CHAPTER XXVII._Life of Richard Trevithick, with an Account of His Inventions. Volume 2 (of 2)

HEATING APPARATUS--MARINE STEAM-ENGINES--REFORM COLUMN.

"LAUDERDALE HOUSE, HIGHGATE,

"MR. GILBERT, "_March 1st, 1830_.

"Sir,--I have to apologize for my neglect in not calling on you, but

ill-health prevented it. I left home on the 11th February, arrived

in town on the 14th, and remained there until the 24th, when I was

compelled to leave for this place, having a free good air. I am now

taking, twice a day, the flowers of zinc, from which I hope to be soon

right again. I am much better, but afraid to enter the city. I hope

to be able to call on you before the end of this week, being very

anxious to see you, having a great deal to communicate respecting the

experiments I have been making, which will bear out to the full our

expectations.

"Your hot-house apparatus has been finished nearly three months, all

but two or three days' work to fit the parts together; I expect that

before this they are in Penzance, waiting a ship for London. While

making a sketch of your work for the founder, a thought struck me

that rooms might be better heated by hot water than by either steam

or fire, and I send to you my thoughts on it, with a sketch for

your consideration. I find that steam-pipes applied to heat cotton

factories, with 1 surface foot of steam-pipe, heat 200 cubic feet of

space to 60 degrees. I also found in Germany, where all the rooms are

heated by cast-iron pipes about the heat of steam, that 1 foot of

external flue heated 160 cubic feet of space to 70 degrees.

"I find also that about 200 surface feet of steam-engine cylinder-case

will condense about as much steam as will produce 15 gallons of water

per hour, and will consume about 4 bushels in twenty-four hours to

keep the temperature of 212 degrees. One bushel of coal will raise

the temperature of 3600 lbs. of water from 40 to 212 degrees.

"A boiler, as the drawing, will contain 1200 lbs. of water, and

consume one-third of a bushel of coal to raise the water from 40 to

212 degrees. It has 40 surface feet of hot sides giving out its heat.

The 12-inch fire-tube in the boiler would raise the temperature to

212 degrees in about forty minutes. By these proofs it appears that

50 feet of surface steam sides will require 1 bushel of coal every

twenty-four hours to keep up the boiling heat; therefore this boiler,

having 40 surface feet, would give out the heat from one-third of a

bushel of coal in twelve hours.

"Now suppose this charge of heat required to be thrown off in either

more or less than twelve hours, the circular curtain would adjust the

heat and time for extracting it.

[Illustration: HOT-WATER ROOM-WARMER.]

"By the foregoing this coal and surface sides would heat to 60 degrees

for twelve hours a space of 6800 cubic feet, equal to a room of 25

feet square and 11 feet high. If this boiler was placed in a room

with a chimney, its water could be heated by having a small shifting

wrought-iron chimney-tube of 4 inches diameter and 2 or 3 feet long

attached to the end of the boiler while it was getting up steam, after

which it might be removed, and the doors at both ends of the boiler

closed; and as the boiler contains and retains its heat for twelve

hours, more or less, it might be run on its wheels to any fire-place

or chimney to get charged with heat, and then run into any room, where

there was no chimney, or into bed-rooms, offices, or public buildings;

it would be free from risk, not having either steam or loose fire.

The circular curtain, being fast to a wood table, would by being

drawn up or down adjust the required heat and hide the boiler, and

would be warm and comfortable to sit at. I think this plan would save

three-quarters of the coal at present consumed; the expense of the

boiler will not exceed 5l. When you have taken it into consideration,

please to write me your opinion.

"I remain, Sir,

"Your very humble servant,

"RD. TREVITHICK.

"P.S.--Boiler, 3 feet diameter, 3 feet long; fire-tube, 12 inches

diameter, placed in the boiler, the same as my old boilers, made of

iron plates 1/8th of an inch thick, weighing about 2 cwt.

"I had a summons to attend at Guildhall last Saturday on the coal

trade, and was requested to attend a committee at Westminster for the

same purpose, in consequence of my applying small engines to discharge

ships.

"I attended, but with difficulty, from my ill-health."

Trevithick was not above scheming for his friend's hot-house, warming

it by a boiler on wheels, in form like his high-pressure steam-boiler.

Rooms had before been heated by steam or hot air in pipes; but he

thought a more simple and economical plan was to heat a certain

quantity of water to boiling heat at any convenient place having a

chimney, or in the open air, and then wheel the apparatus into the room

to be warmed. If the room had a chimney, the fire could be kept up,

or the temporary iron connecting chimney be removed and the apparatus

wheeled into the middle of the room and used as a table.

