an axle, passing through stuffing boxes in
each lid or end of the cylinder. 6 is the piston packed at the ends
which rubs against the cylinder, and at the sides which rub against
the lids, which are previously turned; the form of this piston, therefore
is square packed on three sides, and fixed to the axle a on the fourth.
e is a valve or flap, which turns upon a joint or pivot f : the concave
side is a segment of a circle of the same radius with the cylinder.
G

50 HISTORY OF THE
It extends the whole length of the cylinder, is packed on its sides,
and when shut back into the cavity d, becomes, as it were, a part of
the cylinder : completing the circle, which is imperfect when the valve
is in its-present situation. g is the pipe for admitting the steam from
the boiler, and h the pipe for allowing it to escape into the condenser.
Steam being admitted from the boiler through g presses equally
upon e and b, but e being stopped against the axle, the piston b
recedes from the pressure, and turns the axle a and a heavy fly wheel
round with it. The piston continues in motion until it comes in
contact with the lower side of the valve e ; where it would stop but
for the impetus of the fly wheel, which urges it forward, and it strikes
the valve e into the recess d, and moves round until it passes g,
when the valve, either by a lever or by its own gravity, resumes its
present situation, and the piston receives the action of the steam as
before.
This plan, we are informed, was never carried into execution,
and we must, therefore, as in other instances, endeavour to trace the
objections from subsequent experience, but there have been so many
schemes closely resembling this, that these are easily ascertained.
The principal objection appears to be that it would be liable to de-
rangement, as the violence with which the valve would be alternately
driven into the recess, and upon the axle, would speedily shake the
machine to pieces; besides which, it would be impossible for the
packing used in the reciprocating engine to pass over the pipes h g,
without being torn up and rendered useless. A great waste of steam
must likewise take place whilst the piston is passing over the surface
of the valve : for at that time the steam pipeg has a free communi-
cation with the eduction pipe h; and every one acquainted with the
subtle nature of steam must be aware that as much steam would
thereby escape, without producing any effect, as would have been
sufficient to work an engine free from that defect. This last objection
might be obviated by shutting off the steam during that part of the
revolution ; but the specification proposes no such method, and we
are not authorized to make any gratuitous addition.
The semi-rotative engine next comes under our notice. d d is
the interior of the cylinder, similar to the last. It is likewise fitted
with a piston b, packed in the same manner. c is a projection of
metal extending from the circumference to the axle a. Packing is
introduced between this projection and the axle, so as to prevent the
steam from escaping between them. e. f are two valves which admit
steam from the steam pipe g into the cylinder on each side of c
alternately. of are two valves for changing the direction of the
steam : i.j are two valves acting in conjunction with ef, so as to open
or shut off a communication with the condensers l k through the pipe
h at the proper time. Levers are attached to the rods by which
these valves are worked, from tappets on the pump rods r q.
Steam, as admitted from the boiler through the pipe g into the
steam chest, and finding the valve f open, rushes up the pipe, and
so into the cylinder between the piston and stop c. The piston,
receding from the pressure, drives the air in the cylinder through the
STEAM ENGINE. 5]
*
#
º
E.
;:-
fir-
i-
--"
other pipe, and down through the valve j, into the condenser, whence
it escapes by the pump l. It continues revolving until it comes in
contact with the other side of c, when it is stopped ; but previous to
this the valves f and j have been shut by their respective levers,
whilst c and i have been opened. The steam has now access through
e to the other side of the piston, and turns it in the contrary
direction ; the steam which last performed its office escaping down
through i to the condenser. The first operation is then repeated,
reversing the motion of the piston as soon as, or before it comes in
contact with the other side of e. n m are two toothed wheels attached
to the axle a, which work (as shewn) by racks, the pump rods o p,
and the smaller pump rods q r. The former op, are supposed to
draw water from a mine, but the smaller ones only work the condensing
pumps & !.
This is, really, a clever machine. It was never, we understand,
carried into execution, but why, we can scarcely tell. It would
hardly be an objection that the piston would strike against the stop c
and thereby shake itself to pieces : for here, as an equable motion is
not required like a rotary engine, the speed might (as in all pumping
engines which were liable to the same objection) be gradually retarded,
so that the impetus would be destroyed before it came in contact
with the stop. Perhaps the most solid objection would be that
of the packing requiring more care than a common workman, such
as generally attends to steam engines, would be able or willing
to bestow : but if this were found a conquerable objection, we can
scarcely conceive a reason why it should not have had a fair trial. It

52 HISTORY OF THE
would have been extremely portable and cheap, would have occupied
very little room, and the friction would have been comparatively
trifling. ºf
We now close our descriptions of Mr. Watt's inventions, by
§ * short account of a Rotatory Engine, included in his patent
Q e
Fig. 1.
Fig. 1 is a ground plan, and fig. 2 a section. a a is an externa;
cylinder or reservoir, filled with heated water, quicksilver, or an
amalgam (which would become fluid at the boiling point). b b is an
interior cylinder in the middle of a a, and turning upon a pivot o. A
partition c reaches from top to bottom, dividing the vessel into two
equal parts. d e are two valves, allowing the liquid to ascend and fill
the interior of b b, but preventing its egress in that direction. fg. are
two tubes, or apertures, for guiding the escape of the liquid in the
direction of the arrow. j is the pipe for the admission, and h for
the exit of the steam. The steam being introduced from the
boiler through j enters the cavity l, and passes on the surface of the
water, driving open the valve i, (fig. 1) and issuing through g, in
the direction of the arrow, thus pressing upon the body of the liquid
in the reservoir, and producing a re-action, which drives the
internal vessel round. When it has performed nearly half a revolution
the cavity n comes under the steam passage. This will be understood
better by fig. 3: pp is a hoop encircling the upper part, or neck,
of the vessel b b ; l is a hole in the side of the vessel communicating
with one side of the vessel, and n a similar hole communicating with
the other. It will be seen, that at present, the hole l communicates
with j, and the hole n with k, but, by turning the vessel half way

STEAM. ENGINE. 53
round, their situations will he reversed ; 1 communicating with k,
and j with n, so that each side is successively exposed to the action
of the steam, and to the condenser. By this means, therefore, the hole
n is next in communication with the steam pipe j, and the valve d
being shut by the steam pressing on the surface of the liquid ; the
valve i is opened by the same means, so that the liquid is forced with
violence through f, in the same manner as it was previously forced
through g. Whilst this operation is going on, a vacuum is formed
in the first vessel (by l communicating with the condenser) so that
it becomes charged and ready in its turn to receive the action of the
steam. When it does, the first operation is repeated, and a rotatory
motion is kept up by the alternate action of the liquid driving through
the cavities fg in nearly the same manner as the motion is produced
in the well-known machine commonly called Barker's Mill, differing
only thus:—that the water from the latter acts against the air, whilst
this acts upon the fluid in which this is immersed. The motion is
carried through the top of the reservoir a to a stuffing box q (not
shown), and attached to the machinery.
It appears this machine was tried, and found to have little or no
power; which, of course, was the reason of its abandonment. The
cause of its trifling effect arises from the force of the escaping liquid
acting upon a medium, which affords no solid resistance, and is,
therefore, incapable of producing any powerful re-action in the
machine.
We conclude our detail of the inventions of this truly great man,
by remarking, that there have been few men who have contributed so
much to the promotion of commerce and manufacture; yet whilst
we admit him to have been capable of producing the most wonderful
effort of the mind, there are some of the inventions which have come
under our notice that many of the obscurest mechanicians would
blush to own. He has been compared to a walking encyclopaedia,

54 HISTORY OF THE
and the comparison is truly apropos, when we consider that an ency-
clopaedia is the reservoir of the most worthless, as well as the most
useful, knowledge. Judging by the effects which his inventions have
had upon society, we cannot hesitate a moment as to determining
that he is deserving of great praise; but judging by those inventions
which he put on record in his many patents, we feel astonished that
the same mind should be capable of producing ideas of the most useful
and the most worthless kind. Incapable of discriminating, he seems to
have no sooner formed an idea than he has made it the subject of a pa-
tent, so that we find almost three out of four of the schemes which are
included in his specifications have never been carried into execution.
We have already expressed our opinion respecting Mr. Watt's
eager desire to secure to himself the benefits of any idea that entered
his mind, even in the most incomplete form. In this opinion we
are not solitary, in proof of which, we make the following extracts
from a letter addressed to Sir J. Eyre, then Lord Chief Justice of the
Common Pleas, by Mr. J. Bramah, dated 1797.
Speaking of Mr. Watt's first specification, on which we have
already remarked, Mr. Bramah says, “ In considering the part
arranged first in this specification, I cannot observe the words there
used create in the mind of the reader any new idea respecting the
construction, proportion, or office, of that part of an engine properly
called the steam cylinder. The enquirer is left wholly uninformed,
whether the intended cylinder, or steam vessel, is to be left open at
top, and shut at bottom, or shut at top, and open at bottom, or
whether both its ends are to be alike shut ; nor is he directed in
what manner the steam is to be admitted into the cylinder, or in what
manner discharged : there being no mention how, and in what part
of the cylinder, the necessary inlets and outlets are to be contrived,
notwithstanding the essence of every engine depends thereon. There
is likewise no mention made of the form and action of the piston, or
the method of connecting it with the external and working parts of
the machine, or whether the expansive force of the steam is exerted
on the upper or under side of the said piston; or even whether there
is a piston employed at all.”
* This part of the specification appears calculated to mislead and
perplex; and I am fully persuaded, were these imperfect directions
given to any workman, even of the most eminent knowledge in the
art of building engines, they would tend directly to frustrate every
regular step necessary to be taken in the progress of such a work.”
“Had there been a shadow of a guide introduced into this mys-
terious composition, an ingenious mind might have accidentally
stumbled on the inventor's mark; but it is so much the contrary,
that every adventurer is constrained to explore a way for himself,
and to wrap his cylinder in any warm covering his powers of judgment
may suggest : and it is my firm opinion, that were engine builders
in general left to puzzle out this single circumstance, ninety-nine
out of every hundred would attempt a different method of accom-
plishing the inventor's intention; and I am likewise as fully con-
STEAM ENGINE. 55
vinced, that a like proportion would finally miss their aim, in spite
of repeated efforts." º t
* The first thing which attracted my attention when inspecting
an engine built by Mr. Watt, was the steam cylinder, which I ob-
served shut at both ends, contrary to that of Newcomen, which is
always open at the upper end, whereby the atmosphere acts upon the
upper surface of the piston, both in its ascent and descent." {}
“A slight pause on this circumstance soon presented to my view
a total contradiction to the article in Mr. Watt's specification, de-
nominated fourthly, where he asserts that “he intends in many cases
‘ to employ the expansive force of steam to press on the pistons, or
‘ whatever may be used instead of them, in the same manner as the
‘ pressure of the atmosphere is now employed in common fire engines.' "
“On reading this paragraph, every person acquainted with
Newcomen will naturally ask, How can the expansive force of steam
be applied to press down the piston in the manner it is now performed
by the atmosphere, which requires the top of the cylinder to be kept
open 2 For, suppose steam to be poured on to the top of it instead
of air, where is there any footing or abutment for the re-action of
this expansive element? I clearly perceive, says the enquirer, that
the air performs this office by its gravitating power, which requires
no abutment. But how can any expansive force be employed without
it; since it is a law of nature that no force of this kind can be exerted
without being first prevented from expanding on the contrary; or at
any rate, without having a resistance in all directions, equal at least
to the force of action required?
“These reflections, I conceive, would induce a conclusion, that
the man who proposed such a thing must be either a fool or a mad-
man. But to return—
“On considering the strange difference I saw in this machine
from that of Newcomen, I concluded in my own mind the following
to be the real invention of Mr. Watt in the cylinder part of the
engine. First,-He has completely inverted the order of Newcomen,
by turning the cylinder upside down. Secondly,–By making the
proper inlets and outlets for the steam, at the upper instead of the
lower end of the cylinder. Thirdly,–The valves used in these in-
lets and outlets, for the purpose of admitting and shutting off the
steam, and for retaining it in the cylinder and discharging it; the
manner of giving motion to them from without, are very peculiarly
and curiously contrived, and totally different from any article ever
applied in Newcomen's Engines for the same purposes; and these
valves, &c. I observe, are made always of brass, or a mixture of
copper and brass; and I cannot see of what other metal such very
essential parts could be made; as iron would soon rust, and in a few
weeks lose the perfection requisite to keep them air and steam tight.
Fourthly,–I cast my eye on a single part of the engine, and which
part not being properly accomplished, would render finally abortive
all the efforts it is possible to make in giving motion and power to
the machine.''
56 H1STORY OF THE
“This, my lord, is the mean adopted for giving motion to the
external mechanism of the engine, by connecting it with the piston,
which is here close shut up in the internal part of the cylinder; and
as I have already observed, the cylinder is placed with its bottom
mpwards, compared with Newcomen's, this connection between the
internal and external motion must of necessity be communicated
through the bottom, which now becomes the top of the cylinder. As
the entire effect of the engine depends on ascertaining a method of
doing this completely, and seeming to form a most material part of
the whole invention, I will be more particular in describing it to
your lordship, and begin by stating how this was performed by
Newcomen.
“In all Newcomen's engines, where the top of the cylinder was
entirely open, the piston was connected with the working beam by a
single or double iron chain; in most cases double at the upper end
next the beam, and the lower end commonly formed a junction with
the piston by an intermediate strong bar of iron, in some cases a
strong rod of wood shod with iron. By this means the force the
piston received from the pressure of the atmosphere was communi-
cated to the beam above, and that in as rough a manner as the
workmen pleased to make it; the smoothness and truth of work-
manship being unnecessary in this case.
“But, only behold, my lord, the difference required in Watt's
engines in this one particular!
“The above two motions are to be connected by means of a rod
or other contrivances, (for a chain, &c. will not answer here) which
must not only pass through an aperture in the cap or top of the
cylinder, steam and air-tight, but this aperture is required to be kept
thus close during every stroke the engine makes.
“This cannot fail of striking your lordship in a serious point of
view; and, from what has been said, it must involve a conclusion in
your mind, that this part is one grand essential, if not the most so,
of any in the machine; as the smallest imperfection here will admit
the air when the vacuum is made, and thereby completely stop the
engine.
“Having thus prepared your lordship, I will now describe that
which Mr. Watt should have done, i. e. the manner in which the
internal piston is connected with the working beam without.
“This is by an iron rod of a sufficient diameter, turned and
otherwise worked so as to be perfectly smooth and parallel from one
end to the other, and of a length sufficient to allow the full stroke of
the piston within; and I think it necessary to remark, that if in this
rod there should be the smallest rag or flaw, it is totally unfit for its
purpose; for reasons that will appear hereafter. And I am certain,
from my own knowledge, that Mr. Watt in his first outset on this
business, found more difficulty in procuring these rods in all respects
perfect, than he would have done in constructing all the parts of
Newcomen's engine; although this article, like the rest, is not men-
tioned in his specification.
“Fifthly,–I shall proceed to explain to your lordship a circum-
STEAM ENGINE. 57
stance in this part of the engine, in my opinion, as material and of
equal consequence with the preceding, or any other article in the
machine. This is the method of rendering the aperture, through
which the piston rod passes, constantly air and steam tight; not-
withstanding the said red in many engines slides through this aper-
ture no less than three hundred and twenty feet per minute during
the time they work.
“This junction or aperture is a very ingenious contrivance, and
is called a stuffing box; it is a part formed in the centre of the cap or
top of the cylinder; and is a kind of cylindrical box, of about six or
eight inches deep, made of iron. The upper part of this box is con-
siderably wider than the diameter of the piston rod above-mentioned,
and the bottom or lower part next the inside of the cylinder is inade
exactly to fit the said rod. From this part, for a small distance
upwards, the box is turned in a conical form, so as to make a cham-
ber exactly in the shape of a snuff mull; at the top of this conical
part is turned a rebate or seat, into which is fitted a brass or iron
ring, the extreme circle of which exactly fits the cylindrical part
above the conical part described. This conical chamber is then
filled with lump or junk, so as to surround the piston rod on all
sides; and being secured down by the brass or iron ring above-
mentioned, causes the rod to slide steam and air tight. But the
quantity of rub which is constantly on this part, and the nice per-
fection required, soon discovered the want of some farther help ;
and something similar to the means just treated on for keeping the
piston tight, suggested itself at an early period of Mr. Watt's
experiments, which is effected as follows.—
“In the cylindrical part of the box is turned another rebate,
about an inch more or less above the ring which secures the lower
packing; and into this rebate is also fitted a ring as before, which
causes a space between it and the lower ring. . Then above the upper
ring is turned another cylindrical part like the former, having, of
necessity, a greater diameter. This conical chamber is likewise
packed with hemp, junk, &c. and this packing also fastened down by
means of a ring, rather more in a plug form, and so contrived as to
admit of being screwed down at pleasure, for the purpose of com-
pressing the packing as worn away by the friction of the rod. The
stuffing box completed, a small tube is inserted by one of its ends at
the side of the said box, so as to communicate with the open space
comprehended between the rings. The contrary end of this tube is
joined to the steam pipe or boiler, where the steam is always active;
and by this means a constant supply of steam is thrown into the space
aforesaid, which steam preserves the rod air-tight; being kept as
strong or stronger than the pressure of the outward air. Thus the
steam here does the office of water, &c. on the piston of the engine
when the packing becomes rather insufficient.
“I think, my lord, I need not say more on this point, to prove
the necessity of a full and clear specification ; and the practicability
of giving one had there been a willing mind.
“Sixthly—I observe the lower end of the steam cylinder to be
H
58 HISTORY OF THE
also closed ; and that the steam has alternate communication with
the cylinder above and below the piston, just contrary to that of
Newcomen.
“To detail the true nature of all this would be tiresome to your
lordship; and as Mr. Watt has not done it, I shall decline doing it
for him ; though certainly well able.
‘‘ Seventhly—I come to what is called condensers. On this part
of the subject I am almost puzzled what to say. From the specifi-
cation I can say nothing; from the engines, they have been made
in all forms; and that, by changing about and mixing the knowledge
of every person in his way for twenty years at least, Mr. Watt has
been taught what is the real fact, and what they confessed to be so
on the late trial, namely, that no condensers are necessary but that
which Newcomen calls the eduction pipe, and in which the conden-
sation is performed by a jet of cold water, answers the same purpose
equally well.
“Then it appears, my lord, that twenty years exercise of the
superior abilities of Mr. Watt, with the help of all he could gain
from the knowledge and practice of other men, and the assistance
he received through the space of six years more from Professor
Robinson, Dr. Roebuck, Mr. Cummings, and, no doubt, many others,
eminent in the theory and practice of the arts, was only to prove
what I said before they acknowledged it, that all condensers do
more harm than good; and that when men of better judgment have
constructed engines totally without condensers, as good or better
than their own, they have just candour enough to admit the fact,
and pride and avarice enough to claim them as their invention.
“There is, as your lordship has been abundantly informed, a
valve placed in the passage allotted to conduct the steam, water, &c.
from the cylinder to the condenser, which alternately opens and
shuts this communication. I have to remark that, when the steam
regulator, as in Newcomen's engine, opens to the cylinder, and at
the same time causes the first jet of steam to discharge the water and
air as above described; this valve in Mr. Watt's engine is then open
to the condenser; and was there nothing else, the steam would,
as well as act on the piston, fly to the condenser, and being there
destroyed at that end, if I may so say, would not move the piston at all,
it was, therefore, necessary for Mr. Watt to introduce another valve,
which he has done. But certain reasons, best known to himself,
which the writer of this will not pretend to suggest, induced him to
omit giving your lordship and the court an account of it, though, as I
have already noted, on the other valve his counsel were very profuse.
“This cunning valve, my lord, is like the injection water, smuggled
into another part of the engine, and serves, as in the preceding case,
to open and shut a communication. It happens, however, not to be
the communication between the cylinder and the condenser, but,
what is of much greater consequence, it opens and shuts the passage
between the boiler and the condenser. I have materially to remark
to your lordship respecting this valve, that it must be and is always
shut during the time the steam regulator is open. How, then, is it
STEAM EN Gl N E. 59
possible, my lord, that this condenser can be cleansed as in New-
comen's, provided even the former objections did not exist?
“Thus, having aimed at as much perspicuity as possible, hope and
am even confident, your lordship, although no engineer, will perfectly
understand what I have advanced; and be convinced of the necessity
and practicability of giving a full and explicit description of this point
also. I shall now proceed as proposed, with some detail on the nature,
proportion, and situation of Mr. Wood's very ingenious and valu-
able application of a pump or pumps for the extraction of the water
and uncondensed vapour; which would otherwise much impede the
working of the engine, as Mr. Watt, for a wonder, has had the can-
dour to declare in his specification.
“I will here entreat your lordship's patience while I make a
solemn protestation. I declare, and I challenge every scientific man
to disprove it, that all the improvements which have yet fallen within
my observation on Steam Engines, do wholly depend on the appli-
cation of Mr. Wood's invention, viz. a pump ; or, I will at least say,
in a proportion of fifty to one compared with the other additions
made by Mr. Watt, with all his retinue of doctors, professors, phi-
losophers, mathematicians, and mechanics.
“Now for this pump, the ingenious invention of Mr. Wood. I
repeat his name, as your lordship, having heard less about this pump
on the present than on former occasions, might be at a loss to judge
the cause of this declension, and on this account I shall be more
plain on the subject. Much pains were taken on this trial to convince
the court that proportion, lateral and altidudal situation, did not at
all or not essentially signify ; I will therefore confine what I have to
say more directly to these points; with a small digression only to
consider, as in the case of Mr. Gitty, some remarks from the eminent
and ingenious Mr. Cummings, respecting this important article.
“My experience, my lord, obliges me to allow, that when a pump
is introduced, or added to one of Newcomen's engines where there
is no condenser, a trifling latitude in the size, over and above the real
marimum, is of little moment, and may be exercised without much
detriment to the engine; but I find the closer we adhere to the smallest
that is sufficient, the less the power of the engine is impeded by
giving it motion.
“As the actual proportion the pump ought to have been to the
cylinder, must be the result of duly considering the engine both in
a perfect and less perfect air-tight state, I will leave every engineer to
study for himself as Mr. Watt has done; and hasten to give my
reasons why pumps, constructed without regard to proportions, &c.
as above mentioned, will not answer in engines made with condensers.
“Suppose, my lord, I constructed an engine on the plan of Mr.
Watt, with a steam cylinder exactly equal to one of Newcomen, to
which I have annexed a pump of proper size; I should be very
naturally led to make this second one from the same patterns; ex-
perience having shewn me the propriety of its dimensions, and to
save also the expense of new patterns, tools, &c. This done, I come
to determine the size of my condenser. If I am at a loss in this I go
60 HISTORY OF THE
to Mr. Watt's specification; there I find not a word to help ine. I
then post off, perhaps, from Manchester to Cornwall, to see a con-
denser ; when I come there I traverse the whole county in the cha-
racter of a spy, and none will even permit me to enter their works,
(and should I intrude without a licence, I should soon get myself
expelled,) much less stop the engine and disorganize the whole, to
give me the knowledge I am seeking. My own reason, by this time
more, awake, makes this inference : that, provided I did succeed in
meeting with a person friendly enough to suffer my scrutiny, I must
of course pay the loss accruing from such an enterprise, and, for an
idea of this, I will refer your lordship to the observations already
made on stopping engines. Just as wise, therefore, as when I started
I post back to Manchester, resolved to make a condenser of some
Sort. I begin by reflecting, not on the thing, for I know not what
it is, but on its reputation; and if I chanced to recollect the high
encomiums it received in the Courts of Westminster and London, I
should be led to conclude, that was my engine all condenser, I could
not fail of being on the right side of the question. Thus I determine
my condenser shall be (what I have seen some made by Mr. Watt, at
the Soho, Birmingham,) as large, or considerably larger, than the steam
cylinder of the engine for which it is intended. This would be at
least twelve or twenty times the dimensions of my pump, but say
twelve times for the sake of data ; and suppose the engine completed
and ready for action : the consequence of this I will endeavour to
make plain to your lordship. When the engine has been emptied of
her air, and also the condenser, by what Mr. Watt's engineers call
blowing through, the steam valve is opened and the piston makes a
stroke ; then the discharge is made from the cylinder to the con-
denser by opening another valve. Now, let it be supposed that the
uncondensible air or vapour which then fills the condenser, and is to
be drawn out by a pump unequal in expansive force to one-twelfth
part (and it is seldom less) of the steam's pressure on the piston.
The air pump, which I have already said is only one-twelfth part of
the contents of this condenser, makes one stroke also; but by this the
expansive force of the vapour can only be reduced one-twelfth part,
for it must take twelve strokes of this pump to reduce the vapour in
the condenser to its least density; and, consequently, there will
remain a resistance to the second stroke equal to # of the force of
the vapour mentioned ; and to the next stroke # and every continued
stroke in this proportion ; so that in about thirteen strokes this air
and vapour would inevitably become as strong in the condenser as
the steam ; and, by thus restoring the equilibrium, of necessity stop
the engine, although she had nothing but her own materials to carry,
and those void of friction.”
Making due allowance for the prejudiced feeling with which these
remarks of Bramah's were written, arising from the successful rivalry
of Watt, our readers will find much interesting information contained
in them. It shews clearly the insufficiency and obscurity of the
specification in question.
Yet Mr. Watt was a truly wonderful man. His ideas were great,
STEAM ENGINE. 6]
and many of his discoveries were successful beyond all previous con-
jecture. He has done more for art and commerce than any single
individual ever known ; but, whilst we admit all this, we must also say
few men would have put their names to many of the inventions which
which appear under his. All men have, at times, made discoveries,
they imagine to be excellent, but which prove otherwise; but few have
put upon record so many absurd and impracticable schemes. What
are we to say to his many rotative engines; to his six contrivances
for regulating the motion of his engines; to his method of working
engines by the alternate expansion and contraction of the steam :
That they were most of them impracticable, and some of them the
most contemptible schemes that ever entered the brain of a projector.
His mind seems to have been capable of any thing; but he was too
inactive both in body and mind to set about satisfying himself of the
true value of his inventions. Many years elapsed before he submitted
his great scheme to the test of experiment; and, when the means
were afforded, it was three years before the experiment was com-
pleted. Long intervals passed over between his visits to Soho, even
when many of his most important experiments were in progress. We
cannot think with Playfair, that “ he never went either before or
beyond the direct inference which could be drawn from an experiment;
or that so great was his sagacity, that few bearings of that experiment
were omitted or overlooked.” We have shown on the contrary, that
not one half of his schemes answered, and that he, like all men, was
liable to misconception and error.
62 HISTORY OF THE
CHAPTER IV.
CoNTENTS.–HoRNBLow ER's ENGINE.-cookE's ENGINE. –BURG Ess' Rotative
FROM VIBRAtoRY MOTION.—BRAMAH AND DickINson’s ENGINEs.-sADLER's
ENGINE.-HoRN BLOWER's RotATory. ENGINE.-CARTwRight's ENGINE.—
MURRAY's Boiler, &c.—MURDock's RotAtiv E ENGINE.—cRow Thea's
CRANK MOTION.—CARTWIGHT's PortABLE ENGINE.—MURRAY's AIR PUMP
AND VALVES.—BRAMAH's v ALVE.
FROM a wish to keep our description of Mr. Watt's discoveries
as connected as we could, we have, until now, passed over the
invention of Mr. Jonathan Hornblower, of Penrhyn, Cornwall, for
which a patent was taken out in 1781. A full and detailed de-
scription is to be found in the first edition of Gregory's Mechanics.
The following is a copy of his specification.—
“First,--I use two steam vessels in which the steam is to act,
and which in other steam engines are called cylinders. Secondly,–
I employ the steam after it has acted in the first vessel to operate a
second time in the other, by permitting it to expand itself, which I do
by connecting the vessels together and forming proper channels and
apertures, whereby the steam shall, occasionally, go in and out of the
said vessels. Thirdly,–I condense the steam by causing it to pass
in contact with metallic substances, while water is applied to the
opposite side. Fourthly,–To discharge the engine of the water
employed to condense the steam, I suspend a column of water in a
tube or vessel constructed for that purpose, on the principles of the
barometer, the upper end having open communication with the steam
vessels, and the lower end being immersed in a vessel of water.
Fifthly,–To discharge the air which enters the steam vessels with
the condensing water or otherwise, I introduce it into a separate
vessel, whence it is protruded by the admission of steam. Sixthly,–
That the condensed vapour shall not remain in the steam vessel in
which the steam is condensed, I collect it into another vessel, which
has open communication with the steam vessels, and the water in the
mine, reservoir, or river. Lastly,–ſn cases where the atmosphere
is to be employed to act on the piston, I use a piston so constructed
as to admit steam round its periphery, and in contact with the sides
of the steam vessel, thereby to prevent the external air from passing
in between the piston and the sides of the steam vessel."
This patent, like Watt's, conveys no idea of either form or
dimensions; and we must therefore have recourse to other sources
for more particulars respecting it. We have already said that an
enlarged detail is to be found in the first edition of Gregory's
Mechanics; but we content ourselves with a shorter one. The first
and enlarged account written by Mr. Hornblower, was afterwards
omitted by Dr. Gregory, who, in a subsequent edition, makes the fol-
lowing remarks thereon.—“As I have been exposed to much calumny
STEAM ENGINE. 63
and misrepresentation for admitting that historic sketch into my
work, I beg to remark that I did it solely from motives of benevo-
lence. Tiji the time my second volume was preparing for the press,
I knew nothing of Mr. Hornblower; but a friend of mine, on whose
judgement I placed great reliance, who was well acquainted with
AMr. H., and thought highly of his moral character, as well as of his
mechanical skill, had a full persuasion that, through a series of
unfortunate circumstances, he had never had justice done him, and
urged me to allow Mr. Hornblower to tell his own story. I yielded
to his solicitations, and in consequence exposed myself to the
malevolence of certain writers, who, in one short note of ten lines,”
published four positive, wilful falsehoods, for the honourable pur-
pose of injuring my reputation. I, however, forgive them, although
they treated me unjustly ; and trust they will, 'ere, now, have
forgiven me for permitting an injured (though perhaps hasty) man;
to defend his own cause and that of his family. He is now beyond
the reach of those who wished to promote his welfare, as well as
those who, by unfairly depreciating his character, involved him in
ruin. His latter years were rendered comfortable, not by the libe-
rality of his countrymen, but by an opulent and scientific Swede, who
knew how to appreciate and to reward his merit as an engineer."f
“The principle of Hornblower's engine consisted in obtaining
more power by a complicated force of steam than could be acquired by
its simple action in the common mode. This is effected by the use of
two cylinders of different capacities. And Mr. H., after inquiring
into the effect of using steam according to each of these modes, com-
pares the results together as follows. “If we obtain the accumulated
* pressure by taking a mean of the extremes, we shall find Mr. Watt's
application to be ** = 20, leaving 12 lbs. at the termination of
“ the stroke. The application of the principal in the present instance,
‘ by taking the mean of the two extremes, will be *.* = 21, leaving
18 at the termination of the stroke; which, in point of advantage,
in favor of the double cylinder, is as 3 to 2 ; a point of no small
magnitude in the practical application of this principle, and which
seems to have been overlooked by all those who have taken up the
subject.'
“The accompanying figure will explain the principle of this
engine, which is given without the parts in connection, those being,
in common with Watt's engine, already given.—a 6 are the two
cylinders; a being the smaller one, which has a piston c fitted to the
interior; this cylinder is in communication with the boiler by the
pipe c. Other pipes and cocks, a y, are attached to each cylinder,
and open a communication with both sides of their pistons. e is a
pipe with a stop cock, which opens a commuffication between the
º
g
«
&
K
* Edin. Review, vol. xiii. p. 327,
+ We need scarcely remark here on what must appear evident to all, viz.
that, by this short explanation, the Doctor in this affair rises by his benevo-
lence and generosity of heart far above the malevolent attacks of interested
writers; whilst it excites in the breasts of every reader the deepest com-
miseration for the injuries of the neglected Hornblower.
64 HISTORY OF THE
bottom of the cylinder a, and the top of the large cylinder b. fis a
pipe and cock leading to the condenser g, its pump h, placed, as
usual, in cold water; these are the same as those used in Mr. Watt's
engines. Steam comes from the boiler to the pipe c; and its flow
may be prevented by the cock k to allow the passage of steam from
the boiler, and the cocks at e a y, to be all open, which will allow
the steam to fill both cylinders. The cocks at r and y must now be
closed, e and k remaining open.
| º - rºl!!!.
fitti - *]; . -º-º: '?;
} - - º !|
{|| - | | ". . . ** { ***
*II. | ' ... ." . !
|||| i #! H' . . . |
l | i,j}:{II*
| III.iiii
it
“By turning cockfa communication is opened between the under
side of the piston v, and the condenser which forms the vacuum in b.
The steam pressing on the upper side of z in a, and the communi-
cation between the cylinder a under its piston 2 being open, the
steam in a, from its expansive power, will press v downwards in b.
This decreases the resistance in the under side of the piston a, which
is also carried downwards by the pressure of the steam flowing
through k from the boiler; and the two pistons descend at the same
time, carrying the beam along with them. When they reach the
bottom of the cylinders, the cock f shuts off the communication with
the condenser, and the cock e with the top and bottom of the two
cylinders. The cocks in y and w are now opened, which allows the
steam in each a free communication between the upper and under

º
STEAM ENGINE. 65
or between that of the last cylinder and con-
e lever beam
sides of these pistons,
denser; and the counterpoise at the other end ºf th
raises the pistons to the top of their respective cylinders, or the pipe
form a communication with the piston and the condenser.
and e f and k are now opened, and the
Cooke,
y may
ºr and y are now shut,
operation is repeated."
A drawing and description of a Rotative Engine, by Mr.
are to be found in the Transactions of the Royal Irish Academy,
1787. We subjoin a description thereof.
E
º:
Žº
On the circumference of a wheel eight vanes or flaps are attached
by joints, which are formed to open somewhat more than half of their
circumference. During the revolution of the wheel the valves,
which are on the lower half of its circumference, hang in a vertical
direction by their own gravity. c c c are the valves or flaps; b is
the tube which admits steam from the boiler; a a tube leading to the
k k f is the case in which the wheel h h is enclosed as
condenser.
The wheel
high as the dotted line: this case is to be steam-tight.
being supposed in the situation in the figure, the valves prevent any
communication between the boiler and condenser. Steam is now
admitted at b, and, pressing on e c, forces them forward in its
passage to the condenser and produces movement. The condenser
is worked by a crank in the axis, and a rod d is extended from it
which keeps a constant vacuum in that half of the steam case :—
‘‘ by this means a power is added to the steam equal weight to the
of the atmosphere; so that, when the force of the steam is only
equal to the pressure of the atmosphere, and the valves are six inches
I

66 HISTORY OF THE
Square, the wheel will be forced round by a power equal to 531; lbs.
Placed on its circumference.” The construction of this machine we
need hardly say would be impracticable. Friction out of the ques-
tiºn; the imperfection of the mechanism, and the clumsiness of the
whole engine, are too apparent to need any detail.
Mr. Thomas Burgess obtained a patent, in 1789, for a method
of producing a Totary motion from the action of an alternate move-
ment. We are induced, from the probability that few of our readers
are acquainted with it, to give it a place here.
Y
|
º
&
:*
º
§
§
2%
Upon an axis A, to which the rotary motion is to be communi-
cated, a collar C is accurately fitted so as to turn freely thereupon,
and so secured in its place as to prevent its sliding sideways; round
the collar a chain or rope R is to be wound; one end of the rope
is made fast to the lever L of a steam engine, or other alternating
moving power, which motion may be horizontal, vertical, or in any
other direction: to the other end of the rope a weight W is sus-
pended, which is to draw the collar C back, in the interval between
each stroke or impulse of the moving power. Inside of the barrel or
collar C, is fixed a pall or catch, P, which falls by its own gravity
into the notches of the axle A, so that, when it is acted upon by the
moving power in one direction, the axis A becomes locked to the
collar, and the fly wheel F is forced into a rotary motion. When
the action is reversed by the alternating motion of the lever L, the
collar is released and runs back, the pall sliding over the notches in






STEAM ENGINE. 67
the axis without impediment, the original rotary motion continuing
in the fly wheel, by the impetus given it at every alternate stroke of
the lever.
This machine needs no comment, it is infinitely inferior to the
crank which was in use prior to the date of this patent : it is, not-
withstanding, very ingenious; and fifteen or twenty years sooner
might have been considered as a convenient and useful method of
obtaining the desired end.
In the year 1790, Mr. J. Bramah, of Piccadilly, (author of the
pamphlet addressed to Chief Justice Eyre, from which we have made
copious extracts,) and Mr. Thomas Dickinson, of Bedworth Close,
county of Warwick, jointly obtained a patent for three Rotative
Engines.
Fig. 1 represents the plan of one of these engines, and Fig.2 a
section. A A and B B show the ends of two short cylinders or rings
of different diameters, one placed in the centre of the other. C is
the channel or circular groove, formed between the two circles. The
ends of the cylinder or ring B B, are shut up by two flat plates
D D, as shown in the section; to these plates is joined an axis or
spindle E. E., which axis or spindle passes through the ends or caps
FF, which enclose the ends of the cylinder or ring A A, and which
is made air-tight by means of a stuffing box in the usual way. By
this axis or spindle the cylinder or ring B B, may be turned round
from without, any external power being applied for that purpose;
or this axis or spindle may be applied to give motion to any other
machine, when the cylinder B B is turned round by any power or
force acting from within. In the cylinder or ring B B are fixed
two sliders, G G, crossing each other at right angles in the centre
where they are notched or half spliced, so far as to allow them to
slide backwards and forwards as much, at least, as the diameter of
the channel or groove C. The length of each of these sliders is
equal to the diameter of the cylinder or ring B B, and one diameter
of the channel or groove C, and the width is equal to the height of
the channel or groove C; so that the points which perforate the
extremity of the cylinder or ring B B, when they are pushed out into
the channel or groove, may entirely fill the same, similar to a piston
working in a common cylinder; in order that, when the cylinder BB
is turned round, the channel or groove may be by that part of the
slider totally swept or emptied. In this channel or groove is fixed
the partition H, which fills the same in that part, and, by its being
fitted against the periphery of the wheel BB, prevents the passage
of any fluid that way round the channel, when the caps or ends are
screwed down. On each side of the partition H is fixed a rib l I,
or piece of such a shape as to perfectly fit the circle B B, one quarter
of its circumference, between the dotted lines 1, 2; and the remaining
part is continued in a shape inclining to the circle of the greater
cylinder AA, with which it forms an easy juncture at the quartile
points, 3, 4. When the cylinders B B, with the sliders, are turned
round in either direction, the inclined parts of the ribs II force the
opposite end of the sliders G G, successively into their channel or
68 HISTORY OF THE
ºr.º. 8 ºr
fºº: ºººº.
groove, where they are obliged to remain during one quarter of the
revolution, being kept in that position by the circular part of the rib
between 1 and 2. K M are two pipes of any required diameter,

STEAM ENGINE. 69
which may be inserted into the channel or groove, in any direction
the situation of the machine may require, between the points H3
and H 4. The sliders are rendered sufficiently tight at their junction
with the channel, by means of oakum or any other flexible material,
being forced into the cavities made for that purpose at the parts
L LL; and also the partition H in the same way. The cylinder or
ring, B B, being thus armed with the sliders, and the caps or ends:
FF, screwed on by the flanches at AA, the machine is complete and
ready for action. Now, supposing that through the pipe K a shaft
of water, steam, or any other fluid, from any considerable height is
admitted into the channel or groove C, it would immediately force
against the slider projected in the channel as at N, and also against
the fixed partition H; which partition, preventing its passage that
way to the evacuation pipe M, where the spent water is discharged,
the next slider in succession has passed or covered the junction of
the ascending pipe K, so that each successive slider receives the
pressure before it is done acting on the former; by this means an
uniform rotation is maintained in the cylinder B B, and its velocity
will be equal to the descent of the water in the pipe K, and its force
equal to the specific gravity of the same. Thus this machine may be
worked by steam, condensed air, wind, or any other elastic or gravi-
tating fluid, for the purpose of working mills, or any other kind of
machine or engine whatsoever, they being properly connected with
the axis or spindle E. E.; and when any power is externally applied
to the said axis, which may turn the machine in any direction, it
becomes a complete pump; possessing all the properties of every
other sort of hydraulic engine whatsoever, by applying the pipes, K
and M, accordingly; and it has also much advantage over every
other kind of pump, as the fluid pumped is kept in constant motion
both in the suction and ascending pipes. This machine may be fixed
either in a horizontal or vertical direction.*
It will be perceived that the machine, for which Mr. Job Rider
recently obtained a patent, resembles this in principle. The point
in which Mr. Rider's differs from it, is in his sliders being more in
number, and, instead of crossing each other, are formed of shorter
plates not reaching to the axis. The excessive friction of this ma-
chine would be a sufficient reason for its abandonment; besides
which the cross sliders, G G, would in time become so worn at their
ends, that the ribs, II, would not be able to force them against that
part of the cylinder opposite the projection H, so as to stop the
passage of the steam. .
Fig. I represents another plan of a Rotative Engine in the same
patent, where the sliders are stationed in the periphery of the outer
cylinder, and the water, steam, or other fluid, passes first into a
smaller or inner cylinder, previous to its producing its effect in the
channel or groove, as in the other example. A is the end of a hollow
smaller cylinder, placed in the centre of the larger cylinder B; the
cylinder A is fixed on an axis or spindle C, as in the section. D D
is the channel or groove, formed between the outer surface of the
* Repertory of Arts,
70 HISTORY OF THE
cylinder A, and the inner surface of the cylinder B; to the cylinder
A is fixed a wing or fan E, of a projection sufficient to fill and act in
the channel D D as a piston, when A is turned round by the axis or
spindle C, so as so sweep the contents of the channel; or, when any
force is applied on one side of its surface, it will cause the cylinder
A, and the axis or spindle C, to be turned round. The cylinder A
is left open at both ends, which pass through the plates FF, into
the caps, and is fitted water-tight in the junctions. In or about the
middle of the cylinder A is a chamber or partition, which divides the
upper end from the lower; H H are two sliders, stationed at opposite
points in the periphery of the outer cylinder B, where there are cells
projected as at II, to receive them and allow their motion. These

STEAM ENGINE. 71
sliders are moved by the small spindles K K passing through stuffing
boxes in the usual way. They are ultimately opened and shut by
half the rotation of the inner cylinder, by means of a wheel with an
eccentric groove fixed on the axis, as L. L. In this groove move two
friction wheels, which being joined to the sliders by a connecting
bar, the sliders H H are opened and shut, by the axis C turning
round, so that one of the sliders H H is always close shut against
the cylinder A, whilst the other is opening to let the wing or fan
pass, which is again shut before the passive slider begins its motion.
The machine being thus complete, suppose that, at a pipe O, a cur-
rent of water, steam, or other fluid having force, was admitted into
the cap whilst the machine is in its present position, it would im-
mediately fall into the upper cavity of the cylinder A, and, passing
through the aperture into the channel D, would press against the
wing or fan E, on the one side, and against one of the sliders H H,
on the other; which slider not giving way would cause the wing or
fan E to recede, and turn round the cylinder A with its axis C;
which axis, turning the wheel with the groove L.L., would cause the
opposite slider to begin its motion; so that by the time the wing or
fan E reaches the station of the slider, it is totally drawn back into
its cell, so as to permit the wing or fan E to pass without interrup-
tion; and, by the continued motion of the machine, the slider is
again shut, before that slider on which the fluid is pressing begins
to move ; so that, when the first slider, against which the water or
fluid is still pressing, is opened, the pressure is then the same between
the other slider and the wing or fan E; and the spent fluid between
the two sliders immediately rushes through the lower aperture into
the bottom of the cylinder A, and is carried off in that way to the
open air: thus a uniform rotation will be maintained as in the former
example.*
This engine is remarkable for simplicity; and if a metallic
packing had been at that time known, it might have approximated to
a useful rotative engine. As it was, it would be impossible to make
hempen packing pass over the grooves for the sliders without being
speedily torn out; and also it would be very difficult, if not abso-
lutely impossible, to keep the sliders H against the internal cylinder
A, as at each stroke the sliders would rebound from it, and not being
kept close by the force of the steam, as in many rotative engines,
would soon become loose at the joints, and thereby become ineffective.
The following diagram represents another method by which Messrs.
Bramah and Dickinson proposed to obtain a Rotative Motion. A is a
smaller wheel or cylinder, armed with cross sliders, fixed in a larger
one B, but, instead of its axis being stationed in the centre of B, as
in the previous instances, it is moved as much eccentric as to cause the
periphery of A to rub against the side of B, as at C; this causes the
channel or groove D D D, to be formed of the shape which appears
in the figure. The inner surface of the wheel or ring B is not per-
fectly cylindrical, but is a curve of such a shape as would be described
by the points of the sliders E F being of equal length in the revo-
* Repertory of Arts.
72 HISTORY OF THE
lution of the wheel A; or in other words, of such a shape as would
occasion all the four points of the said sliders to be in constant
contact therewith. . The dotted lines G G show two grooves or
cavities, through which the water, steam, or other fluid, contained
between the point C and either of the apertures of the pipes H and I
Passes into either of the said pipes; which water, Steam, or other
fluid, would otherwise be pinned up by the slider, and stop the motion
of the machine when turned in either direction.*
= sº e s • * * *
* * - -
* ~ *
E.
This machine would be liable to the same objections as the first.
On the whole these contrivances display great ingenuity, and may be
justly considered to rank as high as any that have since been pro-
posed: indeed, there are few rotative engines which do not, in
principle, somewhat resemble these : therefore we conclude that,
had the genius of the inventor or inventors been exercised when
mechanical experience had been more advanced, they might in all
probability have effected that which is so great a desideratum among
modern engineers.
Mr. James Sadler, of Oxford, in 1791, obtained a patent for a
Rotative Engine, which the following drawing and description may
serve to illustrate. The steam generated in the boiler is conveyed
through the pipe c, into the spindle or axis of the rotative cylinder
a b, which is made steam-tight by working in a stuffing-box. The
steam passes along the arms of the revolving cylinder, nearly to its
ends, where it meets a jet of cold water, introduced from the hollow
axis by the small pipe s s; this condensing water falls from the
revolving cylinder into the bottom of the case, whence it is conveyed
through a pipe, and is discharged by openings made in the ends or
wº-
* Repertory of Arts.


STEAM ENGINE. 73
sides of another cylinder moveable in a horizontal direction, giving
it a rotatory movement in the same manner as Barker's mill. The
jet of cold water from the pipes a r, having condensed the steam,
produces a re-action, and the cylinder a 6 acquires a rotative move-
ment. The inner case is steam-tight; and the outer case serves the
same purpose with the jacket in the reciprocating engines. Another
mode of action is suggested by Mr. Sadler to be had by filling the
case (in which the arms revolve) with steam, which would cause them
to revolve by the pressure it would produce in being condensed in
entering the arms.
This engine is Hero's in another form. That a patent should
have been taken out for such an ineffective toy is a proof of great
ignorance and inexperience.
The Rev. Edward Cartwright's scheme, for which he obtained a
patent in 1797, was very ingenious. His object was to procure a
tight piston and a condenser, in which the steam was exposed to a
large surface of water.
The condensation is effected by two metal cylinders, placed one
within the other, and having cold water flowing through the inner
one, and enclosing the outer one. Thus the steam is exposed to the
greatest possible surface in a thin sheet. Mr. Cartwright likewise
has a valve in the piston, by which a constant communication is kept
up between the cylinder and condenser, on either side of the piston,
so that the condensation is always taking place, whether in the
ascending or descending stroke. By this contrivance, steam that
may escape past the piston will be immediately condensed, and the
vacuum thereby preserved. This was considered to be a decided
advantage over the general mode of arranging the valves, which does
not always provide for the restoration of a vacuum destroyed by the
imperfection of the packing. R -

74
History of The
-==£|
f
---
F–B-
--
*
#
“The piston b moving in the cylinder a, has its rod prolonged
downwards ; another piston d is attached to it, moving in the cylin-
der c, and which may be also considered as a prolongation of the
steam cylinder. The steam cylinder is attached by the pipeg to the
condenser, placed in cold water, formed of two concentric circular
vessels, between which the steam is admitted in a thin sheet, and is
condensed by coming in contact with the cold sides of the condensing
vessel. The water of condensation falls into the pipe e. To the
bottom of the cylinder i, a pipe m is carried into a box n, having a
float-ball o, which opens and shuts the valve p, communicating with






STEAM ENGINE. 75
the atmosphere : a pipe q is also fitted to the box. There is a valve
placed at i, opening into the cylinder c ; another at n, also opening
upwards. The pipes conveys steam from the boiler into the cylinder,
which may be shut by the fall of the clack r. k is a valve made in
the piston 6. - -
“In the figure the piston b is shewn as descending by the elasticity of
the steam flowing from the boiler through s : the piston dbeing attached
to the same rod is also descending. When the piston & reaches the
bottom of the cylinder a ; the tail or spindle of the valve k being
pressed upwards, opens the valve, and forms a communication
between the upper side of the piston and the condenser; at the
same moment the valve r is pressed into its seat by the descent of
the cross arm on the piston, which prevents the further admission of
steam from the boiler; this allows the piston to be drawn up to the
top of the cylinder, by the momentum of the fly-wheel 2, in a non-
resisting medium. The piston d is also drawn up to the top of c,
and the valve i is raised by the condensed water and air which have
accumulated in e, and in the condenser g. At the moment when the
piston has reached the top of the cylinder, the valve k is pressed into
its place by the pin or tail striking the cylinder cover ; and at the
same time the piston & striking the tail of the valve r, opens it a
communication is again established between the boiler and piston,
and it is forced to the bottom as before. By the descent of the piston
d, the water and air which were under it in the cylinder c, being pre-
vented from returning into the condensing cylinder by the the valve
under i, are driven up the pipe m, in the box w, and are conveyed
into the boiler again through the pipe q. The air rises above the
water in a ; and, when by its accumulation its pressure is increased,
it presses the float o downwards; this opens the valve p, and allows
it to escape into the atmosphere.”
This most ingenious machine, it appears, was tried first at Cleve-
land Street, Mary-le-bonne, and afterwards at Horsleydown, at
both of which places it is said to have given great satisfaction. These
trials must have been much more decisive than any opinion; and
although we have not been able to ascertain further respecting the
success of the engines when put in practice, than the simple fact of
their having been approved of by the respective proprietors, our
own judgment warrants a conclusion, that this plan is admirably adapted
to be applied where a small engine is necessary. The objection against
the mode of condensation adopted by Mr. Cartwright, was subject to
great objection previous to experiment; so much so, that one of the
greatest engineers this country ever produced, was heard to state it
as his opinion, that “ were a pipe to be laid across the Thames, the
condensation would not be quick enough to work a steam engine with
its full effect.” It was shewn, however, when tried, that this opinion
was incorrect, as the condensation was very rapid, and the vacuum
tolerably good.
Not the least ingenious part of Mr. Cartwright's patent was the
metallic piston, which has been of late years very generally used.
Though this kind of piston is now somewhat differently modified from
76 HISTORY OF THE
his, yet he is entitled to the merit of having first introduced it into
use. It has been found to answer extremely well, and frequently
works for years without requiring any other attention than that of
being kept well greased.
Mr. Cartwright's consists of two rings of brass of the full size of
the cylinder, which are cut into segments, as shewn at l l l, and laid
one above the other, so as to break joint. The joints, therefore, in
the under ring are shewn by dotted lines in the figure, and being thus
disposed the two rings are secured in their places by a top and bottom
plate, to which the piston rod is fixed. The segments are pushed
against the cylinder by steel springs, shewn at n n.
A Rotative Engine is also described in this specification : but we
apprehend that practical difficulties would prevent its being ever
carried into execution. The axis D is fixed in an internal drum *


STEAM ENUIN E. 77
cylinder, to the periphery of which are attached the three pistons
H H H, which entirely fill the channel formed between the interior
and exterior cylinders; dā are two valves, or flaps, which when shut
into the cavities, form a portion of the exterior cylinder, but
when open (as drawn), serve as a butment to receive the action of
the steam, which being introduced between a valve and piston, and
stopped from escaping past them, acts upon any of the pistons H,
which recede from the pressure, and cause the drum and axis D to
revolve. The flaps d relieve each other, so that one of the pistons
is passing one at the time the other is open, and receiving the force
of the steam. Mr. Cartwright does not describe how these pistons
and valves are to be made, or being made, how they are to be kept
tight. Two methods only are known, namely, hempen, or metallic
packing; the first would be soon destroyed by the holes in the sides
of the exterior cylinders, formed for a communication with the boiler
and condenser, by means of the pipes E E F, and metallic packing
would here require too much nicety and expense to be generally
useful. But this is not all. The friction of the interior drum would
far exceed that of the common engine, which it was intended to
supersede, and the flaps, d d, would be extremely liable to knock
themselves to pieces by the frequent striking against the drum, as
they are thrown forward by the external machinery.
Mr. Jonathan Hornblower's Rotative Engine (for which a patent
was obtained in 1798) displays much ingenuity. The vessel in which
the steam operates consists of a hollow cylinder, composed of two
unequal parts, the smaller section of which is screwed off and on,
for the purpose of rectifying and repairing the internal structure.
These parts are cast separate, and then screwed together, firm and
close, by means of flanches. They are then covered with lids turned
also true, and form a figure resembling a drum. A Z are two tubes,
which pass through the central openings in the lids of the drum,
meeting each other at B. a b c d, are the interior limits of those
tubes, on the inside of the drum, which are considerably larger than
at A Z in their diameters; the use of which is, that there shall be a
proper cavity at efgh, to receive a packing of tow and grease, or
any other materials answering the purpose, between that particular part
and the end of the drum; and also the frames of the diaphragms
C C; may have the firmer holding to the hollow axles or tubes at D D,
leaving the parts of the diaphragm pendent at i k. The dotted lines
show the interior limits of the drum, when the diaphragms are in
their places; between which and the extremities of the diaphragms
there is a proper rabbet to receive the packing, and between the
pendent part of the diaphragms and the central hollow tube about
which it revolves. This rabbet is formed by means of plates of
metal, screwed on to the frame of the diaphragms, having their edges
nearly in contact with the inner surface of the drum, and will be
found accessible to repair or renew the packing, when the pannel
which constitutes a part of the drum is removed. The parts efgh
may also be repaired at the same time, by means of removing two
Screws at each end of the hollow tube. The diaphragms (which are
78 HISTORY OF THE
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here standing in opposite directions) may therefore freely revolve
the one after the other, or one may move whilst the other remains
stationary. The tubes to which they are attached will have their
concentricity preserved by means of the solid axle within the hollow
one at E, which is fixed to the end of the tube Z, and passes closely
through a hole in the end of the tube A, till it reaches the extremity;
where, by means of a second collar, its central position is critically
maintained. The two diaphragms are hollow within, and hold com-
munication with the cavities of their respective tubes which compose
the hollow axes; and these communications are made by oblong
openings where the diaphragms and tube are connected at DD.





STEAM ENGINE. 79
The diaphragms are completed when these plates are screwed on;
in these plates are fixed two valves G, opposite to which are two
others, one in each diaphragm, so corresponding, that at the opening
of one the other is closed, and vice versa. These valves are balanced
and held in trunnions, so that, in every situation of the diaphragms,
they may uniformly obey the impulse by which they are opened and
shut; the manner in which that is effected is as follows:-The two
diaphragms widen towards their extremities in the manner of radii,
(see Fig. 2) and may therefore be brought into sufficient contact to
force open the valves by means of prominences on them for the
purpose.
To explain the manner in which the diaphragms are wrought upon
when in their proper place, let Fig.2 represent one end of the hollow
cylinder or drum, and the central circles exhibit the hollow tubes or
axles already explained. The two diverging parts are the ends of
the diaphragms, and are packed as before mentioned; now, these
diaphragms are hollow within, and if we consider one of them to be
constantly supplied with steam by means of the hollow tube to which
it is connected, and the other continually holding communication with
the condensing water, the consequence will be, when steam is ad-
mitted through a valve into the lesser apartment of the drum, and
another valve open from the empty diaphragms into the larger apart-
ment, that the diaphragms will recede from each other, with all the
force of the steam between them; but if, by proper prevention, they
can move only in one direction, it is plain that the one will remain
stationary till overtaken by the other; their junction will then shift
the valves into contrary positions by means of the prominent parts
in them for that purpose, and the apartment, before filled with steam, .
instantly becoming empty, the diaphragm which was before stationary
now becomes active, and the momentum of the former may, in effect,
be considered as transferred to the latter. There being, therefore,
in these parts of the machine a continual motion, by rapidly suc-
ceeding each other in a circular direction, their respective axles on
which they turn, and which communicate motion to other machinery
without the drum, are influenced in the same manner, agreeable to
the main principles herein primarily set forth.
In order that the steam shall have a power of turning the dia-
phragms only in one direction, let Fig. 1 represent one of the lids of
the drum, having the side that is faced true on the opposite direction
to that exhibited in the drawing ; in this is a circular channel, G G,
and a projecting ring P, which serves as a perpetual fulcrum to sup-
port the two levers, CD, that occasionally revolve in the channel,
and act as detents. The outer boundary of the channel also acts as
a fulcrum to the extremity of the two levers at their thick ends; so
that, when they are acted upon, from their connection with the
axles turning them to the right hand, by means of a strong collar E,
there will be no impediment to their freely revolving in the circular
channel ; but, when the axles strain upon the small ends of the
levers in a contrary direction, they instantly become fixed so firmly
between the two boundaries of the channel, as effectually to resist
the whole force of the machine, To provide against the least retro-
80 HISTORY OF THE
grade motion whatever, when the levers may be partly worn from
friction, they are furnished with springs between them and the outer
extremity of the channel, so that the two bearing points may at least
touch their respective fulcrums.”
This was Hornblower's rotatory engine. It, too, as we shall
shew, has been patented as an original invention many years subse-
quently to the date. It would be no unnecessary digression to shew
here the necessity of some work which contained a chronological
description of anything which has been attempted (and howsoever
insignificant) in the form of steam engines. In the Repertory of
the Arts there has, from the commencement, been inserted a descrip-
tion of most professed improvements on the steam engine ; but this
work is too scarce, too voluminous, and too expensive, to be in the
hands of many.
The objection to this machine appears to be that the two dia-
phragms c would soon destroy each other; for whilst one remained
stationary, the other, having no check, would strike forcibly against
it: now to retard this check would be to produce an irregular motion,
because as the motion is communicated directly to the external ma-
chinery, any decrease in the speed of the diaphragm would also
produce a decrease of speed in the machine throughout: and if the
speed of the diaphragm be kept up it would strike violently against
that one which is at rest. .
Mr. Matthew Murray, of Leeds, a gentleman, whose name will
be familiar to most of our readers as a steam engine manfacturer of
celebrity, obtained a patent, in 1799, for saving fuel and lessening
the expense of engines. He proposed to effect the first object, by
having a small cylinder upon the boiler, to which he fitted a piston
and rack : this rack worked a wheel upon a spindle, which spindle
passed through the chimney, where was a damper, which had free
iberty to turn round. As the steam increased in the boiler beyond
the necessary force, it forced up this piston and rack, which acting
upon the spindle, closed or partially closed the damper, and thereby
lessened the draught of the fire, by which the consumption of the
coal was reduced, until the Superfluous steam was wrought out of
the boiler, when a weight, which had been wound up by the rise of
the piston, descended, and allowed the damper to return to its former
position.
The other object, namely, decrease of cost, will be better eluci-
dated by the words of the specification. “I cause the steam or
atmosphere to act upon pistons moving in long pipes or cylinders,
lying in a horizontal direction. These pipes may be square or round.
and of any length required, but must lie in a horizontal direction,
which is the principle here stated. By which contrivance, a more
convenient motion can be applied to mill work, and a much longer
stroke can be obtained than in the usual way.
“Next, I cause the pistons moving in the above pipes or cylinders,
by their reciprocating motion, to produce a circular or rotative
motion of equal power, by means of screws, racks, and wheels,
* Specification of Patent.
STEAM ENGINE
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82 HISTORY OF THE
, ºg. 1 and 2, two horizontal cylinders, containing pistons; MM
the piston rods. Figs. 11, inlets for the steam from the boiler and
atmosphere ; 22, outlets for the condensed steam or atmosphere;
N, a roller for bearing the piston. These pipes or cylinders must
be firmly fixed down to a stone platform, or iron cistern, or any kind
of firm and secure fixing.
O (Fig. 1, and 2) is a rack, fixed to the piston rod M, and moving
upon the roller P; Q is a socket wheel with teeth, working in
the rack O'; the inside of the socket wheel Q is screwed to fit the
ºniddle of the axletree ; R 1 and R2, (Fig. 1.) are plain wheels, put
loose on the square of the axletree; at S 1 and S2, are tooth wheels,
put loose upon the round part of the axletree. TT, are plain
wheels, acting as abutments, put fast upon the axletree. On an
axletree or rotative shaft, for giving motion to the mill work, are
fixed the wheels V and W, X a small fly wheel, for regulating the
motion.
Now the effect or motion of this machine is, that when the
piston, and piston rod, and rack O, are impelled by the steam or
atmosphere in the direction of the arrow, the socket wheel Q, turns
upon the screwed part of the axletree, and with its ends, presses
(by the force or power of the engine) the loose wheel S 1 between
the wheels R and T, by which means, the wheel V is turned with
the same velocity as the screwed wheel Q, while the wheel S 2 is at
liberty upon the axle ; in which situation the whole continues, till
the piston arrives at the end of the long pipe or cylinder, when
the piston is changing motion and going in the contrary direction
to the arrow, the rack O turns the wheel Q in the opposite direction,
sets at liberty by the former means the wheel S 1, and fastens the
wheel S 2, which gives the same motion to the wheel W., by means
of the intermediate wheel B.*
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* Repertory of the Arts.



STEAM ENGINE. sº 83
Mr. W. Murdock, of Redruth, in Cornwall, obtained a patent
in 1799, for a better method of boring cylinders, and for casting the
steam case of Watts's engine in one entire piece, to which the top and
bottom of the cylinder are attached. He also proposed to cast the
cylinder and steam case of one piece of considerable thickness, and
bore a “ cylindric interstice” between the case and cylinder, leaving
them attached at one end / 1 / In another part he proposes to simplify
the construction of the valves of the condensing engine, by connecting
the upper and lower valves so as to work with one spindle or rod;
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84 HISTORY OF THE
the rod which connects them being tubular answers as an eduction
pipe to the upper end of the cylinder.
, But the most notable invention here described is a Rotative Engine,
which consists of two toothed wheels working into each other, and
fitted into a double case resembling two cylinders with a segment cut
off each. a b, are the two axes upon which the two wheels D D are
fixed. The teeth are supposed to be packed at the parts in contact
with the exterior cylinder. The teeth which are in contact are so
fitted as to prevent any escape in that direction. Steam being intro-
duced at the pipe 2 a rotative motion would be produced ; but the
construction would be so defective, and the friction so great, as
totally to prevent its ever answering in practice. At the same time
we ought to correct an erroneous opinion which many have formed
respecting this machine, which is, that it would not move at all ;
it being thought that as the surface of the teeth e e are as great as
that of ff, that there would be as great a tendency to turn one way
as another, and therefore no motion would be produced. But it will
be seen that as the teeth e e, though individually of equal superficies
with ff, overlap each other, the surface presented to the action of
the steam is only equal to one tooth, therefore the effect of the steam
(without calculating friction) would be one half of the real force.
In the year 1800, Mr. Phineas Crowther, of Newcastle upon
Tyne, obtained a patent for a method of dispensing with the beam of
reciprocating engines by placing the fly wheel immediately above the
piston, a represents the cylinder; 6 b the parallel motion; and c
the connecting rod. The principle will be seen by a slight inspection
of the drawing without further explanation. Mr. Crowther con-
structed several good engines on this plan which were found to
succeed very well.
The Rev. Edward Cartwright obtained a patent for a Portable
Engine in 1801, of which the following is a description.
It consists, first in so disposing the different parts of the Steam-
Engine as that the boiler, the cylinder, the fly wheel, and all the
moving parts of the engine, shall be embraced by, comprehended
within, or attached to a frame erected upon the boiler, and so con-
nected together as to make one whole or perfect machine; so com-
pact as to be easily portable; and requiring no farther trouble and
expense, after it is finished at the manufactory, than to place it upon
the fire, when it will be immediately ready for the office for which
it is intended; for this purpose it will be most convenient to make
the boiler oblong, and straight-sided, with a flat, top, placing the
cylinder within the boiler, a position which has, indeed, been already
adopted by others, though for a different purpose. The frame
extends lengthways on the sides of the boiler, and may project a
little beyond that end of the boiler where is fixed the air-pump and
condenser. To the part of the frame so projecting, the air-pump
and condenser may be attached or suspended. Across the frame is
an axle, with a pulley upon it, round which goes a chain or strap,
to the top of the piston rod. Upon this axis is a crank, from which
goes a connecting-rod to a lever, lying horizontally on the top
STEAM ENGINE, 85
*
of, or alongside the boiler. Besides the axis above-mentioned, there
is another axis lying across, either immediately above or below,
or on one side, of the former one. Upon this axis, which is the
axis of the fly-wheel, is a crank, from which goes a connecting rod
to the same lever, that was spoken of before. -
3.
- - - - - - - - - - - - -->
s & -º ºr a * *
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86 HISTORY OF THE
Now it is evident, that when the pulley is put in motion by the
action of the piston, the crank upon its axis will move the crank
upon the axis of the fly-wheel, as they are both connected to the
same lever. If, therefore, the pulley is made to move in a direction
from A to B, (see Fig. 1.) and back again, by the action of the
piston, and its counterweight; and if the crank upon its axis moves
in the same direction likewise, the crank upon the axis of the fly-
wheel will also do the same, unless it is made, as it must be, of such
a determinate length as that when it reaches the extremity of its
motion it can pass forwards; in that case a rotatory motion is
produced on the fly-wheel. Again, if the crank upon the axis of
the pulley is so disposed as that when the pulley moves from A to B,
or through any space not exceeding a complete revolution, (see
Fig. 2.) the crank shall pass from C to E, through D, or in. that
direction, according to the space through which any given point of
the pulley passes the crank will give two vibrations to the lever for
one stroke of the engine, which will give two revolutions of the
fly-wheel in the same time. Again, if the diameter of the pulley be
so reduced as that the stroke of the engine shall make the pulley
revolve once and a half round and back again, the crank will occasion
the lever to vibrate three times for every stroke of the engine. Again,
if the diameter of the pulley be so reduced as that it shall make two
complete revolutions, and back again, for one stroke of the engine,
in that case the crank will give four vibrations to the lever for
one stroke of the engine, and the fly-wheel will revolve four times.
By this invention the fly-wheel may be made to run with any requi-
site velocity without the intervention of any kind of wheel-work.
Secondly. For the purpose of lessening the waste of power, and
regulating the velocity of the engine, instead of making the gover-
nor act upon the throttle valve, by causing it to give motion to a
wedge, sliding at liberty backwards and forwards, under the weight
which keeps the steam valve open. If in any particular case it
should be thought convenient to have the fly-wheel below, its axis
must be placed underneath the lever, connecting it to the lever by
a rod as before,
Thirdly. When a reciprocating motion is required horizontally,
the connecting rod of either crank is extended as far below the
lever as may be necessary, and at the bottom; that which is wanted
to have a reciprocating motion hangs to it in a joint.
The air pump, as well as any other pump that may be wanted, is
worked by a lever, which receives action by the piston. And to
such lever is applied the necessary counterweight.
If the engine is a double one, there must be a double chain or
strap round the pulley, so that the piston may act upon the pulley
both in its descent and ascent. Or the action may be given to the
axis of the crank by a rack and pinion.
A, the cylinder.
B, the boiler.
C, pulley put in motion by the piston aad its counterweight.
D, the crank upon the axis of the pulley.
STEAM ENGINE. 87
E, the connecting rod.
F, the lever.
G, the fly-wheel.
H, the crank upon its axis.
I, rod connecting it to the lever F.” e * 0.
This engine is portable and cheap, but we think it. falls short of
Mr. Cartwright's former scheme for ingenuity; we dislike racks and
pinions where they can possibly be avoided ; neither do chains
deserve, in our opinion, more commendation. Both these plans are
inferior, in our judgment, to many engines in actual use at the date
of this patent. º
Mr. Matthew Murray's patent of 1801, contained more merito-
rious and useful schemes than his former patent, most of them being
generally in use at the present day. We shall describe his valves,
commonly called nozzles, nossels, or nozles.
o, in the present figure, is the pipe conveying steam from the
boiler, and delivering it into the descending pipe p, which terminates
in the valve q, opening to the lower part of the cylinder by the
side opening marked as a shaded parallelogram, while the valve r
opens a similar communication with the upper part of the cylinder,
so that by the successive opening and shutting of q and r, steam is
admitted above and below the piston : s is the lower end of the
eduction pipe, joining on to the condenser, and this pipe opens first
to the lower part of the cylinder by the valve t, and leads also by a
perpendicular continuation of the same pipe v, to a valve u, by which
a connection is formed with the upper part of the cylinder. The two
apertures into the cylinder, called nozzles, are therefore common
both to the admission of steam, and formation of the vacuum, which
is regulated simply by the working of the valves. For as the figure
now stands, r is the only open valve in the steam pipe, consequently
steam would enter above the piston to depress it, while a vacuum
would exist below it on account of the valve t being open to the con-
denser. As soon as the piston reaches the bottom of the cylinder,
the valves r and t must be shut, and u and q opened, when the steam
being no longer able to get through r, would pass down the pipe p,
and enter the lower part of the cylinder through q; meantime, u being
open to the condenser by the pipe v, would cause the necessary
vacuum above the piston to permit its ascent, which being completed,
the valves must be again put into the position shewn in the figure,
to produce its descent, and so on. It will be sufficient to state that
these valves are operated upon, either by levers passing in a steam-
tight manner through the side pipes, or that sometimes the spindles
of the valves are made to act one through the other in stuffing, as in
the present instance, when they are worked by external applications.
It is likewise not unfrequent to connect a steam and condensing
valve, when they are required to open and shut simultaneously by
an external rod. Motion is communicated to the valves in such
engines as are without a fly-wheel, by a rod, or beam, attached to the
engine beam, very near to the cylinder end of it, and called a plug-
Specification of Patent 1801,
88 HISTORY OF THE
tree; this plug-tree is equipped with certain adjustable projections,
called tappets, which strike the levers or handles of the valves, and
thus open and shut them at the proper intervals as they rise and fall
with the beam.*
* Millington's Epitome.

STEAM ENGINE. 89
By this most ingenious contrivance no waste of steam, arises,
excepting in the small aperture between the valves; the friction is
likewise much less than either slides, cocks, or indeed any other kind
of valve—the only resistance to their motion being the pressure upon
the upper side by the steam, when in their seats. . Their cost, com:
pared to that of the slide-valve, is much greater, but as they are not
liable to wear, and work with great accuracy, the extra expense does
not prevent their very general adoption for large engines.
At the same time Mr. Murray described a new air-pump, in which
the air in the condenser was discharged from the air-pump without
*
i.
M

90 HISTORY OF THE
*...*.*.*... ºn
e ischarged, separately, in different,
ways; this he effected by discharging the air alone by one bucket
and the water alone by another, or by an eduction pipe of 28 feet in
length. A represents the condenser; B the air-pump ; C the air
Piston ; D the air valve which is opened and shut by the working
Parts of the engine, and has an elastic rod; E the valve for dist
charging the air ; F the exhausting pipe, having a free communica-
tion betwixt the condenser and the top of the air pump, when the
valve D is open ; G the eduction pipe; K a bucket for lifting the
water upwards as in a common pump; L a foot valve for preventing
a return of the water during the descent of the bucket K : M the
barrel of the pump for discharging water alone. This, together with
an inspection of the preceding diagram, will serve to shew the nature of
his invention. The utility of the separate discharge of the air and water
is unquestionable ; but whether this will compensate for the increased
&pense and complexity can only be ascertained in practice. Mr.
Murray's scheme, however, has been again made the subject of a
Patent, a short time ago, by Mr. George Stephenson, of Newcastle.
. In the same year (1801) Mr. Bramah obtained a patent for an
improvement in the fourway cock, by causing it to make a continuous
revolution instead of a partial one (as used previously). By this
method the wear was more regular, which rendered the cock durable,
and it was likewise more certain and correct in its action.
Mr. John Nuncárrow's engine, for giving motion to a water-wheel,
by a fall obtained by the power of steam, acts upon the same principle
as those of Papin and Savery, but as his machine possesses many
great advantages over theirs, we shall offer no apology for its insertion.
A is the receiver, which may be made either of wood or iron.
B B B B B are wooden or cast iron pipes, for conveying the water
to the receiver, and thence to the penstock. C the penstock or
cistern ; D the water wheel; E the boiler, which may be either iron
or copper ; F is the hot well for supplying the boiler with water;
G G are two cisterns under the level of the water, in which the
small bores B B and the condenser are contained. H H H is the
surface of the water with which the steam engine and water wheel
are supplied ; a a is the steam pipe through which the steam is
conveyed from the boiler to the receiver ; b the feeding pipe, for
supplying the boiler with hot water ; c. c c c c the condensing appa-
ratus ; d d the pipe which conveys the hot water from the condenser
to the hot well; e e e valves for admitting and excluding the water ;
ff the injection pipe, and g the injection cock; h the condenser.
It does not appear necessary to say any thing here on the manner
in which this machine performs its operations without manual assist-
ance, as the method of opening the cocks, by which the steam is
admitted into the receiver and condensed, has been already well de-
scribed by several writers. But it will be necessary to remark, that
the receiver, penstock, and all the pipes, must be previously filled
before any water can be delivered on the wheel; and when the steam
in the boiler has acquired a sufficient strength, the valve as at c is open,
STEAM ENGINE. 91