The scheme promised to be successful, for in a letter nine months

after the former he wrote that he had taken a patent for France, where

it had made a great bustle among the scientific class, for coal in

Paris was 3_s._ a hundredweight; some hot-water room-heaters were the

following day to be forwarded from London to Paris; while the numerous

orders were more than he could execute. One in use at the 'George and

Vulture' Tavern, of a Gothic shape, handsomely ornamented with brass,

about two-thirds the size of the one in Mr. Gilbert's hot-house, burns

7 lbs. of coal a day, keeping the room at 65 degrees of heat during

fifteen hours. The rage amongst the ladies was to have them handsomely

ornamented.

Believing that they would be remunerative, he applied for the following

English patent in February, 1831.

[Illustration: PLATE 16.

HEATING APPARATUS.

London: E & F.N. Spon, 48. Charing Gross. Kell Bros. Lith. London.]

_Apparatus for Heating Apartments. 21st February, 1831._

"NOW KNOW YE, that in compliance with the said proviso, I,

the said Richard Trevithick, do hereby declare that the nature of

my said invention of a method or apparatus for heating apartments,

and the manner in which the same is to be carried into effect, is

shown by the following drawings and description, where Fig. 1, Plate

XVI., represents a longitudinal vertical section through the middle

of a metallic vessel capable of containing a considerable quantity

of water, with a fire-place in the inside, surrounded with water in

all parts except at the doorway and at an opening where the smoke

may pass off into a common chimney. Fig. 2, a vertical section near

the fire-door, at right angles to the section shown at Fig. 1; with

the sections are also shown wheels and handles, which lie out of the

planes of the sections. The letters of reference indicate the same

parts in both figures, _a_, the vessel; _b_, the space for containing

the water; _c_, the fire-place; _d_, the fire-bars, or grating; _e_,

the ash-pit; _f_, an inner door, to prevent the air from entering

over the fire, yet allow it to pass into the ash-pit, and thence up

to the fire through the grating; _g_, an outer door, to be shut when

the fire is to be extinguished; _h_, a chimney or flue, to convey the

smoke into a common chimney: this flue may be removed when the water

boils, and then the opening of the flue may be shut, to keep in the

heat, either by a door or by a plug fitting the opening; _k_, the

cover of the vessel, having a rim all round, within which iron cement

is to be driven to make the vessel steam-tight; _l_, a hole in the

middle of the cover, into which a plug is dropped having a fluted

stem and a flat head ground steam-tight upon the cover; this plug or

valve is for the purpose of allowing the escape of steam if it should

be raised above boiling point, and the valve is taken out when it

may be necessary to pour water into the vessel; _m_, four wheels, on

which the vessel may be easily removed from one room to another; _n_,

two handles, to facilitate the removal. To use this apparatus for

the warming of an apartment, the vessel is nearly filled with water,

and placed so near to a chimney in another room, if more convenient,

that the flue-piece _h_ may convey away the smoke; a fire is then

lighted upon the grating _d_, and continued till the water boils,

when the flue-piece is taken away, and the flue opening stopped with

the plug or door, and also the outer fire-door closed. In this state

the apparatus is drawn into the apartment to be warmed, where it will

continue for many hours to give off a most agreeable heat without any

of that offensive odour usually experienced from stoves heated by

an enclosed fire. Figs. 3, 4, 5, and 6 represent another form of my

apparatus for heating churches or other large buildings. Fig. 3, a

vertical section, from A to B, of Figs. 5 and 6, with a representation

of the flue and its flanch, which lie beyond that section and the fire

doorway and its flanch, which lie nearer, and also the four wheels,

two of which are on each side of the section. Fig. 5, a horizontal

section, from E to F, of Figs. 3 and 4. Fig. 6, a horizontal section,

from G to H, of Figs. 3 and 4, with a view of the four handles

situated at a higher level than the section, and of the fire-bars at a

lower level; the same letters of reference signify the same parts in

all the four figures, _a_, the outer case of the water-vessel; _b_,

the cover; _c_, the space for water; _d_, the fire-place and flue;

_e_, the fire-bars, made in two pieces, to be introduced through the

fire doorway; _f_, the ash-pit; _g_, the fire-door; _h_, pipes open at

top and bottom, cemented into holes in the bottom, and in the cover of

the water-vessel; these pipes are to admit a current of air up through

them, in order the more speedily to carry the heat into the building;

_k_, the aperture in the cover, to supply the vessel with water, and

the plug to keep in the steam; _l_, four wheels, on which the whole

is moved, each wheel revolving in a recess cast in the bottom of the

outer case, as represented by dotted lines in Figs. 3 and 4; _m_,

four handles; _n_, the flanches of the fire doorway and of the flue,

represented in Fig. 4 by dotted lines. A pipe to communicate with a

chimney while the water is being heated must be made to suit locality,

and therefore cannot require any description. This apparatus can be

heated in a vestry room, and the fire-door and flue closed and then

wheeled into the church, where it will soon diffuse a most comfortable

warmth; or the heat may be kept up while standing in its place by

having a constant communication with a chimney, and thus diffuse a

much more salubrious heat than can be obtained by metallic or earthen

stoves heated immediately by the fire."