92 HISTORY OF THE
and the steam immediately rushes from the boiler at E into the re-
ceiver A, the water descends through the tubes A and B, and ascends
through the valve e, and the other pipe or tube B into the penstock
C. This part of the operation being performed, and the valve c
shut, that at a is suddenly opened, through which the steam rushes
down the condensing pipe c, and in its passage meets with a jet of
cold water from the injection cock g, by which it is condensed; a
vacuum being made by this means in the receiver, the water is driven
up to fill it a second time through the valves e e, by the pressure of
the external air, when the steam valve at o is again opened, and the
*ion repeated for any length of time the machine is required to
WOTK.
There are many advantages which a steam engine on this con-
struction possesses, beyond anything of the kind hitherto invented;
a few of which the inventor thus enumerates:–
1st. It is subject to little or no friction.
2ndly. It may be erected at a small expense, when compared
with any other sort of steam engine.
3rdly. It has every advantage which may be attributed to
Boulton and Watt's engines, by condensing out of the receiver, either
in the penstock or at the level of the water.
4thly. Another very great advantage is, that the water in the
upper part of the pipe adjoining the receiver acquires a heat by its
being in frequent contact with the steam, very nearly equal to that
of boiling water : hence the receiver is always kept uniformly hot,
as in the case of Boulton and Watt's engines.
5thly. A very small stream of water is sufficient to supply this
engine (even where there is no fall), for all the water raised by it is
returned into the reservoir H H H. From the foregoing reasons it
would seem that no kind of steam-engine is better adapted to give
rotary motion to machinery of every kind than this. Its form is
simple, and the materials of which it is composed are cheap ; the
power is more than equal to any other machine of the kind, because
there is no deduction to be made for friction, except on account of
turning the cocks, which is but trifling.
But it should be observed on the other hand, that one of the
properties of this machine, enumerated by the inventor as an advan-
tage, would be found more a defect than otherwise; we allude to the
water in the upper part of the pipe being heated by the steam. For
though less steam would be lost by condensation, yet it should be
remembered that it is impossible to form a vacuum on the surface of
boiling water. The only way, therefore, that the water would be
raised up the column B, would be by the condensation in C being
more rapid than the steam could be generated from the boiling water
in B. But we apprehend steam would be generated thus almost as
quick as it could be condensed, and therefore the operation of filling
B would prove very slow. The addition of a non-conducting float
might probably, in part, obviate this objection.
STEAM ENGINE. 93
CHAPTER V.
contents.-origiN of THE STEAM BoAT.—Evans's ENGINE AND ExPERIMENTs.
Rob ERTson’s ENGINE.-TR evithick AND v IVIAN.—MUR RAY's PortABLE
ENGINE.-woolf's BoILER, &c.—HoRNBLow ER’s STEAM wheel.-BoAz’
IMPRovem. ENTs on SAVERY.—TRoTTER’s RotATIVE ENGIN F.—FLINT’s
ENGINE. – wilcox’s RotAtoRY ENGINE.-MAUDslAY's PortABLE ENGINE.
OUR history is now brought down to the time in which the
minds of ingenious mechanics were actively engaged in the project of
applying the steam engine to prepelling vessels. The idea had, as
we have shown, been entertained both by Savery and Hulls, the latter
of whom obtained a patent for the application of the crank to New-
coinen's engine, with the expectation of carrying his plan into effect
by this means. But the steam engine was at that date too imperfect
to admit of success; and we cannot, therefore, attach greater im-
portance to the schemes of these individuals, than we should to the
projects of numberless other men to whom the idea had, no doubt,
frequently occurred long before the steam boat was brought into
successful operation. Who the person was that made the first attempt
to carry into effect this most important improvement, has, like most
such meritorious inventions, become the subject of dispute. It ap-
pears that the earliest experiments tried in England were in 1801:
but if we may credit the statements of a most ingenious mechanic,
(Mr. John Evans, of America,) it appears he had published a descrip-
tion of a method of driving boats by steam, in 1785. Untoward
circumstances prevented Mr. Evans from carrying his plan into effect
until 1804; but he does, in our opinion, fully establish his claim to
the first contrivance of a practicable steam boat. We shall insert
Mr. Evans's own account of the commencement and progress of his
ideas and experiments, as we consider them sufficiently important to
merit every publicity.—
“About the year 1772, being then apprenticed to a wheelwright,
I laboured to discover some means of propelling land carriages,
without employing animal power. All the modes that have since
been tried, (so far as I have heard of them,) such as the wind,
treadles with ratchet wheels, cranks, &c. to be worked by men, pre-
sented themselves to my mind; but were considered as too futile to
deserve an experiment: and I concluded that such motion was im-
possible, for want of a suitable original power.
“But one of my brothers informing me, on a Christmas evening,
that he had that day been in company with a neighbouring black-
Smith's boys, who, for amusement, had stopped up the touch-hole of
a gun-barrel, then put into it about a gill of water, and rammed
down a tight wadding; after which they put the breech-end of it
94 HISTORY OF THE
into the Smith's fire, when it discharged itself with as loud a crack
as if it had been loaded with gunpowder.
“It immediately occurred to me that there was a power capable
of propelling any waggon, provided that I could apply it; and I set
myself to work to find out the means of doing so. I laboured for
Some time without success, at length a book fell into my hands,
describing the old atmospheric engine. I was astonished to observe
that they had so far erred as to use the steam only to form a vacuum,
to apply the mere pressure of the atmosphere, instead of applying
the elastic power of the steam for original motion; a power which I
supposed was irresistible. I renewed my studies with increased
ardour, and soon declared that I could make steam waggons; and
endeavoured to communicate my ideas to others; but, however
Practicable the thing appeared to me, my object only excited the
ridicule of those to whom it was known. But I persevered in my
belief; and confirmed it by experiments, that satisfied me of its
reality.
“In the year 1786 I petitioned the legislature of Pennsylvania,
for the exclusive right to use my improvements in flour-mills, as also
Steam waggons, in that state. The committee, to whom the petition
was referred, heard me very patiently while I described the mill
improvements; but my representations concerning steam waggons
made them think me insane. They, however, reported favourably
respecting my improvements in the manufacture of flour; and passed
an act, granting me the exclusive use of them, as prayed for. This
was in March, 1787, but no notice is taken of the steam waggons.
“A similar petition was also presented to the legislature of
Maryland. Mr. Jesse Hollingsworth, from Baltimore, was one of
the committee appointed to hear me, and report on the case. I can-
didly informed this committee of the fate of my application to the
legislature of Pennsylvania, respecting the steam waggons, declaring
at the same time, without the encouragement prayed for being granted
to me, that I would never attempt to make them; but that, if they
would secure to me the right as requested, I would, as soon as I
could, apply the principle to practice: and I explained to them the
great elastic power of steam, as well as my mode of applying it to
propel waggons. Mr. Hollingsworth very prudently observed, that
the grant could injure no one ; for he did not think that any man in
the world had thought of such a thing before ; he therefore wished
the encouragement might be afforded, as there was a prospect that it
would produce something useful. This kind of argument had the
desired effect; and a favourable report was made May 21st, 1787
granting to me, my heirs, and assigns, for 14 years, the exclusive
right to make and use my improvements in flour mills, and the steam
waggons, in that State. From that period I have felt myself bound
in honour to the State of Maryland, to produce a steam waggon as
soon as I could conveniently do it.
“In the year 1789 I paid a visit to Benjamin Chandler & Sons,
clock-makers, men celebrated for the ir ingenuity, with a view to
induce them to join me in the cxpense and profits of the projcet; I
STEAM ENGINE. 95
showed to them my drawings, with the plan of the engine, and
explained the expansive power of steam ; all of which they appeared
to understand: but, fearful of the expense and difficulties attending
it, declined the concern. However, they certified that I had shown
them the drawings, and explained the powers of high-pressure steam,
&c.
“ In the same year I went to Ellicott's mills, on the Patapses,
near Baltimore, for the purpose of endeavouring to persuade Messrs.
Jonathan Ellicott and Brothers, and their connections, (who were
equally famous for their ingenuity,) to join me in the expense and
profits of making and using steam waggons. I also showed them my
drawings, and minutely explained to them the powers of steam; they
appeared fully to comprehend all I said; and, in return, informed me
of some experiments they themselves had made : one of which they
showed me. They placed a gun-barrel, having a hollow arm, and a
small hole on one side, at the end of the arm, similar to Barker's
rotary tube mill: a little water being put into this barrel, and fire
applied to the breech of it, the steam issued from the hole in the end
of the arm with such force, as, by re-action, to cause the machine to
revolve, as I judged, about one-thousand times in a minute, for the
space of about five minutes, and with a considerable force for so small
a machine. I tarried here a few days, (May 10th and 11th, 1789,)
using my best efforts to convince them of the possibility and practi-
cability of propelling waggons, on good turnpike roads, by the elastic
power of steam. But they also feared the expense and difficulty of
the execution, and declined the proposition. Yet they highly esteemed
my improvements in the manufacture of flour, and adopted them in
their mills, as well as recommended them to others.
“ In the same year I communicated my project, and explained
my principles, to Levi Hollingsworth, Esq. now a merchant in
Baltimore. He appeared to understand them ; but also declined a
partnership in the scheme, for the same reasons as the former persons.
“From the time of my discovering the principles, and the means
of applying them to use, I often endeavoured to communicate them
to those I believed might be interested in their application to waggons
or boats ; but very few could understand my explanations, and I
could find no one willing to risk the expense of the experiment.
“In the year 1785, or 1786, before I had petitioned the legisla-
ture, I fell into company with Mr. Samuel Jackson, of Redstone; and
learning of him, that he resided on the Western Waters, I endea-
voured to impress upon his mind the great utility and high importance
of steam-boats, to be impelled on those waters; telling him that I
had discovered a steam-engine so powerful, according to its weight,
that it would, by means of paddle-wheels (which I described to him),
readily drive a vessel against the current of those waters with so great
a speed as to be highly beneficial. Mr. Jackson proves that he
understood me well; for he has lately written letters, declaring, that
about twenty-six years before their date, I described to him the prin-
ciples of the steam-engine, which I have since put into operation to
drive mills, which he has seen; and that I also explained to him my
96 - HISTORY OF THE
plan for propelling boats by my steam-engine with paddle-wheels,
describing the very kind of wheels now used for this purpose ; and
that I then declared to him my intention to apply my engine to this
particular object, as soon as my pecuniary circumstances would permit.
“In the year 1800, or 1801, never having found a person willing
to contribute to the expense, or even to encourage me to risk it my-
self, it occurred to me that, although I was then in full health, I might
be suddenly carried off by the yellow fever that had so often visited
our city (Philadelphia), or by some other disease of casualty, to
which all are liable ; and that I had not yet discharged my debt of
honour to the state of Maryland, by producing the steam-waggons;
I determined, therefore, to set to work the next day to construct
one. I first waited upon Robert Patterson, Esq. professor of mathe-
matics in the university of Pennsylvania, and explained to him my
principles, as I also did to Mr. Charles Taylor, steam engineer,
from England. They both declared these principles to be new to
them, and highly worthy of a fair experiment; advising me without
delay to prove them, in hopes that I might produce a more simple,
cheap, and powerful steam-engine, than any in use. These gentle-
men were the only persons who had such confidence, or afforded me
such advice. I also communicated my plans to B. H. Latrobe, Esq.
at the same time, who publicly pronounced them chimerical, and
attempted to demonstrate the absurdity of my principles, in his Report
to the Philosophical Society of Pennsylvania, on steam engines; in
which report he also attempts to shew the impossibility of making
steam-boats useful, on account of the weight of the engine, and I
was one of the persons alluded to as being seized with the steam-
mania, in conceiving that waggons and boats could be propelled by
steam-engines. The liberality of the members of the society caused
them to reject that part of his report which he designed to be demon-
strative of the absurdity of my principles ; saying, they had no right
to set up their opinions as a stumbling-block in the road of any exer-
tions to make a discovery. They said I might produce something
useful, and ordered it to be struck out. What a pity they did not
also reject his demonstrations respecting steam-boats for, notwith-
standing them, they have run, are now running, and will run ; so
has my engine and all its principles succeeded; and so will land-
carriages as soon as these principles are applied to them.
“In consequence of this determination above alluded to, I hired
workmen and went to work to make a steam waggon, and had made
considerable progress in the undertaking, when the thought struck
me, that, as my steam engine was entirely different in form, as well
as in its principles, from all others in use, I could obtain a patent for
it and apply it to mills, more profitably than to waggons; for until
now I apprehended that, as steam-mills had been used in England, I
could only obtain a patent for waggons and boats. I stopped the
work immediately, and discharged my hands, until I could arrange
my engine for mills; having laid aside the steam waggon for a time
of more leisure. w
“Two weeks afterwards I commenced the construction of a small
STEAM ENGINE. 97
engine, for a mill to grind plaister of Paris. The cylinder six inches
in diameter, and the stroke of the piston eighteen inches, believing
that, with one thousand dollars I could fully try the experiment.
But before I had done with experiments, I found that I had expended
three thousand seven hundred dollars—all that I could command 1
I had now to begin the world anew, at the age of forty-eight, with a
large family to support. I had calculated that if I failed in my
experiment, the credit I had acquired would be entirely lost, and,
without money or credit, at my advanced age, with many heavy in-
cumbrances, my way through life appeared dark and gloomy indeed!
But I succeeded perfectly with my little engine, and preserved my
credit. I could break and grind 300 bushels of plaister of Paris, or
12 tons, in twenty-four hours; and, to show its operation more fully
to the public, I applied it to saw stone, in Market-street, where the
driving of twelve saws in heavy frames, sawing at the rate of 100 ft.
of marble in twelve hours, made a great show, and excited much
attention. I thought this was sufficient to convince the thousands of
spectators of the utility of my discovery; but I frequently heard them
inquire if the power could be applied to saw timber, as well as stone,
to grind grain, propel boats, &c.; and, though I answered in the
affirmative, I found they still doubted. I therefore determined to
apply my engine to many new uses, and to introduce it and them to
the public notice.
“This experiment completely tested the correctness of my prin-
ciples, agreeably to my most sanguine hopes. The power of my
engine increased in a geometrical proportion, while the consumption
of fuel had only an arithmetical ratio ; and in such proportion that
every time I added one fourth to the consumption of fuel, the power
of the engine was doubled; and that twice the quantity of fuel required
to drive one saw, would drive sixteen saws at least ; for, when I
drove two saws, the consumption was eight bushels of pit coal in
twelve hours; but when twelve saws were driven, the consumption
was not more than ten bushels ; so that the more we resist the
steam, the greater is the effect of the engine. On these principles
very light but powerful engines can be made, suitable for propelling
boats and land carriages, without the great incumbrance of their own
weight, as mentioned in Mr. Latrobe's demonstrations. In the year
1804, I constructed at my works, situated a mile and a half from the
water, by order of the Board of Health of the city of Philadelphia,
a machine for cleansing docks. It consisted of a large flat or lighter,
with a steam engine of the power of five horses on board, to work
machinery to raise the mud into lighters. This was a fine opportunity
to show the public that my engine could propel both land and water
carriages, and I resolved to do it. When the work was finished, I
put wheels under it, and though it was equal in weight to two hun-
dred barrels of flour, and the wheels were fixed on wooden axle-
trees for this temporary purpose in a very rough manner, and
attended with great friction of course ; yet with this small engine, I
transported my great burthen to the Schuylkill with ease; and when
it was launched into the water, I fixed a paddle wheel at the stern,
N
98 HISTORY OF THE
and drove it down the Schuylkill to the Delaware, and up the Dela-
Ware to the city; leaving all the vessels going up behind me, at
least half way, the wind being a head.
“Some wise men undertook to ridicule my experiment of pro-
pelling this great weight on land, because the motion was too slow
to be useful. I silenced them by answering, that I would make a
carriage to be propelled by steam, for a bet of three hundred dollars,
to run upon a level road against the swiftest horse they could pro-
duce. I was then as confident as I am now, that such a velocity
could be given to carriages.
“...Having no doubt of the great utility of steam carriages on
turnpike roads, with proper arrangements for supplying them with
Water and fuel; and believing that all turnpike companies were
deeply interested in carrying them into operation, because they
would smooth and mend the roads instead of injuring them as the
narrow wheels do; on the 26th of September, 1804, I submitted to
the consideration of the Lancaster Turnpike Company, a statement of
the cost and profits of a steam carriage, to carry one hundred barrels
of flour, fifty miles in twenty-four hours; tending to show, that one
such steam carriage would make more net profits than ten waggons
drawn by five horses each, on a good turnpike road; and offering to
build such a carriage at a very low price. My address closed as
follows:–
“It is too much for an individual to put in operation every im-
provement which he may invent. ‘ I have no doubt but that my
‘ engines will propel boats against the current of the Mississippi, and
‘ carriages on turnpike roads with great profit; I now call upon those
* whose interest it is to carry this invention into effect.’ In the year
1805, I published a work describing the principles of my steam
engine, with directions for working it, when applied to propel boats
against the current of the Mississippi and carriages on turnpike
roads. And I am still willing to make a steam carriage that will run
fifteen miles an hour on good level rail ways, on condition, that I
have double price if it shall run with that velocity ; and nothing at
all for it if it shall not come up to that speed. What can an inventor
do more, than to insure the performance of his inventions : Or, I will
make the engine and apparatus at a fair price, and warrant its utility
for the purpose of conveying heavy burthens on good turnpike roads.
I feel it just to declare, that with Mr. Latrobe I myself believed,
that with the ponderous and feeble steam engine now used in boats, they
never could be made useful in competition with sailing boats, or to
ascend the Mississippi; believing the current of that river to be
more powerful than it is. But I rejoice, that with him I have been
mistaken ; for I have lived to see boats succeed well with those
engines, and I still hope to see them so completely excelled and out-
run by using my engine, as to induce the proprietors to exchange the
old for the new more cheap and powerful engines.
“I have been highly delighted in reading a correspondence between
John Stevens, Esq. and the Commissioners appointed by the legis-
lature of New York, for fixing upon the site of the new canal, pro-
STEAM ENGINE. 99
posed to be cut in that state. Mr. Stevens has taken a most
comprehenslve and very ingenious view of this important subject :
and his plan of rail ways for the carriages to run upon, removes all
the difficulties that remain to be overcome. I had the pleasure also
of hearing gentlemen of the keenest penetration and of great mecha-
nical and philosophical talents, freely give into the belief, that
steam carriages will become very useful.
“Mr. John Ellicot (of John), proposed to make roads of substances,
such as the best turnpike roads are made with, with a path for each
wheel to run on, and having a railway on posts in the middle to
guide the tongue of the waggon, and to prevent any other carriage
from travelling upon it. Then, if the wheels were made broad and
the paths smooth, there would be very little wear ; such roads might
be cheaply made, they would last a long time and require very little
repair; and they ought to be preferred in the first instance to those
proposed by Mr. Stevens; as two ways could be made in some parts
of the country for the same expense as one could be made with
wooden rails; but either of the modes would answer the purpose,
and the carriages might travel by night as well as in the day. . When
we reflect upon the obstinate opposition that has constantly been
made by a great majority, to every step to improvement, from bad
roads to turnpike roads, from turnpike roads to canals, and from
canals to rail ways for horse carriages; it is too much to expect,
that the prodigious leap from bad roads to rail ways for steam
carriages, will be made at once ; one step in a generation is all that
we can hope for. If the present generation shall adopt canals, the
next may try the rail ways with horses, and the third generation
may use the steam carriages.
“But why may not the present generation, who have already
good turnpike roads, make the experiment of using steam carriages
upon them 2 They will, assuredly, effect the movement of heavy
burdens, with a slow motion of two and a half miles an hour; and,
as their progress need not be interrupted, they may travel fifty or
sixty miles in the twenty-four hours. This is all that I hope to see
in my time; and though I never expect to be concerned in any business,
requiring the regular transportation of heavy burdens on land; because,
if I am connected in the affairs of a mill, it shall be driven by steam,
and be placed on some navigable water, to save land carriage. Yet
I certainly intend, as soon as I can make it convenient, to build a
steam carriage, that will run on good turnpike roads, on my own
account, if no other person will engage in it; and I verily believe
that the time will come when carriages, propelled by steam, will be
in general use, as well for the transportation of passengers as goods;
travelling at the rate of 15 miles an hour, or 300 miles a day!
“ It appears necessary to give the reader some idea of the prin-
ciples of the steam engine which is to produce such new and singular
effects; and this I will endeavour to do in as few words as I can, by
showing the extent to which the principles are already applied.
“To make steam as irresistible or powerful as gunpowder, we
have only to confine it, and to increase the heat by adding fuel to the
100 HISTORY OF THE
boiler. A steam engine, with a working cylinder, only nine inches
in diameter, and the stroke of the piston three feet, will exert a power
sufficient to lift from 3000 to 10,000 lbs. perpendicularly, two and a
half miles per hour. This power, applied to propel a carriage on
level roads or railways, would drive a very great weight with much
velocity, before the friction upon the axletrees, or the resistance of
the atmosphere, would balance it.
“ This is not speculative theory. The principles are now in
practice, driving a saw-mill, at Manchacks, on the Mississippi; two
at Natchez, one of which is capable of sawing 5000 feet of boards in
twelve hours; a mill at Pittsburgh, able to grind twenty bushels of
grain per hour; one at Marrietta, of equal power; one at Lexington,
(Kentucky,) of the same power; one a paper-mill, of the same power;
one of one-fourth the power, at Pittsburgh; one at the same place of
three and a half times the power, for a forge, and for rolling and
slitting iron ; one of the power of 24 horses, at Middletown, (Con-
necticut,) driving machinery of a cloth manufactory; two at Phila-
delphia, of the power of five or six horses; and many making for
different purposes; the principles applying to all cases where power
is wanted to drive machinery.”
Mr. Evans at the same time describes his own steam engine,
which is well known to be in very general use in America.
A the boiler, B the working cylinder, C the lever beam, D the
fly wheel, E the cistern or condenser, F the cold water pump, G the
supply pump, H the fire place, I the chimney flue, K the safety valve,
which may be loaded with from 100 to 150 lbs. to the inch area ; it
will never need more, and it must never be fastened down.
The boiler being filled with pure water (rain or distilled water)
as high as the dotted line, and the fire applied, the smoke criters the
centre flue, which passes through the centre of the water to ascend
the flue I, and thus acts on a large surface.
When the steam lifts the safety valve, it is let into the cylinder
by opening the throttle valve, and drives the piston up and down,
which, by the rod 1, gives motion to the fly wheel; and the wheel 2
gives motion to a shaft, passing through the supports of the cylinder
to turn the spindle of the rotary-valves, 3, 8, which lets the steam
both into and out of the cylinder, at the proper time.
The steam, escaping by the pipe 4, curved backwards and for-
wards in a zigzag form, and immersed in the water in the cistern E,
(which is supplied by the cold water pump F,) is condensed; and the
distilled water formed thereby descends, by the pipe 5, into the supply
pump G, and is forced into the boiler again by the pipe 6,
But as boiling disengages air from the water, so the shifting-
valve, 7, is necessary. This valve lifts at every puff of the steam,
and a small quantity escapes; and it shuts, and a vacuum is instantly
formed, as the crank passes the dead points.
The small waste of water may be replaced by condensing water
in the cistern E, and causing it to run down the pipe G, through a
hole in the key of a stop-cock one-32nd part of an inch in diameter;
a small hole, indeed, to supply a boiler of a steam engine of twenty
horses power,
STEAM ENGINE.
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102 HISTORY OF THE
In 1801 Messrs. John and James Robertson, of Glasgow, obtained
a patent for an improved steam-engine, the form of which differs
little in construction from many other engines, except that in place
of one working cylinder in these there are two ; in this the lesser
(n) being placed on the top of the larger (m) and made fast to it.
To each cylinder their is a piston fitted, which are connected together
by a cylinder D: or this cylinder is so made as to have the pistons
in one piece with it. This cylinder is made so that it may nearly
fill the small cylinder n ; that is, that it may work up and down so
that the external surface of the one may not rub on the internal
surface of the other. The steam and conducting pipes, with the
valves, are explained in the following description of the operation
of the engine.—

STEAM ENGINE. 103
“Let the working handles, with the valves, be placed in such a
manner, that steam from the boiler may have free access through the
pipes and cylinders into the condensing vessel, to free the whole of
the air, as in the usual manner. When this is done the engine is
set to work by the valves b and c being shut, and by that of a left
open, and water let into the condensing vessel C, when a vacuum
takes place in it by means of the condensation of the steam, and also
in the under part of the large cylinder m, below its piston (there
being a communication from it to the condensing vessel by the pipe
F); at the same time the steam from the boiler has free access through
the pipe A, and valve ainto the small cylindern, above its piston h, and
exerts its force upon it, and presses it downwards with as much force
as in the usual manner. But as it is found, from experience, that a
considerable quantity escapes past the piston : this piston is in part
detained by the secondary piston g, and exerts its force on that part
or annular section s s that is contained betwixt the cylinders m and
D, and assists in forcing the whole downwards ; while, at the same
time, the steam which is lodged in this annular space s s, and around
the cylinder D, prevents so great a quantity from escaping past the
first piston, as would otherwise be the case where there is no secon-
dary piston, and the vacuum is much more complete below the first
piston, consequently there is a greater power produced from a smaller
quantity of steam than with a single piston. During the time of the
piston's descent the steam valve a is shut, and the elasticity of the
steam within the cylinders carries the pistons forward to near the
bottom of these cylinders, when the valves b and c are opened by
the handles and plug-work admitting the steam to pass from the
upper sides of both pistons through the pipes B and E to the con-
densing vessel C, while the counter-weight at the other end of the
beam, or this connected with a fly-wheel raises the pistons again,
when the valves 6 and c are shut, and that of a opened by the plug-
work, when the engine makes another stroke as before. The piston
rod R joins the working-beam in any of the usual modes, and in
other respects the engine is much the same as in common practice.”
The same specification describes a most ingenious method of con-
structing the furnace, by which the smoke was partially consumed,
instead of being discharged as hitherto through the chimney. Messrs.
Robertson have the credit of being the first who succeeded in this
project. After the adoption of this plan several manufacturers had
their works indicted as nuisances for not using the improvement, and
the smoke incommoded many neigbourhoods so much, that some
manufactories were obliged to be stopped on account of it. The
invention, in principle, consists in supplying the burning fuel more
fully with air, having this fuel more in a body together, and a less
quantity in combustion, at the same time, than what usually takes
place in other furnaces, which are applied to the same uses; in sup-
plying the fuel with a portion of fresh air, admitted from an opening
made for that purpose, and directed in such a manner as it may come
in contact with the smoke, from the kindling coal and great heat of
the furnace together, and the fuel being more fully supplied with air,
104 HISTORY OF THE
l
and consequently a greater degree of heat taking place, and the smoke
and fresh air uniting in the great heat, the smoke is inflamed, and
rendered useful in adding to the heat of the furnace; besides, this
portion of fresh air is so conducted as to act partly on the kindlin
or kindled fuel, and raising it to a greater degree of heat after it has
served its purpose, by uniting with and inflaming the smoke; and
therefore is employed, in some measure, usefully, even after the coal
has ceased to smoke: secondly, to the above may be added, the frame
of the furnace, which is so constructed that the full-kindled fuel is
kept backward in the furnace, while the fresh coal lies before, and is
more gradually kindled than if introduced further among the full-
kindled fuel, while the heat of the furnace is little injured or damped
by º: introduction of fresh coal, as is more fully described after-
Ward S.
“The coal is admitted into the furnace by a hopper, feeder, or
mouth-piece A, made of cast iron, but which may be made of
other materials, and inclined to the horizon ; so that the coal in
it may, in some measure, fall into the fire place above the bars,
as the fuel is spent ; in the upper part of this hopper, feeder,
or mouth-piece, is a plate a, placed at a small distance, or from
about three-eighths to three-fourths of an inch from the upper
side of the hopper, betwixt which plate and the upper plate, or
side of the hopper, a stream of air rushes downward on the fire,
at about half a right angle to the horizon, which stream of air assists
in consuming the smoke, as before mentioned, and more fully de-
scribed hereafter. B is a section of the bars, which are, in general,
a little inclined to the horizon, as in the figure, that the fuel may
more easily fall, or be pushed backwards in the furnace; at c is an
opening above the bars, and below the lower end of the hopper,
which is in general fitted with a grated door or doors, which open for
the more convenient cleansing of the furnace, and the grated form of
the doors is also designed for admitting air into the fuel, as well as

S'DEAM. ENGIN E. li)5
at the bars, consequently the air is more concentrated in the middle
of the burning fuel, produces a greater heat than if admitted only
betwixt the bars; this grated form of the doors is very convenient for
the admission of a poker or instrument for pushing backward, the
kindled fuel, while the fresh coal, or that which is not so well kindled,
falls down to supply its place. In some others of these furnaces, the
opening below the lower end of the hopper, and above the fore end
of the bars, is left without doors at all; at this opening it is con-
venient, when the fire is mended, to push the coal from the fore side
backward, as mentioned above, or it may be pushed backward with
a hooked poker, P, by applying the hooked part of it through the
furnace bars below ; by either of which means the kindled coals are
put backwards, while the fresh coal, or that which is not so well
kindled, falls down to supply their place; that is, the coals in the
situation c, are pushed towards d, while those in the situation f fall
down to supply the place of those which were driven from c towards
d; by such means the strength or heat of the fire is not much damped
by the introduction of fresh coal, and the coals which have fallen
from f towards c are not so rapidly kindled as if introduced above the
burning fuel; at the same time the smoke, which arises from these
newly-introduced coals, passes partly through the full kindled coal
and partly over, and in contact with the great heat of the burning
fuel, and, meeting at the same time with the current of fresh air
coming downwards, and tending also to drive the smoke still nearer
to the bright kindled fuel, does, in general, completely inflame the
smoke, and render it useful in adding to the heat of the furnace.
Another end obtained by the stream of fresh air, is to keep in
some measure the great heat of the furnace from acting so violently
on that part of the hopper which is nearest it and mostly exposed to
its heat, and liable to be damaged thereby, which it does by the
continual current of fresh cool air that is in contact with those parts.
The construction of the furnace may be much varied, but the chief
improvements are, that the fuel in combustion is supplied with air
by the foreside as well as by the bars; the hopper is placed in such a
situation that the kindled or unkindled coal may in part fall to the
foreside of the furnace above the bars, as the other fuel is pushed
backward in the furnace, and the admission of fresh air to pass over
the burning fuel by means of a definite space or spaces, opening or
openings, made for that purpose; so that this stream, current, or
currents of air, partly come in contact with the burning fuel itself,
forcing also the smoke with more immediate union with the burning
fuel and great heat of the furnace. The success of the furnace de-
pends also in a considerable degree upon what is called the draught
of the furnace ; that is, the chimney and flues are so constructed, that
a sufficient current of air may pass through the fire to bring it to a
proper degree of heat; also, that the current of fresh air may have
such force as to come pretty much in contact with the burning fuel,
and to convey the smoke along with it through the hottest of the
flame : if this is not the case, the smoke will not be so completely
consumed in these furnaces. The hopper is allowed to be kept as
O
106 HISTORY OF THE
full of coals as possible, and either wholly or in part small coal, so
as to prevent air as much as possible getting in by that passage; this
must be attended to when the furnace is in its ordinary working state:
yet, sometimes it is necessary to keep this opening of the hopper,
either wholly, or in part open, when there is little heat wanted.
The utility of this scheme was sufficiently proved by the very
general adoption which followed its publication. The combustion of
smoke being now established as not only practicable, but economical,
it being a fact, that all the smoke discharged from a chimney is but so
much good fuel which wanted only the properapplication of air to render
it useful. It is equally true that the flame which is frequently at the
top of furnace chimneys has no existence but there; while ascending
the flue it is merely dense smoke, consisting of azote of the atmos-
pheric air, decomposed in passing through the fire; of hydrogen,
coal-tar, and carbonaceous matter, of such a high temperature that
it only wants oxygen to make it inflame spontaneously: this it obtains
from the atmospheric air, into which it ascends, and then presents
such appearances as would make a hasty observer adopt the opinion,
that the flame had ascended as flame from the fuel in the furnace,
which is by no means the case.
Messrs. Trevithick and Vivian's High-Pressure Engine (patented
1802) has been found the most compact, simple, and effective engine,
perhaps, ever known. In an early part of this work reasons are given
for the superiority of high-pressure over condensing engines, and we
shall only now say that Messrs. Trevithick and Vivian's engine has,
of all others on this principle, obtained the highest reputation.
“A (Fig. 1) represents the boiler made of a round figure, to
bear the expansive action of strong steam. The boiler is fixed in a
case, D, luted inside with fire clay, the lower part of which consti-
tutes the fire-place, B, and the upper cavity affords a space round
the boiler, in which the flame or heated vapour circulates till it comes
to the chimney, E. The case, D, and the chimney are fixed upon a
platform, F, the case being supported upon four legs; C represents
the cylinder, inclosed for the most part in the boiler, having its nozzle,
steam-pipe, and bottom, cast all in one piece, in order to resist the
strong steam, and with the sockets in which the iron uprights of the
external frame are firmly fixed. G represents a cock for conducting
the steam, as may be more clearly seen by observing Fig. 2, which is
a plan of the top of the cylinder. , b, Figs. 1 and 2, represents the
passage from the boiler to the cock, G; this passage has a throttle
valve, or shut, adjustable by a handle, so as to wiredraw the Steam,
and suffer the supply to be quicker or slower. The position of the
cock is such, that the communication from the boiler, through b, by
a channel in the cock, is made good to d, which denotes the upper
space of the cylinder above the piston, at the same time that the steam
pipe, a, (more fully represented in Fig. 1) is made to afford a passage
from the lower space in the cylinder beneath the piston to the chan-
nel, C, through which the steam may escape into the outer air, or be
directed or applied to heating fluids, or other useful purposes. It
STEAM ENGIN E. 107
º
|
will be obvious that, if the cock be turned one quarter of a turn in
either direction, it will make a communication from the boiler passage,
b, to the lower part of the cylinder by or through a, at the same time
that the passage, r, from the upper part of the cylinder, will com-
municate with C, the passage for conveying off the steam. PQ is
a piston-rod moving between guides, and driving the crank, R. S.; by
means of the rod, Q R, the axis of which crank carries the fly, T,
and is the first mover to be applied to drive machinery at S. XY
is a double snail, which in its rotation passes down the small wheel
O, and raises the weight, N, by a motion in the joint, M, of the
lever, ON, from which downwards proceeds an arm, M. L., and con-






108 HISTORY OF THE
sequently the extremity, L, is at the same time urged outwards.
This action draws the horizontal bar, L I, and carries the lever or
handle, H I, which moves upon the axis of the cock, G, through
one-fourth of a circle. It must be understood that H I is fore-
shortened, (the extremity, I, being more remote from the observer
than the extremity, H,) and also there is a clack or ratchet wheel on
the part, H, which gathers up during the time that L is passing out-
wards, and does not then move the cock, G, but that, when the part
X, of the snail opposite O, that is to say, when the piston is about
the top of its stroke, then the wheel, O, suddenly falls into the con-
cavity of the snail; and the extremity of L, by its return at once,
pushes I H through the quarter circle, and carries with it the cock, G,
and turns the steam upon the top of the piston, and also affords a
passage for the steam to escape from beneath the piston. Every
stroke, whether up or down, produces this effect by the half turn of
the snail, and reverses the steam ways, as before described; or the
cock may be turned by various well-known methods, such as the
plug with pins or clamps striking on a lever in the usual way, and
the effect will be the same, whether the quarter turns be made back-
ward or forward, or by a direct circular motion, as is produced by
the machinery here represented; but the wear of the cock will be
more uniform and regular if the turns be all made in the same way.”
The same specification likewise describes a very simple and
ingenious method of giving motion to the fly wheel, by making the
piston-rod of an inflexible bar, and connecting it at once with the
crank. The cylinder and boiler are allowed to vibrate on pivots, and
thereby follow the revolving of the crank. The drawing here given
represents also the outline of a machine for rolling sugar canes,
thereby showing at once the connection of the engine with the ma-
chinery of the mill.
“The working cylinder, C, with its piston, steam pipe, nozzle
and cock, are inserted in the boiler, as here delineated. The
piston rod drives the fly, upon the arbor of which is fixed a small
wheel which drives a great wheel upon the axis; the guides are
rendered unnecessary in this application of the steam engine, because
the piston-rod is capable, by an horizontal vibratory motion of the
whole engine upon its pivots, O, to adapt itself to all the required
positions, and while the lower portions of the chimney partakes of
this vibratory motion, the upper tube, E F, is enabled to follow it by
its play upon the two centres or pivots in the ring above. In such
cases or constructions, as may render it more desirable to fix the
boiler with its chimney and other apparatus, and to place the cylinder
out of the boiler, the cylinder itself may be suspended for the same
purpose upon trunnions or pivots in the same manner, one or both
may be perforated, so as to admit the introduction and escape of the
steam or its condensation. And in such cases where it may be found
necessary, to allow of no vibratory motion of the boiler or cylinder,
the same may be fixed, and guides be used. The manner in which
the cock is turned is not represented in the two drawings, but every
competent workman will, without difficulty, understand how the
STEAM ENGINE.
109
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110 HISTORY OF THE
stroke of pins duly placed in the circumference of the fly, and made
to act upon a cross fixed on the axis of the cock, or otherwise, will
produce the motion. The steam which escapes in this engine is made
to circulate in the case round the boiler, where it prevents the ex-
ternal atmosphere from affecting the temperature of the included
water, and affords by its partial condensation a supply for the boiler
itself, and is or may be afterwards directed to useful purposes.”
This latter plan, namely, the vibrating cylinder, looks well in
theory, but we fear in practice it would be found very imperfect.
Reciprocation, as we have shown, is a great destroyer of power, and
here the whole engine boiler, water, cylinder, fire grate, and all the
apparatus, are constantly moving backwards and forwards, and all
this, too, merely to dispense with the guide wheel and connecting rod.
Messrs. Trevithick and Vivian propose in the same specification
to use their engine for the purpose of travelling on the common road.
The carriage resembles in form the common stage coach; an iron
frame, containing the boiler and cylinder, is placed behind the car-
riage; the cylinder is likewise horizontal. Our readers will readily
see the application of the preceding apparatus to the wheels by a
cranked axle. On both ends of the axle cog wheels are fixed, by
which means, when the axle is made to revolve, it communicates its
motion to the hinder and larger wheels of the carriage. The machine
has a fly wheel, to preserve the regularity of the motion: means are
also provided for throwing any of the wheels out of gear, by which a
turn can be made without difficulty.
It appears that, in the year 1804, Mr. Trevithick had an oppor-
tunity of proving the utility of his Locomotive Engine, upon the
Merthyr Tydvil Rail-road, South Wales. The engine had a cylinder
of 8 inches diameter, and a stroke of 4 ft. 6 in. in length, and drew
after it upon the rail-road as many carriages as carried ten tons of
bar iron, from a distance of nine miles, which it performed without
any supply of water to that contained in the boiler at the time of
setting out; travelling at the rate of five miles an hour.
Mr. Matthew Murray, of Leeds, obtained a patent for a Portable
Engine, in 1802, which displays much novelty and ingenuity. .
“Figs. 1 and 2 represent front and side views of the combination
of parts of this engine. A the steam cylinder; B the piston rod;
CC, connecting-rods, for connecting the piston rod to the pin in the
wheel D; E a wheel, fixed to the side of the cistern, I I I I, with the
teeth inwards, to admit the teeth of the wheel, D, for the purpose of
giving a parallel direction to the rods, C.C.; F a plain wheel, upon
the fly-wheel shaft, G; the wheel, F, is furnished with a double
conical centre for the wheel, D, to run upon; I I II is a cistern or
frame of plates, on and in which the whole combination of materials
constituting this engine is fixed; K K two wheels, one upon the fly-
wheel shaft, G, the other upon the crank shaft, L; these wheels and
crank are for the purpose of working the lever, R, in Fig. 2, which
lever gives immediate motion to the air-pump, P, and the cold and
hot water pump; T is an iron bar for supporting the shaft; M is a
slide valve for opening and shutting the communication of the steam
STEAM ENGINE. 111
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112 HISTORY OF THE
pipes, marked NNN, and is described in Figs. 3, 4, 5, 6, and 7; a
motion for the slide valve is taken from the crank shaft, L, by levers,
or otherwise, as the nature of the valve may require. The parts so
combined form a perfect engine, without requiring any fixture of wood,
or any other kind of framing than the ground it stands upon, which
is transferable without being taken in pieces, (the motion of the fly-
wheel, shaft giving circular power to any process or manufactory
requiring circular motion,) or irrigating land, or for the various pur-
poses of agriculture. Figs. 3, 4, 5, 6 and 7, represent various forms
of the new slide-valve in its application to the steam-engine; the
principle of which consists in moving in a circle part of a circle or
straight line, by means of flat surfaces or faces (or nearly so) sliding
or moving upon each other, for the purpose of uniting the necessary
apertures in the steam pipes or cylinders. Fig. 3 is a view of a cir-
cular flat sliding valve; the dotted lines show the avenues to the
steam pipes. a 1 is a figure representing the upper or moveable
part of the slide valve, Fig. 3, where the conducting or uniting cells
are formed: there is a circular spring for compressing a 1 to the face
of the slide valve in Fig. 3, so as to render them perfectly steam and
air tight, which perfection they will naturally acquire by constantly
rubbing upon each other. Figs. 4, 5, 6 and 7, show four varieties of
the slide valve, for working double or single powers. a 2, a 3, a 4,
and a 5, contain the cells for conducting to the different apertures or
steam ways. Any further description is unnecessary, as the drawings
will convey to any one the principles of these inventions.”
This ingenious apparatus, though possessing much merit, in-
fringed, it appears, on the patent right of Messrs. Boulton and Watt,
and the patent was, therefore, repealed in 1803. An engine on this
plan has been at work many years at St. Peter's Quay, on the river
Tyne, and is found to answer uncommonly well.
Mr. Woolf's very excellent and ingenious boiler (patented 1803)
comes next under our notice. The great utility of this apparatus
induces us to give the specification, together with Mr. Woolf's own
remarks in full.
“ Mr. Woolf's improved apparatus consists, first, of two or more
cylindrical vessels properly connected together, and so disposed as to
constitute a strong and fit receptacle for water, or any other fluid
intended to be converted into steam, whether at the usual heats, or
at temperatures and under pressures uncommonly high; and also to
present an extensive portion of convex surface to the current of flame
or heated air or vapour from a fire. Secondly, of other cylindrical
receptacles placed above these cylinders, and properly connected
with them, for the purpose of containing water and steam, and for
the reception, transmission, and useful application of the steam gene-
rated from the heated water or other fluid. And, Thirdly, of a furnace
so adapted to the cylindrical parts just mentioned, as to cause the
greater part of the surface of all and each of them, or as much of the
said surface as may be convenient or desirable, to receive the direct
action of the fire, or heated air and vapour.
* Specification of Patent,
STEAM ENGIN E. 1 13
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114 HISTORY OF THE
“One of his boilers, in its most simple form, consists of eight
tubes, made of cast-iron or any other fit metal, which are each con-
nected with a cylinder placed above them. The fuel rests on the
bars, and the flame, heated air, and vapour, being reverberated from
the part above the two first smaller cylinders, goes under the third,
over the fourth, under the fifth, over the sixth, under the seventh,
partly over and partly under the eighth small cylindric tube. When
it has reached the end of the furnace it is carried to the other side of
the wall, built under and in the direction of the main cylinder, and
then returns under the seventh smaller cylinder, over the sixth,
under the fifth, over the fourth, under the third, over the second,
and partly over, and partly under the first; when it passes into the
chimney. The wall before mentioned which divides the furnace longi-
tudinally, answers the double purpose of lengthening the course which
the flame and heated air have to traverse, giving off heat to the boiler
in their passage, and of securing from being destroyed by the fire the
flanges or other joinings employed to unite the smaller tubes to the
main cylinder. The ends of the smaller cylindric tubes rest on the
brick work which forms the sides of the furnace, and one end of each
of them is furnished with a cover, secured in its place by screws or
any other adequate means, but which can be taken off at pleasure,
to allow the tubes to be freed from time to time from any incrustation
or sediment which may be deposited in them. To any convenient
part of the main cylinder a tube is affixed, to convey the steam to the
steam engine, or to any vessel intended to be heated by means of
Steam.
“When very high temperatures are not to be employed, the
kind of boiler just described is found to answer very well; but where
the utmost force of the fire is desirable, Mr. Woolf, for a reason
which shall be afterwards mentioned, combines the parts in a manner
somewhat different, though the same in principle.
“In Fig. 2, A is the main cylinder crossing the smaller cylinders
a a a, half way between their middles and ends, but not joined to any
of them excepting the middle one at the points at which it crosses them.
It is put in this place that it may come over that part of the furnace,
SS S, Fig. 1, through which the flame first passes, and receives its
direct action, which it does over nearly a half of its surface, as may
be seen by looking at the vertical section, A SS, Fig. 1. The
smaller cylinders have a communication with the main cylinder in the
following manner:—Three cylinders, C C C, are placed parallel to
the main cylinder, A, over the part of the furnace by which the flame
returns, in such a manner that each of the cylinders, C C C, takes in
three of the smaller cylinders, a a a, being united to and connected
with them. The cylinders, C C C, have a direct communication with
the main cylinder, A, by the pipes or tubes, PPP, as may be better
seen by the cross vertical section, Fig. 1. The three tubes, C C C,
are preferred to one long tube, to prevent any derangement taking
place in the furnace or in the tubes, by the expansion or contraction
occasioned by changes of temperature, which is more considerable
in one tube of the whole length of the furnace than when divided into
STEAM FNGINE. 115
three portions; and it is for the same reason that the tube A is not
made to communicate directly with the smaller tubes, a a a, but
mediately by means of the tubes marked C and P.-N. B. The two
outermost of the tubes marked P, instead of going parallel to the
middle tube, P, may be both inclined towards it, so as to join the
cylinder A near the middle; or any other direction may be given to
them, to prevent derangement by expansion.
“The tubes C and a are kept from separating by bolts from the
inside of a passing through the top of C, where they are secured by
nuts screwed on to them, (see Fig. 8); and these parts of C are so
contrived, that by taking off any of the nuts a cover may be remoyed,
and a hole presented large enough to admit a man's hand into C to
clean it out.
“Fig. 8 is a longitudinal vertical section of the furnace, through
the centre, showing the course which the flame and heated air are
forced to take. The first three small cylinders are completely sur:
rounded with flame, being directly over the fire: the flame is stopped
by the brick-work, W, over the fifth, and forced to pass under it, and
then over the sixth, where it again meets with an interruption, which
forces it to go under the seventh, and over the eighth; it then turns
round the end of the longitudinal wall which divides the furnace, and
passes over the eighth smaller cylinder, under the seventh, and so
on, alternately, over and under the other tubes, till it reaches the
chimney. The wall that divides the furnace may be seen in Fig. 2.
“To secure a free communication between the different parts of
the boiler, the three tubes of the middle cylinder, C, are connected
with those of the two exterior C's by two pipes, o 0. The other ends
of the tubes, a a a, are each fitted with a cover properly secured and
belted, but which can be taken off occasionally to clean out the boiler.
“ In working with such boilers the water carried off by evapo-
ration is replaced by water forced in by the usual means; and the
steam generated is carried to the place intended by means of tubes
connected with the upper part of the cylinder A.
“It may not be improper,” says Mr. Woolf, “to call the attention
of those who may hereafter wish to construct snch apparatus to one
circumstance, namely, that in every case the tubes composing the
boiler should be so combined and arranged, and the furnace so con-
structed, as to make the fire, the flame and heated air, to act around,
over, and among the tubes, embracing the largest possible quantity of
their surface. It must be obvious to any one that the tubes may be
made of any kind of metal; but I prefer cast-iron as the most con-
venient. The size of the tubes may be varied: but in every case care
should be taken not to make their diameter too great; and it must
be remembered that the larger the diameter of any single tube in such
a boiler the stronger it must be made in proportion, to enable it to
bear the same expansive force as the smaller cylinders. It is not
essential, however, to my invention that the tubes should be of
different sizes; but I prefer that the upper cylinders, especially the
one which I call the main cylinder, should be larger than the lower
ones, it being the reservoir, as it were, into which the lower ones
| H6 HISTORY OF THE
send the steam, to be thence conveyed away by the steam pipe or
pipes. The following general direction may be given respecting the
quantity of water to be kept in a boiler in my construction: it ought
always to fill not only the lower tubes but the main cylinder, A, and
the cylinder, C, to about half their diameter, that is, as high as the
fire is allowed to reach, and in no case ought it to be allowed to get
so low as not to keep full the necks or branches which join the smaller
cylinders, marked with the letter a, to the cylinders A or C; for the
fire is only beneficially employed when applied, through the medium
of the interposed metal, to water, to convert it into steam : that is,
the purpose of my boiler would, in some measure, be defeated, if any
of the parts of the tubes exposed to the direct action of the fire should
present in their interior a surface of steam instead of water, to receive
the transmitted heat which must, more or less, be the case if the lower
tubes, and even a part of the upper, be not kept filled with the liquid.
“As to the construction of the furnaces, though that must be
obvious from the drawings, it may not be improper here to remark,
that they should always be so built as to give a long and waving
course to the flame and heated air, or vapour, forcing them the more
effectually to strike against the sides of the tubes which compose the
boiler, and so to give out a large portion of their heat before they
reach the chimney : unless this be attended to, there will be a much
greater waste of fuel than necessary; and the heat, communicated to
the contents of the boiler, will be less from a given quantity of fuel.
“My invention is not only applicable to all the uses to which the
boilers in common use are generally applied, but to all of them with
much better effects than the latter, and can, besides, be applied to
purposes in which boilers, constructed as they have hitherto been,
would be of little or no use. The working of all kinds of steam
engines is one important application of my invention; for the steam
may be raised, in a boiler constructed in the manner before described,
to such a temperature, and consequently to such an expansive force,
as to work an engine even without condensing the steam, by simply
allowing it to escape into the atmosphere after it has done its office,
as proposed by Mr. James Watt, in the specification of his patent,
dated January 5, 1769, whence, he says, engines may be worked by
the force of steam only, by discharging the steam into the open air.
Fn all cases where it is desirable to heat or boil water, or other fluids
and substances, without the direct application of fire to the vessel or
vessels containing them, which in such cases become secondary boilers,
the use of my apparatus will produce superior to any obtained by any
other means, no more being necessary than to make the vessels, or
secondary boiler, containing the water or other fluids, and the sub-
stances immersed or dissolved in, or blended or mixed with the water
or other fluids, to communicate by means of a tube or tubes, with the
prime boiler, constructed in the manner before described. In such
cases as in making extracts of every kind for the various purposes of
arts and manufactures, and for the simple boiling of water or watery
fluids, the steam should go directly into the vessel or secondary boiler,
whose contents are to be heated or boiled; and the orifice or orifices
STEAM ENGINE. 117
of the pipe or pipes through which the steam is conveyed should go
to a considerable depth in the fluid, that the steam may be better
able to give off its heat, and be condensed before it can reach the
surface; and in every such case an allowance should be made for the
increase which will be made to the quantity of liquid in the vessel to
be heated, by the quantity of steam which will be condensed in the
same before the process be ended. The vessels into which the steam
is thrown may be either open or close, as the nature of circumstances
may require: but where extracts are to be made from vegetable or
other matters from which extracts are or may be made, as from hops,
bark, drugs, and dry stuffs, for brewing, tanning, dyeing, and other
processes, the materials will be much more completely exhausted of
all their valuable parts; and in many instances they will be completely
dissolved by employing close vessels, which in that case must be made
very strong, a thing not difficult to be accomplished, when it is re-
collected that they may be at a distance from, and consequently out
of the power of being deranged by the fire; and that they may be
surrounded with, and, as it were, buried in massy stone or brick
work, in addition to other and obvious means of securing them. My
apparatus so employed becomes, in fact, an improved Papin's digester
on a large scale. I do not wish to be understood as claiming the
merit of having been the first who applied steam in the manner just
described to boil water and other fluids, but merely as pointing out
an important use to which my apparatus is applicable, and in which
the effect obtained will be much greater than by any other means.
“Another important use to which my invention can be applied
with better effect than the means now in use, is that of distillation
on the large scale, and that by either sending the steam directly into
and among the contents of the still or alembic, or by enclosing the
still in another vessel, and making the steam of a high temperature
to circulate in and to occupy the space between the exterior surface
of the still and the interior surface of the containing vessel. In
either case all danger of burning or singing the materials operated
upon is done away, and a much more pleasant and pure spirit will be
obtained than by the methods now in common use. I need not stop
here to show the reason why, even in the case of throwing the steam
directly into the still, the spirituous part will be the first to rise and
pass over into the receiver.
“I might mention many other useful applications that may be
made of my invention; but I shall only state one more, namely, to
the drying of gunpowder, and lessening the danger of explosions in
the manufacture of that article. By means of my invention any
desired temperature, necessary for that purpose, may be produced
where the powder is to be dried, without the necessity of having fire
in, or so near the place, as to endanger its safety; for by employing
steam only, conveyed through pipes and properly applied and directed
without allowing any of it to escape into the room or apartment
where the powder is, any competent workman can produce a heat
equal to that found necessary for drying gunpowder, or much higher
if required. Nor is the lessening of the danger of explosions the
118 - HISTORY OF THE
only advantage which this way of drying gunpowder holds out, it
presents another and an essential one for the goodness of the article,
the heat can be completely regulated, so as to prevent, or at least
lessen, the partial decomposition of the powder by the sublimation of
the sulphur, which is found to take place by the methods at present
in use.”
We have had frequent opportunities of inspecting this excellent
apparatus, and can, therefore, speak with confidence of its utility.
One engine of Mr. Woolf's is now used with such a boiler to drive a
saw mill, by Mr. Smart, of Lambeth Marsh, and is principally kept
going by the saw-dust from the mill. Two safety valves are generally
used, the plan of which is ingenious.
a s a e s as sº e s = *
g
t
i
&
gº
*
º
*
gº
:
.* * * *.
A is a part of the main cylinder of one of Mr. Woolf's boilers ;
B B the neck or outlet for the steam surmounted by the steam box
o, which is joined to the neck B B by the flanges A A. The top
or cover of the steam box C, marked with the letter D, which is
well secured in its place, has a hole through it for the rod of the
valve, so contrived as to answer the purpose of a stuffing box to
make the rod work up and down steam tight, the stuffing being kept
in its place by the usual means, as shewn in the section. ge By means
of a pin or nail b, and the two vertical pieces,e e, the piston rod is
made fast to m, which is a cover of and joined to the hollow cylinder
an. The cover m fits steam tight into the collar o o, which is made
fast to the flanges a 4. The cylinder n n is open at the bottom,