It is doubtful if the profits he received from the heating apparatus

covered the cost of the patent. The first stove was not unlike his

first locomotive boiler. The more highly-finished stove resembled the

marine tubular boiler, also of former years, in the further application

of which we now follow him.

"MR. GILBERT, "HAYLE, _January 24th, 1829_.

"Sir,--Since I have been down I have made a small portable engine,

and set it to work on board a coal-ship for discharging the cargo; it

is very manageable, and discharges 100 tons with 1 bushel of coal,

without any person to attend it, there being a string that the man in

the hold draws when the coal-basket is hooked, which is again drawn

by the man who lands the basket on the deck; the string turns and

re-turns the engine. It is near a ton weight, but as I find it double

the power required, I am now making a smaller one, 3-1/2 feet high and

3-1/2 feet diameter, about 12 cwt.

"I intend this engine to warp the ship, pump it, cook the victuals,

take in and out the cargo, and do all the hard work. The captains are

very anxious to get them on board every ship. I think that an engine

of 39 cwt. would propel their ships four miles an hour over and above

the other work of the ship, and would neither be so heavy or take so

much room as their present cooking house and furnace. I think that

two iron paddles, one on each side of the rudder, under the stern,

would do this very well; they would be in dead water, and out of the

swell of the sea, and by being deep in the water would have a good

resistance. Two paddles, each about 4 feet deep and 3 feet wide, would

do this, without their rising out of the water; therefore their stroke

would be nearly horizontal. The return stroke would be in the water.

Thus, let the paddle stand perpendicular in the water, two-fifths of

its width on one side, and three-fifths on the other side, the centre,

which would turn its edge to the water on its back stroke, and its

flat to the water on the forward stroke; it would be light, and out

of the way of anything. I have a patent now going through the office

for all this, which will also cover the new principle of returning

the heat back again, as already described to you. The engine for

drawing in Holland will be ready about the end of February, and by

that time I shall have a complete portable engine ready for London for

discharging, when I shall be in town.

[Illustration: BOAT AND PROPELLER.]

"I remain, Sir,

"Your very humble servant,

"RD. TREVITHICK.

"P.S.--Wheal Towan engine is working with three boilers, all of the

same size, and the strong steam from the boilers to the cylinder-case;

the boilers are so low as to admit the condensed water to run back

from the case again into the boiler. They find that this water is

sufficient to feed one of these boilers without any other feed-water;

therefore one-third of the steam generated must be condensed by the

cold sides of the cylinder-case, and this agrees with the experiments

I sent to you from Binner Downs. Wheal Towan engine has an 80-inch

cylinder, and requires 72 bushels of coal in twenty-four hours;

therefore the cylinder-case must in condensing high-pressure steam

use 24 bushels of coal in twenty-four hours. Boulton and Watt's case

for a 63-inch cylinder, working with low-pressure steam, condensed

only 4-1/2 bushels of coal in equal time, the proportions of surface

being as 190 to 240 in Wheal Towan. Nearly five times the quantity was

condensed of high steam than of low steam, proving that there is a

theory yet unaccounted for."

Trevithick's portable high-pressure steam-puffer engine, when it

discharged the first cargo of coal from a vessel at Hayle, was worked

by the writer; it stood on the wharf near the ship, and on a signal

from the hold, steam was turned on, raising rapidly the basket of coal

the required height. In trying how quickly the work could be done

the hook missed the basket-rope, and caught the man under the chin,

swinging him high in the air, much to the engineman's discomfiture.

Fortunately the suspended man had the good sense to lay hold of the

rope above his head, and so supporting his weight, no great harm was

done.

The object and the means were the revival of the nautical labourer

of twenty years before.[202] The boiler was a wrought-iron barrel on

its end, on small wheels, with internal fire-tube, in shape like the

boiler of the recoil engine of 1815;[203] but less high in proportion to

its diameter. The cylinder was let down into the top of the boiler,

and like Newcomen's atmospheric engine had no cylinder cover. The

piston-rod was a rack giving motion to a small pinion fixed on a shaft

on the top of the boiler, and to a large grooved wheel, around which

was wound the whip-rope from the vessel's hold; a brake-lever enabled

the engineman either to stop or to reduce the speed. Four months prior

to the date of this letter he had sent a written offer to the Common

Council of the city of London, offering to provide engines to discharge

all coal-ships for the saving he would effect in six months, or he

would supply an engine and boxes complete for 100 guineas. He at the

same time suggested that in place of the baskets holding 1 bushel, iron

boxes on wheels, holding 4 bushels, with a spring steelyard attached,

should be used with his steam-engine, giving the exact weight without

delay. He seems to have forgotten his nautical labourer patented twenty

years before;[204] but yet reproduced something very similar.