STEAM ENGINE. 119
having a free communication with the main cylinder A, and has three
vertical slits, one of which, S, is shewn in the diagram. The sum
of the surface of all these slits or openings is equal to the area of the
opening of the collar o 0, in which the cylinders n n works. When
the steam acquires a sufficient degree of elastic force to raise the valve
(that is, the cylinder n n with its cover m, and the rod R,) and
whatever weight it may be loaded with, then the openings S, getting
above the steam tight collar o o, allows the steam to pass into the
steam box C. The quantity of steam that passes is proportioned to
the elastic force it has acquired, and the weight with which the valve
is loaded ; and the rise of the openings S above the collar o o, will
be in the same proportion. This valve may be loaded in any of the
usual methods; but Mr. Woolf prefers the one shewn in the drawing,
in which the upper part of the rod R is joined by means of a chain to
a quadrant of a circle Q with an arm projecting from it, as repre-
sented in the plate, and which carries a weight Z, that may be moved
near to or further from the centre of the quadrant, according as the
pressure of the valve is wished to be increased or diminished. As
the valve rises, the weight moves upwards in the arch n n, giving
an increased resistance to the further rising of the valve, proportioned
to the greater horizontal distance from the centre of Q, which the
weight attains by its side in the said arch, the said distance being
measured in the line O P passing through the centre of the weight.
Thus, if the weight Z press with a force equal to twenty pounds on
the square inch of the aperture in O O in its present position, it
will, when it rises to the position i, press with a force equal to
thirty pounds, and at P, with a force equal to forty pounds on the
square inch, so that the rod Q Z may be made to serve at the same
time as an index to the person who attends the fire, nothing more
being necessary for this purpose than to graduate the arch described
by the end of the rod Q Z. In the side of the steam box C there is
an opening N to allow the steam to pass from it by a pipe or tube to
the steam engine, or to any secondary boiler, or for the purpose of
conveying and applying it to any other vessel or use to which steam
is applicable.
Hornblower's second Rotative Engine differs materially from his
former one, it consists of
“A vessel in which the steam operates, made of cast-iron, ex-
tremely resembling a globe, flatted at the poles, (see Fig. 1) which
shows one of its sides, the other being similar to it. Fig. 3 is a
representation of the parts of the machine which move round within
the steam vessel, and Fig. 2 represents the interior of Fig. 1, with
its lid removed. The pipe A, at Fig. 1, receives the steam from the
boiler, to which is connected a valve box, of any usual construction,
by which to regulate the admission of steam. At B the eduction pipe
is connected, leading from the upper apartment to the condensing
apparatus, and turning in such a direction as may be most convenient
for the discharging pump to be wrought by means of an arbor, turned
by the axle of the machine; on which arbor is a small fly wheel, for
the purpose of regulating the inequality of the crank to which the
120 HISTORY OF THE
Z- º fiftſ; it iſ tº
# º --------
=#| ||É

STEAM ENGIN E. 121
pump rod is attached. DD is a middle part of the steam vessel;
furnished with flanges for the purpose of screwing it to EE. and
also for receiving the lid; by which means the partition within is
secured to its place, in the middle of the machine, and the lid may
easily be removed for the purpose of rectifying and repairing the
internal structure. G is the square part of one end of the axis of
the machine, over which is placed a gland H, divided into parts, in
order that it may be put on over the square, and properly embrace
the round part of the axis. Within this gland is a stuffing-box for
the purpose of keeping the axle both air and steam tight. In one
side of the lower apartment of the steam vessel is a small opening,
secured by a lid, for the purpose of cleaning that part of the machine.
Fig.2 represents the partition within the steam vessel, which may
be made either of brass or iron, or of both those metals combined.
B B is the lower flange, the upper part being taken away. C C are
the two openings or passages for the vanes ; these the inventor calls
vane-ports, and to obtain a proper idea of their figure, it must be
observed that the largest vane-port is formed by the exterior portions
of two cones 2, and at y, by a portion of the concave part of a
sphere. The extent of this passage throughout must at least be equal
to ninety degrees of a circle, and the vanes of a sufficient width, so
that two of them may always make their entrance into the vane ports
before the other two make their exit. The edge, c c, may, therefore,
be supposed to descend into the lower apartment one half of their
depth, and to rise the other half to meet the eye; but it is not neces-
sary that z be so deep all the way as y, but converge towards
the centre of the machine. This is the ascending vane port; the
descending one is included between D D, which are rabbets or
seatings for receiving a packing; and a represents a rising edge,
so as to obtain a depth at least equal to the thickness of the vanes;
one half of which edging is below, and the other half above the main
axis. These edges receive two metal plates, fixed down with screws
on them, for the purpose of confining the packing. The part E is
also formed spherically, and is provided with a packing groove, which
meets the edge of metal in the middle of the vanes, k, Fig. 3. FF
is the main axle of the machine, laid in its place without the vanes;
one end of which is to perform the work required, and the other is
applied to the discharging pump. At D D the packing extends to
WW, so as to embrace the nave as well as the descending vane, by
which means both the nave and the vanes move steam tight in their
revolutions. , v v v v is that part of the partition which forms a plane
at the axis of the globe, and is secured in its place by being seated
in a rabbet with the usual jointing materials on the interior margin
of the steam vessel. G G are two brasses let down into the partition,
and they are raised or depressed by screws as adjustment may require.
At t t spaces are left for packing round the axle; and the upper
brasses which keep down the axle serve also to keep it in its place.
At , H H are the stuffing boxes mentioned in Fig. 1; they have a
division plate of metal in them, so that s s being supplied with steam
Q
122 . HISTORY OF THE
from the valve box, the packing of each side of these vacuities are
rendered air-tight. The manner in which the partition and vane
orts are constructed, is by rivetting the two parts v v v v, together,
y means of flanges at I I, first having mounted them on an axis, to
correct, by turning, (either by hand or otherwise) the want of
smoothness and truth from the casting; and when this is done the
main axle is fixed to its place as a guide by which to set up the four
yanes, as at Fig. 3, where, by a mere inspection, it is plain how this
is performed. The open vane exhibits a frame of metal, which
receives a plate on each side: these plates, with the edge of metal,
K, cast with the frame, form grooves and vacuities to receive the
packing. The nave being hollow receives two iron axles, which are
curved in the middle, and there cross each other.
The manner in which they receive the vanes is shown by the
figure; also how the packing renders them steam tight on the sphérical
part of the nave, and that when one of them is moved, its opposite
Vane on the same axle must also be moved. The main axle is turned
true by rivetting the two parts together at the nave, and re-rivetting.
them after the cross axles are set in their places. All the several
parts of the machine being then put in their respective situations, it
is very evident that when steam is admitted into the lower apartment
the rising vane, which occupies the largest passage, must overpower
the other in its descent; and that, if by any means one of the vanes
be turned a quarter of a revolution, it must at the same time carry
with it the one which is connected on the opposite side of the nave;
and this turning is effected by fixing with screws a block of wood, on
the partition at K, in the form of a strong bracket. This block
will not permit the ascending vane to pass it without being turned
on its edge, by which means the one below is turned at the same
time, to present its broad surface to the large vane port. It may be
necessary to remark that when the machine is to be set at work, the
steam is not admitted into the upper apartment of the vessel, to
exclude the air, but enters immediately from the valve box to the
eduction or discharging pipe, in order to preserve the grease which
is made use of to lubricate the internal moveable mechanism of the
engine.
We cannot express our opinion on this ingenious machine better
than Dr. Gregory, who thus remarks :-
“Is there not some ground for fear that in this contrivance,
besides the force lost by the action of the steam upon the edges of
the vanes, there will be considerable loss arising from the greater
friction attending its operations than those of a common steam engine?
In this steam wheel there will be a great quantity of rough surface
(that of the stuffing) exposed to frequent contact, and consequent
resistance to the moving from the fixed parts; besides, as the stuffed
parts are here of great extent with regard to the magnitude of the
machinery, and exhibit rapid variations of shape, they may when
brought into constant work, be found difficult to keep in order.””
* Gregory's Mechanics’ Art, Steam Engine.
STEAM ENGINE, 123
Mr. R. Wilcox, of Bristol, obtained a patent in 1804 for lessening
the consumption of fuel, by using steam of greater elasticity than com-
mon : he proposed in some instances to raise his steamto the pressure
of 150 pounds on the square inch. o
Mr. Woolf's steam engine is also a most ingenious application of
a property which steam possesses: the improvement is founded on a
very important discovery which he made respecting the expansibility
of steam when increased in temperature beyond the boiling point, or
212° of Fahrenheit's thermometer. It had been known for some time
(and for this discovery the world is indebted to Mr. Watt,) that steam
acting with the expansive force of four pounds the square inch against
a safety valve exposed to the atmosphere, is capable of expanding
itself to four times the volume it then occupies, and still to be equal
to the pressure of the atmosphere. Mr. Woolf discovered that, in
like manner, steam of the force of five pounds the square inch can
expand itself to five times its volume; that masses or quantities of
steam of the like expansive force of six, seven, eight, nine, or ten
pounds the square inch can expand to six, seven, eight, nine, or ten
times their volume, and still be respectively equal to the atmosphere,
or capable of producing a sufficient action against the piston of a
steam engine to cause the same to rise in the old engine with a
counterpoise of Newcomen, or to be carried into the vacuous part of
the cylinder in the engines of Messrs. Boulton and Watt; that this
ratio is progressive, and nearly (if not entirely) uniform, so that
steam of the expansive force of 20, 30, 40, or 50 pounds the square
inch of a common safety valve will expand itself to 20, 30, 40, or 50
times its volume; and that, generally, as to all the intermediate or
higher degrees of elastic force, the number of times which steam of
a given temperature can expand itself is nearly the same as the
number of pounds it is able to sustain on a square inch exposed to
the common atmospheric pressure; provided always that the Space,
place, or vessel, in which it is allowed to expand itself, be of the same
temperature as that of the steam before it be allowed room to expand.
Respecting the different degrees of temperature required to bring
steam to, and maintain it at, different expansive forces above the
weight of atmosphere, Mr. Woolf found, by actual experiment, setting
out from the boiling point of water, viz. 212°, at which degree steam
of water is only equal to the pressure of the atmosphere; that in
order to give it an increased elastic force equal to five pounds the
square inch, the temperature must be raised to above 227%, when it
will have acquired a power to expand itself to five times its volume,
still equal to the atmosphere, and capable of being applied as such
in the working of steam engines, according to the invention; and
with regard to various other pressures, temperatures, and expansive
forces of steam, the same are shown in the following table:–
124 | | | STORY O ſº "['H [.
Pounds per Degrees
Square inch of heat. Expansibility.
5 227 . 5
; ; g times its
Steam, of 8 335i 8 volume,
a greater de- 9 gº it possesses 9 and con-
gree of elas- 10 at a tem- 3.3% a power of lo tinue
ticity than the 15 perature 25 o: expanding 15 equal to
atmosphere, . of gº itself to ... the pres:
acts with a . * > V2 sure of
force of 25 267 |* theatmo-
3O 273 39 sphere.
35 278 35 sphere;
40 282 4O
and so in like manner, by small additions of temperature, an expan-
sive power may be given to steam to enable it to expand to 50, 60,
70, 80, 90, 100, 200, 300, or more times its volume, without any
limitation but what is imposed by the frangible nature of every ma-
terial of which boilers and other parts of steam engines have been or
can be made : and prudence dictates that the expansive force should
never be carried to the utmost the materials can bear, but rather to
be kept considerably within that limit.
Having thus briefly explained the nature of Mr. Woolf's discovery,
we shall proceed to give a description of his improvements grounded
thereon. Mr. Woolf in his specification states, “ that in describing
his invention, he has found it necessary to mention the entire steam
engine and its parts, to which, as an invention well known, he nei-
ther can nor does assert any exclusive claim : he observes, however,
that from the nature of the aforesaid discovery and its application,
there can be no difficulty in distinguishing his said improvements
from the improved engine of Mr. Watt as to its other common and
well-known parts; and then gives the following account of an engine,
embracing his new improvements.
“ If the engine be constructed originally with the intention of
adopting my said improvement, it ought to have two steam vessels
of different dimensions, according to the temperature or the expansive
force determined to be communicated to the steam made use of in
working the engine; for the smaller steam vessel or cylinder must
be a measure for the larger. For example : if steam of forty pounds
the square inch is fixed on, then the smaller steam vessel should be
at least one fortieth part the contents of the larger one ; each steam
vessel should be furnished with a piston, and the smaller cylinder
should have a communication both at its top and bottom (top and
and bottom employed here as relative terms, for the cylinders merely
may be worked in a horizontal, or any other required position, as
well as vertical); the small cylinder, I say, should have a communi-
cation, both at its top and bottom, with the boiler which supplies the
steam, which communications, by means of cocks or valves of any
construction adapted to the use, are to be alternately opened and
$PEAM ERGINE/ 125
shut during the working of the engine. The top of the small cylinder
should have a communication with the bottom of the larger cylinder,
and the bottom of the smaller one with the top of the larger, with
proper means to open and shut these alternately by cocks, valves,
or any other well known contrivatce. And both the top and bottom
of the larger cylinder or steam vessel should, while the engine is at
work, communicate alternately with a condensing vessel, into which
a jet of water is admitted to hasten the condensation, or the con-
densing vessel may be cooled by any other means calculated to
produce that effect. Things being thus arranged, when the engine
is at work, steam of high temperature is admitted from the boiler to
act by its elastic force on one side of the smaller piston, while the
steam which had last moved it has a communication with the larger
steam vessel or cylinder, where it follows the larger piston, now
moving towards that end of its cylinder which is open to the con-
densing vessel. Let both pistons end their stroke at one time, and
let us now suppose them both at the top of their respective cylinders,
ready to descend ; then the steam of forty pounds the square inch
entering above the smaller piston, will carry it downwards, while the
steam below it, instead of being allowed to escape into the atmosphere
or applied to any other purpose, will pass into the larger cylinder
above its piston, which will take its downward stroke at the same
time that the piston of the smaller cylinder is doing the same thing ;
and while this goes on, the steam which last filled the larger cylinder,
in the upward stroke of the engine, will be passing into the condenser
during the downward stroke. When the pistons in the smaller and
larger cylinder have thus been made to descend to the bottom of their
respective cylinders, then the stean from the boiler is to be shut off
from the top and admitted to the bottom of the smaller cylinder, and
the communication between the bottom of the smaller and the top of
the larger cylinder is also to be cut off, and the communication be-
tween the top of the smaller and bottom of the larger cylinder ; the
steam, which in the downward stroke of the engine filled the larger
cylinder, being now opened to the condenser, and the communication
between the bottom of the larger and the condenser shut off; and so
on alternately, admitting the steam to the different sides of the smaller
piston, while the steam last admitted into the smaller cylinder, passes
alternately to the different sides of the larger piston in the larger
cylinder, the top and bottom of which are made to communicate
alternately with the condenser.
“ In an engine working with the improvements which have been
just described, while the steam is admitted to one side of the piston
in the smaller cylinder, the steam on the other side has room made
for its admission into the larger cylinder, on one side of its piston,
by the condensation taking place on the other side of the large
piston, which is open to the condenser; and that waste of steam
which takes place in engines, worked only by the expansive force of
steam, from steam passing the piston in the smaller cylinder, is
received into the larger.
‘. In such an engine, where it may be more convenient for any
particular purpose, the arrangement may be altered, and the top of
H26 HISTORY OF THE
the smaller made to communicate with the top of the larger, and the
bottom of the smaller with the bottom of the larger cylinder; in which
case the only difference will be, that when the piston in the smaller
cylinder descends, that in the larger will ascend, which, for some
particular purposes may be more convenient than the arrangement
before described.” +
Mr. Woolf in his patent of 1805, proposed to use oil or fat to
surround his cylinders in place of steam, previously used to prevent
the waste of caloric. He also proposed to surround his piston with
mercury, or employing upon it such a column of it as might be
equal to the pressure of the steam. But Mr. Woolf possesses much
greater claim to notice by his invention of a most excellent method of
tightening the packing of pistons. It is well known that the piston of
a steam engine by continued working becomes easy, and by allowing
Steam to escape past it occasions a considerable waste ; so that it is
necessary in the common plan to take off the top of the cylinder in
order to get at the screws or supply the piston with fresh packing.
Mr. Woolf obviates this difficult and laborious operation by a
method of tightening the screws without in the least disturbing the
cover of the cylinder, which he thus effects.
He fastens each of these screws into a small wheel (c c c c c,
Fig. 2) which are all connected with each other by means of a central
wheel d d, which works loose upon the piston rod in such a manner,
that if one of the small wheels be turned, it turns the central wheel,
and the latter turns the other four. The one that is to be first turned
is furnished with a projecting square head, which rises up into a
recess in the cover of the cylinder. This recess is surmounted by a
cap or bonnet, which being easily taken off, and as easily put again
in its place, there is little difficulty in screwing down the packing at
any time. The parts are so clearly expressed in the drawing that
no further description is necessary to make any person comprehend it.
The other method is similar in principle, but a little different in
construction. Instead of having several screws all worked down by
one motion, there is in this but one screw, and that one is a part of
the piston-rod : on this is placed a wheel of a convenient diameter,
the centre of which is furnished with a female screw. This wheel
is turned round, i.e. screwed down by means of the pinion o, Fig. 1,
which is furnished with a square projecting head rising into a recess
of the kind already described. The ring is prevented from turning
with the wheel by means of two steady pins.
Mr. James Boaz, of Glasgow, obtained a patent in 1805, for a
machine for raising water on a plan somewhat similar to Savery's:
a is the steam cylinder ; ; the pipe from the boiler, having a
stop cock; k a waste steam cock; e a floating piston attached to a
piston rod, E a pipe which generally contains hot water; f water
pipe, having a valve at g immersed in the well, and delivering the
water into the reservoir v, through a valve 2. The air which accu-
mulates in the receiver escapes at n ; v the raised water cistern ; d.
rarifying or exhausting vessel.
* Philosophical Magazine,
5TEAM ENGINE. 127
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it}} {{!!}}}|{i}!
wº m j’t: l''{}
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The whole being filled with mercury and water, shut the air
valve 2, and open i, the steam from the boiler will rush into the
receiver, and after heating the water, it presses on its surface,
forcing the mercury up into the exhausting vessel d. The water
above c, and in the pipes Ef, will be forced up into the cistern v, in
a quantity nearly equal to the space occupied by the steam in the
receiver. When the piston has been depressed as far as is necessary


128- HISTORY OF THE
or its stroke, the self-acting mechanism attached to its rod, shuts t,
and opens k; and the mercury being now at liberty to act by its
gravity, descends from the exhausting pipe, and raises the piston to
its first position ; and the steam which pressed it downwards being
now allowed to flow into the atmosphere, the fall of the mercury
from d into a, leaves a vacuum in d, into which the water in the well
is pressed by the atmosphere, and again fills it. The valve at g,
prevents its return to the well in the operation of forcing ; and the
valve 2 preven ts its fall from the cistern when the vacuum is made
in d.* - -
wº-ºr---, -sº
* Repertory of the Arts,

STEA. M. EN (; IN E. T29
In the year 1805 Mr. John Trotter, of London, obtained a patent
for a Rotative Engine, which may be thus illustrated.
A, a circular piece called the outer barrel. B the inner barrel.
C, a circular piece called the eccentric. D, a piece called the sweep,
which shuts completely across the space between the inner and outer
barrels, so as to intercept the communication in that part. There
are caps or covers at each end of the pieces, which close the space
between the two barrels, and serve, by grooves or other well-known
fittings, to keep the other parts in their respective places.
The situations and motions of the parts herein enumerated are as
follow :-1st, the barrels are concentric; 2ndly, the sweep is capable
of moving or revolving (either by absolute or rotative motion) through
the space between the barrels: it may be either separate from the
barrels, or it may be fixed to either or both of them, and in the last
mentioned cases, the barrel or barrels to which the sweep shall or
may be so fixed, will necessarily move along with it. The sweep is so
well fitted or fixed that no fluid shall pass through the places of its
opposition or junction with the barrels or caps, or as that the quan-
tity suffered to pass shall be inconsiderable. 3rdly, the eccentric is
of such a diameter and so wrought, that its concave and convex
surfaces shall touch the inner and outer barrels, and that the places
of contact shall not admit any fluid to pass between the eccentric and
each barrel severally, or at least, that the quantity which may so pass
shall be inconsiderable. The eccentric is capable of rotation in its
own plane or periphery, but not otherwise with relation to the caps;
and it has a long perforation through which the sweep is put, con-
sequently the sweep and the eccentric will always move together.
R -

13() HISTORY OF THE
It may be pointed out, as distinguishing characters of this engine,
that, whenever the sweep is moved, the space which is comprehended
between the barrels and the eccentric, and the posterior or hinder
surface of the sweep will be continually enlarged, and that the space
which is in like manner comprehended between the barrels and the
eccentric, and the anterior or fore surface of the sweep, will be con-
tinually diminished, excepting that, soon after the sweep has passed
at or near the places of contact between the eccentric and the outer
barrels, the posterior space will be suddenly diminished by the sepa-
ration of all that portion which was comprehended between the
eccentric or outer barrel, in consequence of the place of contact
having come to be behind the sweep. And also, that soon after the
sweep has passed at or near the place of contact between the eccentric
and the inner barrel, the posterior space will be suddenly diminished
by the separation of all that portion thereof which was comprehended
between the eccentric and the inner barrel, in consequence of the
place of contact having come to be behind the sweep; and the said
portions so separated will then respectively become portions of the
anterior spaces, in consequence of the interval or distance which will
at the same time be formed between the eccentric and the barrel
immediately before the sweep. Whence it is manifest, that if any
fluid be forced by gravity, elasticity, or otherwise, through one or
more apertures from without into the space on one side of the sweep,
that pressure will carry the sweep forward and the eccentric along
with it, together with such barrel or barrels, as by the construction
shall or may be fixed to the sweep; and, moreover, if there be any
one or more other apertures communicating from the opposite side
of the sweep, in order to allow the said fluid to escape, or be carried
off or condensed, or otherwise disposed of, all such portions of the
said fluid as, by the change of situation of the sweep hereinbefore
described, shall be separated from occupying part of the space behind
the sweep, and shall come to occupy part of the space before the
same, will, in fact, so escape or be carried off, or condensed, or dis-
posed of, and the rotatory motion of the engine will be kept up, and
may be applied as a first mover to other works, so long as a due
supply of the said fluid shall be afforded.
It is manifest, that in case the rotatory motion of the said engine
be produced by any force not applied to its internal parts in the
manner hereinbefore described, and any fluid be admitted to com-
municate with the posterior space within the same, the said fluid so
admitted will flow into or be absorbed in the said space, which be-
comes continually enlarged, and will afterwards be transferred to,
and drawn out of, the anterior space which becomes continually
diminished as aforesaid : and that, in this application, the said engine
may be used to raise or give motion to fluids in any direction what-
ever.*
This rotative engine possesses originality and ingenuity which
cannot be said of many we have enumerated. Our readers will
perceive that the reasons which we have given for the failure of
* Specification of Patent.
STEAM ENGIN E. 13]
many of such like attempts may be applied to this apparatus with no
less truth. Friction has been generally the cause of their failure,
and here that friction appears more than double of almost all we
have yet noticed. For to the friction of the sweep we must add that
of the ends of the concentric and eccentric cylinders, which al‘e
packed at their peripheries, besides the friction of the points where
they are in contact with each other. If machines of this nature,
when encumbered with only one inner cylinder, have been inferior in
effect to the reciprocating engines, it cannot require much discern-
ment to see that, in this instance, where two such cylinders are used,
the power must be trifling indeed. Further, it may be added, that all
the parts would be liable to wear out of the form in which they were
first constructed, so that no packing could preserve them steam-tight.
This we apprehend would take place in a short time, at the sides of
the cavity formed in the eccentric cylinder, for allowing the sweep
to slide through it.
We consider the machine we are about to describe, invented by
Mr. Andrew Flint (and patented about the same time), as liable to
the objections we have just mentioned. The difficulty of packing
indeed (all others out of the question), appear to be an insuperable
barrier to its application.
Fig. 1 is a horizontal section through the body of the engine.
Fig. 2, which is a vertical section of the same, in the line. n v of
Fig. 1 ; the same in each figure being marked with the same
letter. C is the outer cylinder of cast iron, or other proper
metal; D the bottom plate of the same. E the top plate, firmly
fastened down by screws passing through the projecting flanges at ff.
G is the inner cylinder, hollow, and divided by a partition at h. The
two cylinders, C G, must be turned very true, and placed exactly
concentrically. A B is the hollow central shaft, cast in one piece
with the cylinder G, and forming an axis to it, turning in the stuffing
boxes l I. K and L are two valves, each consisting of a top and a
bottom plate m m (see Fig. 4), connected by a portion of a solid
cylinder n. The plates m are sunk into the plates D and E, so as to
lie flush with their inner surfaces ; and the connecting piece n lies
in and fills the cavity prepared for its reception in the outer cylinder
C, at 0, and thus completes the inner surface of the same.
P is the steam float, firmly attached to the cylinder G, and
revolving with it through the circular passage left between the two
cylinders; which passing it accurately closes by means of a packing
composed of hemp, tallow, or other substances used in steam engines
for that purpose. q q q q shew the manner of packing the top and
the bottom plates of the cylinder G, and of the valves K and L, to
prevent the escape of the steam between them and the top and bot-
tom plates of the outer cylinder. This is alike in all these instances,
but will be most readily understood by comparing Fig. 1. with Fig. 3,
which shews the parts to a large scale. r is a circular groove sunk
in the inner surface of the plates D and E, and concentrical to the
axis of the cylinder G, and of the valves K and L respectively. In
this groove is placed a metal packing ring t, and it is then to be filled
up with a packing, against which the surfaces of the said plates of
I32
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STEAM ENGINE. 133
G, K, and L work; and this packing may be tightened in any
degree necessary by the screws ss ss, which press upon the back of
the packing-ring. It is proper to notice, that these circular rings of
packing should, in a small degree, intersect each other at 1, to
prevent the steam from escaping between them into the vacuous
parts of the engine. Q Q are chases filled with packing, to prevent
a similar escape of the steam behind the valves. The steam-float P
is to be packed in its place by means of the circular aperture in the
top plate E, which aperture must be securely closed by a plate fitted
into it, and confined by a strong dog ; or the packing may be intro-
duced by holes in the outer cylinder C, which may be closed in a
somewhat similar manner; but this mode is considered as less secure
when steam of great elasticity is employed. It is evident, that if
steam of sufficient force be admitted through the hollow shaft A, it will
fill the lower division of G, and passing through the hole 6 into the cir-
cular passage already described, where (the valve L being first placed
across the said passage), it will act upon the steam-float P, with a
power proportioned to its elasticity and the area of P, and thus face
it round till it passes the valve K, the steam before it finding a vent
by the hole 7, into the upper division of G, and so through the shaft
B into the condenser. If now the valve K be shut, the re-action,
as it is termed, will take place against it, and the valve L may be
opened to allow free passage to the steam-float. These valves are
placed in the required position by the working gear.”
ſt is our business next to describe the inventions of Mr. R. Wil-
cox, of Bristol, whom we have already noticed in another part of this
chapter. He obtained a second patent in 1805, for a number of
rotative engines, which are, in our opinion, exceedingly ingenious.
The work, entitled Stuart's History of the Steam Engine, has passed
over the contrivances of this gentleman, by remarking that they vary
from Mr. Flint's only in some trifling alterations of the cocks and
steam pipes. But it will be seen that this is extremely incorrect, as
some of the plans described differ entirely not only from Mr. Flint's,
but from every previous attempt of the kind.
Fig. 1 is a vertical section of one of his plans as attached to the
common condenser for the purpose of shewing one of the most simple
and compact arrangements, where the steam is condensed. A the
outside case or cylinder fixed to the framing of the condensing cistern,
or any other more suitable and convenient framing that the engineer
may find most appropriate or suitable to the locality of the premises,
where the engine is to be erected. B B the inside or revolving
cylinder, attached to and connected with the vertical shaft, which
is the first mover, and which gives a rotative power to any de-
scription of machinery requiring the same, through the medium
of a spur wheel fixed to the said shaft, when a vertical motion
is required ; or with a bevil gear wheel, where an horizontal
motion, is wanted. C C moveable pallets, gates, or valves, for
regulating the operation of the steam in the engine; one of
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* Specification of Patent.
134 HISTORY OF THE
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the said pallets, &c. is attached to the fixed cylinder. A, and
the other to the interior cylinder B, as is more distinctly seen
in Fig. 2, and the references annexed. D the steam valve for





















STEAM ENGINE. 135
the admission of steam between the said pallets, E the ex-
hausting valve for the egress of steam. The gear required for
opening and shutting the valves D and E, and for opening and
shutting the said pallets or gates C C, is so nearly similar to that of
common engines, that it would be useless to describe it more than
the said valves D and E require to be opened and closed at the same
time, whereas, in general, they are opened and shut alternately by
the plug tree, or other simple and well known means. F the top of
the cylinder, composed of a ring of metal, for pressing the packing
round the moveable cylinder, the lid is screwed down with screws,
as is usual in securing the lids or tops of cylinders. G G two rings
of metal pressed by screws, from a lever secured to the top of the
cylinder F, for compressing the packing, and securing the joint of
the cylinders A B. H H a circular channel into which the revolving
cylinder B works, for the purpose of preventing the ingress of air or
other fluids into or by the said interstice or channel, and which is
packed with hemp and grease, and pressed in such manner with a
ring as thereby to render the engine more efficient, by keeping it
perfectly tight. I the common condenser, the air pump of which,
is wrought by studs or stops projecting from the horizontal shaft, or
any other simple or effectual way the engineer may think proper, as
is more distinctly seen in Fig. 3, which is the end view of the shaft,
and the side view of the piston rods; the operation of which is so
obvious, as not to require elucidation. Fig. 2 exhibits the bird's
eye view of Fig. 1, with the top of the cylinder and compressing
rings removed, to show the operation or apparatus for opening and
closing the pallets, gates, &c. and and also part of the flanges re-
moved to show the situation of the valves. The letters of reference
in this case of Fig. 2, are placed upon the same parts of the engine
as in Fig. 1, which it would be superfluous to recapitulate. C C the
pallets, &c. formed of two or more pieces of metal ; one part of the
said pallet is permanently secured to each cylinder A and B, whilst
the other part or parts turn on a joint or hinge ; which said joint or
hinge is made steam tight or secured, together with the whole of the
edges coming in contact with the cylinder, with a hemp cloth stuffed,
wadded, or folded together, or by other similar materials, capable
of stopping the passage of steam, and which must be screwed or
otherwise fastened on the front of the said pallet; and by the pres-
sure of the steam it is pressed or brought in contact with the said
pallet or cylinders, and thus it effectually prevents the escape of
steam, or other fluids by or with which the engine is wrought. KK
two racks, and pinions communicating by a straight and parallel
bar, working through a stuffing box in the sides of each cylinder,
whereby the said valves are opened and shut, whilst passing each
other, from the external part of the engine by a piece projecting from
the upper or lower part of the fixed cylinder, which may be placed
at the option of the engineer ; which said piece in its passage comes
into contact with the gear connected with the said pallets, and
thereby with any of the well known simple methods or gear used for
opening and shutting of valves in the present steam engines. The
136 HISTORY OF THE
ſº &c. of the engine are opened and shut as occasion requires.
, Fig. 2 exhibits a second gate, &c. which in this case slides
backwards against a straight parallel surface during the time the
pallet in the revolving cylinder is passing when the said gate is
sliding by the gear against the revolving cylinder, as in the drawing.
The said gates may be opened and closed in a variety of ways, such
as a spindle ground into the bottom of the fixed cylinder, and con-
nected by a link to the gate internally, or a crank or compound lever
may be applied instead of the rack and pinion externally. &
In another plan Mr. Wilcox proposes a piston firmly fixed to the
interior cylinder, and instead of gates or pallets, he has a plate of
metal which is drawn into a recess as the piston passes, and returned
immediately into the cylinder, so as to become an abutment for the
action of the steam.
In this plan A is the outside stationary cylinder. B the inner
cylinder, C the top of the cylinder and rings, as in Fig. 1 and 2,
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STEAM ENGINE. 137
already explained. D a plate of metal, as represented by the dotted
lines, made very straight, smooth, and parallel, as it respects its
thickness. E a small shaft or axle, working through a box, or a
receptacle fixed on the outside of the cylinder A, allowing room suf-
ficient for the said plate to drop clear off to the bottom of the cylinder,
whilst an accurate incision is made in the bottom and side of the
cylinder sufficient to admit the said plate D to slide freely up and
down, which is effected by a rack and pinion, or lever, or any other
simple contrivance attached or connected to the extremity of the shaft
E; by which means the steam is caused to act on the same or a
similar principle, as in Fig. 1. F, Fig. 4, presents a second way of
producing the same effect, namely, that of raising a plate of metal
through an incision made in the bottom of the cylinder A, from a box
fixed underneath the cylinder, through the medium of a parallel bar
working through a stuffing box; whereby the said plate D is raised
or depressed, as the working of the engine requires.
“Fig. 5 is the bird's-eye view of Fig. 4, with the same general
letters of reference to their respective parts, as in Fig. 4. K the
steam passage. L a passage leading or communicating with the con-
denser, when the steam is required to be condensed. Here it may
be necessary to remark, that, although the plate D is shown as rising
upwards, as being the most convenient way; nevertheless, the boxes
necessary to receive the plates may be placed above the cylinder,
and the plates may be raised in an oblique instead of perpendicular
direction.
“Fig. 8 is the plan of another rotatory engine. A the outside
fixed cylinder. B the inner or revolving cylinder. D D two or more
pallets, working through a deep stuffing box, and turned by a lever
or other power from the external part of the engine alternately flat
or edgewise; the pallets D are fixed to the revolving cylinder; E is
the steam passage, that to the condenser not being shown.
“Fig. 10 is the bird's-eye view of a rotary engine, as wrought
with a cock or portion of a circle, whereby a similar effect is produced
as in Fig. 1, by or with a portion of circles: in these figures, 8, 11,
the lids of the cylinders are removed, and a part of the flanges where
the circles or irregular cocks are used is broken off, to render the
working parts conspicuous. A, the outer or fixed cylinder. B, inner
or revolving cylinder. C C, the pallet, cock, or portion of a circle,
fitted accurately into the circle it prescribes; with a spindle working
through the top of the cylinder. D, the groove, into or against which
S

HISTORY OF THE
i:38
the part coming into contact with the revolving cylinder is secured
With a piece of hardened inetal, in order that the constant friction of
the revolving cylinder shall not injure the pallet or cock. Ethe

STEAM ENGINE. 139
passage to the boiler. F the passage to the condenser. G the pallet
secured to the working cylinder. In this figure two portions of
circles and cocks are introduced, for the purpose of showing clearly
their situations in different places, the same as in Fig. 10. .
“Fig. 11 exhibits the bird's-eye view of a rotatory engine, as
wrought by a cock or cocks, which regulate, the steam instead of
valves, and also act as the principal cock or pallet in the said engine.
A the outer fixed cylinder. B the inner revolving cylinder, with a
fixed pallet. C C the cocks, which are wrought from the external
part of the engine, by a spindle passing through the top. D a piece
of hard metal, introduced into the said cock, to resist the friction of
the revolving cylinder, as explained in Fig. 10. E, steam passage.
F, passage to the condenser.”
The first of Mr. Wilcox's plans (1 and 2) is, as far as we know,
perfectly original. Its great complexity has been, no doubt, a great
cause of its abandonment; if, indeed, it was ever tried. The number
of racks, pinions, gates, pallets, joints, grooves, slides, and stuffing
boxes, must instantly impress the mind of every one with an idea of
its great inferiority to the most complex reciprocating engine.
The second scheme, (4 and 5) it will be perceived, resembles in
its general principle one of Messrs. Bramah and Dickenson's engines,
a description and plan of which will be found at page 70 of this work.
The objections, therefore, which have been made against that plan,
will apply equally to Mr. Wilcox's.
In the third plan (Fig. 8) we apprehend that a great waste of
steam would arise from the difficulty of making the pallets, D, unite
sufficiently close at the joints; besides that the complexity would be
nearly as great as the first plan.
The fourth and fifth plans (10 and 11) resemble that of Mr. Flint's
so nearly that we doubt not they failed from the same cause.
In the year 1807, Mr. Henry Maudslay, of London, obtained a
patent for a Portable Engine, in which he introduced several in-
genious improvements on the valves and working parts of steam
engines, which tended not only to reduce the friction, but altogether
to render them tighter and more compact. The accompanying figure
will enable our readers to understand what these improvements were.
A represents a frame of thin cast iron, for the purpose of fixing
the cylinder. B B are two cold water cisterns, of merely sufficient
size to admit of easy access to the pumps within them; they com-
municate with each other by a pipe a. C is the cylinder surrounded
by a casing (b) of copper or other material. The space between the
cylinder and casing is filled with wool or some other imperfect con-
ductor of heat; D is the piston rod joined to smaller rods carried
down on each side of the cylinder to E, and having an opening or
division so as to avoid interfering with the main shaft. These rods
are at their lower ends fixed to a wheel F, with a fluted rim : from
the centre of which a connecting rod, G, is carried to the end of the
crank. The wheel F runs between two guides, c c, so as to preserve
* Specification of Patent.
14() HISTORY OF THE
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the rectilineal motion of the rods E, and the piston rod D. H is the
crank, a three-throwed one. J a cross beam for working the pumps
PQM; its motion is procured by having a fork underneath it, which
embraces one of the cranks H, on which is a roller for reducing
friction. By this means the fork, and consequently the beam and
pump rods, is reciprocated by the revolution of the shaft. K K is the
fly wheel; L is the condenser, containing the air pump M ; N is the
hot water cistern, and O the hot water pump; P the cold water
pump; Q the injection cock; R the steam pipe from the boiler to
the cylinder; S the eduction pipe. The steam is admitted into the
cylinder by a four-way cock, which differs from that generally used
by its being considerably more taper, which effectually prevents
it from jamming by unequal expansion or contraction, an evil to
which the common cock is liable.