[Footnote 202: See chapters xiv. and xv.]

[Footnote 203: See Trevithick's letter, 7th May, 1815, vol. i., p. 364.]

[Footnote 204: See vol. i., p. 325, and patent, 1809, vol. i., p. 302.]

Every trading vessel was recommended to carry at least a 12-cwt.

high-pressure steam-puffer engine, suitable for warping, pumping, and

discharging cargo; but a 30-cwt. engine, not occupying more room than a

caboose, would in addition cook for the crew, and propel the vessel at

three or four miles an hour.

Two iron paddles, like the duck's feet described to his Binner Downs

friends many years before,[205] were to be fixed on an iron shaft across

the stern of the vessel, receiving from the engine a motion like a

pendulum. Each duck's foot was an iron plate 4 feet deep and 3 feet

wide, turning partly round on its iron leg, to which it was attached as

a vane, about 1 foot of its width on one side of its leg, and 2 feet

on the other side; when the leg and foot were drawn toward the vessel,

the foot, turning on its leg as a centre, exposed its edge only to the

water; on the reverse movement, the longer side like a vane turned

round until its flat was opposed to the water, in which position it was

kept by a catch until the return movement, so that when it propelled,

its whole surface pressed against the water, and when moving in a

contrary sense, only its edge offered resistance to the water.

[Footnote 205: See Mr. Newton's letter, vol. i., p. 342.]

The writer has no record of the practical application of the duck's

foot as a steamboat propeller; but the portable puffer-engine now

pulls on board the fisherman's heavy nets, and the magnificent steamer

'Adriatic' hoists her sails on iron yards and masts by six of those

steam helps.[206]

[Footnote 206: See 'Illustrated News,' 27th April, 1872.]

Twenty years before he had solicited the Navy Board to try his iron

ships propelled by high-pressure steam-engines, and had shown their

applicability as steam-dredgers; and again, shortly after his return

from America, he pressed on their attention the same subject under new

forms, followed by communications with their engineer, Mr. Rennie, and

a proposal to place an engine in a boat at his own cost.

The writer has attempted in this and the preceding chapter to classify

Trevithick's schemes, crowded together in those last years of his life,

but the subjects so run into one another that the acts of twenty years

before must be borne in mind to enable the more modern plans to be

understood.

The letter introducing the surface condenser, in 1828, at the

commencement of the former chapter, was in a month followed by that

recommending a particular kind of paddle to be used as auxiliary

steam-power, and after six months of experiments, by the patent of

1831, and the following correspondence:--

"MR. GILBERT, "LAUDERDALE HOUSE, HIGHGATE, _June 10th, 1830_.

"Sir,--Yesterday I saw Mr. George Rennie, and he requested me to write

to the Admiralty, a copy of which I send both to you and to him, for

your inspection. Mr. Rennie said there was a great deal contained in

what I had stated to him, and that he would with pleasure forward my

views, as far as he could with consistency.

"I remain, Sir,

"Your very humble servant,

"RICHARD TREVITHICK."

"TO THE RIGHT HONOURABLE THE LORDS COMMISSIONERS OF THE

ADMIRALTY, &c., &c., &c.

"MY LORDS,

"About one year since I had the honour of attending your honourable

Board, with proposed plans for the improvement of steam navigation;

and as you expressed a wish to see it accomplished, I immediately made

an engine of considerable power, for the express purpose of proving by

practice what I then advanced in theory. The result has fully answered

my expectations; therefore I now make the following propositions to

your honourable Board, that this entirely new principle and new mode

may be fully demonstrated, on a sufficient scale for the use of the

public.

"I humbly request that your Lordships will grant me the loan of a

vessel of about two or three hundred tons burthen, in which I will

fix, at my own expense and risk, an engine of suitable power to propel

the same at the speed required. No alteration in the vessel will be

necessary, and the whole apparatus required to receive its propelling

force from the water can be removed and again replaced with the same

facility as the sails, thus leaving the ship without any apparatus

beyond its sides when propelled by wind alone, and when propelled by

steam alone the apparatus outside the ship will receive scarcely any

shock from the sea.

"This new invention entirely removes the great objection of feeding

the boiler with salt and foul water, and not one-sixth part of the

room for fuel, or of weight of machinery now used, will be required;

it is also much more simple and safe, not only for navigation, but

for all other purposes where locomotive power is required, and will

supersede all animal power, as the objections of weight, room, and

difficulty of getting and of carrying water in locomotive engines is

entirely removed. It will therefore prove an investigation of greater

utility to the public than anything yet introduced.