STEAM ENGINE. I4]
There are few machines which display more ingenuity, either by
skilful arrangement or neatness, than this; and, as it regards its
utility, it need only be said that long continued trials have fully
established the great excellence of Mr. Maudslay's engine. We do
not pass over this machine, therefore, with so short a description on
account of any doubt respecting its merits; for were the length of
our remarks to be governed by our opinion of the utility of any
machine, they would in this instance extend over several pages. But
however beautiful may be the arrangement of Mr. Maudslay's engines
this is not their sole merit; for Mr. M. has, by superior workmanship,
and most careful attention to the selection of good materials, obtained
the reputation of being one of the best manufacturers of steam engines
in the world.
I42 HISTORY QF THE
CHAPTER VI.
CoNTENTS.-MEAD’s ROTATIVE ENGINE.-cLEGG’s STEAM wheel.—chapMAN's
st EAM wheel.-witty’s RotATIVE FRom RECTILINEAL Motion.—on ion’s
STEAM WHEEL.-BLENKINSOP's Loco-Motive ENGINE.—BRUNTON's Loco-
MOTIVE ENGINE, OR MECHANICAL TRAVELLER.—DoDD AND STEPHENSON's
Loco-MOTIVE ENGINE.-TREVIThick's RotATIvE ENGINE AND IMPRovED
STEAM BOAT-TURNER’s RotATIVE ENGINE.—losh AND STEPHENson’s
IMPROVED LOCO-MOTIVE ENGINE.—ROUTLEDGE's RotATIVE ENGINE.-
MALAM's IMPROVEMENTS.–SIR w. Congrev E's stEAM wheel.—wright's
ENGINE,-PontiFEx's IMPROVEMENTs. – RIDER’s RotATory ENGINE.-
MASTERMAN’s STEAM wheel.
WE stated in our remarks on Hornblower's Steam Wheel, (de-
scribed at page 77) that it had been claimed as an original invention
many years after Mr. Hornblower obtained a patent for it, we alluded
to the patent of Mr. T. Mead, of Hull, dated 1808, the specification
of which describes a machine resembling in principle, though of a
somewhat different form, to this engine of Hornblower's.
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STEAM ENGINE. 143
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“A and B, Fig. 1, are two circular plates or shells of metal,
similar in their construction, having their insides turned, or otherwiso
made very true and correct; A has its inside uppermost, and B its
outside uppermost. Each of these circular plates or shells have a
flange and semicircular cavity formed for the reception of the pistons
which are afterwards described, and a recess or hollow part formed
round its centre for a small circular plate to turn in. Near to the
edge of cach recess is a small groove running quite round it; in the
bottom of each groove is placed a metallic ring, O O, capable of
being adjusted by screws on the outside of each shell. At its centre
is a hollow pipe or boss for the reception of the spindles, F and G.
The plate A has also two holes, a a, Fig. 3, to which pipes are fitted,
one to convey steam into the shells, the other to conduct it from
them into a condenser, or wherever it may be required. C C two
pistons with grooves round them to admit of a packing or wadding.
D and E two circular plates to which the pistons are connected
or made fast. F and G two shafts or spindles; the spindle G is
made hollow to receive the spindle F, which passes through it. H
and I two arms made fast to the two spindles; each arm, near its
extremity, carries a wheel K and J, which are generally termed
friction wheels. L a fly or a regulating wheel, fixed to one end of a
shaft or moveable axis, having in its side opposite to its axis a groove
running across its diameter for the reception of the friction wheels
J and K, which wheels, when the pistons are put in motion, work
in it, and give motion to the fly wheel and other machinery which









144 HISTORY OF THE
may be connected with it. R R the hollow plates or bosses for the
spindles to work in ; S S flanges by which the shells are fastened
together. Fig. 2 is a front view of one of the pistons, with its cir-
cular plate, arm and friction wheel; J the friction wheel; H the
arm; D a circular plate, and C the piston. V V V grooves for the
reception of the packing or wadding, which is to be made fast therein.
When the engine is to be put together, the arms are taken off from
the spindles; the spindle F is then to be inserted in the hollow
spindle G, which, with their respective pistons, are placed in one of
the shells, and the one shell placed over the other; the shells are
then fastened together with screws or otherwise, so as just to admit
the pistons with their respective plates and spindles to turn round in
their channels nearly steam-tight; the arms may then be made fast
on the spindles, and the engine erected. Place the direction of its
axis in an horizontal or lateral direction, parallel with the direction
of the axis of the fly, but nearly as much out of that line as the length
of one of the arms, H and I, taken from the centre of the spindle to
the centre of its friction wheel, and at such a distance from the fly
as to admit of the friction wheels moving freely in the groove on its
face. By so doing the axis of the engine will be placed eccentric
with the axis of the fly. The engine may be fixed in an iron or wood
frame, and the fly supported in the same or a separate frame, in the
position before pointed out. If the fly is then turned half way round
upon its axis, one of the friction wheels will remain locked or held
fast in the groove near its centre, and the piston with which it is
connected remain nearly stationary in the steam chamber, between
the holes a a, while the other friction wheel, with its arm, spindle,
small circular plate and piston, make nearly one complete revolution,
round their common centre of motion, or the centre of the engine.
If the motion of the fly continue till it has made one complete revo-
lution round its own axis, the friction wheel which was locked or
held fast in the groove near its centre, will move off in the groove
towards the circumference of the fly, and with its arm, spindle, small
circular plate, and piston, make nearly one complete revolution
round their common centre of motion, or the centre of the engine,
and the other friction wheel in its turn remain locked, or held fast
in the groove near the centre of the fly, and the piston with which it
is connected remain nearly stationary within the steam chamber
between holes a a ; and so on, alternately, as long as the fly continues
in motion. Instead of the hollow spindle G, and the solid spindle F,
two other solid spindles may be used, by applying one to each small
circular plate, and passing them through the opposite pipes or
bosses, each having its arm and friction wheel as before, but working
in separate grooves mounted on separate axles, and united by wheel
work. When the engine is to be set to work by the force of steam,
the steam is permitted to enter by one of the pipes into the steam
chamber, where, by its elasticity, it will press or act upon both
pistons nearly alike; and as one of the pistons is stopped or held
fast by the aforesaid methods, the steam cannot pass into the other
pipe that way, but will force the other piston round with its small
STEAM ENGINE. 145
circular plate, spindle, arm, and friction wheel, and put the fly in
motion, and continue it as before explained. A similar effect Inay
be produced with a concave globe or sphere, having within it two
moveable semi-circular leaves, (as a substitute for the pistons) with
packings at their edges, and united in the centre or axis of the globe
with joints or hinges, and having each of them an axis passing
through the globe to receive the arms and friction wheels as before
described, and with holes and pipes for the admission of steam.”.
By referring to the aforesaid drawing of Hornblower's Engine it
will be seen that principle of alternate revolution of two pistons is
adopted, both in that and in this before us. But although there
might not be that difference in Mr. Mead's engine to merit the name
of an original idea, yet it is extremely ingenious; and the method
whereby he has endeavoured to avoid the striking of the two dia-
phragms, is probably the nearest approach to a removal of that evil
which we stated was the probable reason of the abandonment of
Hornblower's plan. For here, by the aid of the fly wheel, the
moving piston is gradually brought (like the piston of the recipro-
cating engine) to a state of rest, so that the striking would be almost
done away with. This being the case, we feel much difficulty to
satisfy ourselves as to the cause of failure: and, but for the assurance
that it did actually fail, we should have almost expected that it would
have exceeded in effect any rotative engine we have yet described.
For although there is reason to believe that the wadding or packing
would be torn out of its place in passing over the cavities for the
admission and exit of the steam, yet that difficulty could be removed
by the substitution of metallic packing. If this engine ever had a
fair trial under circumstances where there were no local inconveni-
ences, we confess we cannot see why its effect was not equal at least
to that of a beam engine. It is true, the revolution is neither con-
tinuous nor equable, but this is no more the case with any engine in
use, but on the contrary, a much greater mass of matter in others
that is to be brought to rest at each change of motion.
Mr. Samuel Clegg, of Manchester, obtained a patent for a Rotative
Engine in the year 1809, the principle of which is thus explained.
“Fig. 1 is the underside of a circular piece of cast iron, and of a
diameter and thickness proportioned to the size of the engine. I is
the common centre of the different circles shown on this piece. With
any convenient radius less than that of A A describe the circle C C,
and within the latter the circles D D and E E,-the radius of the
latter being the least of those now named. From the uses of these
parts, which will be immediately described, an idea of their relative
dimensions will readily be inferred. Let that part of the surface
A B, A B which is contained between the circles A and C, be plain.
Between the circles C and D sink a circular groove CD of any given
depth; and between the circles D and E let another circular groove
be cut of the breadth DE, and of any given depth less than that of
the groove CD. Let the remaining part of the surface A B, namely,
* Specification of Patent.
T
146 HISTORY OF THE
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that included between E and B, be cut down to any depth less than
the depth of the groove D E.
“ Into the groove CD let such a number of segments of a circle
be fitted as shall form a complete eircle, excepting the space at L,
which is occupied by adjusting screws or springs, to keep the seg-
ments close together. The segments are the breadth (or nearly) of
the groove CD, and of a depth less than the depth of the groove
CD. Those sides of them which apply to each other are to be
ground together plain, and air-tight if possible. Their under sur-
faces, which are shown in Fig. 1, are to be flat, so that the whole
may form one complete plain surface, excepting the space before
mentioned, which is taken up by adjusting screws or springs 12,
which screws or springs are placed so far below the surface as to let
a roller pass by them, which will be mentioned hereafter.
“Fig. 2 represents a vertical section wſ the plate and grooves of
Fig. 1, resting upon a circular chamber or hollow space YY, to which
chamber the said plate forms a light covering, excepting that space
occupied by springs or screws L L, as before mentioned. I the
centre of all the grooves and circles before described, is also the
centre of the shaft. On the shaft I is fastened a plate or coupling
Z, in which is inserted a bar F : this bar may be of any given
breadth, but in depth must be less than the depth to which the
circle E B was cut below the surface A B; to this bar is attached a
wheel or roller G, shown in Fig. 3, upon a larger scale. The manner
in which it is attached to the bar F is also there seen, and it is so
attached to it that the top of the wheel or roller G shall always be
higher than the top of the bar F. The wheel G, being attached to
the bar F, will, when the bar is made to revolve, describe a circular

STEAM ENGINE,
I47
path H H H along the plain
gments, before described.
h segment which answers
surface of the se
n such a manner as to
to the path of the roller G be rounded off, i
Let that portion of the plain surface of cac

148 HISTORY OF THE
make that portion of the surface an arc of a circle, the convex cir-
cumference of which is presented to the roller G. In Fig. 3, at H,
is shown a perpendicular view of one of the segments, rounded off
in the manner described, and presenting its convex circumference to
the roller G. There may, likewise, be another roller attached to the
bar behind it, to lower down the segments in the same manner in
which they are raised by the first roller. Now it is obvious, all the
said segments being in their places in the groove CD, Fig. 1, that
the roller G, in performing a revolution round the centre I, must
travel along a series of convex arcs of circles, cqual in number to the
number of segments in the groove CD. The groove D E is, in fact,
a recess in the deeper groove CD, and may, if necessary, be filled
with hemp or tallow, or any other material which may answer the
purpose intended.
“It must be remembered that Fig. 1 is a view of the underside of
the machinery. Fig. 2 is a section of it, supposed to be in its proper
position, resting as a cover to the circular chamber YY, and the
segments resting upon a flat facing O O. Each segment projects
over the facing OO on both sides; their projection on one side
completes the cover over the hollow chamber, and the other is the
rounded surface for the roller to lift them. The facing O O is exactly
or as nearly as can be, level with the underside of the plate A B AB,
when the plate is on its place, as represented in Fig. 2; so that
when the segments are all in their places, they complete the semi-
circular chamber, and fit so close on their seats and in the groove,
that were the chamber to be filled with any elastic fluid, they would
prevent its escape, or nearly, excepting where the space is left for
the springs or adjusting screws. The use of these segments, which
are what the patentee claims as his invention, is as follows: conceive
a door or valve to be fitted in the hollow chamber at Q, and a piston
R, likewise fitted in the chamber so as to move round in it, and the
bar F made fast to the piston, on the side and in the manner repre-
sented in Fig. 1; then, if an elastic fluid of sufficient strength enters
the chamber at N, it will press equally against the door or valve,
and the piston; but the door or valve being immoveable, and the
piston moveable, the piston will be propelled forward in the circular
chamber by the elastic fluid. The bar F being fastened to the piston,
and the roller G to the bar F, in the manner represented in Fig. 3,
and the roller being in motion with the bar and piston, the roller
will lift the segments in succession, as it comes in contact with them.
The segments before the bar, being by this means lifted, allow the
bar to pass, and the operation being the same in all, the bar and
piston make a complete revolution. Each segment, as soon as the
bar leaves it, falls down by its own gravity, or by springs, or any
other contrivance, so that the opening which is made for the bar to
pass is closed before the elastic fluid reaches it; the elastic fluid
being kept from the opening by the inner breadth of the piston ex-
ceeding the outer diameter of each segment. The door or valve is
lifted out of the way of the piston, when the piston comes in contact
with it, into the opening in the plate at N, a recess being made in
STEAM ENGIN E. 149
that segment which is opposite the door for that purpose; during
which fime the elastic fluid is shut out, but it enters again when the
door returns to its seat, and thus the operation continues. -
“ In Fig. 2 C is the condensing vessel, a the air pump, & the air
pump buckets, d the hot water cistern, e the clack... ff, the inclined
plane for working the air pump bucket, is fastened in the shaft, and
consequently revolves with it. To the air pump bucket is attached
a hollow tube through which the shaft goes. To this tube is fastened
a cross bar, at each end of which is a roller r, resting npon the in-
clined plane: of course when the plane revolves the bucket rises and
falls. The plane is divided into two different angles, so as to make
it more acute where the bucket rises, but nearly an angle of 45° where
the bucket descends, as represented in the drawing. The injection
enters the groove above the blocks, and keeps about three inches
of water upon them: the injection then enters the condenser out of
the groove, as seen at X. Each segment or block, K, is of sufficient
weight to resist the pressure against that part of their under surface
which is over the semi-circular chamber, and will generally be about
five-eighths of an inch. The blocks. may be likewise lifted exactly
in their centre of gravity by ineans of a lever in the upper part of the
groove, and worked by a roller or small inclined plane fastened to
the shaft, as represented by the dotted lines; and as it is not neces-
sary for the blocks to rise more than half an inch or five-eighths, the
motion will be very easy; and whatever descending power the blocks
have, they will propel the bar forwards proportioned to their weight
and the space through which they move, so that there is only the
friction of the blocks to overcome. Supposing the pressure on the
piston to be 800 lbs. the weight of all the blocks will be about 500
lbs. for such a sized piston, and will seldom exceed more for the
largest engines, as the space for the bar to pass will be nearly the
same in all, the strength of the bar depending upon its breadth, not
on its thickness : thus, 800 lbs. will move through the space of 16
feet, whilst 500 lbs. go through the space of half an inch: then, if
the descending of the blocks is taken into consideration, as before
described, the friction of the blocks will make no sensible difference
to the progress of the piston. The lid M being the only opening
into the engine, and the only stuffing-box, and that covered with
water, no air can enter but what is contained in the water used for
injection.”*
It is our opinion that this patent would never have existed had
Mr. Clegg been acquainted with the effects of steam acting on a lever
as explained at page 43. It is there shown that no increase of effect
is gained by increasing the length of the lever; for although steam of
a given pressure acts on a lever of two feet from the fulcrum with twice
the effect it does on a lever of one foot, yet it is apparent that the
consumption of steam is also doubled, and, therefore, that the power
is as the steam consumed. Though it is presumed that this fact is
too well known to need minute explanation, yet it is necessary now
* Specification of Patent.
150 HISTORY OF THE
to mention it, since there can be little doubt but that if Mr. Clegg
had been aware of it, he never would have made use of those Seg-
ments which alone constitute his patent; the purpose of such Scg-
ments being (as has been explained) to obtain the effect of the steam in
a channel at some distance from the centre of motion, without making
use of the interior cylinder or plate, used in most of such engines.
No advantage, therefore, arises from the use of these segments,
but, on the contrary, the extreme nicety of their fitting is a con-
siderable drawback; and we apprehend also, that they would soon
become deranged, and suffer the steam to escape. But the most
objectionable part is the valve which has to be struck out of its
place, whilst the piston is travelling at its full speed; indeed, there
can be little doubt but that the rapid destruction of this valve was
the cause of failure.
Mr. William Chapman's Rotative Engine, patented 1810, is
represented by the accompanying drawing. -
A represents a drum, packed on its two ends, and revolving
within an exterior cylinder C C, so that a channel is formed between
the two cylinders, in which the steam acts upon the flaps FG. I.is
a cavity filled with hemp, which effectually stops up the passage or
channel; an adjusting screw K tightens up the packing as it wears;
D is the steam pipe, and E the escape pipe. The steam being intro-
duced at D presses upon the valve or flap F, which recedes from the

STEAM ENGINE. 151
pressure, until the valve G having reached the roller H, is shut into
the cavity L, and passes under the stop I. As soon as it has cleared
the stop, a pin on the outside strikes a lever attached to the spindle
on which the flap is hung, opening it out again as before, so that it
fills up the passage and receives the action of the steam, allowing F
to be shut at the proper place, without interrupting the revolution of
the axle. More explanation is unnecessary, as the drawing fully
shows the plan.
An engine on this principle was tried at the iron works of Messrs.
Hawks & Co. Gateshead, but so great was the noise made by the
flaps striking the roller, that many of the workmen who heard it
imagined the sounds to proceed from a tilt hammer. It was also
found impossible to keep it steam tight, by the greatest attention to
the packing. Another engine of larger dimensions was also tried on
the Tyne, but finally abandoned for the same reasons.
Mr. Richard Witty, of Hull, procured a patent in 1810, for an
engine, the revolution of which was effected by weights being alter-
nately drawn to and driven from a centre, round which a working
cylinder or cylinders revolved, there being attached to the piston rod
or rods a number of weights. These weights were drawn as near
as possible to the centre on the ascending side, and are projected
outwards on the descending side as far as possible from the axis.
In the following year Mr. Witty took out a second patent, for
improvements on the former plan, which improvements consisted in
making the piston draw or force round the machinery, whilst itself
moved both in a rectilinear and rotatory motion in a cylinder; which
revolved upon an axis. The mechanical contrivances by which this
was effected were of various kinds, which caused the power of the
piston to draw or force the cylinder round. We here give those
which we conceive to be most deserving of notice.
A, Fig. 1, is the cylinder, shorter and wider than fixed cylinders,
with its piston B, the rod of which works air-tight, through the
stuffing boxes a a, at each end of the cylinder, with a provision at
w to blow the air and water at starting when required. The axis
or shaft, C C, is fastened at right angles to the cylinder, with screw
bolts through flanch i i. In the axis are cast or bored two ducts or
channels, ef, of sufficient capacity to admit steam to supply the
cylinder. The ends of these ducts are securely plugged up. The
side pipes, h and g, are joined to the sides of the axis, and com-
municate separately with the ducts, ef, in such a manner that the
pipe h shall communicate with the duct e, and the pipeg with the
duct f. The other ends of these pipes are joined to the ends of the
cylinder, DD is the concentric collar, through which the taper
part of the axis works air-tight; to this collar are screwed the steam
pipe E and eduction pipe F; the former leading from the boiler, and
the latter to the condenser and the exhausting pump. The two
holes in the collar, where the two pipes are joined, are made in the
form of a parallelogram, so that when the cylinder, side pipes, and
shaft, turn round through the collar D D, the communications be-
twixt the boiler and cylinder, and the cylinder and condenser, will
152
HISTORY OF THE
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STEAM ENGINE. 153
be open alternately during half the revolution, and each side of the
piston will be open, or exposed alternately to the steam and the
condenser.
Fig. 2 represents what is called the cardioid motion, attached
to the engine. It consists of a parallelogram, frame, or trammel
groove, joined to the piston rod by the two triangles M M, MM.
The two friction wheels, N N, are hung betwixt the ends of these
triangles, and the piston-rod and rim betwixt the side joints o o o o,
cast or screwed upon the covers of the cylinder. At the distance of
half the stroke of the piston from the centre of the cylinder shaft is
fixed a strong stud or pin, having a strong knee crank, at right
angles from it, to support the gudgeon end of the cylinder shaft at S.
On the round part of this stud runs a wheel P, filling the trammel
groove, and the square is driven tight into another piece of cast-iron,
and keyed fast, and this is bolted down to a beam of wood, as at K,
Fig. 3. When the steam is admitted under the piston the trammel
groove moves with the piston rod, and is turned from a rectilinear to
a rotary direction by the stud P, resisting on one side of the trammel,
and causes the cylinder to revolve towards the stud, and as it re-
volves the groove comes perpendicular, or at right angles, to the
situation in which it is seen in the figure, the cylinder lays horizontal,
the piston is at the extremity of its stroke, and the alternations of
the steam take place at that instant in the axis. In this position
the engine may be said to be passing centres, similar to that of a
beam engine, when passing the vertical position of the crank; and
thus a continued revolving of the cylinder is effected, while its piston
describes a circle, the diameter of which is half the length of the
stroke.
Fig. 3 is a contrivance for applying the force of the piston upon
a wheel R, or crank, which revolves upon a separate axis at W,
placed half the length of the stroke of the piston from the centre of
the cylinder shaft X, which is supported by a knee from or through
the centre of the wheel, similar to the contrivance for supporting the
gudgeon of the cylinder, Fig. 2. The diameter of the wheel is made
equal to the length of the piston rod; and has its rim made to incline
or project, in order that the piston rod may lay hold of it alternately
at the stops y y.
On inspecting the first invention, namely, the method of obtaining
a revolving motion by the shifting of weights, it appears to us that
Mr. Witty has quite mistaken the object which engineers have had
in view in their attempts to obtain a rotative engine. It will by
this time be seen that the object was principally to avoid the waste
of effect by giving motion to a mass of matter, and bringing it to
rest at each movement of the piston of a steam engine. It will also
be seen that these weights (the particular position of which consti-
tutes the power of Mr. Witty's engine) have to be moved and brought
into rest, exactly in the same manner as those parts of a steam engine
whose motion causes the inconvenience complained of. The same
objection, therefore, applies to his in a tenfold degree, for the com-
mon engine has only to overcome the inertiae of such a quantity of
U
154 HISTORY OF THE
material as may be necessary for sufficient strength; but here thc
power being as the weight, the inconvenience sustained by recipro-
cation in engines of large powers will be readily conceived.
Mr. Witty's improved method, in which he dispenses with these
weights, displays considerable ingenuity. It cannot, however, be
properly called a rotative engine, because the steam does not act
upon piston, vane, or any thing whose motion is rotative: his inven-
tion is merely a new way of applying the action of a common piston.
The best mode, therefore, of appreciating its merit is by comparing
it to a cranked engine, and in doing this we shall endeavour to show
its inferiority. * * * . .”
The patentee states its advantages to consist in saving power
lost by reciprocation, and in dispensing with a fly wheel. To the
first it may be said, that although the beam and some of its appen-
dages are not necessary, yet the increase of the friction by the use
of a grooved frame; the danger of bending the piston rod by its
oblique application in forcing round the engine, are greater incon-
veniences than those attendant on a beam; to this it may be added,
that, when a crank is used, there are two points where the crank
receives its impulse at right angles to the direction of the force, and
is impelled in the same line with the piston, which is of course the
most advantageous application of its power; but in no part of the
revolution of this engine, in any of its modifications, does the impulse
come much nearer the direction of the produced motion than an angle
of 45°.
Nor do we think that a fly wheel can be dispensed with. It
being quite evident that the different degrees in the obliquity of its
direction must render a fly wheel absolutely necessary to produce an
equable motion.
On this principle is the Revolving Engine of Mr. Samuel Morey,
now used in several American steam boats. As there is considerable
novelty in the mode of generating the steam we apprehend its inser-
tion will not be considered unnecessary.
a a a are the steam boilers; 6 b the tar vessels, to be afterwards
described ; c the valve box ; d d the two revolving cylinders, shown
in different positions; e e the piston rods; f the pitman'; h the
centre piece; i i the shaft; k k the valves; l l the steam pipes; m m
the escape pipes; n n the condensers ; v v the face of the valves,
shown in separate figures ; a the tar fire.
The frame, which holds the cylinders d d, is suspended by its
opposite sides so as to revolve. The centre piece h acting as a
crank, is fixed to the end of the shaft i, projecting over the cylinder,
and from this centre piece the bar or pitman f communicates with
the cross piece of the piston rod. Two circular pieces or valves k,
one of brass and the other of iron, are placed on the same axis i, but
on the outside of the frame ; one of them being fixed to the axis,
and the other accompanying the frame and cylinder in their revo-
lution. From this last valve proceed the pipes ll, which conduct
the steam to each end of the cylinder. The valve has a smooth face,
which is kept close by springs to the face of the other valve, which
STEAM ENGINE. 155
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is fixed to the shaft. The steam is conveyed from the boilers through
the outer valve into the moving valve, and from the opposite side of
the outer valve proceeds the eduction pipes, which lead to the con-
densers. -
These condensers are upright vessels, two of which belong to
each cylinder ; they are connected at top by a sliding valve box, by
which the steam is made to enter them alternately. They have two
valves at the bottom, which are kept closed by weights. A stream
of water is injected into the condensers which escapes by the bottom
valves p p, by which, also, the air is blown out at every stroke; in
this manner the engine is at first cleared of air.
In order to give a reversed motion to the engine, two cocks and
cross pipes are employed, for the purpose of changing the passage of
the steam to the opposite sides of the valves.
When the engine is thus constructed, the steam admitted
below the piston by the lower pipe l, forces up the piston rode, and
s§
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156 HISTORY OF THE
the cross piece at its upper extremity. This cross piece carrying
along with it, the bar f, acts upon the crank h, which thus gives a
rotatory motion to the shaft i i, and of course to the cylinders and
frames; the shaft i by means of a pinion drives the axis of the
water-wheel.
With the view of saving fuel, this engine has the Gas Fire
applied to it in the following manner : The boilers being cylindrical
with an inside flue for fuel, two or three are placed close together,
and set in the following manner ; first, cross bars of iron are laid on
the timbers; a platform of sheet iron is laid on these bars, coated
over with clay, mortar, or cement to keep out the air. Upon the
sheet iron, and over the bars below, are placed cast iron blocks, in
shape to fit the curve of the boiler, so as to raise it three or four
inches above the platform. The sheet iron is continued up the out-
sides of the outer boilers so as to enclose them ; and at one end,
between the boilers, there are small grates for coal or other fuel.
The tar vessel or vessels are lodged in the space between, and
upon the boilers, and a small fire may be made under them if neces-
sary. A pipe leads steam in at one end, two pipes at the other ;
one near the bottom, one near the top, lead out the tar and steam.
These pipes unite below ; the steam and tar thus mingled, in suitable
proportions, flow to the plain fire or the flues of the boilers, as well
as to the coal fire below, where the gas and tar are ignited. The
fireman judges of the proportions of each by the effect; the object
being to produce a nearly white flame, without appearance of tar.
Thus flame is applied to the greatest possible surface, and the appa-
ratus adds very little cost to the engine.
Mr. Morey has also made two other improvements in the boiler.
The first of these consists in lining or covering the flue within with
sheet iron or copper, perforated with small holes, reaching down its
sides nearly to the bottom. By this contrivance the water is made
to circulate rapidly between the flue and the lining, up to the top of
the flue, and thus protects it from being run dry, or heated red hot,
when the water gets by accident too low. In consequence of this
circulation, the lining causes the steam to form much faster.
The other improvement consists in an interior boiler or vessel,
occupying the back part of the flue, and communicating downwards
with the water, and upwards.
Several engines of Mr. Morey's construction have been erected.
The Hartford steam boat, 77 feet long, 21 feet wide, and 136 tons,
is propelled by one of them. In this vessel, the engine with its
boiler occupies a space of 16 feet by 12, or one-eighth part only of
the boat ; the cylinders being hung in the timbers of the deck, over
the boilers. The two cylinders are 17 inches each in diameter, and
have a stroke of 18 inches, and revolves 50 times in a minute. The
area of the piston being about 227 inches, it will, when worked
with steam of 50 lbs. have the power of 100 horses.
The Rotative Engine of Mr. Onions, of Bristol, patented 1812,
differs essentially from all we have described. The invention con-
sists of an annulus or hollow ring connected by hollow arms, with
STEAM. ENGINE. 157
a revolving shaft also hollow. The steam is admitted at one end of
this shaft, passes through one of the arms, and thereby gets into the
rim in which are valves so placed as to prevent the steam from acting
in more than one direction. The annulus is nearly half filled with a
metallic alloy composed of eight parts of bismuth, five of lead, and
one of quicksilver. The property of this alloy is, that although solid
at the common temperature of the atmosphere, it becomes fluid in
boiling water or steam. The steam, therefore, when introduced into
the wheel after first fusing the alloy, forces it up on one side of the
wheel, thereby making it heavier than the other : the metal, in at-
tempting to regain its equilibrium, causes the wheel to revolve; and
the supply of steam being continued the revolution is kept up. For
a more perfect comprehension of this machine our readers may inspect
the drawing we have given of Watt's Rotative Engine, at page 47,
where the operation of the valves, and entrance and escape of the
steam, are effected in a somewhat similar manner. The machines in
fact will be nearly the same, if we suppose Mr. Watt's weight to be
a fluid instead of a solid one.
A singular mishap befel this machine on its first trial. It is
a property of bismuth that, like water, it expands as it crystallizes
or becomes solid, so that, on the morning succeeding its trial, the
engine was found broken or rather burst into small fragments, owing
to the expansion of the alloy. This result, therefore, proved that in
order to preserve the engine, it was necessary either to keep it con-
stantly hot, or to remove the metal before it became solid; either of
which would be a sufficient objection to its adoption. But there are
besides, other difficulties to contend with in this kind of engine,
which we shall notice in our remarks on Masterman's Steam Wheel.
A short description of Trevithick's Loco-motive Engine was
given at page 110. It appears that the more general adoption of this
machine was prevented by a fear that the wheels would not adhere
sufficiently to the surface over which it passed, but that they would
slip round without producing loco-motion when any considerable load
was attached to the machine. To obviate this imagined difficulty
Mr. Blenkinsop, of Middleton Colliery, near Leeds, obtained a patent
in 1811, for the application of a rack or toothed rail laid down on
one side of the railway from end to end. Into this rack a toothed
wheel is worked by the steam engine: the revolution of which wheel
produces the necessary motion without any of the slipping alluded to.
The accompanying figure will convey to our readers an idea of
Mr. Blenkinsop's plan. The boiler a is placed on a wooden or cast-
iron frame y. Through its interior passes a wrought-iron tube of
sufficient diameter to hold the fire and grate; this tube is carried out
at the further end of the boiler, when it is bent upwards and con-
tinued sufficiently high to form the chimney 2. a a are two working
cylinders fixed in the boiler, and which work in the usual way; the
piston rods are connected by cross heads to the connecting rods b b.
These connecting rods are brought down on each side of the boiler
and there joined to the cranks c c, (there being corresponding cranks
on the other side of the machine) which are placed at right angles to
158 HISTORY OF THE
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each other, consequently the two cranks on the first shaft are hori-
zontal and at their greatest power, at the time the other two are
passing the centre. Upon these shafts are fixed (under the boiler)
two small toothed wheels, which give motion to a larger toothed
wheel e, fixed upon a third axle. A toothed wheel, f, is firmly
keyed to the end of the central axle, and revolves with the wheel e.
The teeth off correspond with, and work into a rack, R. R., stretched
along one side of the railway. Motion, therefore, is given by the
pistons to the wheels d d, which they communicate to the wheel f by
e: a progressive movement is given to the carriage by the teeth of f
taking hold of the rack.
By this means the load can be drawn up a greater acclivity than
by the machine of Messrs. Trevithick and Vivian, the only objection
being that the power is applied on one side only, which must have a
tendency to force the flanges or projecting rims of the supporting
wheels, against the edges of the rails, by which an extra friction
would be produced. This, however, is a trifling inconvenience, and
is not found in practice to deduct much from the effect of the engines,
several of which have, since the date of the patent, been in constant
use in drawing coal waggons between Middleton Colliery and Leeds.
In the year 1813 Mr. William Brunton, of Butterly Iron Works,
also obtained a patent for a mode of giving motion to carriages by a
very novel contrivance.

STEAM ENG IN E. 159
The present engraving represents this Loco-motive Engine, which
he terms his “ mechanical traveller.” “The boiler was nearly similar
to that of Mr. Blenkinsop's semi-circular (circular); there WaS a
tube passing through it to contain the fuel.” The cylinder A was
placed on one side of the boiler; the piston-rod is projected out
behind horizontally, and is attached to the leg a $, at 4, and to the
reciprocating lever a c, which is fixed at 95 at the lower extremity
of the leg a 5, feet are attached by a joint at (, ; these feet lay a firmer
hold upon the ground, being furnished with short prºngs, which
prevent them from slipping, and are sufficiently broad to prevent
their injuring the road.” -
On inspecting the drawing it will be seen that when the piston
rod is projected out from the cylinder, it will tend to push the end
of the lever or leg a from it, in a direction parallel to the line of the
cylinder; but as the leg a h is prevented from moving backwards, by
the end b being firmly fixed upon the ground, the re-action is thrown
upon the carriage, and a progressive motion given to it, and this will
be continued to the end of the stroke. Upon the reciprocating line
a c is fixed at 1, a rod, 1, 2, 3, sliding horizontally backwards and
forwards upon the top of the boiler; from 2 to 3 it is furnished with
teeth, which work into a cog wheel, lying horizontally; on the oppo-
site side of this cog-wheel a sliding rack is fixed, similar to 1, 2, 3
which, as the cog wheel is turned round by the sliding rack, 2, 3 is
also moved backwards and forwards. The end of this sliding rod is
fixed upon the reciprocating lever d c, of the leg de, at 4. "when
therefore, the sliding rack is moved forwards in the direction 3, 2, 1.
by the progressive motion of the engine, the opposite rod 4, is moved
in the contrary direction, and the leg d e is thereby drawn towards

160 HISTORY OF THE
the engine; and, when the piston rod is at the farthest extremity of
the stroke, the leg d e will be brought close to the engine; the piston
is then made to return in the opposite direction, moving with it the
leg a b, and also the sliding rack 1,2,3; the sliding rack acting on
the toothed wheel, causes the other sliding rod to move in the con-
trary direction, and with it the leg de. Whenever, therefore, the
piston is at the extremity of the stroke, and one of the legs is no
longer of use to propel the engine forward, the other, immediately
on the motion of the piston being changed, is ready in its turn, to
act as a fulcrum or abutment for the action of the moving power, to
secure the continual progressive motion of the engine.
The feet are raised from the ground during the return of the legs
towards the engine, by straps of leather or rope fastened to the legs
at ff, passing over friction sheeves, moveable in one direction only,
by a ratchet and catch worked by the motion of the engine. The feet
are described of various forms in the specification, the great objeet
being to prevent them from injuring the load, and to obtain a firm
footing, that no jerks should take place at the return of the stroke,
when the action of the engine came upon them; for this purpose they
were made broad, with short spikes to lay hold of the ground.*
The next attempt we find to produce a loco-motive steam engine
is in the patent of Messrs. Dodd and Stephenson, of Newcastle upon
Tyne, a description of which we extract from Mr. Wood's work on
rail roads. The patent was dated February 28, 1815, and consisted
of the application of a pin upon one of the spokes of the wheels that
supported the engine, by which it travelled upon the rail road, the
lower end of the connecting rod being attached to it by what is termed
a ball and socket joint; the other end of the connecting rod being
attached to the cross-beam, worked up and down by the piston.
a b represents the connecting rod, the end a attached to the cross
beam, and the end 6 to one of the spokes of the wheel; in like
manner the end d of the connecting rod c d, is attached to the beam
of the other piston, and h and c to a pin fixed in the spokes of the
wheel B. By these means, the reciprocating motion of the piston
and connecting rod is converted by the pin upon the spokes acting
as a crank into a rotatory motion, and the continuation of this motion
secured by the one pin or crank being kept at right angles to the
other, as shewn in the drawing.
To effect this, the patentees had two methods; to crank the axle
on which each of the wheels were fixed, with a connecting rod
between, to keep them always at the angle, with respect to each
other; or to use a peculiar sort of endless chain, passing over a
toothed wheel on each axle. This endless chain which is now solely
used upon these kind of engines, consisted at first of one broad and
two narrow links, alternately fastened together at the ends with
bolts; the two narrow links were always on the outside of the broad
link ; consequently, the distance they were separated laterally would
be equal to the breadth of the broad link, which was generally about
• Wood on Rail Roads.
STEAM ENGIN E. 16.1
"i"
-
El
-w- * ~ *- ~~
* …~ *-->
two inches, and their length three inches. The periphery of the
wheels fixed upon the axles of the engine, were furnished with cogs,
projecting from the rim of the wheels, (otherwise perfectly circular
and flat) about an inch or one and a half inches. When the wheel
turned round, these projecting cogs entered between the two narrow
links, having a broad link between every two cogs, resting on the
rim of the wheel ; these cogs, or projections, caused the chain to
move round with the wheel, and completely prevented it from slipping
round upon the rim. When, therefore, this chain was laid upon the
two toothed wheels, one wheel could not be moved round without
the other moving round at the same time with it ; and thus secured
the proper angles to the two cranks.
This mode of communicating the action of the engine, from one
wheel to, another, is shewn in the drawing ; the wheels A and B
having each projecting cog wheels, round which the endless chain
passes. This contrivance entirely superseded the use of the cog
wheels, and were without the jolts or jerks incident to them ; for,
when the chain got worn by frequent use, or was stretched, so as
to become too long, one of the chains of the axles could be moved
back to tighten it again, until a link could be taken out, when the
chain was moved back again to its former situation.
X

162 HISTORY OF THE
. It will be seen from this description that Messrs. Dodd and Co's
improvement consisted, therefore, of a renovation of Trevethick's
Plan of propulsion by the mere friction produced by the contact of
the wheel and rail. The only material difference between the two
plans being in the using of two cylinders instead of one, and in the
method of connecting the axles so as to cause the cranks to continue
working at right angles to each other. The purpose of this it will be
understood was, that when the one crank was what we call passing
the centre the other was at its greatest power, and consequently aided
the former in its revolution, when for want of a fly wheel it would
have to stop in that situation. It would appear however that this
plan was found insufficient to produce a proper effect, for we find
that Mr. Stephenson in conjunction with Mr. Losh procured a second
patent in 1816, for some improvements upon it. These improve-
ments consisted in the application of steam cylinders placed under
the boiler and upon the axles of the wheels : into which were inserted
pistons, the rods of which were attached to bearings wherein the
axles worked. These pistons being acted upon by the steam in the
boiler, performed the part of springs and served the double purpose
of keeping all the wheels pressed upon the rails, (when owing to any
undulations, there would otherwise have been a tendency in the
carriage to have rested only on three, or perhaps in some instances
on but two of the wheels,) and of preventing any material injury to
the machinery by jolts. The drawing which we use for explanation
is the same as Dodd and Co's, and shews six wheels, but by trial
it has been found that four were quite sufficient.
The patentees state that :—“ in what relates to the loco-motive
engines, our invention consists in sustaining the weight, or a pro-
portion of the weight of the engine upon pistons, moveable within
cylinders, into which the steam or water of the boiler is allowed to
enter, in order to press upon such pistons ; and which pistons are, .
by the intervention of certain levers and connecting rods, or by any
other effective contrivance, made to bear upon the axles of the
wheels of the carriage, upon which the engine rests.
e e e shew the cylinders placed within the boiler, one side of
which, in the drawing, is supposed to be removed, to expose them
to view. They are screwed by flanges to one side of the boiler, and
project within it a few inches; and are open at the top, to the
steam or water in the boiler; g g g are solid pistons, filling the
interior of the cylinders, and packed in the common way to render
them steam-tight. The cylinders in the figure are drawn as cut
through the middle to shew the pistons. The cylinder is, also,
opened at the bottom, and is screwed upon the frame of the engine,
as represented at a a, Fig. 2. The pistons are furnished with a rod,
in a similar way to other pistons, inverted and securely fixed to it;
the lower end of which passes through a hole in the frame which
supports the engine, and presses upon the chair which rests on the
axis of the wheels on which the carriage moves. The chair has
liberty to move up and down with the piston rod. When, therefore,
the steam presses upon the piston, the weight is transmitted to the
STEAM ENGINE. - I63
axle by the piston rod, and the reaction of that pressure takes as
much weight off the engine. If, therefore, the cylinders are of
sufficient area, so that the pressure of the steam upon the whole of
the pistons is equal to the weight of the engine, the engine will be
lifted up, as it were, or entirely supported by the steam, which thus
forms a kind of spring of the nicest elasticity.”
These loco-motive engines have been long in use at Killingworth
colliery, near Newcastle, and at Hetton Colliery, on the Wear, so
that their advantages and defects have been sufficiently submitted to
the test of experiment; and it appears that, notwithstanding the great
exertions on the part of the inventor, Mr. Stephenson, to bring them
into use on the different rail-roads now either constructing or in agi-
tation, it has been the opinion of several able engineers, that they do
not possess those advantages which the inventor had anticipated;
indeed, there cannot be a better proof of the doubt entertained re-
garding their utility than the fact, that it has been determined that
no loco-motive engines shall be used in the projected railroad between
Newcastle and Carlisle, since, had their advantages been very ap-
parent, the persons living immediately on the spot in which they are
used, namely, Newcastle, would have been acquainted therewith.
The principal objections appear to be the difficulty of surmounting
even the slightest ascent ; for it has been found that a rise of only
one-eighth of an inch in a yard, or 18 feet in a mile, retards the
speed of one of these engines in a very great degree, so much so,
indeed, that it has been considered necessary, in some parts where
they are used, to aid their ascent with their load by fixed engines,
which drag them forward by means of ropes coiling round a drum.
The steam cylinders below the boiler, which constituted the patent,
were found very defective, for, in the ascending stroke of the
working piston they were forced inwards by the connecting rod
pulling at the wheel in turning it round, and in the descending
stroke the same pistons were forced as much outwards ; this
motion or play rendered it necessary to increase the length of
the working cylinders as much as there was play in the lower
ones, to avoid the danger of breaking or seriously injuring the
top and bottom of the former by the striking of the piston, when it
is forced too much up or down. As our meaning may not be fully
comprehended without elucidation, let us imagine the cylinder of a
common beam engine to be set upon springs, which have a play of
one foot; the weight of the cylinder, when at rest, depresses the
spring six inches, but if the engine be put in motion, then as the
piston ascends and gives motion to the machinery, the springs below
the cylinder being, as it were, the abutment upon which the steam
acts, are forced downwards against their seat, with precisely the force
that the piston exerts in overcoming the resistance of the machinery.
In like manner when the piston descends, as much weight or pressure
will be taken off these springs by the same means. The cylinder
would, therefore, vibrate or dance upon the bearing springs; and, as
* Wood on Rail-roads.
|64 HISTORY OF THE
the motion which it thus obtains is the reverse of the motion tiren
given to the piston, the length of the cylinder should be lengthened
to allow for the extreme vibration to which it is liable. A quantity
of steam would therefore be lost in filling up this extra length of the
tylinder at each stroke. This would also happen if the cylinder were
fred as usual, and the carriages of the crank and fly wheel supported
upon springs, and this arrangement would then be exactly the same
in principle and effect as the parts of the loco-motive engine to which
We now allude. , - -
Mr. Trevithick's patent of 1815 is introduced a column or ring
of Water, which running round the piston renders the whole air-tight.
By this means he avoids a great proportion of the usual friction, a
Yery moderate degree of tightness in the packing, being in practice
found sufficient to prevent the passage of so dense a fluid as water.
The second part of this invention consists in causing steam of a high
temperature to spout out against the atmosphere, and by its recoiling
force to produce a motion in a direction contrary to the issuing stream,
similar to the motion produced in a rocket wheel, or to the recoil of
a gun, by which means a rotative action is produced. Mr. Trevithick
also describes three other improvements on the high-pressure engine,
the latter of which, though only applied to nautical purposes, is by
far the most important. Tt consists in employing a spiral worm or
Screw, similar to the vanes of a smoke-jack, which, being made to
revolve at the head or stern of the vessel, produces the required
ºnotion.
Mr. Turner's Rotative Engine, patented in 1816, displays extra-
ordinary ingenuity and excellence; we therefore give a more enlarged
account of it from the specification than of most other such inventions.
“Fig. 1 is a plan of the engine, represented as if opened to show
the internal structure. Fig. 2 is another plan. Figs. 3 and 4 are sec-
tions, taken through the axis of the engine in different directions, to
show the internal parts. A A, B B, C C, is the cylinder or external
case of the engine, made in two or more parts, which are fastened
together with screws, so as to form a circular or annular passage,
the transverse section of which is likewise circular, as shown at E E,
Figs. 3 and 4; the piston F, Fig. 1, is accurately fitted into this
circular passage, and is caused to revolve therein by the pressure of
the steam, which is applied behind it or on the side F, whilst a
vacuum is made before it, or on the side G. The piston being con-
nected with a central plate G, which is fixed fast upon the axis or
shaft H ; the said shaft is put in motion, and by wheel work I, or
other machinery which is best adapted, the power of the engine is
communicated to any useful purposes to which it is intended to be
applied. The means by which the force of steam is made to produce
the rotatory motion is as follows: two valves or sliders, K and L,
are applied at the opposite sides of the annular passage or cylinder,
E E, in the manner represented in Figs. 1 and 3. The edge of the
central plate G, which has the projecting arm to communicate with
the piston, must be made so that they can be made to shut up the
passage of the cylinder, E E, as represented at L, and prevent the
STEAM
ENGIN E.
165