"I have to beg the great favour of your Lordships appointing not only

scientific but practical engineers to inspect my plans, that you may

be perfectly satisfied of their utility, not only in theory, but also

as to the practicability of carrying the same into full effect."

The petition in June, 1830, for the loan of a Government hulk, hung

fire up to January 1832, when an attempt was made to move the Lords

Commissioners of the Admiralty by the force of numbers.

"We, whose names are hereunto subscribed, have known Mr. Richard

Trevithick, of Hale, in the county of Cornwall, for a period of

years, and during which time his conduct has merited our unqualified

approbation. As an engineer of experience and eminence few, if any,

can surpass him, and his present improvement of the steam-engine seems

to outvie all others. We therefore, in justice to his talent, strongly

recommend to the Lords Commissioners of the Admiralty that he may be

permitted, at his own costs and charges, to fit and make trial of his

engine in one of His Majesty's vessels.

"Dated in London this 27th day of January, 1832."

This was sent to Mr. Davies Gilbert, who on the same date suggested the

following:--

"RECOMMENDATION OF MR. RD. TREVITHICK, January 27, 1832.

"We have not any doubt or hesitation in recommending Mr. Richard

Trevithick as a man of extraordinary powers of mind, and of fertility

of invention.

"Cornwall owes to him much of the improvements that have been made on

Mr. Watt's engine--improvements that have reduced the consumption of

coal to a third; nor have his exertions been confined to steam-engines

alone. He now proposes to make the same water act over and over again

by alternate expansion and contraction, which plan, if it succeeds,

will be found of immense importance to vessels and locomotive engines.

"Understanding that Mr. Trevithick is desirous of making the

experiment at his own expense, we clearly recommend that facilities

may be afforded him."[207]

[Footnote 207: In the handwriting of Mr. Davies Gilbert.]

This paltry question with the Admiralty indirectly produced more

trustworthy evidence of the great importance of Trevithick's inventions

than all that has been written of him under the professional terms

Engineers, and Engineering.

The names are not given of those who believed that he had, as an

established fact, reduced the consumption of coal in the Watt engine to

one-third; they were not Cornishmen, or they would not have misspelt

the word Hayle, but they understood the great value of using the same

fresh water over and over again in marine steam-engines.

Mr. Mills, who had taken an active part in the screw-propeller

experiments in 1815, was again interested in the proposed trial in a

Government ship, and wrote, "I have just left Captain Johnstone; he

has communicated with Faucett and Co., Barnes and Miller, and with the

firm of Maudslay. He has had his mind disturbed again by Maudslay about

the greater quantity of water required to condense steam at higher

temperatures; I repeated the same as yourself, about the cylinder full

of steam, atmosphere strong; however, he appears quite different to

what he was on Friday." Such a clique of professional friends would

sink a stronger man than Trevithick. A year or two from that time the

writer designed a high-pressure steam-engine suitable for a steamboat,

and on presenting it to the eminent marine-engine builders whom he

served, was told that the lightness of the engine would cause less

profit to the makers. Their bills were based on the pounds weight

delivered, and new designs necessitated new patterns and new troubles.

It was unreasonable to expect those makers of marine steam-engines to

report that Trevithick knew better than they did. They knew of his

screw-propeller experiments fifteen years before, but they in no way

benefited him, and the Admiralty Captain was either a tool in their

hands, or powerless without them.

The primary object, when the loan of the ship was asked, was the using

for marine purposes a high-pressure steam tubular boiler, combined with

tubular condenser, supplying or returning its water as feed, thereby

avoiding the use of salt water in the boiler; and this steam-engine,

as shown in his patent of 1831, was to be applied either to his screw,

or his duck's foot, or other propeller; but during the year or two of

suspense, other schemes for propelling ships had occupied his thoughts,

resulting in the patent of 1832.

_Steam-Engines, 1832._

"NOW KNOW YE, that in compliance with the said proviso,

I, the said Richard Trevithick, do hereby declare the nature of my

said invention, as regards the improvement or improvements on the

steam-engine, to consist in interposing between the boiler and the

working cylinder, in a situation to be strongly heated, a long pipe

formed of a compact series of curved or bent pipes, which I denominate

the dry pipes, or steam-expanding apparatus, through which dry pipes

I cause the steam, after it has been generated in the boiler in

contact and consequently saturated with water, to pass with very great

velocity, in order that it may imbibe a copious supply of additional

heat without any addition of water, and by this additional heat to be

expanded into a greater bulk of steam, of about the same expansive

force that it had acquired in the boiler, by which means I obtain

a greater volume of steam for use in the working cylinder than the

boiler alone would supply; and in order still further to augment

this volume of steam, I place the working cylinder within a case

constituting a part of the flue or chimney, that the cylinder may be

kept considerably hotter than the steam employed in it by absorbing a

great portion of the heat remaining in the flue after having heated

the boiler and the dry pipes, which heat would otherwise pass away out

of the top of the chimney and be wasted, but by this arrangement is

converted into a useful power by further expanding the steam in the

cylinder.

"And I do further declare, that in carrying this part of my said

improvement into effect, I do not find it necessary to confine

myself to any particular form of boiler, or arrangement of pipes, in

which the steam is to be heated; but by preference, as being very

compact in form, and economical of fuel in using, I make my boiler

of a number of upright pipes, standing upon and communicating with a

tubular ring placed around and a little below the fire-grate; these

pipes all surround the fire-place, except two or three, the lower

ends of which are elevated above the fire-door, but connected at the

bottom by a branch pipe united to one of the adjoining upright pipes,

thereby leaving an opening or place of access to the fire. These

pipes all extend upwards to the height of several feet, according

to the quantity of steam required to be raised, combined with local

convenience, for it is obvious that the power of this boiler to

raise steam may be increased either by increase of the length of the

pipes, of their diameters, or of their numbers. And I do lay upon

the upper ends of the pipes hereinbefore described and connect with

them a tubular ring similar to that upon which the pipes stand, the

two rings and the upright pipes forming together a vessel in which

water has free communication by means of the bottom ring to stand at

the same level in all the pipes, and the steam has free communication

to pass from all the pipes into the upper ring; and I do, for the

sake of obtaining great heat, place my system of dry pipes over the

fire, and within the circular row of upright pipes of the boiler

hereinbefore described; and I form my dry pipes in pairs, each pair

constituting the figure that is well understood by the term inverted

syphon; and I unite several of these syphons together by short bent

pipes at the top, so as to constitute one long zigzag pipe, through

which the steam must successively pass down and up the alternate

legs of each syphon with great velocity, necessary for the rapid

absorption of heat in its passage from the boiler to the working

cylinder of the engine, the working cock, valves, or slide of which

being united by a pipe of communication with that leg which is last

in the succession of syphons; and I unite the first in succession of

these inverted syphons with the upper tubular ring of the boiler by

means of a bent pipe, in which a throttle-valve or cock is placed in

order to limit the supply of steam, that it may have space in the dry

pipes and working cylinder to expand in proportion as it receives

additional heat; and I fix a safety-valve in communication with the

boiler, and another in communication with the dry pipes; and I place

around outside the boiler, at a small distance from the upright pipes,

two cylindrical casings, one within the other, and fill up the space

between the two casings with sand, ashes, or other material which

conducts heat but slowly; and I close up the upper end of the casings

over the boiler and the dry pipes with a covering in the form of a

dome, and out of this enclosure I make the flue to pass to and around

the working cylinder of the engine, whence the flue carries the smoke

and little remaining heat away in any convenient manner; and I make

my boiler-pipes, rings, and casings by preference of iron or copper,

and my dry pipes of copper or other strong metal not liable to rapid

oxidation by heat when in contact with steam; and I supply my boiler

with water by means of a forcing pump, so adjusted as to keep the

water of the proper height.

"And I do hereby further declare, that the nature of my said

invention, as regards the improvements in the application of

steam-power to navigation, consists in the drawing of water into a

receptacle placed near within the stern of the navigable vessel, which

water is drawn in through an orifice in the stern with a moderate

degree of velocity in the direction of the course of the vessel, and

ejected with great force and speed in a direction opposite to the

course of the vessel through the same orifice, reduced to about a

quarter of the area by means of a valve opening as the water enters,

and partially shutting as the water is ejected; and thus I propel the

vessel with great force, derived from the recoil of the water set into

rapid motion in a direction opposite to the course of the vessel,

the rapidity of the jet of water to be at least equal to double the

required speed of the vessel to be navigated.

"And I further declare, that by preference I effect the purpose of

receiving and of ejecting the water, and of deriving a motive force

from its recoil, by means of a large vertical cylinder of cast iron

or other metal, closed at both ends, in which a piston is forced up

and down by a piston-rod sliding through a stuffing box in the lid,

which piston-rod receives its motive force from a steam-engine; and

I fix a tube into the after side of this cylinder, near the bottom,

in communication with the space below the piston, which tube leads

through the stern of the vessel, as low down as practicable, and opens

on one side of the rudder; and I fix another tube into the after side

of this cylinder, near the top, in communication with the space above

the piston, which tube also leads through the stern of the vessel,

as low down as practicable, but opens out on the other side of the

rudder; and I place in the mouth of each of these tubes a valve

opening inwards, to allow the water free entrance, equal to the bore

of the tube, and partially shutting when the water is ejected, so as

to reduce the opening through the stern to about one-fourth of the

area of the tube.