166. #11STORY OF THE
ñºſiº
**
-
passage of the steam through the same, or the slider may be opened,
as shown by the dotted lines, to allow the piston F to pass freely
through the cylinder; this is done by moving it sideways on its
centre 3 out of the cylinder into the box or case M, which is provided
for its reception. The sliders are put in motion by a communication
from the outside of the engine, so that each one shall begin to open
as soon as the piston F approaches it, and shall be completely opened
whilst the piston passes by, and that it shall then descend again upon
its seat. NO, Figs. I and 4, are two passages, through each of
which the steam is alternately introduced and withdrawn from the
cylinder; the two passages are placed on opposite sides of the centre
of the engine, and are provided with valves or cocks, which are
adapted to be opened and shut by the action of the machinery in such
succession, that when steam is entering from the boiler, into the
cylinder at one passage, it shall be going out into the open air or to
the condenser at the opposite passage. The machinery which actu-
ates the slides, K L, and the machinery which opens the valves for
the admission and exhaustion of the steam through the passages N
}
|
—a


















STEAM. EN (; [NE. 167
and O, acts in concert with each other, and also with the motion of
the piston F, so that, as soon as possible after the piston has passed
by the seat of a slider, the same shall be lowered down into its place
ready to close the passage of the cylinder behind the piston, and the
instant the piston has passed by the next opening the steam is ad-
mitted to flow therein, and act between the slider and the piston, to
force the same forwards in the cylinder by its expansive force. To
explain the action of the engine more clearly, suppose the parts in
the position of Fig. 1; the slider L is shut, and the steam is flowing
through the passage O into the space between the slider L and the
piston F, at the same passage N is open to the condenser, to exhaust
the steam from the remaining part of the cylinder, and remove the
pressure from the front side G of the piston. In consequence, the
pressure of the steam acting behind the piston of the side F, puts
the same in motion in the direction of the arrow, and drives the arm
of the central plate before it. The slider K, now in the act of
opening, and by the time the projecting part of the plate G arrives at
its seat, it will be quite open into the box M, where it will remain
until the piston F has passed by its seat; it then begins to descend,
and by the time the piston arrives at the opening of the passage N,
the slider K will be completely shut and stop the cylinder. The
instant the piston has passed over the opening of the passage N, the
steam valves are changed by the machinery, so as to admit the steam
into the passage N, and also to allow the steam to pass away through
the other passage O to the condenser; in consequence the steam
enters the space between N and K, and thus, being behind the piston,
drives it still forwards towards the slider L, which immediately begins
to rise by the action of the machinery, and as soon as the projecting
part G of the central plate approaches it, it will have retreated into
the box M, leaving the cylinder free for the passage of the piston.
Immediately after the piston has passed the slider, L descends again,
and gets settled to its place by the time the piston arrives at the
opening O; and the instant the piston has passed over this opening
the steam valves are changed again, so that the steam will be ad-
mitted at O behind the piston, and act between the slider L and the
back of the piston to force it forwards, which is the same position
represented in the figure. By this means the pressure of the steam
is always made to act behind the piston, and the vacuum is made
before the same. The sliders K and L are put in motion by levers
9 and 10, which are fitted on the outsides of the boxes M, but move
upon the same centre pins 3, as the sliders move upon withinside
the boxes, the levers being forked, as shown at Fig. 5, to reach on
each side of the boxes, and the centre pins 3 pass through the sides
of the boxes, and also through both forks of the levers 9, 10, but do
not turn round in the holes. To communicate motion from the levers
at the outsides of the boxes to the valves withinside, curved rods,
11, 11, are carried from the levers through the sides of the boxes M,
and jointed to the arm of the sliders; stuffing boxes are formed round
the rods to make tight fittings where they pass through the sides of
the boxes M.; the ends of the levers, 9, 10, are made to be included
[68 HISTORY OF THE
in an eccentrie groove or rein ZY, fixed to the central axis H; the
form of this is shown in Fig. 2, and is such as to hold sliders shut,
except during the time that it is necessary to lift up the same to allow
the piston to pass by. . To make the sliders fit steam-tight when they
are shut, they are made rather larger than the diameter of the cylin-
der, and are received in grooves made round in the inside thereof,
and the valves are ground against one of these faces of each of these
grooves, so that they will fit tight without any packing. The piston
is made of several segments put together, with springs behind them
to throw them out against the inside surface of the cylinder, and it
is thus made tight without any packing of hemp. g
“The edge of the central plate G, which has the projecting arm
to communicate with the piston, must be made to fit tight between
the upper and lower halves which compose the cylinder, so as to
prevent the escape of steam between them, and at the same time
leaving the said plate freely at liberty to revolve in the space; for
this purpose the edge of the plate is surrounded by two rings of brass,
5 and 6, which are laid one upon the other with springs between
them, so as to throw them against the upper and lower surfaces of
the central space, to which they are accurately fitted by grinding;
these rings extend round rather more than half the circumference of
the plate G, and are attached thereto by a joint pin 7, Fig. 1, which
causes them to revolve with it; but they require no other fastening,
as the pressure of the steam will keep them in their places.
“To prevent the escape of the steam through the opening or
division between the two rings 5 and 6, a third ring, 7, 8, fitted to
them, cover the joints, and the external edge of this which is made
round or semi-circular like a bead, is received into corresponding
notches made in the edges of the sliders, and thus to make a fitting
between the edges of the sliders, when the same are closed, and the
edge of the moveable central plate. The valves which are to adm’
alternately the steam into the passage NO, may be constructed in
the same manner as the valves for the ultimate supply of the upper
and lower part of the cylinder of any common steam engine; but the
most convenient manner of doing this is shown in Fig. 4, Q Q, is an
iron box, into which the steam from the boiler is admitted; this box
is fixed beneath the cylinder of the engine; 17, 18 are two openings
from which curved tubes proceed upwards to the openings NO of
the cylinder ; there are also two other openings, 19 and 20, which
turn downwards with crooked tubes to the condenser S. TV are
boxes or cups fixed at the opposite ends of a lever T W V, of which
W is the centre of motion; the boxes or cups are intended to cover
the openings, in the manner represented by the figure, and the faces
or edges of the boxes are ground to fit close upon the flat plate or
surface, in which the openings 17 and 18 are made. When the box
T is up, as in the figure, it covers the two openings, 17 and 19, so
as to connect them together, and therefore the steam in the cylinder
will be drawn off through 17 and 19 to the condenser; at the same
time the box V at the opposite end of the lever is drawn, and in this
position the box leaves the opening 18 uncovered, so that the steam
STEAM ENGINE. 169
with which the box is filled will have free passage into the cylinder;
by moving the lever TV on its centre W, sufficiently to raise up the
box V, and depress the other T, the action will be exactly reversed,
viz. the box V will connect the openings 18 leading from the cylinder
at the opening 20, which leads to the condenser; and the opening
17 will be uncovered, so as to admit the steam from the box through
it into the cylinder at the opening N.” º
There is greatingenuity displayed in the formation of this machine,
and the whole shows much mechanical ability; nevertheless there
are defects of a sufficiently prominent nature to account for its failure.
The very common fault of great friction, arising from the use of the
revolving plates, is here a difficulty which we conceive could not be
readily overcome; but the principal cause would be leakage, arising
from the impossibility of keeping the rubbing surfaces steam-tight.
This leakage would take place principally in the part where the sliders
should be in contact with the central plate; it appears to us that the
rapid motion of the slider must necessarily eause it to rebound from
the plate, and leave an open space for the escape of the steam; we
also apprehend that the surfaces of each slider would in a short time
become so irregularly worn, that it would not fit its seat on the sur-
face of the groove, for the top and bottom of the slider is constantly
in contact with the surface of the groove during the whole of its
motion, whilst the sides (speaking relatively, for there can be neither
tops nor sides of a circle) are merely in contact at the time the slider
is moving through a space equal to the depth of the groove. This will
produce a greater wear on one part of the slider than another, and of
course, in time, cause the joint to allow an escape of steam.
Another fault in this machine is, that the mode of working the
sliders by means of the semi-circular rods is a very insecure method;
and from the indirect application of the power necessary to work
them there is a constant danger of bending the rods, and, conse-
quently, leaving the slider in the groove. If this were to happen, the
piston in its revolution would come violently in contact with the
slider, and most likely cut it in two, or otherwise injure it and the
rest of the engine beyond repair.”
A patent was obtained by Mr. Joshua Routledge, of Bolton-le-
Moor, in the year 1818, for a Rotative Engine, of which the accom-
panying drawing is a section, and may be thus explained.
Suppose the steam-stop C, and the lever H b, to be properly
packed in the situation represented by the drawing, so that the steam
cannot escape past either one or the other, it will be evident that if
the steam is admitted through the pipe G into the space M, the lever
H 5 will be propelled forward towards C through the space Q, until
the sloping part H comes in contact with the lower point of the steam
stop C, which will then turn upon a steam-tight joint or centre O,
* The author of Stuart's History of the Steam Engine states—“ that the
general arrangement of the parts and manner of action of this engine resembles
Mr. Mead’s.” This apology for omitting the ingenious apparatus of Mr. Mead
is singular enough, since no two machines we have described can differ much
more than these,
Y
HISTORY OF TH &
º _ = <====ES
III.iiiümmiſſiſſiſſCII
and rise up into the box or chamber D until the lever H & has passed
by. The pressure of the steam then compels the stop C to follow
the lever down the inclined plane b, until it comes into its former
resting place, where it remains stationary upon the cylindrical part
of the lever, as seen in the drawing, until again raised by the sloping
part H as before. During the titne that the point H / is passing the
steam-stop C, the steam that had last carried the lever round makes
its escape through the pipe B, either into the open air or into a
condenser, and new steam is again instantly admitted, and so on
continually. When the engine is thus constructed with only one arm
or lever, there is about one-tenth of the circle or revolution where
the steam has no power; the motion of the engine is then kept up
by the velocity already given to the fly-wheel; but when two arms
or levers are used, as in large engines, then the steam is made to
act with equal force through the whole of the revolution.
A patent was obtained in the year 1818 for a Rotative Engine,
by Mr. John Malam, of Westminster, which in its general principle
resembles those of Messrs. Cartwright, Chapman, and Routledge:
the details, however, somewhat differ therefrom. The main point of
difference is, that Mr. Malam proposes to cause his external cylinder
to revolve and leave the interior one at rest. This he proposes to
effect by using a “leaden piston,” which by its weight will always
remain at or near the lowest part of the circle, whilst the steam acts
upon valves or ſlaps which, after they pass the piston, open out and
receive the action of the steam. There are three of such valves, which
are exactly the same as those used in the engines of the persons just


STEAM ENG IN E. I7]
ymentioned, and operate in the same way. The pistol consists of a
heavy block of lead, fitted exactly by packing or otherwise to the
cylinder; and the whole apparatus differs so little in other respects
from those, that it is apprehended no further description will be
necessary. The motive of the patentee in causing the external cylin:
der to revolve was evidently to avoid the inequality of wear which
may arise from fixing the external cylinder, anºt making the internal
parts to revolve; for, in the latter method, the axis and machinery
attached to it have a tendency to wear downwards by gravitation,
and get out of truth; this would in time cause the cylinder to assume
an oval form, and thereby render it difficult to be kept, tight by
packing, and this (it should be observed by the way) has been con-
sidered as one objection among the Inally urged against rotative
engines, though, perhaps, if every other could be overcome, this, on
account of the length of time which must elapse before it could
occasion a serious inconvenience, would not operate to prevent the
successful application of such an engine.
But it must appear to all that the patentee's plan of obviating
this evil is but a clumsy and ill-contrived one. The valves out of
the question (the faults of which have been aiready explained), we
cannot for a moment think that the weight or piston could afford an
abutment of sufficient firmness and steadiness to produce any regular
and equable motion; indeed, we doubt whether any weight placed as
this was, could remain stationary whilst passing over the inequalities
of such a cylinder, and enduring the varied force of the steam upon
the changing of the valves. There can be little doubt but that it
would vibrate to and fro as each valve opened and shut, and
thereby destroy as much power by reciprocation as any beam engine
ever known. .r
The same specification likewise contains a description of another
rotative engine, in which the abutment consists of mercury, water,
or fusible metal, such as lead and bismuth. In this engine there are
three drums, the exterior one forms a casing or jacket to the second,
and is kept heated by steam or hot air. These two outer drums are
stationary, whilst the inner one revolves upon its axis, one end of
which is tubular for the admission of the steam. There are attached
to the moving cylinder certain curved partitions, which form chambers
something like the buckets of a water wheel. The steam being
introduced through the hollow axle, after filling the inner cylinder,
flows into one of the compartments formed by the curved partition,
and pressing upon the fluid, causes the drum to rise on that side and
revolve upon its axle; this suffers the steam to enter the compart-
ment underneath the first, (in a manner not clearly described) and
force it out of the fluid. The first compartment is by this time above
the level of the fluid, and the steam at liberty to escape into the
channel above, which communicates with a condenser or the open
air. The chambers are thus filled with steam, and raised in succes-
sion above the surface of the fluid, and produce a constant rotation
of the axis.
This latter scheme differs little from the Steam Wheel of Sir W.
**
172 HISTORY OF THE
Congreye, which is simply an overshot wheel completely immersed in
some liquid in which it is made to revolve by the introduction of
steam underneath the inverted buckets, which by displacing the water
with which they are filled, renders one side of the wheel buoyant,
and causes it to ascend. By this means ºne buckets are successively
brought above the induction pipe and filled with steam, which con-
tinues the buoyancy of the ascending side, and keeps up a constant
revolution of the axis. The steam in the buckets is discharged into.
the air as soon as they have reached the surface of the fluid, the
latter then entering them and occupying the place of the steam.
Neither of these schemes are sufficiently meritorious to demand
much consideration, and only deserve notice because they have en-
gaged the attention of highly-talented individuals. (Among these
We do not mean to include Sir Wm. Congreve; for whatever may
be his qualifications in other respects, he has displayed but little
talent in his attempts to improve the steam engine, and even in this
Scheme must yield the priority of idea to Mr. Malam.) Mr. Bryan
Donkin and Mr. Malam have both tried the same plan, and found
that the effect bore a very small proportion to the steam expended.
This was mainly attributed, in the water engine, to the large quan-
tity of exposed liquid which is to be maintained at a temperature
equal to that of the steam, and to the difficulty of getting the steam
into the buckets without allowing a considerable portion of it to
escape through the water without at all aiding the revolution of the
wheel. An insuperable difficulty also was encountered regarding
the temperature of the water, for if the water were below the boiling
point, a great portion of the steam was condensed, and if at or above
that temperature, the water was speedily dissipated in vapour, and
required to be replenished by more water, which, if not sufficiently
hot, again produced condensation, but if it were used boiling-hot,
a separate boiler was necessary to supply the reservoir.
Any one of these difficulties, however, we apprehend would be
sufficient to prevent success, and this may account for the failure of
the mercury engine of Mr. Malam, in which it appears that the great
evil would be the steam wasted, by escaping past the sides of the
compartments; for without the nicest regulation of the supply of the
steam, not one half of it would take its place in the bucket, owing
to the facility with which it might displace the mercury and rush
through it to the surface, and so to the eduction pipe. We are not
able to speak as to the oxidization which would take place on the
mercury when exposed to constant heat, but we apprehend this
would be very considerable, and of course add to the defects of the
lan.
P We described in an earlier part of this work a very simple modi-
fication of Savery's plan of raising water in the engine of Mr. Nun-
carrow; and from the gre; ; simplicity of another apparatus, on the
like principle, we are induced to give an account of it. We allude
to the machine of Mr. Pontifex, of Shoe Lane, London, whose im-
provement consists, it will be seen, in rendering the machine a self-
acting one; but besides this, the skilful arrangement of the parts,
STEAM ENGINE. 173
and the precision and certainty of its movements, makes it an object
worthy of attention.
“b b are two steam cylinders connected by cross tubes at e c, in
each of which a vacuum is alternately formed by the condensation of
elastic vapour, connected from the boiler by the bent tube d, and
admitted to the steam cylinders by means of the sliding valve, e. ff
two tubes perforated with small holes for the admission of steam and
injection water, the latter of which is distributed by falling on the
strap, g. h the suction pipe, proceeding to the bottom of the well,
which in no case ought to exceed from twenty-eight to thirty feet in
depth; so that a vacuum being formed in the copper vessels, b b, the
water will be raised by the pressure of the atmosphere, and passing
up the tube, h, will take the place of the elastic vapour. ii two
valves placed at the upper end of the suction pipe, h, which allow of

H 74 HISTORY OF THE
the upper passage of the water from the well, but prevent its return.
J.) two similar valves, opening into the air vessel, k, to which is
attached the nozzle, l, serving to convey the water from the copper
vessels to any required point, ºn the injection tube, furnished with
a valve, and intended to convey water from the box, n, to the taper
tubes, ff. p stop cock to regulate the supply of condensing water.
There is a tube passing from the bottom of the cistern, n, to the
injection tube, m, and furnished with a stop-cock at s. To put this
engine in action the steam must be first raised to the boiling point,
and the valve or cock opened, which admits it to pass from the
boiler to the pipe d. One of the buckets must now be made to de-
scend, which will open the sliding valve, e, and admit the steam into
the cylinder, à l'. The atmospheric air, which will thus be expelled
from the cylinder, is allowed to pass through the valve, j, and nozzle
d. The other bucket must then be depressed, and by its action upon
the sliding valve it will open a communication for the injection water
through the pipe, q 7, which passing down the perforated tube, f,
will immediately condense the steam, and form a vacuum in the
vessel. The whole pressure of the atmosphere being now removed
from the suction pipe, h, the water will rush up to restore equili-
brium, and the vessel, b, being filled will furnish a supply at the bent
tube, l.
“Having examined the action on one half of the apparatus, we
may suppose the same effect to be produced on the opposite side.
The steam will, in the first instance, be admitted by the pipe, c, and
a communication afterwards opened by means of the sliding valve
with the condensing water, which by reducing the steam to its original
bulk, will form a vacuum, and the water will again ascend as in the
first vessel. The stop-cock, y, must now be opened, and the bucket,
a’, (first described) made to descend, which will remove the sliding
valve, e, to its original position, and admit the steam to the upper
part of the first vessel, which will depress the water and cause it to
flow through the valve, j, and nozzle, l, while at the same time the
water will pass through the tube, w (, in which the valve, w, is in-
serted beneath the inverted vessel, v. The water will continue to
enter the bucket, r, till its increasing weight causes it to preponde-
rate, and turn the sliding valve, e, in the opposite direction. Should
there not be sufficient supply of water in the cistern, r r, for the
purpose of condensing the steam in the larger vessels, the stop-cock,
p, must be opened, and additional supply of water will then be fur-
nished from the chambers, n n, by the tube, ºn ; and in the event of
the bucket not being depressed at the instant that the water is ex-
pelled from the chamber, n, of the vessel, 6, the steam will pass
through the tube, u u, and act between the under side of the fixed
inverted vessel, v, and the surface of the water in the moveable
bucket, w, the descent of the bucket being accelerated by the repel-
lent force of the steam, so that, by the alternate action of the buckets,
a r, the motion of the engine is rendered continuous.
“ It appears that each steam vessel in the engine employed at
the City Gas Works, contains about 36 gallons of water, which is
STEAM ENGINE. 175
raised about 28 feet three times every two minutes; one bushel of
coals, or two of coke, serving the boiler about two hours and three-
quarters.”
In 1821 a patent was obtained by Mr. Job Rider, of Belfast, in
Ireland, for a rotative engine which has been the subject of great
encomium in several periodicals of the day, some of which have not
hesitated to declare, that in it was to be found the solution of the
grand problem hitherto sought aſter in vain. But although we have
been favoured with some very diffuse remarks by these works, all of
them have omitted to notice the fact of its being nearly a ſac-simile
of a machine patented by Messrs. Bramah and Dickenson thirty-one
years previous to this date. . We do not mean to declare that Mr.
Rider is not the inventor of this machine, because although a minute
description and engraving of it is given in one of the early volumes of
the Répertory of the Arts, yet we well know that this work is too scarce
to be found in the hands of every inventive mechanic: besides which,
it is highly improbable that Mr. Rider would have incurred the ex-
pense of a patent or patents for a machine which was notoriously the
subject of a previous one. It is, however, to be regretted that Mr.
R. was not better informed on the subject, because the two plans
resemble each other so closely, that one might almost fancy they
had been drawn from the same model. We refer our readers, for a
full explanation of the principle, to page 65 of this work, and have
merely to add, that a respectable manufactory in Scotland expended
a very considerable sum in constructing and applying one of these
engines during the year 1825, but have abandoned it from the im-
possibility of keeping it even tolerably steam-tight.
Mr. Thomas Masterman's rotatory engine, patented 1821, comes
next under our notice. -
Fig. I represents a vertical and central section of the troke (being
that part of the engine which revolves). Fig. 2 is a transverse sec-
tion of it, and of the two masks after mentioned. The troke is com-
posed of the axis, of the nucleus (being the central parts, and through
which the axis passes), of the annulus (being a hollow ring, in which
are placed valves), and of the radii (being the steam passages be-
tween the nucleus and the annulus). The surface of the face is a
perfect plane. The axis passes though the hole (1) at right angles
with the plane of the face. Six holes (2) of similar figure and di-
mensions with each other, are sunk in the face, at equal distances,
in a direction parallel to the axis, for three or four inches; then
curving into a direction at right angles with the axis, they open in
the periphery of the nucleus.
The annulus (A) consists of six equal segments. At each of their
joints is fixed a valve, which, by being ground on its seat, is rendered
steam-tight when closed.
The radii (1, 2, 3, 4, 5, 6) are connected with the nucleus and
annulus, so as to form steam-tight communications between each
hole in the face and the inside of the annulus. Fig. 3 is a plan of the
inner mask; being a circular plate of metal, of equal diameter with
* Partington's History of the Steam Engine.
176 HISTORY OF THE

STEAM ENGINE. 177
the face, about two inches thick, and having each side perfect planes
parallel to each other.
There are four holes (1, 2, 3, 4) through it: I is of sufficient
size to admit the axis; 2, 3, 4, are each one-sixth of the space that
would be included by completing the two concentric circles, seg-
ments of which form the sides of those holes; and those circles are
described with the same radii as the segments of those which bound
the holes in the face. Thus, each of these holes would extend over
one of the holes in the face, and one of the adjoining spaces : the
space between 2 and 3 is of such dimensions as just to cover com-
pletely one of the holes in the face. 4 is situated so as to leave
equal spaces between it and 2 and 3.
The periphery of this mask is clasped by an iron hoop, from
which projects a lever, extending nearly to the annulus, and having
a small inclined bar placed across its end. The two projections
from fig. 4 represent the beginning of the lever.
The outer mask is a circular piece of metal of the same diameter,
and about the same thickness as the inner mask.
The axis passes through both masks; the inner mask is placed
next the face, the other next the inner mask, and both are kept
closely pressed towards the face (by means of screws acting on
the back of the outer mask) so as to be steam-tight with each other
and with the face: a trifling pressure suffices to make them so, the
opposed surfaces having been ground on each other. The outer
mask is placed in such a position with respect to fig. 1, as that the
pipe 2 may be horizontal, and point towards radius, fig. 2, and
it always remains stationary. The inner mask is placed in such a
position with respect to the outer mask, as that the holes 2, 3, 4,
in the former may communicate with pipes corresponding in the
latter, and thus form a communication between the pipes communi-
cating with the boiler and the air. Thus the holes in the inner mask
are for the same relative purpose as the pipes in the outer mask.
The transverse sections of both masks, placed in their relative
positions, are represented in fig. 2.
The corresponding letters in fig. 1 and 2 refer to the correspond-
ing parts in figure: pp is the axis, g g are its bearings.
As the valves, and the gear for regulating them, are precisely
the same in each segment of the annulus, only two of them (one
showing their position closed, the other open) are lettered for refer-
en Ce.
Each valve (f) is similar to the other, and opens in the same
direction; its gudgeons, moving freely in sockets, fixed to the sides
of the annulus nearest the axis.
Their working-gear is as follows: a is a small hollow protube-
rance or bonnet screwed on the annular, and communicating with
the inside of it; on one of its inner sides is a socket, on the opposite
a stuffing-box; one end of a spindle works in the socket, the other
passes through the stuffing-box to the outside of the bonnet; to this
end is attached the lever b, and to the centre is attached the lever
c; both levers being at right angles with the spindle, and in the
Z
s
I78 HISTORY OF THE
opposite direction to each other. To the extremity of c is attached
(by a moveable joint) the rod d, and to the extremity b is fixed the
weight e, being more than sufficient to counterpoise f, which is con-
nected with it by means of a moveable joint at the other end of d,
and attached to the centre of f. The levers are so placed as to cause
f to be half open when they point to the axis. Thus it is evident that,
during the revolutions of the troke, two of the valves (f) on its as-
cending side (denoted by the arrow) will, by the mere preponder-
ance of e, be shut, and the whole of the others will be open, as re-
presented in fig. 1.
For more easily comprehending the action of these valves, let it
be considered that their movements are regulated by the mere gra-
vity of e.
... The machinery to which motion is to be imparted is attached to
that end of the axis next fig. 1.
The steam is generated and condensed in the usual manner.
The principle on which the engine acts, is by a liquid body
(water or mercury for instance) placed in the annulus, being pressed
on one side of the troke by the steam, until that side gain such a
preponderance over the other as to overcome the resistance of the
machinery attached to the axis, and by being then sustained there,
so as to maintain the preponderance during the revolution of the
troke.
The engine represented by the engraving is one in which water
is the liquid made use of in the annulus. The manner in which it is
worked is as follows:—
The annulus is nearly half filled with water, which need never
be withdrawn. The troke is placed so as to have two of its radii in
a vertical position. The steam-cock is turned ; consequently the
steam rushes through the pipe and hole (2) in the outer and inner
masks, and through the lowest hole in the face into the lowest ra-
dius; and, after imparting to the surface of the water in that radius
its own temperature, it presses such water downwards, and flows
into the annulus, condensing in the water therein, until it has im-
parted to it, also, its own temperature, which will be rapidly ac-
complished. On the temperatures becoming alike, the steam will
rise through the water on both sides of the troke, and, meeting with
a closed valve on one side, will press the water which is beneath it
downwards, and consequently cause the water on the other side to
rise proportionably, until the preponderance thus given to that side
be sufficient to overcome the resistance of the machinery attached to
the axis, immediately whereupon the troke will begin to revolve.
The load, or resistance of the machinery, remaining the same, and
the supply of steam being equable, the water will remain nearly sta-
tionary during the revolutions of the troke: its surfaces are denoted
by the lines at n and 0.
As the troke revolves, each of the holes in the face communicates
in succession with 2 in the inner mask.
It should be borne in mind, that, as has before been observed,
the position of the inner mask is never so far changed as to prevent
STEAM ENGIN E. 179
2 and 3 therein communicating with the corresponding PP” " the
outer mask, when the engine is at work.
By the construction, one entire hole in the face, 9; parts : two,
equal to one, is, or are always in communication with 2 in t º II) ſlet
and outer masks; so that there is always an equable flow o steam
into the annulus, preventing the depressed surface of the water ris-
ing with the ascending closed valve. º - e
The holes in the face, as they pass in succession from 3 to 3 in
the inner mask, are entirely closed by the space between them; and
immediately on communicating with 3, the steam confined between
the two closed valves rushes from the annulus, through 3, into the
air, or into the condenser, if one be used. And until the same hole
in the face has passed 3, a communication with the air, or the con-
denser, remains for the discharge of the steam.
The pressure of the steam being thus removed from each valve,
(f) as it arrives at this point, it will, by the gravity of e, open as it
begins to descend, (see the valve partly open in fig. 1) and thus
allow the column of water to remain on that side of the troke.
The water will fill the radii as their ends descend beneath the
elevated surface, o, and will remain there until the steam presses it
out at about n, but cannot escape, if before it enters them the hole
in the face has pressed the hole 3; otherwise, however, the water
would escape through that hole into the air, or condenser. .
A uniform rotatory motion is thus produced and maintained as
long as the steam flows equably into the annulus, acting with a force
proportionable to the preponderance of the water on one side of the
troke over the other. This force is easily estimated, being equal to
the weight of a perpendicular column of water, having the difference
of the two levels for its altitude, and the area of a transverse section
of the annulus for its base, pressing against the closed valve.
This description of Mr. Masterman's engine is copied from a pam-
phlet published by Messrs. Underwood in 1822, which gives a very
clear description of the whole machine, together with a detail of the
comparative advantages the writer imagined this machine to possess
over the reciprocating one. Although this work, written merely for
the purpose of elucidation, and proceeding from the pen of a mecha-
nic who may not possess much talent as a writer, can hardly be a
fair subject of criticism, yet, as it will serve our purpose best, in
treating on this machine, to follow the author through some of his
remarks, we will step out of our usual course in the present instance.
The difficulties which are stated to have been obviated or les-
sened by the invention of this engine are, “ 1st, The skill and nicety
of workmanship required in construction and erection; 2nd, The
cost of construction and erection; 3rd, The space they occupy; 4th,
The expense of working and keeping them in repair; 5th, The power
lost by friction, by alternate movement, and by the oblique direction
in which the power is exerted through the medium of the crank rod;
6th, The great pressure of steam required to work with any economy
without a condenser; and 7th, The trouble of putting them in motion
when they stop with the crank in a vertical direction, and the care
required to prevent the fly-wheel taking a reversed motion.”
180 HISTORY OF THE
Before going into Mr. Masterman's remarks as to how far these
faults are obviated, it may be worth while, in the first place, to see
whether all of them exist. On this it may be said, that the first,
second, third, and fourth, are evils which have justly occupied the
consideration of nearly all mechanics since the general adoption of
the steam-engine, and are in reality evils of such a nature as to be
evident to every one. -
But in the fifth enumerated evil the author has fallen into a very
great though a very common error, in conceiving that power is lost
by the oblique position in which the crank receives the force of the
steam, We have had occasion more than once to lament that the
erroneous idea formed on this subject, has led many able mechanics
into great expense. Perhaps it is not incorrect to say, that one
half of the rotative engines which have been attempted, would never
have been undertaken, had the different patentees been fully aware
that no saving is effected by increasing the length of the lever upon
which the steam exerts its force. These engines have generally been
encumbered with an interior cylinder, or drum of such a diameter,
as to cause a considerable friction, the purpose of such drum being
to prevent the steam from acting near the centre of motion, where
it was conceived it would be ineffective. Had this supposition
been true, Mr. Masterman's engine would have had ten times the
effect of any other: for the diameter of the experimental engine
being 30 feet the lever would generally be ten times more than the
average length of a crank of a reciprocating engine of the same
power.
The sixth disadvantage stated, as attendant on a reciprocating
engine is the great pressure of steam necessary to work it without
a condenser. This is undoubtedly a difficulty which is of no small
moment, and Mr. Masterman's engine (if it had succeeded in other
respects,) would have bid fair to have completely obviated it. The
force of steam necessary to give motion to an annulus of a large dia-
meter being as much less than that excited on a crank, as the length
of the crank is less than the semi-diameter of the annulus. Hence
a pressure of 7 or 8 pounds per square inch would have produced
the same effect in this engine as 70 or 80 pounds per square inch
would have produced when exerted on a crank of 18 inches in
length.
The seventh disadvantage stated—“ is the trouble of putting a
steam engine in motion when it stops with the crank in a vertical
position; and the care necessary to prevent the fly-wheel taking a
reversed motion. There is no doubt that it is a very great incon-
venience, when the engine stops with the crank in a vertical posi-
tion, particularly in large engines; and we have frequently seen it
necessary in such cases to call in the aid of several workmen, and
lose a considerable portion of time before the engine could be put in
motion, and that not unfrequently when considerable mischief was
occasioned by such a delay. But there are very few cases, in which
it is not expedient and absolutely necessary to have the power of re-
versing the motion of the engine. Mr. Masterman, therefore, as-
STEAM ENGIN E. 181
sumes that to be an advantage which in reality is an insuperable
objection to the general adoption of any machine not possessing the
power of revolving either forwards or backwards. In steam boats
particularly (where Mr. Masterman is sanguine enough to imagine
his mercury engine could be applied with advantage) the capability
of easily reversing the motion is a point of first consideration, and
without such power no one could guarantee their performing a short
voyage with safety.
Having shewn that many of the objections here stated do not
exist, we shall proceed to inquire, how far those which do, are ob-
viated by this machine. And we shall first state that we have had
frequent opportunity of inspecting the engine which was erected by
Mr. Masterman at Fawdon colliery, near Newcastle; the troke of
which was 28 feet in diameter, and which ought to have been, accord-
ing to his calculation, of 12 or 13 horses power. We are enabled
therefore to speak from our own observation ; in addition to which,
we have been favoured with particular information on the subject,
by the managing engineer of Fawdon colliery.
It appears that the “skill and nicety of workmanship” is by no
means lessened in this machine, but on the contrary, the cost of it
must greatly exceed that of the reciprocating engine. It is stated
that “ the only parts requiring any nicety are the valves, valve-seats,
face, and masks which must work steam tight.” Were these all, it
will readily be conceived that the care required in fitting them up,
must greatly exceed that of a reciprocating engine; there being no
less than 28 surfaces of brass and metal to be made perfectly smooth
and steam tight by the usual processes of filing, turning, and grind-
ing ; whereas in the common engine there are but two, requirin
such nicety. It follows, therefore, that the cost as well as the skill,
required in the construction, must exceed that of the latter.
In remarking on the comparative friction of the two kinds of
£ngines, it is observed, that, “ as the valves are regulated by the
gravity of the weight, there is no friction in the pins.” This is an
absurdity which shews a want of information in the writer, since it is
evident that these weights, by the falling of which the valves are
worked, must be raised by the power of the machine, to the elevation
from which they fall : as much force, therefore, must be exerted to
elevate them, as would have been necessary to have moved the
valves by the more direct action of the machine. The blunder re-
minds us of a similar one, which we observed in Brown's Gas Wa-
cuum Engine, where a short beam was made tubular, and charged
with mercury, from the idea that this would aid its movement.
But these defects are of little importance, and scarcely deserve
the notice we have given them. We shall now shew what appears
to have been the cause of failure. This seems chiefly to have been
the great condensation, arising from the exposure of the steam in
the annulus. The steam occupying one half of the circle becomes
dispersed, as it were, in a long bended pipe, which is subjected to
the disadvantage of passing through the air by which the condensa-
tion must be increased. Another cause of condensation is the dif-
182 HISTORY OF THE
ference in temperature, between the depressed and the elevated
surfaces of the water.” The lower surface being continually in
contact with the steam, is nearly of the same heat, whilst the upper
surface is considerably colder. Now the different segments of the
troke, successively lose a portion of their caloric, as they pass over
the cooler portion of the liquid ; and in this cooled state become
the recipients of the steam ; and although there is a tendency in the
machine to bring all parts of the water to an equal temperature, it
was found preferable to prevent such a consequence, by a supply of
cold water, as the elevated surface when so heated expanded into
steam, and escaped through the discharging pipe. -- -
Another and secondary cause of waste takes place, when there is
the least variation in the resistance of the load; when that is uni-
form, the steam exerts merely the force necessary to overcome it ;
but upon the resistance being increased, the steam then forcing
upon the yielding surface of the water, without immediately produc-
ing the required speed, drives a considerable quantity of it over the
upper part of the annulus, into the empty side of the wheel; and by
occupying its place, rises by its inferior gravity upwards through the
water, and escapes through the discharging pipe without producing
any effect. When this takes place, it is some time before the water
returns to its proper situation, or becomes a sufficiently steady abut-
ment to produce the required powers.
The consequence of these defects were extremely apparent in the
engine alluded to; the waste of caloric being such that few persons
could endure the heat of the engine-house when the engine was
working. The waste by condensation was so great, that it required
a boiler of sufficient capacity to have worked a reciprocating engine
of 36 horses power, merely to drive a small circular saw, which
could have been easily driven by an engine of 2 or 3 horses power.
The varied resistance produced by sawing wood, rendered the last-
named defect very apparent; and, indeed, considering the degree in
which its effect was weakened by the irregularity of its load, per-
haps a saw was the most ill-judged application of its force.
We have been thus particular in our investigation of this ingeni-
ous machine, because several scientific friends were disappointed
by its failure, and because both Partington and Stuart have antici-
pated, that “if ever rotatory engines should be brought into suc-
cessful competition with the common steam engine, it appeared
probable that they might be constructed on this principle.” We
perfectly agree with the latter writer, however, in this opinion, that
much credit is due to Mr. Masterman for his very clear and interest-
ing account of his machine, and the candid appeal which he makes
to experiment. We trust in. examining the pages of his little
pamphlet that we have been divested of every prejudice, and that
our apparently severe examination will be attributed to the proper
motive. It is sincerely to be wished that more would follow his
example, and fairly submit their inventions to the public, divested,
like his, of all mystery and quackery; the advantages which would
arise from this liberal proceeding would be incalculable. -
v gº tº * ºf Tº º, ºr * J O
STEAM ſº NG IN E. }83
CHAPTER VII.
peakins's ENgine.--Baun EL's IMPR ovex ENTs.-v AUGHAN's ENGINE-ALBAN's
ENGINE AND GENERATo R.—BRowN’s GAs ENGINE.-BRUNEL's GAS ENGINE.
—METALLic Pistons.—BEALE’s RotATIvE ENGINE.-For EMAN's RotATORY
ENGINE.—Eve's RotAToRY ENGINE.-MARQUIs DE CAMBſs' RotATORY
ENGIN E.—GALLowAY’s RotATORY ENGINE.—CONCLUSION.
It has been shown in an early part of the work, that a high pres-
sure engine consumes less fuel than a condensing engine of the same
power, and that the force of the steam per square inch increases in a
much greater ratio than the temperature communicated to the water.
This fact fully establishes the superior economy of a high pressure
engine, and it also proves, that the more the pressure is increased,
still less fuel proportionably will be required. Though this curious
phenomenon is universally known, yet few attempts had been made in
England to use steam of a pressure exceeding 50, or at most 100
pounds on the square inch, until the recent experiments of Mr. Per-
kins. This delay among our engineers to adopt what would seem
to promise such great advantages, must be attributed to a caution
which has been well grounded. The great danger of explosion must
have been quite sufficient to have deterred them from the trial; and
until that could be effectually guarded against, it would have been
madness to increase the pressure of steam beyond its present limits.
It is, indeed, no uncommon circumstance to find boilers in America
loaded to double and sometimes treble the pressure of the greatest
force we have now named; but still, with boilers of the usual con-
struction, the danger must be very great, and the liability to accident
such as to more than counterbalance all the advantages that can be
obtained.
Mr. Perkins, however, conceived that all this saving could be
effected, and that danger could be removed, by reducing the size of
the boiler. We shall give Mr. Perkins's own remarks on the sub-
ject:—
“It is a well known fact that water does not boil under atmos-
pheric pressure until it has been heated to 212°, after which all the
heat that can be applied cannot increase the temperature of the steam
or water. Now, add an artificial atmosphere by loading the escape
valve (the surface of which is equal to a square inch) with 14 lbs. and
it will receive 250 of heat with a very little addition of fuel, and the
pressure on the Square inch will be doubled, or 28 lbs.; the mechan-
ical action will not be double, yet it will be increased much more than
the consumption of fuel. Let the valve be loaded with two addition-
al atmospheres or 42 lbs. and the temperature will be raised to 280°,
and will again produce double pressure, or 56 lbs. in the inch, and
So on. If the generator be made strong enough, as I have no doubt
it may be, to withstand 60,000 lbs. load on the escape valve, the water
184 HISTORY OF THE
would not boil, although it would exert an expansive force equal to
56,000 lbs. on the inch, and be at about 1170° of heat, or cherry
red. Water thus heated would, if it were allowed, expand itself
into atmospheric steam, without receiving any additional heat from
what surrounded it. It is not, however, necessary to heat the water
to more than 500° to have it flash into steam, if the generator be
properly constructed.” -
a a is the generator, kept constantly filled with water up to the
valve; 6 b is the furnace surrounding the generator, by which the
water it contains is intensely heated, but is prevented from escaping,

STEAM ENGINE. 185
notwithstanding its great expansive force, by the enormous pressure
upon the valve by the variable weight di or until the pump o has
forced a given quantity of water into the lower part of the generator,
which raises the valve, and causes a like quantity of the heated
water to escape into the pipe c c, where flashing instantaneously into
steam, it rushes into the cylinder g and drives the piston f to the
farthest end of it ; this action causes a communication to be opened
into the pipe k into which the steam passes; the pipe k & passes
through the condenser l l, delivering out its heat to the cold water
contained therein ; from thence after descending it takes an hori-
zontal course and enters the reservoir m, from whence it is re-pumped
for use by the apparatus o o.
The arm h is attached at one end to the piston f, and is conse-
quently moved by it in an horizontal line the length of the cylinderg,
and the other end of the arm being connected with the fly wheel i,
causes it to revolve ; the fly thus put into action gives motion to the
rotatory valve e, which opens and shuts alternately a communication
on both sides of the piston. An iron rod and chain q being fixed to
the arm h, and at the other end to the loaded lever p, the pump o
is worked by the action of the arm, causing at-every revolution of
the fly a fresh quantity of water to be forced into the bottom of the
generator, which again raises its loaded valve, and allows the escape
of an equal quantity of water into the pipe c c, where flashing into
steam, and rushing into the cylinder, it operates upon the piston
again and keeps up the alternating and rotatory motion of the several
parts before mentioned. -
The condenser l l, is a tube of copper about 4 inches in diameter
and 20 feet long, and is supplied constantly with cold water from the
pump, through the pipe n n. This enters the condenser at the lower
end, and is discharged at the upper end into the descending tube r r,
which proceeding to the lower part of the apparatus, ascends in a
spiral winding of many coils round the bottom of the furnace up
to the valve s, loaded by a variable weight u, equal to 700 lbs.
upon the square inch (or about 50 atmospheres); from the valve s,
the tube descends as at v v v, and proceeds to nearly the bottom of
the generator, as shewn by the dotted lines. In order to insure safe-
ty to the apparatus, a tube t t, is fixed to the generator and proceeds
to the dial r r, showing the degree of pressure or the number of
atmospheres at which the machine works. Near to the middle of
this tube is fixed a safety valve of copper, w, which is torn up when
the pressure greatly exceeds the intended force. The atmospheric
air contained in the spaces on each side of the piston escapes by tubes
at z z, furnished with stop cocks. * - - -
Such is Mr. Perkins's engine. The experiment, as far as it
regards the generation of steam of this enormous pressure, has been
quite decisive, but the economy of engines on this principle has not
been so fully established. It appears that Mr. P's principal diffi-
culty has been, not the generation of the steam, but its application
-k
* Register of Arts and Sciences, vol. i. p. 369.
A A
186 HISTORY OF THE
to the machinery. This difficulty has been owing to the high tem-
perature, which the cylinder and working parts acquire when in
operation, which produces several inconveniences, the main one of
which is, that it is absolutely impossible to lubricate the sides of the
cylinder 9, valves, with oil, tallow, or any such material, although
it is well known, that metallic packing cannot be maintained, even
1I] a condensing engine, tolerably steam tight without some such
application ; and if such a difficulty occur in a low pressure engine,
how much greater must that difficulty be in an engine, working at
the great, force of steam at which this is worked, especially when
We consider the very subtile nature of such steam, and the much
greater proportion that the openings (through which the escape is)
bears to the surface of a piston on this principle, than similar
openings in a metallic packing, bear to the surface of a piston of a
condensing engine. The reason why it is impracticable to apply oil,
is, that the great temperature of the cylinder instantly carbonizes it,
or causes it to pass off in vapour, and in that form escapes to the
atmosphere. Another inconvenience is, that the materials of which
the piston and valves are composed, become by wear and friction
(both of which are increased by the cause just named) speedily
destroyed. -
In order to obviate some of these evils, Mr. Perkins has just
taken out another patent, in which it is stated that he has discovered
a method of forming a metallic piston, of a peculiar alloy, requiring
neither oil, tallow, nor any lubricating material whatever, to
reduce the friction ; on the contrary, by the working of the engine,
the rubbing surfaces of the piston aud cylinder become so highly
polished, as to reduce the friction, considerably below that of the
ordinary metallic packing when oiled. -
There have been so many exaggerations and misrepresentations
respecting this engine from first to last, that we cannot venture to
give credence to any thing on the subject, without seeing this
alleged improvement in actual practice, or attested by men of
credit and respectability; certain it is, that Mr. Perkins's engine
can never answer, without such an alloy as that alluded to ; and it
is equally certain, that if a material possessing these qualities has
been discovered, its utility will not be limited to the steam engine
alone, but will be equally applicable to machines of almost every
modification.
Mr. Marc Izambard Brunel obtained a patent in 1823, for a very
ingenious application of the steam engine, by which the connecting
rods of two cylinders are made to give motion to the same crank :
the following figure and description will enable our readers to
understand it.*
Fig. 1 is a front elevation, and Fig. 2 a plan or bird's-eye view
of the engine, divested of the various gear and appendages employed
in communicating its power; in order that it may be clearly and
readily understood.
* Register of Arts and Sciences, vol. iv. p. 327,
STEAM ENGINE. 187
a a a is a strong triangular frame of cast iron, containing the twº
working cylinders, b 6 ; these cylinders are inclined towards each
other, so as to form an angle of iO2°, that particular angle having
been found by Mr. Brunel to be preferable to all others in effecting
a rotatory motion to the crank, by the alternating action of the
piston rods. c c are the piston rods; d.d the connecting rods, at-
tached to the revolving crank ee, which by its axis communicates
motion to whatever machinery may be connected thereto; ff are
metal rollers, running upon guide plates, to give support tº the
pistons, and thereby equalise their friction in the cylinders.
The steam is received from the boiler into the small cylinders & Å,
and, by the action of the pistons therein, the steam is alternately ad-
mitted into one of the ends of the working cylinders, bº, and a
passage opened for its escape at the other. The action of the pistons
in the small cylinders, g g, is effected by eccentrics, placed upon the
axis of the main crank?, as may be seen at Fig. 2; these eccentries
give motion to the rods h h, which, by the intermediate levers shown,
operate upon the pistons in the small cylinders.
º One of these engines, applied for the purpose of draining the
Tuanel now being cut under the Thames, and, as represented by
Fig. 1, is fixed on the top of a lofty massive frame work, or tower
Fig. 1.
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188 HISTORY OF THE
of wood, built up from the bottom, and in the centre of the great
vertical shaft of the tunnel, and is further strengthened by numerous
large transverse beams, the extremities of which enter the masonry
at the sides of the shaft. On the axis of the crank is fixed a small
fly wheel as at #, and on the same shaft a toothed pinion l, which
gives motion to two toothed wheels in n; to these wheels are attached
the crank levers which work the pumps; on the shaft of the wheel
n a drum wheel is fixed, over which a band, pp, works; this band
passes over another drum wheel (not brought into view); from that
another band gives motion to a rigger, at a considerable height above
the engine, which rigger carries also another endless band or strap,
which is the immediate agent employed for drawing up the excavated
earth in strong square receptacles or small waggons, upon wheels,
which, when raised over the platform (as shown by the diagram) are
wheeled off to their destination upon an iron rail-way.* -
A patent was obtained in 1824, by Mr. George Vaughan, of
Sheffield, for a very curious application of the old open topped
or atmospheric steam engine, which we here give, not from any
faith in the alleged advantages derivable from its use, but from the S
novelty of its appearance.
“Fig. 2 represents a section of the cylinder, a a a a is a
cast-iron cylinder, open at both ends, and bored true; b a partition
in the middle of the cylinder, a, which may be either cast in or bolted
in afterwards; c e o c is a casing cast round the cylinder a, with a
flange at the top and at the bottom, and another a little below the
middle to fix the cylinder in its place, which casing is for the purpose
of heating the cylinder, and keeping it hot in the usual way; two side
rods, dd dd, work through two copper or other metal pipes fixed
between the casing and the cylinder, which pipes are rivetted to the
top and bottom flange of the cylinder; e e are two cross bars con-
nected to the side rod at both ends, and also to the top and bottom
rods of the pistons. The upper piston is represented as nearly at
the top of the cylinder. The piston rod is connected to the cross
bar by a socket in such bar, which bar is suspended in the links
of the parallel motion. g g are the two pistons and rods above
alluded to, which, when connected with the cross bars, ee, move
together, producing what I call one stroke with two pistons. h is a
cock and funnel for conveying grease through the casing and the cy-
linder to the bottom piston close to the partition b. i is a cock at the
* As the quantity of water that collects in the Tunnel is very inconsider-
able, it is found that the working with one cylinder only, (that is, half the
engine,) is sufficient to raise the whole, as well as all the excavated earth to
the surface. If an increase of power should at any time be required, it may
instantly be obtained by connecting the opposite piston rod to the crank.
Thus the engine may be adapted with facility to whatever circumstances may
require of it. The power of the engine is calculated at thirty horses, that is
to say, each cylinder operates with the power of fifteen horses. -
- The pistons now used in this engine, are, we understand, of the expanding
metallic kind, those made and patented by Mr. Barton, a preference being
given to those above all others by Mr. Brunel, which is, in our opinion, no
small recommendation of them.
STEAM ENG IN E. 189
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bottom of the casing, to let out in the usual manner the condensed
steam from between the casing and cylinder. k is the cock and pipe
to convey steam from the steam pipe into the casing of the cylinder;
! ! represents two passages which are cast in a branch proceeding
from the cylinder and casing, the one passage communicating above
the partition b, and the other below, to convey steam in and out from
under the top and above the bottom piston. ºn is a passage to convey
steam from under the slide valve into the condenser, which is cast in
the same branch in the usual way. n is the slide valve inclosed in the
steam box, having the steam pipe o connected with such box. The
slide or other valve may be moved in any of the known methods em-
ployed for that purpose.”*—
The steam being admitted through the upper passage l into the
upper chamber of the cylinder, its piston is thereby thrown up, and
* Register of Arts and Sciences, vol. ii. p. 67.

190 HISTORY OF THE
the vacuum being immediately formed in the usual way, the pressure
of the atmosphere of course operates instantly to thrust it down
again, whilst at the same moment a corresponding effect is being
produced upon the piston in the lower chamber, by the steam
rushing into it through the lower passage l, thus co-operating with
the atmospheric pressure from above, in producing what the patentee
calls “one stroke with two pistons.” A vacuum being next formed
in the lower chamber, the atmospheric pressure acts upon the lower
piston, while the steam, again admitted through the upper passage
4, assists in like manner in throwing up both pistons as before, and
thus by alternately allowing the steam to rush through the two pas-
sages ( / into the upper and lower chambers, a constant uniform
motion is produced and kept up.
The advantages stated to be derived from this engine are, that
by the united application of the force of steam from the boiler
on one piston, and the pressure of the atmosphere on another,
a greater power is obtained, than can be by the Bolton and Watt
engine, where the air is excluded. The error of the patentee seems
to have arisen, from his not being conscious that steam acting in
a boiler, at the pressure of 4 lbs. on the inch, would, in a vacuum,
exert a force equal to 4lbs. -- the pressure of the atmosphere,
or 4 + 143 = 183 when therefore, we unite, as in the present
instance, the pressure of the atmosphere to that of the steam,
we obtain only 4 + 143 = 183, being the same result in both
instances. This complicated machinery therefore answers no other
end, than of increasing the friction, and adding to the expense.
Mr. J. C. C. Ruddatz obtained a patent in 1825, for an
invention of Dr. Ernst Alban, a physician of Rostock, in the
grand duchy of Mecklenburgh. This gentleman has since removed
to England, for the purpose of introducing his invention, which
consists, like Perkins's, of an attempt to reduce the consumption
of fuel, by increasing the pressure of the steam ; but Dr. Alban's
apparatus is much more novel and ingenious.
The vessels wherein the steam is immediately generated, are of a
very narrow compass, and made of tough metals, on which account
they are very durable, although not constructed of any great
thickness. They consist of tubes of small diameter, which are
calculated to sustain a pressure of 4 to 6000 lbs. to the square
inch, thus removing all chance or possibility of their bursting,
an event which, even if it could happen, this construction would
render perfectly harmless. These generating vessels have only
about one foot of steam producing surface to the horse power,
and in order that the generation of steam may be increased to such
a degree, that the intended effect can be produced, and in order
at the same time to withdraw them from the destroying influence
of the fire, they are placed within a medium, consisting of an easily
fusible metal, or metallic mixture, such as tin and lead, which is
introduced into a tank or vessel of cast iron, and exposed therein to
the action of the fire. In these latter, which Dr. Alban calls his
metal vessels, he opposes a very extended surface to the action of
STEAM ENG IN E. - 19 |
the fire, without infringing on space, or requiring any great quantity
of the fusible metals for filling them, as may be easily seen by
reference to the form of the metal vessel, fig. 2. By this means
caloric is conducted in large portions to the medium, which being a
good conductor of heat rapidly imbibes it, and forms, as it were,
around the generator, a store of caloric, which it gives out so equably
and rapidly, that the tubes, with but a small generating surface,
collect and give out to the water which is to be converted into steam,
as much caloric as if that surface had been ten times the size upon
the ordinary construction. Both the metal vessels and the generator
present an inconsiderable surface to the atmosphere, and in this
manner the inventor has sought to prevent any condensation in the
generator of the steam already generated, as well as to prevent,
generally, any disadvantage resulting from the radiation of caloric.
The water is conveyed into Dr. Alban's generator, only in the
quantity required to produce a given and continuing effect. For this
purpose the forcing pump, by means of which the injections are
supplied, is made to regulate itself in such a manner that it either
moderates or entirely suspends the injection of water, according to
the state of pressure in the generator. The steam generation is
thus entirely independent of the management of the fire by the stoker,
and is at all times subservient to the wants of the engine to which
this apparatus may be applied. All possible danger would likewise
be removed by this means, even in the absence of any safety valve.
When it is required to stop the engine, it is only necessary to put
the forcing pump out of action, and the generation of steam ceases
of necessity.
In order to prevent the metallic fusion from being overheated, in
cases where a smaller supply of steam is required, or where a sus-
pension of steam generation takes place, by the stoppage of the
engine, or otherwise, the inventor has arranged a heat regulator,
which regulates the intensity of the fire. This apparatus indicates
the degree of temperature of the fusion, upon which solely its action
depends, and the generation of steam in the generator has no
influence whatever upon it; the regulator continuing to act when
the generation of steam has ceased, on which account it is essenti-
ally different from any heat regulator hitherto used. Its application
is indispensable to this apparatus, in order to prevent so great
a heating of the generating tubes as might occasion a decomposition
of the water injected therein.
The very great saving of fuel occasioned by this invention is
accounted for, partly in consequence of the steam being produced
at so very high a pressure, and partly by the circumstance, that
the metallic medium, when in a state of fusion, is one of the best
conductors of heat in nature, receiving and collecting the heat
within itself very quickly, and without loss, and thereafter giving
it out in a concentrated form to the generator. Owing to the
constant motion kept up among the hotter and colder parts of the
metallic fusion, as in the case of heated water, the more heated
portion having a tendency to ascend, while the cooler part descends,
192 IIISTORY OF THE
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—the caloric is distributed very quickly and equably through the
whole body. All congealment of the metallic medium is avoided,
by using such an admixture of metals, as will fuse at a temperature
lower than that which the steam receives within the generator. In




































S’l’EAM 12 N G | NE. }93
ordinary boilers, the heat of the fire acts upon a bad conductor of
heat, water, and upon a proportionable large body thereof, the
parting with its heat cannot, therefore, be free or quick, and in
order to produce any powerful effects, it is necessary to oppose
a very large surface of the boiler to the action of the fire. e
For the reasons stated, it is, however, quite otherwise with
this new apparatus for generating steam, and the surface opposed
to the action of the fire is therefore considerably less, in proportion
to the generation, than in ordinary boilers. The rapid generation
of steam, by this method, is likewise much favoured by the circum-
stance, that water is injected in small quantities only, and is
distributed on all the sides of the generator.
Figures 1, 2, and 3, are representations of the generating appa-
ratus, constructed in London, under the superintendance of the
inventor. It has a double metal vessel, and two generators ; fig. 1,
is a longitudinal section thereof, a a a, is the cast iron metal vessel.
b b b, the metallic mixture. Supported upon the lid or cover of the
metal vessel, is the strong top of the generator c c, containing a
cylindrical chamber of two inches diameter; d ddd, are the wrought
iron generating tubes, suspended in the metallic fusion ; they are of
1; inch bore, and are screwed into the top c c, so that they may be
taken out whenever they require cleaning, e, is the injection pipe,
made of copper, through which the water is condueted into the
generating tubes, over each of which a small hole is perforated, f,
is the steam pipe, connected with the engine and the safety valve.
Fig. 2 is a transverse section of the double metal vessel; it is
freely suspended in the furnace, and exposed on all its four sides
and its ends, to the action of the fire, so that although it is but 4
feet long, 35 feet high, and, including the space between each
vessel, takes up only 9 inches in width, it exposes to the fire
a surface of sixty square feet. a a, is the double metal vessel;
ô 5, the two generators; c c, the two injection tubes, which are
joined together externally, and communicate in one pipe to the
forcing pump. This pump is of the usual construction, furnished
with a lever and weight, which are raised by the engine, through
any of the known means. If the production of steam in the genera-
tor be too great for the wants of the engine, the pressure in the
steam chamber will act against the injection, and the weight will be
insufficient to force down the piston of the pump, which will thus
remain inactive, until the pressure is diminished, by the ceasing of
production and the expenditure of the engine.
The heat regulator consists of two pipes filled with atmospheric
air, one of each being inserted into each metal vessel, fig. 1, g, and
surrounded by the metallic medium ; to both pipes, very narrow
tubes are fixed, fig. 1, h, and fig. 3, i, which are joined together
externally into one tube, which opens inside the mercurial cistern,
fig. 3, a ; within the mercury therein contained, is immersed a
vertical tube b with a float c swimming on the top of the mercury.
This float is connected, by means of the rod d, with the lever e,
and aets by the rod f, upon the damper g, which regulates the
B B
194 - HISTORY OF THE
draught of the fire in the ash-hole. When the air in the pipes fig,
lº. 9 g, becomes heated by the fusion, it expands progressively as
this becomes hotter, presses on the mercury in a, fig 3, and causes
it to ascend in the tube 6. By the rising of the mercury, the float c
is made to ascend likewise, and acts by the rod d on the lever e,
and thereby on the damper g, so that should the temperature of the
fusion be greater than is required, it gradually closes the air hole h;
the supply of air to the fire is thus prevented, and the heat is
consequently diminished.*
Of all the inventions which have lately excited the public
attention, perhaps none has been more the subject of discussion,
than the apparatus patented in 1823, and again (for improvements)
in 1825, by Mr. Samuel Brown, of London, and called a gas vacuum
engine. This engine is intended as a substitute for the steam
engine, and is actuated by the inflammation of hydrogen gas,
which by its combustion in a vessel containing a portion of atmos-
pheric air, sufficient for the combustion of the hydrogen. The
oxygen of the air, then combining with the hydrogen, together
form water, which of course occupying a less space than these in
their original form, leave in the vessel a partial vacuum, the
nitrogen of the air, and the impurities of that and the hydrogen gas
only remaining. This vessel is made to communicate with the
working cylinder, and the pressure of the atmosphere then acting
on the piston, puts it in motion, which motion is continued until
the equilibrium is restored, between the interior of the aforesaid
vessel and the external atmosphere. But by using two of such
vessels, and repeating the process of inflammation alternately on
each, so that one of them may be giving motion to the piston,
whilst the other is having its vacuum restored, the working part of
the engine may be constantly kept up.
The principle of forming a vacuum by these means, has been
long familiar to every one, the following simple experiment being
one which, we doubt not, each of our readers will remember to have
heard when a child. Take a wine, or any other glass, small enough
to be covered on the top by the palm of the hand, and having
placed a small piece of lighted paper on the middle of the palm,
(taking care to protect the hand from being burnt,) then covering
the burning paper with the mouth of the glass, by pressing the
latter against the hand, a partial vacuum is instantly formed,
(by the combustion of the oxygen of the air in-the glass,) sufficient
not only to prevent the glass from falling, when the palm of
the hand is turned downwards, but such as to require some
little force to remove it from its hold. If this experiment be
dexterously performed, it will perhaps give some pain to a delicate
hand, from the great force with which the pressure of the atmo-
sphere presses the flesh into the glass. • * s
Mr. Brown's engine is a modification of this principle, and will,
we doubt not, be fully understood by the following description.
gººr-
* Register of the Arts, vol. iii. pp. 114-17, f
STEAM. EN (; INE. 196
Inflammable gas is introduced along a pipe into an open cylinder
or vessel, whilst a flame placed on the outside of, but near to the
cylinder is constantly kept burning, and at times comes in contact
with and ignites the gas therein; the cylinder is then closed air-
tight, and the flame is prevented from communicating with the gas
in the cylinder. The gas continues to flow into the cylinder for a
short space of time, then it is stopped off; during that time, it acts
by its combustion upon the air within the cylinder and at the same
time a part of the rarified air escapes through one or more valves,—
and thus a vacuum is effected. The vessel, or cylinder, is kept cool
by water. Several mechanical means may be contrived, to bring
the above combination into use, in effecting the vacuum with inflam-
mable gas, and on the same principle it may be done in one, two,
or more cylinders or vessels. Having a vacuum effected by the
above combination, and some mechanical contrivance, powers are
produced by its application to machinery in several ways. First,
water-wheels may be turned ; secondly, water may be raised ; and,
thirdly, pistons may be worked. -
Description of the Engine as used for turning a JPater-wheel.—
The two cylinders c and d are the vessels in which the vacuum
is to be effected ; from these descend the pipes g ig and hj h
leading into the lower cylinders a v, from which the water rises
along those pipes to fill the vacuum cylinders alternately. The
water thus supplied is discharged through the pipes B into the tank
or trough 2, whence it falls upon the overshot water-wheel, and by
the rotatory motion thus produced, gives power to such machinery
as may be connected to it. The water runs from the wheel, along a
case surrounding the lower half, into a reservoir v, from which the
lower cylinders a r are alternately supplied.
In order to produce the vacuum, the necessary quantity of gas is
supplied to the cylinders by means of the pipe k k k, to be conveni-
ently attached to a gasometer. The gas also passes along the small
pipe ll, (communicating likewise with the gasometer,) and being
lighted at both ends of that pipe, is constantly burning for the
purpose of igniting the gas within the cylinders.
The water in the reservoir v passing down one of the pipes w
into one of the lower cylinders a, causes the float y in that cylinder
to rise, and pushing up the rod o raises the end b of the beam,
which of course draws up with it the cap f and forces down the cap
e of the other cylinder c.
The gas being admitted along the pipe k, the flame from the
pipe l is now freely communicated to the gas in the cylinder
through the orifice, by the opening of the sliding valve s, which is
raised by the arm r lifted by the rod o by means of the beam.
To produce the intermitting action of each cylinder, some sub-
ordinate machinery is put in operation, by chains and rods attached
to a glass or iron vessel p, partly filled with mercury, and, turning
upon a pivot, each end receives its movements of elevation and de-
pression, from the rise and fall of the projecting arms 7, by the
action of the beam above; the mercury being furnished for the
196 HISTORY OF THE
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STEAM ENG IN E. 197
purpose of regulating the supply of the gas into the cylinders, and
the movement of the slide in the trough v. By the action thus
communicated, the water from the reservoir flows down the pipe.”
into the vesseſ r, and produces the elevation of the float y and the
rod n, and raises the cap e by the ascent of the beam at a. º
The motion thus caused in this part of the machinery; operating
upon its duplicate parts on the other side, of course produces by its
action a corresponding movement; and the slider in the trough ".
moved by the action of the mercurial tube p, being removed from its
position, allows the water to fall into the other pipe uſ, and as it
ascends suffers the float y to descend, and rising into the main cylin-
der, thus lifts again the beam at b, and its connections, and forces
down the cap e on the top of the other cylinder.
After the vacuum is effected in the cylinders, the air must be ad-
mitted to allow the water to be discharged and the caps to be raised:
this is accomplished by means of a sliding valve in the air pipe m m.
acted upon by chains t t, attached to the floats in the reservoir, and
as motion is given to them the valve is made to slide backwards and
forwards, so as to allow of the free admission of atmospheric air.
Chains u u with suspended weights open the cocks in the pipe
Å k, and produce the alternate flow of the gas, and regulate and
modify its supply.
In the pipes gig and hj h are clacks to prevent the return of
the water when the air is admitted into the cylinders.”
When pistons are worked, the vacuum is effected (in the manner
above described) under the piston, which is then pressed down by
the weight of the atmosphere, and as an engine of that description
is worked with two cylinders and pistons, the vacuum being pro-
duced in each cylinder alternately, the fall of one piston raises the
other, and, being alternately pressed down, the piston rods give
motion to the crank and fly-wheel. The air is admitted through
large valves in the piston, and through orifices in the cylinders.
An engine may be worked with one piston, the vacuum being
produced in two cylinders (as in the water engine), from which a
pipe communicates with a third cylinder in which the piston works,
and into which the air is admitted alternately under and over the
piston, while the vacuum extends to its opposite sides. By this
contrivance a much greater rapidity of motion may be given to the
piston if required.
The ways being therefore explained, in which, by the pressure
of the air, the vacuum produced (and continued) is applied to useful
purposes, Mr. Brown claims to be the inventor of the combination
above described for effecting a vacuum, however much it may be
varied by the mechanical means with which it may be used, and also
the inventor of applying a vacuum produced by the combustion of
inflammable gas, to raising water, and to the production of motion
in machinery by the pressure of the atmosphere.
The different scientific journals were much divided, as to the
- -----...--—--------------------------—- ------ - - - -
** --------, -— --— ---— ---
* Register of Arts and Sciences, vol. i. p. 337.
198 HISTORY OF THE
result of Mr. Brown's experiments : not that any one questioned the
effective operation of an engine on this principle, that having been
clearly established by actual construction, soon after the publication
of the scheme ; the question simply being, whether the apparatus
could be purchased and maintained, at a less or at a greater cost,
than the steam on the most approved construction. It would be
needless to repeat the various inquiries on this subject, nearly all of
them having been merely theoretical, and some of them written by
persons, unable to calculate from all the facts of the case. We have
before us the report of a committee, appointed by the shareholders
of a company called the “Canal Gas Engine Company,” formed
expressly for the purpose of trying on a large scale, and if practi-
gables of bringing into general use, Mr. Brown's engine. Mr.
Routh, a director, stated that “ They had been appointed to
ascertain the practicability of Mr. Brown's engine, for the applica-
tion of gas instead of steam, to the propulsion of vessels either on
canals or navigable rivers. Two experiments had been made ; the
one on the lst of January, and the other the day previous, under
the inspection of the committee. The gentlemen who were
entrusted to examine and report to the shareholders, differed
greatly in their opinions derived from those experiments; but they
Were now ready to state their individual opinions on the subject,
which was certainly one of great national importance. The day on
which the first experiment was made, being extremely boisterous,
was particularly unfavourable to the performance of the experiment,
inasmuch as the boat itself was leaky, and the machinery defective.
The boat then made way, but not in such a manner, as to give
a highly advantageous opinion of the powers of the engine. In the
Second experiment, however, it was in a more perfect state. The
boat, which was started from Blackfriars Bridge, went at the rate
of from seven to eight miles per hour, with all the regularity
of steam boats ; the paddles moved as regularly ; and it appeared
the power of the engine might be sustained for any length of time by
gas, as well as by steam. It was the opinion of most persons there,
that the engine answered every purpose expected of it; and he
owned that, as far as power went, it was his own opinion. But
he considered that the expense of procuring gas would entirely
prevent its application as a prime mover instead of steam.—It
was said that gas could be readily and cheaply procured by the
decomposition of water. We understood the chairman to express
himself of opinion, that this proposition had not been yet made out.
He was decidedly of opinion that the company ought to be dissolved.
In fact, it was impossible that it could go on. The sum of rather
more than £5000. had been subscribed. £1000. had been given
to Mr. Brown, for the share of his patent right in the invention ;
sé1000. more had been paid for constructing an engine, under his
superintendance, for the application of his principle, which had failed.
There was £1700. locked up in the hands of their bankers, Sir John
Perring and Co. Then £300. was paid for a boat, and the remaining
available funds were otherwise absorbed. The company could not,
STF. A. A1 ENG IN E. 199
therefore, proceed without another call, which could not of course be
made, or, if made, attended to."
On the other hand, it was stated by Mr. Brown, “ that the
experiment had succeeded to the full extent contemplated by himself
and friends. On the first time of the experiment, the engine itself
was not got into any state of completeness, until the midnight
preceding the morning of trial, and they accidentally run the boat on
shore, and stove in her side. They had to make the experiment on
a boisterous day, and before this accident was repaired, the paddle-
wheel was found to be too small, and deficient in power. A second
experiment was made on the river, before the Lords of the
Admiralty and a number of scientific men, and the result was such
as to decide their minds in favour of its eligibility. He would state
further, that it would, without doubt, be adopted.”* He did not,
however, shew by figures or any other calculation, that gas could be
obtained at such a cost, as to allow a fair competition with the
steam engine : and we are therefore inclined to give full credit to
the statements of the chairman and directors, namely, “ that the
expense of procuring gas, would entirely supersede its application
as a prime mover instead of steam.”
Previous to the year 1823 carbonic acid had never been exhibited
but in the gaseous or aeriform state, and it was a commonly received
opinion, that no degree of pressure or of cold would cause it to
assume a more concentrated form; in the early part of that year,
however, Mr. Faraday of the Royal Society, under the direction of
its illustrious president, Sir H. Davy, succeeded in reducing it (as
well as several other gases) into a liquid state, by the mechanical
pressure of a condensing pump.
This liquid, at the temperature of freezing water, in its endeavour
to assume the aeriform state, exerts an expansive force equal to 30
atmospheres; at ordinary temperatures, a force of from 40 to 50
atmospheres; and on a heat of only 120° Fah. being applied the
force is increased to 90 atmospheres; the pressure increasing in a
similar ratio for higher degrees of heat; in other words, at the rate
of about 11 or 12 pounds increased pressure upon the inch, for every
single additional degree of heat.
To construct an apparatus by which a power so immense, and
apparently so economical, might be rendered available, like the steam
engine, as a first mover to all kinds of machinery, we may easily
conceive has occupied the attention and study of many of the most
scientific and clever men, not only of this, but of every country in the
civilized world; since it cannot be doubted that the paper of Sir H.
Davy, “ on the application of liquids formed by the condensation of
gases as mechanical agents,” has been published every where, and
translated into the languages of all countries where mechanics is
studied as a science. Nearly four years have intervened since the
publication of the important facts detailed in the paper alluded to,
during which period, not only individual talent, but the abilities of
* Public Ledger,
200 {}{STORY OF THE
one of our first chemists have been united with those of one of our
most eminent engineers for the accomplishment of this great deside-
ratum. In this honourable spirit of rivalry, the talents of Mr. M.
I. Brunel have been employed, and notwithstanding the attention
requisite to his other great works now in progress, he has found the
time, and the means, by a few simple and admirable combinations,
to outstrip in the career all his contemporaries; and to present to
the world the first carbonic acid or expansive gas engine.
It is proper that we should here remark, that the patent right for
Mr. Brunel's apparatus is not limited to the employment of carbonic
acid, but that it extends to all liquids which are the result of
the condensation of the gases. The preference being however
given to the former, we may perhaps infer that the engine we have
to describe, is better adapted to the peculiar properties of carbonic
acid gas, than to those of the others. Carbonic acid gas may be
obtained by decomposing any of the carbonates by the action of the
common acids. The mode of obtaining the liquid from the gas, is by
forming the gas under a gasometer, and condensing it afterwards in
another vessel by means of a condensing pump, and continuing the
operation until it passes to the liquid state.
The apparatus, as shewn at fig. 2, consists of five distinct
cylindrical vessels; the two exterior vessels a and b contain the
carbonic acid reduced to the liquid form, and are called the receivers;
from these it passes into the two adjoining vessels c and d, termed
eapansion vessels; these last, having tubes of communication with the
working cylinder e, the piston therein (shewn by dots) is operated
upon by the alternate expansion and condensation of the gas, giving
motion to the rod f, and consequently to whatever machinery may
be attached thereto.
As the working cylinder e is of the usual construction, no further
description of that part of the apparatus is necessary; and as the
wo vessels on one side of the cylinder, are precisely similar to
those on the other, a description of the receiver a, and the expansion
vessel c, will apply to their counterparts b and d5 the two former,
(a and c) are therefore given in a separate fig. (1) on a larger scale,
in section, that their construction may be seen, and their operation
better understood. The same letters of reference designate the like
parts in both figures.
The communication of the condensing pump (before mentioned)
with the receiver a, is through the orifice g, which can be stopped
at pleasure by the plug or stop cock h. When the receiver has
been charged with the liquid and closed, a pipe i is applied to, and
connected to the expansion vessel c at k, l l is a lining of wood
(mahogany) or other non-conductor of heat, to prevent the absorp-
tion which would otherwise be occasioned, by the thick substance of
the metal. The expansion vessel is connected through a pipe m, to
the working cylinder e ; these vessels contain oil, or any other suit-
able fluid, shewn at n, as a medium between the gas and the piston.
The receiver is a strong gun-metal vessel, of considerable thick-
mess, in the interior of which are placed several thin copper tubes,
STEAM ENGINE. 201
as represented at o o of the joints of these tubes, through the top
and bottom of the receiver, are made perfectly tight by packing.
The use of these tubes is to apply alternately, heat and cold to the
liquid contained in the receiver, without altering very sensibly the
temperature of the cylinder. The operation of heating and cooling
through the thin tubes o o o, may be effected with warm water,
steam, or any other heating medium ; and cold water, or any other
cooling medium. For this purpose the tubes o o o are united by
a chamber and cock pp, by the opening of which, with the pipes o o,
hot and cold water may alternately be let in and forced through, by
means of pumps, the cocks being worked in a similar manner
to those in steam engines.
Now if hot water, say at 120°, is let in through the tubes of the
receiver a, and cold water at the same time through the receiver b,
the liquid in the first receiver will operate with a force of about 90
atmospheres, while the liquid in the receiver 6 will only exert a force
of 40 or 50 atmospheres. The difference between these two
pressures will therefore be the acting power, which through the
medium of the oil, will operate upon the piston in the working
cylinder. It is easy to comprehend that, by letting hot water
through the receiver 6, and cold water through the opposite one a,
a re-action will take place, which will produce in the working
cylinder e, an alternate movement of the piston, applicable by the
rod f. to various mechanical purposes as may be required. *
We have mentioned more than once in the course of this work,
that metallic pistons have been considered as a very useful substi-
tute for those which are packed with hemp or cotton. We have
already given, at page 76, a description of one invented by Mr.
Cartwright, which, as we observed, is continued to be used to this
day. We are now about to describe that of Mr. Barton, patented
in 1818, and explained as follows.
The annexed figure gives a horizontal section
of Mr. Barton's piston. It is composed of three
segments a a a, forming together a circle, they
are made either of brass, or cast steel, hardened
and tempered. These segments are preserved in §
their places by three triangular metal wedges 56 b, \
which act equally upon them by the pressure of WNM; ; 2 º'
three strong helical springs c c c working over &\ºft”
three steel pins (not shewn). When the segments become worn,
the wedges are protruded forward by the force of the springs, and
fill up the space they would otherwise leave unoccupied; by which a
perfectly close contact is uniformly preserved for a very considerable
period of time.
On the exterior or periphery of the circle formed by the segments
and wedges, three grooves are made all round; the upper and lower
are to contain two metal rings with a cleft across each, which just
fit flush into them; these serve to keep the several parts together,
* Register of Arts and Sciences, vol. iii. pp. 258-60,
C C

202 HISTORY OF THE
89 as to prevent any displacement in putting in or taking out the
pisten from the cylinder. The middle groove is for the purpose of
holding grease or oil to lubricate the piston and cylinder.
Mr. Barton has succeeded in bringing this kind of piston into use
somewhat extensively, and has obtained the certificates of several
respectable persons, as to its effectiveness and utility: from among
these, we quote the authority of Messrs. Thornhill and Morley, of
New Bond Street, who state, that previous to the adoption of
Mr. B.'s piston, they required the steam to be raised in the boiler,
to the pressure of 73|bs. on the inch; but that since that time, their
engine can do more work with the steam at 431bs. only, and that
during three years they had not a single stoppage, as it continued
perfectly tight. :
The objection which is urged against this piston is, that the
wedges b b b, advancing forward as they become worn, quicker than
the segments a a a, there will be a tendency in them to cut grooves
in the cylinder, by their points constantly working up and down,
or that if they should not produce this effect, then they will be
prevented (by the resistance of the cylinder) from forcing out the
segments, so as to keep them tight against the sides, and thereby
prevent the steam from escaping past them. It is also contended,
that as the segments are worn away, they will not fit closely to the
circle of the cylinder, because the curvature of a small circle, never
can be in contact with that of a larger, excepting in one point. In
reply to these objections, the inventor appeals to the actual experi-
ment, and certainly it appears that practice has not warranted these
conclusions, it being found, that those points which are most
forcibly pressed against the cylinder, are soonest worn away, and
therefore, that the points of the wedges, and those parts of the
segments which are most forcibly pressed against the cylinder, are
sooner removed by this self correcting process; so that the whole
is kept perfectly circular, and in close contact with the cylinder.
A patent was also obtained by Mr. William Jessop, of Butterley,
Derby, for a metallic piston, which is formed only of one piece, of
a spiral figure, as below.
The piston is first to be bound round with hempen packing, as a
bed for the metallic portion, and to prevent the escape of the steam.
The spiral spring is placed between the upper and lower plates of
the piston, through which screw bolts are passed, and by turning the

STEAM ENGINE. 203
nuts, the plates are brought nearer to one another, and the metallie
coils are thereby pressed closely together. Thus restrained above
and below, the metallic coil is to expand and contract laterally
against the sides of the cylinder, and while it shall effectually prevent
the escape of the steam, to press with the requisite force, uniformly,
so as to produce very little friction. º
On this plan it may be said, that though the method of tighten-
ing the packing as it wears, is simple and easy, yet it does not
obviate one of the objections against hempen packing, namely, the
danger that a careless, or even an experienced workman, may
screw it down so tight, as that nearly all the power of the engine
will be absorbed by giving motion to the piston. Though perhaps this
will appear a matter of trifling importance, as it will be answered,
that such a fault can be easily corrected, yet it is found, that many
enginemen are extremely careless on these matters, so that it
is desirable, if possible, to have the piston of such a construction,
as to be entirely out of their power. However, in the hands of
an ingenious and attentive engineman, these pistons are found to be
very useful and economical.
A great variety of forms have been given to the metallic piston:
generally, however, they partake in some degree, of the principles
of those described.
A patent was obtained in 1823 for a Rotative Engine, by Messrs.
Beningfield and Beal, of London, which resembled in principle those
of Messrs. Cartwright, Malam, Routledge, and Chapman. It differs,
however, from most of these in some points, namely, that its ex-
ternal cylinder revolves whilst the interior one is stationary, and
the motion is communicated to the machinery by a spur wheel on
the cylinder working into another spur wheel on the shaft. The
internal arrangements of the engine approach nearest to Chapman's
(page 150) of any of the above engines, the difference being that
the leaves or valves are fixed to the exterior cylinder, and the
piston or steam stop to the interior cylinder. There are many
ingenious contrivances for the simple working of the different parts,
and for keeping the whole apparatus steam-tight without much fric-
tion; and judging from the small engine which we have frequently
seen in operation, and which has been working for nearly three years
at the manufactory of Beningfield and Co. we are inclined to judge
more favourably of this rotative engine than any we have yet noticed.
On a small scale there is no doubt of its utility, and we can see no
reason why a large engine should not be found effective.
Captain Walter Foreman, of Bath, obtained a patent in 1824, for
a Rotative Engine, which is thus described.
Fig. 1 is a side view of the steam wheel, with the casing removed
to shew the situation and construction of the valves, and their mode
of action in the steam-way. a a is the steam wheel revolving upon
its axis b. c de fg h are six flap valves, having steam-tight joints,
and fixed to six blocks on the periphery of the steam wheel; three
of the valves are shewn open, and three closed: i is a fixed stop for
arresting the course of the steam ; it is composed of an upper and
204 HISTORY OF THE
Power piece accurately fitting the sides of the chamber, and connected
together by means of screw bolts, so contrived as to admit of an easy
adjustment when the lower curved surface may become worn, by the
friction of the periphery of the steam wheel in its revolution. o is
the anti-friction roller fixed to a springing curved arm, and screwed
to the stop i.
Fig. 2 is a vertical section of fig. I through the axis; a a the
steam wheel, b the axis, g h two valves, by which is seen their
tapering figure, and the conical form of the casing which encloses
them ; the lower valve is shewn as closing the steam-way, and the
upper one as leaving it open, It will now be perceived that the
valves from this peculiar shape do not, when moving backwards or
forwards, even touch the sides of the casing, consequently all friction
in those parts is obviated ; the dotted lines in the upper valve, are
intended to illustrate this observation, as they describe the course of
the extreme edge of the valve, when in the act of opening or shutting
the steam-way.
The mode of operation with this engine is as follows: steam as
admitted by the tube j, which immediately fills up the space between
the stop i and the valve c, and the latter yielding to the expansive
force of the vapour, gives motion to the wheel a a ; when, in the
revolution, the valve h takes the place of c, the flap of h (swinging
upon its joint) falls by its gravity into the same position ; the steam
then acts against it in like manner as c, and successively the valves
g fed in rotation, as fast as the wheel revolves, the steam finally
escaping at the pipe k ; the friction-roller o pressing down each flap,
as they pass under its operation against the periphery of the steam
wheel.% -
The only novelty in this engine is the form of the valves, which
are not rectangular like those of other rotative engines on a similar
principle, but taper outwards. The reason of their being of this
~Ez-
* Register of Arts and Sciences, vol. iii. p. 217.

STEAM ENGINE. 205
form is, that there may be no friction from their sides rubbing against
the lids of the cylinder, except when they are opened out as at c de;
and further, that as they become worn it is calculated they will still
continue tight, because all the three bearing sides will, by being 3.
little further opened, press unon the several surfaces over which they
pass, and so continue to be steam-tight. Though, perhaps, a valve
of this form, acting in a circular channel of the shape here given,
may continue steam-tight for a great length of time, yet it unfortu-
mately happens that a leakage is produced in another, Way by the
wearing of these valves, as great, if not greater than could have been
by the wearing of rectangular valves.
P-3 i F-
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These valves must, in order to pass under the steam stop, fall
into recesses in the interior cylinder of the form of fig. 1, and if very
accurately fitted to the sides of the recess (a very difficult operation)
may at first be tolerably steam-tight, but by the continued wearing
of the three working sides of the valve, a b, b c, and de, against the
cylinder and lids, the valve then will become too small for the recess,
and appear when shut as in fig. 2. Now, supposing the stop, i, to
be represented by the dotted lines, it will be evident that whilst the
stop and valve are, as there shown, the steam can freely enter the
opening between the valve and the sides of the recess, and escape
through that opening (say from a to b). Therefore, as there is at
all times one or other of these valves under the steam stop, the
leakage of course will be constant, and in a short title so great as to
render the engine quite ineffective and useless. Of the great friction
we say nothing, having already treated of that when speaking of the
engines which nearly resemble this in all the points except the
variation here described.
A patent was obtained in 1825, by Mr. Joseph Eve, (late of the
United States, but now of Liverpool,) for a Rotatory Engine, the
following description of which we extract from his specification.
“Fig. 1 presents an end section, fig. 2 a longitudinal section of
the said engine, on the simplest manner of construction. The same
letters refer to similar parts in all the figures.
“ a a are the cylinder and cone, revolving in contact in opposite
directions, the cone having one groove and being one third of the
diameter of the cylinder, which latter has three wings or pistons
c c c, the ends of which as they revolve, touch the outer case e,
and do not admit any steam to pass. The steam is admitted
through the pipe f. and acting on the wing c, causes the cylinder
to revolve until the said wing passes the pipeg, when the stratum
of steam lodged between each two wings, is allowed to escape.