"And I do hereby further declare, that the nature of my said

invention, as regards the improvement in the application of

steam-power to locomotion, consists in the application of such a

boiler, together with the expanding apparatus as aforesaid, to

locomotive engines, whereby a diminished weight of boiler and quantity

of water and fuel is obtained; and in farther compliance with the

said proviso, I, the said Richard Trevithick, do hereby describe the

manner in which my said invention is to be performed, by the following

description of its various parts in detail, reference being had to

the drawing annexed, and to the figures and letters marked thereon,

that is to say:--

"_Description of the Drawing._ [Plate XVII.]

[Illustration: PLATE 17.

TREVITHICK'S PATENT BOILER AND ENGINE, 1832.

London: E. & F.N. Spon. 48, Charing Cross. Kell Lith. London.]

"Figure 1 represents a series of vertical sections through the various

essential parts of the boiler, the dry pipes, the steam-pipe, the

working cylinder, the propelling cylinder, and the flue, together

with sections and views of other minor parts, serving to show the

connections of the essential ones. The places at which these sections

are taken are shown in Figure 2 by the dotted line from A to B, from

B to C, from C to D, and from E to F. Figure 2 represents a plan of

Figure 1, with the top coverings of the boiler and working cylinder

removed. Figure 3 shows the manner of uniting the shorter upright

pipes over the fire doorway with one of the adjoining ones, so as

to give free circulation of the water in all the pipes. Figure 4

represents three pairs of syphons, which in their places stand in

a circular form, but in this Figure are shown as spread out into a

plane, in order the better to explain their structure and joinings.

Similar small letters and numbers of reference are used to denote

similar parts in all the Figures; _a_, the upright boiler-pipes, the

upright and lower ends of which are contracted to leave room for

bolt-heads and nuts, without throwing the pipes too far asunder; _b_,

the tubular ring having a flanch projecting inwards and outwards at

the upper side, perforated with apertures upon which the upright pipes

are bolted, and another flanch at the bottom, projecting inwards,

to bolt the ring down to the foundation plate; _c_, the foundation

plate; _d_, the fire-grate; _e_, the fire doorway; _f_, the upper

tubular ring, having a flanch at the bottom projecting inwards and

outwards, and perforated with apertures corresponding with the tops

of the upright pipes upon which the tubular ring lies, and to all

which it is bolted; _g_, the level of the water in the boiler-pipes;

_h_, the dry pipes formed like inverted syphons, so as to require no

joining at the lower part near the fire; one leg of each of the two

syphons shown in Figure 1 is in section, and broken near the bottom;

an outside view of the other leg appears partly behind the section;

_k_, the short bent pipes, each bolted to two syphons, to unite

them into one continuous pipe; _l_, the bent pipe uniting the upper

tubular ring with the first in succession of the syphons; the proper

situation for this pipe is that shown in Figure 2, but for the sake

of clearness and simplicity in the drawing, it is shown in Figure 1

as if on the left-hand pipe and syphon; _m_, the throttle-cock on the

bent pipe _l_; _n_, the safety-valve lever, and weight on the same;

_p_, the pipe of communication from the last in the succession of

syphons to the working cylinder of the engine; _r_, the throttle-cock

in the pipe _p_; _s_, a four-way cock, worked by the hand-gear,

to direct the steam alternately under and over the piston; _t_,

the safety-valve in communication with the dry pipes; _u_, the two

cylindrical casings surrounding the boiler-pipes, the space between

the two being filled up with a slow conducting medium; _v_, the

domical covering over the cylindrical enclosure; _w_, the flue leading

out of the enclosure into the casing of the working cylinder; _x_, the

casing of the working cylinder forming a continuation of the flue;

_y_, the further continuation of the flue to the chimney; _z_, the

waste-steam pipe leading into the chimney; 1, the steam-pipes leading

from the working cock into the top and bottom of the working cylinder;

2, the working cylinder; 3, the piston with metallic packing; 4, the

piston-rod passing down through a stuffing box at the bottom of the

working cylinder, and also continuing downwards, to form the rod of

the propelling piston; 5, the propelling cylinder; 6, the water or

propelling piston; 7, the upper aperture leading to one of the tubes

opening through the stern of the navigable vessel; 8, the lower

aperture leading to the other tube, opening also through the stern of

the navigable vessel; these apertures are made as wide as the cylinder

will allow, in order that they may have but little depth, and not

occasion an inconvenient length of the propelling cylinder; 9, a frame

supporting the steam-cylinder upon the propelling cylinder; 10, the

feed-pump for supplying the boiler with water; 11, an arm fastened on

the piston-rod to work the feed-pump and hand-gear; 12, the hand-gear.