206 history of THE
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STEAM ENGINE. 207
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The wing, which has thus passed, falls into the groove d of the
cone, the bottom of which groove it touches in passing, thus
allowing no steam to escape between. The said wing c then passes
again by the steam pipeſ, and is acted upon as before described,
and so on in rotation. The cylinder a, which is firmly fixed to its
axis 5, rests on one side on the outer case e, through which the
axis projects, but as there is some friction produced by the revolu-
tion of the said cylinder at its two ends touching the outer case, I
have placed a false end h h under the opposite end of the cylinder,
which false end slides on the axis & freely, and has a thread cut at
the end, by means of which and the adjusting nut i, the cylinder,
if worn at the two ends, can be easily tightened and adjusted.
The adjusting nut is confined by the collar k, which collar is
screwed to the outer case. The conical shape of the small runner,
which can likewise be moved upwards or downwards in the outer

208 HISTORY OF THE
case, serves to keep the two convex surfaces of the cylinder and
COIne in COntact.
“The groove d in the conical runner, is cut into a separate
piece of metal, which slides by an adjusting screw o up and down,
so that when the engine is adjusted, the groove d, on the piece of
metal, into which the said groove is cut, can be moved up and
down, so as to fit the wings of the cylinder.
“Letters n n in fig. 2, present two cog-wheels running into
each other, attached on the outside of the engine to the axis of the
cylinder and cone, placed there for the purpose of producing a
corresponding revolution of the said cylinder and cone, thus causing
the groove of the cone to present itself regularly to the wings of the
cylinder; o is a pinion fixed to the other end of the axis, by means
of which any machinery can be put into motion.
“Another variety of constituting a steam engine on this principle
is shewn by an end section view in fig. 5, and an external view in
fig. 6. This engine has a cylinder with two small conical runners on
each side, the said conical runners being of the same construction
as before described, with one groove cut into each, and being one
third of the diameter of the cylinder. There are two induction and
two eduction steam pipes, and, although the engine may be, with
the exception of the addition of one of the conical runners, exactly
of the same size as the one first described, a double quantity of
steam is requisite, and twice the power of the former engine is
gained : the steam enters through the pipe f a, and acts on the
wing c, which after having passed pipe g o where the steam
escapes, falls into the groove d of the lower cone, and appearing
at the induction steam pipe fö, is loaded again with steam pressure,
which it discharges at the second eduction pipeg o, and then enters
the groove of the upper cone, after having passed which it is loaded
again at the first-mentioned induction pipe.
“Letters m 'm are bridges, by which the spindles on axis & 6 b are
supported. This engine has three cog-wheels n n n attached to the
three spindles, so as to cause the cylinder and cones to revolve in
unison, and like the first described engine, a pinion o on the opposite
end of the axis of the cylinder. Fig. 7 shows an end section; fig. 8
a longitudinal section; and fig. 9 an external view.
“The two conical runners in this engine are of an equal length
and diameter, each has two wings or pistons attached, and two
grooves cut into it, and in revolving in opposite directions, the
wing of one runner falls alternately into the groove of the other.
The steam enters by pipe f, and as the cylinders are running in
contact, it cannot escape between them, but acts upon the two wings
in opposite directions, and escapes at the eduction pipeg, after the
said wings have passed the same. By reference to fig. 8, which
represents a longitudinal section; it will be seen that the two cones
have each two false ends pp, sliding freely on their spindles; the
two outer cases e e fit over the runners and their wings exactly, each
of the four false ends has an adjusting nut by which the engine is
tightened if steam should escape, or slackened if it should run too
STE A \{ } N G IN E. 209
tight. Each pair of the false ends, where they join, have a plate
that connects then and breaks their joints, so as to prevent escape of
steam, this plate p slides into the groove r cut out of the false ends,
as exhibited by fig. 3 and fig. 4, the former showing an end view of
the false ends with the connecting plate in the middle. On these
false ends packing rings, g g g, which are confined to the sliding
plate as exhibited in the latter figure, are placed. These rings press
against the hollow outer cases, and prevent any steam escaping by
them. These packing rings are shown in section, in fig. 8. It will
be evident that the false ends need not be made true, if the connec-
ting plates and packing rings as above described, are adopted, and
that the engine, if provided with moveable false ends, conical runners,
and the afore described connecting plates, and packing rings attached,
as shown in fig. 8, can always be kept steam-tight, and by use, the
various parts on which there is any friction, will fit better.”*
A patent was obtained in 1826, by Louis Joseph Marie, Marquis
de Combis, of London, for an improved Rotary Engine, the principle
of which is as follows:—
“A piston is made to circulate within a vertical hollow ring, by
steam admitted alternately at two opposite points of the diameter of
the latter, and discharged through perforations in the central boss
of the piston, and in its tubular axis; which hollow ring is separated
into two equal portions by sliding valves, that pass across its cavity
on to the axle, at its different sides, and which are withdrawn suc-
cessively as the piston approaches to them, and are instantly replaced
as soon as it has passed,
“The form of the case, that contains the hollow ring, may be
conceived by supposing a flat cylinder with its angles rounded off,
from which rectangular pieces project at opposite sides of its diameter,
to contain the sliding valves. This case is divided into two equal
portions, by a section through the middle of the axis of its cylinder,
and at right angles to it, each of which portions is again divided into
two equal parts by another section, that passes in the plane of the
axis, and through the midst of the valve receptacles; the four pieceſ
thus formed by the two sections, are united together by screw bolts
and nuts, passed through flanches cast on them for their reception.
A perforation is made through the middle of the cylinder in the line
of its axis, whose diameter is between three and four times greater
than that of the revolving axle of the engine that passes through its
centre; and at equal distances from it, all round close to the sides of
the cylinder is formed the annular cavity, or hollow ring, in which
the piston moves.
“The axle of the engine projects a considerable distance beyond
the cylinder at each side, to allow space on it sufficient for the re-
ception of the main wheel (by which it gives motion to the machines
with which it is connected,) for the fly-wheel, and for the parts that
impel the apparatus, which works the sliding valves of the hollow
ring, and those of the steam box which communicates with the oppo-
site sides of its diameter. In the middle of this axle is a boss, or
* Register of the Arts, vol. iv. pp. 18-21.
D RO
2|{} | | | STO |{ Y () [' 'I’H 1,
enlarged part, of the full diameter of the perforation of the cylinder,
but only of the thickness which is found necessary for an arm, that
passes from it to the piston at right angles to the axle, whose breadth
regulates its size: and for the revolution of which, along with the
piston, a circular cavity is left between the two lateral divisions of
the cylinder. -
“To make the cavities steam tight at each side of the boss round
the axle, there is first a layer of hemp packing put in close to it at
each side; secondly, a cylindrical piece is placed over that, round the
axle, which closely fills up the whole central perforation through the
cylindrical part of the case, in the external portion of which piece a
hollow coue is formed, with its apex next the boss, from the top of
which ears project at each side, through which screws pass that draw
it towards the case, and thereby compress the packing between it and
the boss ; and, thirdly, a conical piece, perforated to receive the axle
in its centre, and ground so as to fit the conical cavity truly, is placed
over the hole, and connected by sliding side pieces to the axle so as
to turn along with it; while from other pieces, also attached to the
axle, screws parallel to it project So as to press it towards the centre.
“The piston (which is called a sole by the patentee) is made
steam tight by two layers of metallic packing, (each formed of three
segments of a circle equal to it, having three triangular pieces pressed
into the angular cavities, formed at their points of junction by helical
Springs that proceed from the centre,) whose principal pieces are so
arranged, that the joinings in onc layer are covered by the middle
parts of those in the other layer. And the sliding valves that pass
across the case horizontally through the hollow ring to the axle are
made steam tight at the sides, by fitting closely to the parts of the
case through which they pass, and next the axle by a metallic packing
pressed towards the latter by springs; and as it is expedient that these
valves should be thin, that the piston may pass the cavities through
which they slide, with more facility, to give them at the same time
sufficient strength, ribs are fixed to their faces in the direction of
their motion, for which there are corresponding grooves formed in
the projections of the case, into which they are received, which pro-
jections extend sufficiently to enclose them at every side, only being
perforated opposite the middle line of the slides, to allow of the
passage of rods, that proceed from them through stuffing boxes,
similarly to piston rods, by which rods they receive their motion.
... “To connect the main wheel with the axle, two circular discs
are fixed to the latter, so that one of them may be pressed toward
the other, by screws from other parts proceeding from the axle; and
the main wheel being placed between these discs, with its centre on
the axle, is so compressed between them, that it revolves with them,
so long as the resistance of the work to which it is applied is less
than that caused by the pressure or friction of the discs; but should
the former become the greatest from any accidental obstruction, the
discs will pass round without moving the main wheel; by which
means the destruction of material parts of machinery will be pre-
vented which might otherwise be liable to occur.
“To one of these discs just mentioned, a flat toothed plate is
STEAM ENGINE. 21]
attached; whose shape and teeth correspond with those of two eg-
centric spiral toothed cams, one of which is placed at each side of it,
and from which connecting bars proceed to crank pieces, that by
these cams move forward and retract the sliding valves of the hollow
ring, at the proper periods; at the parts of these cams that are
farthest from their centres, the teeth are serrated, but at those more
centrical, where they approximate to the form of circles, the teeth
are similar to those in common use.
“The steam passes from the boiler, that is not described, by a
tube furnished with a cock, (by which the passage can be diminished
as desired,) to a steam receptacle of a semi-annular form, and of
about the same size as the hollow ring, which is placed parallel to
this latter. From the opposite ends of this receptacle tubes pass to
the hollow ring close to the sliding valves; in which tubes, where
they proceed from the receptacle, are fixed other sliding valves,
called cocks by the patentee, which are moved by a system of crank
levers and connecting bars, something similar to that used for the
valves of common steam engines, which receive their primary im-
pulses from arms attached to the axle of the steam engine in such a
manner, that the times and degree of their impulses may be varied
so as to diminish or increase the quantity of the steam admitted to
the engine, by a little apparatus fixed to the axle, which could not
be well explained without a drawing. -
“These valves of the steam tubes, and the larger slides of the
hollow ring, are moved so, by the means described, that as soon as
the piston passes one of the latter and it becomes closed, the steam
tube, that enters the hollow ring close to this slider and between it
and the piston, is opened, and the tube at the opposite side becomes
closed, which latter, in its turn, becomes opened as soon as the
piston has passed it and the slide at the side close adjoining.
“The steam, after passing out from the hollow ring through the
perforation in the boss and the tubular passage in the axle before-
mentioned, enters a condensing vessel where the greatest part of it
is condensed into water, and through a spiral tube or worm in the
vessel, runs from thence by a pipe into a closed reservoir, which
communicates with the bottom of the pump that supplies the boiler;
to which pump also another pipe rises from the cold water well,
which being below the level of the reservoir, the water only ascends
from it, when the latter is empty; and when the boiler is sufficiently
full, the pipe of supply is closed by the rising of a balanced floating
weight. This pump is worked by a revolving crank, that communi-
cates with the main axle, and which turns in a horizontal slot in a
piece attached to the top of its piston rod.
“An open oil vessel is placed at the top of the hollow ring, from
which a pipe passes into it that is closed by a cock made to turn
round very slowly by a pinion attached to it, in which another pinion
works, whose axis extends to one of the discs on the main axle
where a wheel is fastened to it, into which a pin projecting from the
disc strikes once in each revolution of the latter, and moves it for-
wards the extent of a single tooth,”* -
*--- - - - - -
* Repertory of Patent Inventions, vol. iv. pp. 240-5,
212 HISTORY OF THE
This engine comes nearest in its principle, to that patented by
Mr. Joseph Turner in 1816, the form of the sliders and piston,
together with some of the interior arrangements, being nearly
similar. Some of the improvements are very ingenious, and, on
the whole, perhaps there is less liability to waste of steam : but it
is our fear, that the great objection to many rotary engines, namely,
the striking of the sliders, will remain here in full force.
We now come to describe the rotative for which the author
obtained a patent in December, 1826.
Figure l, see Frontispiece, represents an elevation of the exterior
of this rotary engine. Fig. 2 represents an end view : Fig. 3 repre-
sents a section of Fig. 2 : Fig. 4 of Fig. 1. a a, Fig. 1, 3 and 4,
is the cylinder, being accurately bored in the same manner as the
cylinder of other steam engines, excepting that at the two ends there is
a rabbet. The flanges are also turned rectangularly to the cylindric
part, so as to be quite smooth and true on their faces. The lids or caps,
6 b, (1, 2, 3), are turned on their flanges also, they are then turned
flat from c to f. At f they project inwards, and form the cylindric
bosses d d, (also turned), until they nearly meet each other in the
interior of the cylinder, leaving only a space of about two inches in
large engines, and a proportionably less one in smaller engines. The
turned flanges of the lids being ground against the turned flanges of
the cylinder form a steam tight joining, which is made additionally
secure by the corner or angle of the lid being at the same time ground
against the rabbet in the cylinder. On opposite sides of the cylinder
Fig. 3, there are two apertures cut quite through of an equal breadth,
and extending the lengthway of the cylinder parallel to the axis, and
of such a length as to reach about three quarters of an inch over the
flat parts c f; of the lids. Grooves of a corresponding breadth, and
3-4ths of an inch deep, are cut in the lids from c to f, in a direct
line to the axis. Similar grooves, ff, are cut in the bosses parallel
to the axis. These are about an inch deep, and of the same
breadth as the former. The dimensions of these grooves will be
varied, to suit the size of the engine. It is apparent that a section
from y to z, Fig. 2, will pass through the centre of all these
grooves. The sliders, g g, Figs. 3 and 4, are two plates of metal
faced with a thin facing of brass or gun metal ; they are of such
a thickness as to move freely in their respective grooves, of such
a length as to extend from the bottom of the grooves in each lid,
and of such a breadth as to reach from the outside of the cylinder
to nearly the bottom of the groove ff. The purpose of these grooves
is to form a bearance for the sliders, which being made smooth and
flat, and afterwards ground into their places in the grooves, become
steam tight in every part, excepting at the space left between the
bosses. Now there is a central plate ar, (Fig. 3 and 4), which is
attached to and revolves with the axis e e. This plate is of a thick-
ness sufficient to occupy the space between the bosses, and is kept
steam tight by the circular rings l l and 22, (placed in recesses
turned in the bosses) pressing upon each side of the plate r. Under-
neath each plate is introduced a quantity of hempen or cotton pack-
ing, which answers the double purpose of preventing the escape of
STEAM ENGINE. 213
r
-
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the steam between the ring and its recess, and that the elasticity of
the packing, by keeping the ring pressed upon the plate, prevents an
escape in that direction. To make the sliders and the central plate
form a steam-tight union, small pieces of brass are screwed to the
sliders, and thereby allow them to be brought into contact with
the edge of the plate, w, without permitting any part of the sliders
to touch the bottom of the grooves, ff. At opposite points of
the plate ar, there is a small portion of the circle cut away, (see F,
Fig. 3). The purpose of which is, that the sliders may be moved
into their places without noise, for that is produced by the striking
of two substances together, and these sliders cannot strike against
the bottom of the grooves, nor yet, from the external cam, against
the periphery of the plate.







214 HISTORY or The
The boxes or cases, i i, 1, 2, 3 and 4, are for the reception of
the sliders when they are withdrawn from the cylinder. Stuffing
boxes, jj, are placed in the middle of the bonnets, through which
the rods, h h, are worked. These rods are attached to the sliders by
means of cross pieces, b b, Fig. 3, which are dovetailed and bolted to
them : and at the outer end they are keyed to the cross heads, m m,
1 and 2, similarly secured to the rods, n n n n, which are forked at
the ends nearest to the axis. A small spindle passes through the
ends of each fork upon which run three friction sheaves, the larger
ones, o, Fig. 1, being placed between the forks, and the smaller
ones, pp, on the ends of the spindle. They are not fixed to the
spindle, and therefore may revolve separately and independently of
each other.
The piston consists of four pieces of brass or gun metal, of about
24 inches in thickness, filed or otherwise made perfectly smooth, and
uniformly thick. Each piece is in the form of the letter L, in the
interior of the piston; and spiral springs, acting against an abutment,

$:"I"F. A M H N (H N E. 215
force them outwards. Two plates of metal, having a facing of equal
breadth to the brass, are laid on each surface of the brass pieces, and
pressed on them by means of the brass bolts passing through the
whole of the piston. These plates and the brass pieces being pre-
viously ground together, prevelt the steam from escaping between
them; and, as an additional security, there are semi-circular grooves
cast in the metal plates, into which hemp or cotton is stuffed, and
by pressing on the brass prevents the possibility of an escape, except
at the points of union between the brass pieces. In order to make
these parts tight also, small overlap pieces are sunk into the brass
about one-fourth of an iuch, and as the piston wears away and widens
the openings between the pieces, these still continue to cover them.
Those parts of the brass which are against the arm of the piston are
let into recesses, and hemp or cotton is placed underneath them
which prevents escape in that direction. This is called a compound
compensating piston: it possesses the property of being more tight
than metallic pistons are generally, (by the using of both hempen
and metallic packing,) and also being equally free and not liable to
be jammed when heated; this latter qualification arises from making
the bolts, which hold the plates together, of the same material as the
wearing part, by which ineans the distance between the plates, wheir
heated, is as much increased by the expansion of the bolts as the
intervening pieces are expanded, consequently they cannot be bound
or jammed in their places under any variation of temperature.
There are four valves in this engine; two of them are placed in
each lid. They consist of circular brass plates, the bottom ones being
cemented or otherwise fastened into a recess in the end cast for them;
the upper plate then is placed above, and both being previously
ground together, the steam cannot enter the cylinder but through
them; that is to say, when the holes in each plate are placed over
each other, the valve is open, and when otherwise shut. A plate
covers the recesses in which the valves work, and may either be cast
with the ends, or afterwards bolted and cemented to them; the
spaces between the lids and the plates form circular chaumbers; and
have each three openings; two circular ones, large enough to get
readily to the valves, and a rectangular one, to which a steam pipe
is attached. Bonnets cover the circular holes, which are thicker in
their centres, having a cylindric hole large enough to admit smaller
bonnets, O O, Fig. 4, to be placed therein. Spindles previously
keyed to the moving plate of the valves are brought through O O to
the exterior of the lids. These valves and the spindle are kept steam
tight by the screws of O O being turned a little round, which presses
the bonnets, O O, in the first instance upon the enlarged part of the
spindle, (shown at Fig. 4.) and also upon the face of the fixed valve
plate. Small cranks, 8 S, Fig. 2, are attached to the outer ends of
the valve spindles, which are connected to the gear, 99. Upon this
gear are fixed two friction sheaves, which being acted upon by the
cam, Ol, at proper periods, the cranks, and consequently the valves,
are alternately moved to and fro by the revolution of the axis, ees
one of then opening when the other is closing, and vice versa.
33, Figs. I and 3, are two cams, one half of which (namely, fron
216 HISTORY OF THE
4 to 5) are concentric with the axis, and the other part is the ec-
centric or cam part, by which the sliders are moved. The motion is
produced by the eccentric part acting on the sheaves, o 0, Fig. 2, and
moving them to and from the axis. The smaller sheaves, pp, run
between guides, (see the dotted lines, Fig. 2,) which preserve a
vertical motion to the rods n n.
The holes through which the steam escapes and is admitted are
placed as near the slider as they can be brought, and are shown for
the purpose of illustration, as being all in one lid, at Fig. 3, though,
as has been previously stated, there are two in each lid. The effect,
however, would be the same were they as represented in Fig. 3, and
therefore this mode of explanation will be as clearly understood.
A pipe is brought round, as at A, Fig. 2, into a steam chest, B,
Figs. I and 2, in which latter is a common slide valve. Into this
steam chest the steam is brought from the boiler by the pipe C, and

STEAM ENGINE. 217
escapes into the atmosphere or condenser by the pipe D. This slide
valve, and the apparatus connected with it, are for the purpose of
reversing the motion of the engine. º e
In order to put this engine in operation, steam is admitted into
the steam chest B, when the slide valve is placed in such a position
as to allow the steam to enter into one end, and escape at the
other, or in other words, when the valves 6 and 7, Fig. 4, are
the induction valves, and 14 and 15 the eduction valves; and when
the piston and sliders are in the position shown at Fig. 4. The
valve, 14, is then open, and communicates with atmosphere or con-
denser, and the valve, 7, with the boiler; the steam, therefore,
entering through 7, rushes against the piston and the upper slider
which becomes the abutment against which the steam exerts its
force. The piston recedes from the pressure in the direction
of the arrow, turning with it the central plate, ar, the axis, ee,
the cams, 3, 3, and the valve cams, Ol, Ol. As the shaft turns
therefore, the cam 3, Fig. 2, revolves, and the cam or eccentric
part gradually leaves the lower rods, n n, and presents the con-
centric part to the sheaves of the said rods. Now the lower cross
head being pressed upwards by the counterbalance, E, gradually
ascends into the cylinder, so that when the point 4, is in contact
with the sheaves of the lower rods n n, the slider has then reached
its place in the cylinder, being nearly in contact with the central
plate F, and also upon its bearance in the grooves before mentioned :
the piston will be then at the point G of the cylinder, and both the
sliders shut the two valves, 7 and 14 only being open. Now as the
piston continues to revolve, the cams 33 are gradually opening the
upper slider and the cams 10, gradually shutting the valve 14 and
opening the valve 15, so that when the piston reaches the valve 15, the
former is completely shut, and the latter completely open, and when
the piston reaches the upper slider, it is completely withdrawn from the
cylinder, and thereby allows the piston to pass it. At this point,
the steam is entering through 6, and escaping through 15, the
lower slider being then the abutment upon which the steam acts.
After the piston has passed the upper slider, the cam 3 allows the
piston gradually to return to its place in the cylinder, and after the
piston has passed the valve 6, that valve begins gradually to open,
and the valve 7 to close. Therefore, when the piston has reached
the pipe H, the upper slider is in its seat in the cylinder, the valves
7 and 14 are quite shut, and 6 and 15 quite open : the cam 4 then
begins to give motion to the lower slider, as before described, and
the cams 10 to the valves, so that a constant rotation of the axis is
kept up.
To reverse the motion of this engine, the sliding valve in the
steam chest is moved on its face, so that the valves 6 and 7 become
the eduction valves, and 14 °nd 15 the induction valves. Supposing
the piston therefore in the position shewn in Fig. 3, and the steam
previously entering through 6 and 7, and escaping through 14, it
will be seen that if 6 and 7 become the escape valves, and 14 and
85 the induction valves, the steam from the boiler will then rush
E. E.
218 HISTO RY OF THE
through 14 and press upon the piston, and so drive it in a direction
contrary to the arrow, whilst the steam, before actuating the engine,
escapes through 6 and 7, which being shut and opened at their
proper time by the carns 10, keep up the rotation in the opposite
direction.
The difficulties which have been encountered in the construction
of a rotary engine, have been so repeatedly enumerated in the
course of this work, that it would be needless to give them
bere. . It will be remembered that great friction, leakage, and the
difficulty of maintaining the packing steam tight, have been gene-
rally found the great obstacle to the successful adoption of such
engines. It is calculated that these objections have been removed,
by the author's patent engine. The friction has been reduced in a
very great degree, compared to that of the reciprocating engine,
the greatest being caused by the revolution of the piston and shaft.
The sliders are found to causé scarcely any friction, as they are
only moved, when they are surrounded on every side by the same
medium ; and as the grooves are sufficiently wide, to allow them to
move without rubbing against their sides, the only resistance is
caused by the rods working through the stuffing boxes. The valves
also have the advantage of being only in motion, when they are
surrounded by the same medium, and consequently the wear and
friction is reduced, considerably below that of the slide of a common
engine, which is only moved when under a pressure of steam.
The leakage is found to be considerably less than the leakage
of all the engines, on this principle which we have hitherto seen.
This superiority arises from the use of the compound packing in the
piston, by which a great defect in metallic pistons has been obvia-
ted. This defect was the difficulty of making the metallic pieces
which formed the packing, of an equal thickness, and of bringing
them in sufficiently close contact with the plates which enclosc
them : for it will be seen, that unless the whole of the metallic
packing were of an uniform thickness, it would not, when moved
out of the situation into which it was at first fitted, fit so closely to
the covering plate, and consequently a leakage would take place.
By the improved method, however, it is not necessary that the
packing should be so carefully constructed, because the elasticity of
the hempen packing, would make up for any little irregularity in the
metallic part.
The sliders are found also to be much less liable to leakage than
the abutment of other rotary engines. . This advantage may be attri-
buted to the bearing in the grooves being inaccessible to the piston,
or any other part of the machine, except the sliders themselves, and
consequently the flat surface originally given to them, is not liable to
be destroyed by wear, which is the case with those engines which
have leaves or flaps, or even where there are sliders which do not
rest entirely in grooves as in the present instance. It is found also
that these sliders do not wear out of form, or become leaky, because
owing to their vertical motion and the width of the grooves, they can
hardly be said to touch the sides of the grooves until they are forced
against thcm by the steam, which only happens when they are at rest.
STEAM ENGINE. 219
Not the least evil which the makers of rotary engines have had
to contend with, has been the rapid destruction of those parts which
have struck each other. Now this is a fault that has invariably ex-
isted in all the engines with leaves or sliders. It is however here
completely obviated by the mode of bringing the sliders to rest, for
instead of allowing them to strike the central plate, a cavity is formed
therein at the part where the slider would (but for that cavity) have
come in contact with it. The slider therefore can neither touch the
bottom of the grooves in the bosses, nor yet the central plate; the
external cam work preventing from reaching so far into the cylinder.
The edge of the plate and the slider are brought into contact by the
circular part of the former, gradually introducing itself like a wedge
under the slider after it is at rest, and consequently a stroke is avoided.
In confirmation of the superiority of this engine, we can state,
that a small engine of about one horse power, has been in operation
for many months, and, is found to possess all those advantages above
stated. An engine of fifteen horses power has also been tried at the
Iron works of Messrs. Hawks and Co. of Gateshead, in the county
of Durham, which drove with ease a tilt hammer, to which a larger
engine had been previously applied. The engine was attached by
temporary and very defective frame work to the hammer, and ill
consequence of an accidentally increased resistance of the hammer,
the connecting shaft was broken, or rather twisted in two by the
power of the engine, although the shaft was calculated as able to sus-
tain a force full one half more than the assumed power of the engine.
Another engine of twelve horses power is now nearly complete, and
will in a few days be in operation, in a steam boat on the River Tyne.
We have in this and the preceding chapters, endeavoured to give
to the best of our ability, a faithful detail of what appeared to be the
most interesting attempts to improve the steam engine. We cannot
profess, amongst the almost innumerable patents which have apper-
tained to this subject, to have selected all the very best schemes ;
but have principally aimed at novelty and ingenuity, though the
former may have in some instances, been obtained at the expence of
utility, and the latter may have been the effervescence of mis-directed
talent. What modification the steam engine may assume, in the
hands of those who come after us, is yet undecided, and will be for
the future, historian to record. Imagination may lead us to specu-
late, on the possible perfection to which this noble effort of human
genius may be brought : but all attempts to set bounds to, or trace
the progress of that which is yet in the womb of time, would be as
vain as they would be fruitless.
F I N I S.
A CHRONOLOGICAL
LIST o F PATENTs,
GRANTED
FOR INVENTIONS AND IMPROVEMENTS OF OR CONCERNING THE
1698.
1705.
1736.
1759.
1766.
1769.
1769.
1772.
1778.
1781.
1782.
1784.
1785.
1729.
1790.
1791.
1793.
1794.
1796,
1797.
1798.
1799.
$team 3:ngine,
Thomas Savery, of London, for raising water by the elastic force
of steam ; and for effecting a vacuum by condensing steam, to raise
water by the pressure of the atmosphere.
Thomas Newcomen and John Cawley, of Dartmouth, and Thomas
Savery, of London, for condensing steam under a piston, &c.
Jonathan Hulls, of London, for propelling a boat by steam.
James Brindly, of Lancaster, for a steam boiler.
John Blakey, London, for an improvement upon Savery’s engine.
James Watt, Glasgow, for condensing in a separate vessel—using
oil, fat, &c. instead of water—casing the cylinder—working engines
by the pressure of steam without a vacuum—steam wheel—working
engines by the alternate expansion and contraction of the steam.
John Stewart, London, for converting rectilinear into rotative motion.
John Chrysel, London, for an improved furnace.
Matthew Washborough, Bristol, for converting rectilinear into
rotative motion.
John Steed, Lancashire, application of the crank motion.
Jonathan Hornblower, Penryn, for an engine with two cylinders.
James Watt, Birmingham, expansive engine—six contrivances for
regulating the motion—double acting engine—two cylinders—paral-
lel motion, obtained by a rack and Sector–semi-rotative engine—
Steam wheel.
Ditto, ditto, rotative engine—parallel motions—portable engine
and steam carriage—working hammers &c.-improved hand gear—
improved method of working the valves,
ditto, ditto, for a furnace for consuming smoke.
Thomas Burgess, London, for cenverting a vibrating into a rotatory
motion.
Bramah and Dickenson, London, for three rotatory engines.
James Sadler, Oxford, rotatory engines.
F. Thomson, London, for an engine with two cylinders.
Robert Street, London, for an inflammable vapour engine.
John Pepper, Newcastle, for saving fuel.
John Strong, Bingham, for a new form of valves.
William Batley, Manchester, for a new mode of working.
E. Cartwright, Middlesex, for a new condensing engine ; metallic
piston ; rotative engine.
J. Grover, Chesham, for a boiler and furnace.
T. Rowntree, London, for a boiler and furnace.
W. Rayley, York, for a furnace, boiler, and appendages.
John Dickson, Southwark, for a method of contraction.
F. Rapozo, (of Lisbon,) London, construction of cylinder and valves.
G. Quieroz, London, for a cylinder and valves.
J. Wilkinson, Castlehead, construction of boiler to save fuel.
1802.
1803.
1804.
1805.
1806.
1807.
ISO9.
1810.
1811.
CHRONOLOGICA L I, IST OF PATENTS,
M. Murray, Leeds, boiler, damper, horizontal cylinder.
A. G. Eckhardt, for saving fuel. e
W. Murdock, Redruth, cylinder—valves—rotatory engine.
James Burns, Glasgow, boiler—saving fuel.
J. Bishops, Connecticut, for a rotatory engine. $
Phineas Crowther, Newcastle, crank and parallel motion.
John and James Robertson, Glasgow, furnace to consume smoke-
double cylinder. *
E. Cartwright, Middlesex, portable engine.
R: Wilcox, Bristol, rotatory engine.
W. Hase, Saxthorpe, cylinder, boiler, &c. g e d water
M. Murray, Leeds, pump for the separate discharge of air and wate
Valves—parallel motion.
Timothy Bramah, Pimlico, revolving cock. * * * * *
G. Medhurst, London, for converting circular into rectilinear motion.
W. Symington, Kinnaird, rotative engine.
Trevithick and Vivian, high pressure engine.
M. Murray, Leeds, portable engine.
T. Saint, Bristol, boiler and furnace.
J. Lewis, Briscombe, in proved furnace.
R. Wilcox, Bristol, furnace—boiler—engine.
J. Leach, Merton Abbey, construction of boiler.
Arthur Woolfe, London, improved boiler.
Bryan Donkin, Dartford, rotary engine.
Wm. Freemantle, London, improvement in cylinder, valves, pump.
R. Wilcox, Bristol, improved boiler and furnace. &
Arthur Woolfe, London, improved engine—high pressure boiler.
James Rider, Belfast, improvements in cylinder—regulator.
Jonathan Hornblower, Penryn, steam wheel. e
Wm. Earl, Liverpool, mode of working and constructing.
James Stevens, London, improved boiler.
Alexander Brodie, London, boiler and furnace.
James Boaz, Glasgow, engine for raising water. g
Arthur Woolfe, London, improvements in piston, cylinder, &c.
Ralph Dodd, London, mode of saving fuel.
William Deverall, Blackwall, boiler and furnace.
Samuel Miller, London, various improvements.
John Trotter, London, steam wheel.
Andrew Flint, London, rotative engine.
William Lister, London, rotative engine.
Ralph Dodd, London, various improvements,
R. Wilcox, London, rotatory engine.
W. Miller, London, improved furnace.
Allan Pollock, Glasgow, improved furnace.
Henry Maudsley, London, portable engine.
Ralph Dodd, economising heat.
• Thomas Mead, rotatory engine.
James Linaker, Portsmouth, steam boat.
T. Smith, Bilston, certain improvements.
Mark Noble, Battersea, improved engine.
Edward Lane, Stoke-on-Trent, rotatory engine.
J. F. Fesenmeyer, London, peculiar mode of constructing and working.
Richard Leantlebury, Redruth, certain improvements.
Samuel Clegg, Manchester, rotatory engine.
Arthur Wolfe, London, various improvements.
W. Clerk, Edinburgh, regulation of heat.
W. Chapman, Newcastle, rotatory engine.
Richard Witty, of Hull, combination of the reciprocating rectilinear
motion, with the rotative—two engines.
Stedman Adam, Connecticut, various improvements.
Richard Witty, Hull, improvements upon former patent.
Charles Broderip, London, various improvements.
l 2 13.
1814.
l 2 15.
1816.
1817.
| Sl l.
1819.
1820.
C II R ONOLOGICAL LIST OF PATENTS.
W. Good, London, construction of valves.
J. Trotter, London, improved application of steam.
Henry James, Birmingham, steam boat,
John Sutherland, Liverpool, boiler.
R. W. Fox and Joel Lean, Fahmouth, various improvements.
Henry Higginson, London, steam boat.
William Onions, Poulton, rotatory engine. }
Robert Dunkin, Penzance, improved furnace.
W. Brunton, Butterly, various improvements,
John Barton, London, various improvements.
John Sutherland, Liverpool, furnace.
J. White, Leeds, various improvements.
C. Brodrick, London, improved boiler.
W. A. Noble, improved engine.
J. Rastrick, Bridgenorth, certain improvements.
Thomas Tudal, York, steam carriages.
John Slater, Birmingham, improved boiler.
Dodd and Stephenson, Killingworth, steam carriages.
William Loch, New castle, furnace,
H. Holdsworth, Glasgow, certain improvements.
M. Billingsley, Bradford, certain improvements.
Richard Trevithick, Cambron, improved piston—rotative engine.
W. Moult, London, improved furnace.
J. Cutler, London, mode of supplying fuel.
Marquis de Chabannes, saving fuel.
Dawes, Bromwich, improved parallel motion.
G. F. Mantz, Birmingham, furnace for consuming smoke.
Bryan Donkin, Surry, boiler.
Alexander Rogers, Halifax, mode of setting boilers to save fuel.
John Barton, various improvements.
Philip Taylor, Bromley, mode of applying heat.
W. Steinson, Coleford, improved engine,
Robert Stirling, Edinburgh, improved furnace.
Geerge Bodley, Exeter, various improvements.
Joseph Turner, Layton, rotatory engine.
John Neville, London, new mode of generating and applying steam.
Joseph Gregson, London, mode of supplying fuel.
William Losh, Newcastle, improved furnace.
George Man Waring, London, various improvements.
John Oldham, Dublin, steam-boat.
Moses Poole, London, certain improvements.
William Moutt, London, certain improvements.
Alexander Haliburton, Lancashire, improved furnace.
John Scott, Penge, steam boat.
Philip Taylor, Bromley, application of heat.
Munroe and Langton, certain improvements.
Joshua Routledge, Bolton-le-moor, rotatory engine.
William Church, London, certain improvements.
William Johnston, London, furnace consuming smoke.
Marquis de Chabannes, London, boiler of tubes.
Jones and Plimley, Birmingham, certain improvements.
John Malam, London, certain improvements.
Sir W. Congreve, London, steam wheel.
James Frazer, London, junction of tunnels in a boiler.
R. Wright, London, various improvements. .
John Seaward, London, mode of generating steam
William Brunton, Birmingham, revolving furnace to consume smoke.
George Killey, Briggen, various improvements.
John Pontifex, London, improvement on Savery's engine.
John Oldham, Dublin, additions to former patent.
William Carter, Middlesex, certain improvements.
John Barton, London, engines and boilers for propelling,
CHRONOLOGICAL LIST OF PATENTS.
1821.
1893.
1824.
John Hague, London, various improvements. e
John Wakefield, Manchester, furnace and mode of feeding.
Willian Brunton, Birmingham, additions to former patent.
Josiah Parkes, Warwick, furnace for consuming smoke—and les-
sening the consumption of fuel.
Job Rider, Belfast, rotatory engine.
John Moore, Dublin, rotatory engine.
W. Pritchard, Leeds, furnace for consumption of smoke.
William Aldersay, Homerton, substitute for the crank.
Thomas Masterman, Ratcliffe, steam and water wheel.
Robert Stein, Lambeth, certain improvements.
Robert Delhap, Belfast, rotatory engine.
Dr. Henry Penneck, Penzance, lessening consumption of fuel.
Henry Brown, Derby, furnace for consuming smoke.
Aaron Manby, Tipton, various improvements.
Thomas Bennet, Bewdley, various improvements.
Sir. W. Congreve, London, improvements on former patent.
Franz. Anton Egells, London, various improvements.
Charles Broderip, London, various improvements.
John Gladstone, Castle Douglas, North Britain, improvements in
Steam Vessels.
Julius Griffith, Middlesex, locomotive steam carriages.
Richard Ormrod, Manchester, mode of setting boilers.
G. H. Palmer, London, furnace for consuming smoke.
George Stephenson, Long Benton, certain improvements.
Alexander Clark, Louchars, Fife, improvements in boilers and con-
densers. -
M. J. Brunel, Chelsea, certain improvements.
Joseph Smith, Sheffield, improved boiler.
John Stanley, Manchester, supplying furnaces with fuel. -
T. and J. Binns, Tottenham Court Road, steam engines and boilers.
T. Leach, London, steam wheel.
Jacob Perkins, London, certain improvements
Bainbridge and Thayer, rotatory engine.
James Neville, Shad Thames, boiler and furnace. -
William Johnson, Great Totham, furnace and boiler for saving fuel. *
Robert Copland, Clerkenwell, “new combinations for gaining power.”
N. Partridge, Stroud, mode of fixing boilders.
H. H. Price, Neath Abbey, Glamorganshire, improved machinery for
Steam boats.
William Jessop, Derby, metallic packing to piston.
Jacob Perkins, London, boiler.
Thomas Peel, Manchester, rotatory engine.
Jacob Perkins, London, certain improvements on steam engines.
Fisher and Horton, West Bromwich, boiler.
W. Jukes, Great Russel Street, regulating supply of water to boilers.
Bower and Bland, Leeds, steam engine without air-pump.
Williabn Wigston, Derby, various improvements.
Robert Higgin, Norwich, method of consuming smoke.
James Larrey, Battersea, saving of fuel.
James Christie, London, combination of fuel for furnaces.
Jacob Perkins, London, furnaces and boilers.
|Samuel Brown, London, engine for effecting a vacuum without the use
of steam.]
W. Furnival, Droitwich, for a boiler.
Rev. Moses Isaacs, steam engine, machinery, &c.
Christie and Harper, peculiar combination of fuel for furnaces.
Maurice de Jough, Warrington, economising heat by combining a coke
oven with a steam engine boiler.
Samuel Hall, Basford, improved steam engine.
George Vaughan, Sheffield, improved steam engine.
J. T. Paul, Westminster, mode of generating steam.
1826.
i827.
Ü HIRONOLOGICAL LIST OF PATENTS,
W. H. James, Birmingham, locomotive carriages.
John M'Curdy, London, generating steam.
Philip Taylor, City Road, certain improvements.
W. Foreman, Bath, rotatory engines.
Pierre Alegre, Commercial Road, apparatus for generating steam.
Maudsley and Field, boilers for steam vessels.
John Moore, Bristol, improvements upon engine and apparatus.
David Gordon, London, locomotive steam carriage.
Dr. Tilloch, Islington, various improvements.
Burstall and Hill, Surrey, locomotive steam carriage.
[William Grisenthwaite, King's Place, Nottinghamshire, improved air
engine as a substitute for steam.]
Gillman and Sowerby, London, generating steam.
T. Sunderland, Blackheath, new combination of fuel for furnaces.
J. C. C. Raddatz, [invented by Dr. Alban], improvements in steam
engine.
W. H. James, Birmingham, improved steam engine boiler.
Thompson and Barr, London, certain improvements in producing steam.
[M. J. Brunel, London, machinery for obtaining power by the expansion
of the liquefiable gases, as a substitute for the steam engine.]
Jean Antoine Tessier, London, various improvements.
[Thomas Howard, London, for an engine in which the vapours of
alcohol and ether are employed in lieu of steam.]
Josiah Easten, Bradford, locomotive steam carriage.
Goldsworthy Gurney, Argyle Street, apparatus for generating steam.
L. W. Wright, Lambeth, rotatory engine.
F. Halliday, Ham, rotatory engine.
Joseph Eve, Liverpool, rotatory engine, boiler, valves, &c.
J. M. Curdy, Strand, appatatus for generating steam.
A. R. Lorent, London, application of steam.
James Neville, Shad Thames, apparatus for generating steam.
[Samuel Brown, Brompton, vacuum engine, addition to his former
patent.]
A. Buffum and J. M“Curdy, London, improvements in steam engines.
Henry Higginson, St. Luke's, Middlesex, propelling boats by steam.
Joseph L. Marie, Marquis de Combis, of Leicester Square, rotatory
engine, and apparatus connected there with.
Robert Mickleham, London, certain improvements.
William Robinson, Strand, propelling vessels by steam.
[Count Adolphe Eugene de Rosen, of Westminster, new engine for
communicating power.
J. B. Wilks, of Tandridge Hall, Surrey, producing steam.
Barstall and Hill, of Leith, steam carriage.
John Costigan, Collen, Louth, various improvements.
Elijah Galloway, London, rotary engine.
James Frazer, Houndsditch, improved boiler.
James Neville, Shad Thames, steam carriage.
Robert Copeland, Wilmington Square, “machinery for gaining power,”
being additions to former patent.
Robert Barlow, Chelsea, substitute for the crank.
[R. and J. Stirling, Glasgow, improved air engines.]
John White, Southampton, improved pistons and valves.
[Sir W. Congreve, Strand, new motive power.]
R. W. Fox and Joel Lean, Falmouth, various improvements.
Jacob Perkins, London, certain improvements.
\, O N lo O N :
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