"Now, whereas I claim as my invention, firstly, the interposing

between the boiler and the working cylinder of the steam-engine a

long many-curved heated pipe, through which the steam is forced to

pass with great rapidity without being permitted to come in direct

contact with water, by which arrangement the steam is made to absorb

additional heat, and at the same time allowed to expand itself into a

greater volume.

"Secondly, placing the working cylinder of the engine within such part

of the flue or chimney as shall ensure the cylinder to be kept hotter

than the steam used in it, by which means the expanding of the steam

is still further promoted.

"Thirdly, propelling a navigable vessel by the force of the recoil

produced from water received with a moderate degree of velocity, into

a receptacle near within the stern, in the direction of the course of

the vessel, and ejected with great velocity in a direction opposite

to that course, the velocity of the jet being at least double the

required speed of the vessel to be propelled, provided always that the

same be effected in manner hereinbefore described.

"Fourthly, applying a boiler combined with a steam expanding

apparatus, as before described, instead of a boiler alone, to a

locomotive engine, whereby the power of the steam is applied after the

steam has undergone the expanding process, and whereby a diminution

is effected in the weight of the boiler, and in the weight and

consumption of water and of fuel."

The two great objects in this 1832 patent were superheating steam in

tubular boilers, and propelling ships by forcing a stream of water from

the stern at a speed of at least double that of the vessel. Similar

ideas may be traced in his patent of 1815, where a tubular boiler gave

superheated steam, and in 1809 his patent for propelling steamboats

"consists of a tube of considerable length disposed horizontally in

the water, and the stroke of rowing is made by means of a piston with

valves."

An engine of 100-horse power was ordered in Shropshire to be placed on

board the Government ship to test the value of those patents of 1831

and 1832. One consequence was that a gentleman who had helped this

scheme with his money wrote:--

"My case with Trevithick is strictly this; he was represented to me as

a man of property; and as to his talents for mechanics, no man could

be in his company long without being struck with them. I was induced

to trust him to the amount of nearly 500_l._, and I then learned for

the first time that it was only on the possible contingency of a grant

from Government that he relied for the payment of my claim."

A company called the New Improved Patent Steam-Navigation Company

was formed, of which Trevithick was a member, though apparently not

a subscriber, for a note in November, 1831, informed him that "if in

seven days he did not pay up his calls, his shares would be entirely

forfeited." This company, among other proposals, opened negotiations

for sending steamboats to Buenos Ayres to help in the commerce of the

port and inland river.

In 1832 the Waterwitch Company made experiments with those plans,

propelling by forcing water through pipes, since which a Government

ship of war called the 'Waterwitch' has been so propelled. Twenty years

ago the writer saw steamboats so propelled in daily use on the Meuse;

they needed no rudder, for by turning the mouth of the exit-water pipes

on either side of the ship it was made to turn in its length, or even

to move sideways.

Messrs. John Hall and Sons, of Dartford, also experimented on these

two patents, and from this the tubular condenser was called Hall's

Condenser. I think the boat it was first tried in was called the

'Dartford.'

Trevithick's difficulties in urging so many and great changes in marine

propulsion may be estimated by the acts of other engineers.

"Mr. Rennie was engaged for many years in urging the introduction of

steam-power in the Royal Navy. In 1817, we find him writing to Lord

Melville, Sir J. Yorke, Sir D. Milne, and others on the subject. In

July, 1818, he laments that he cannot convince Sir G. Hope or Mr.

Secretary Yorke of their utility, but that he is persuaded their

adoption _must_ come at last. On the 30th May, 1820, he writes James

Watt, of Birmingham, informing him that the Admiralty had at last

decided upon having a steamboat, notwithstanding the strong resistance

of the Navy Board."[208]

[Footnote 208: 'Lives of the Engineers,' by Smiles, vol. ii., p. 267.]

So that Mr. Bennie, as professional adviser of the Navy Board, had

to persuade for three years, with a knowledge of Trevithick's prior

experiments, before active steps were agreed to; for twelve years had

then passed since Trevithick's nautical labourer and iron steamboat

had been tried on the Thames, and five since his experiments with the

screw-propeller.

An article in 'The Times' gives in strong contrast the relative value

of screw and paddle-wheels as propellers. The 'Syria' was originally a

paddle-wheel steamer, having oscillating cylinders worked with steam

of 25 lbs. on the inch, and Hall's tubular condenser; after a time

the paddle-wheels were removed for a screw-propeller, driven by two

steam-cylinders side by side, of different diameters, the high-pressure

steam exerting its full force in the small cylinder, and then expanding

in the larger cylinder. All the leading features in this improved

steamboat of the present day, such as high-pressure expansive steam in

one or two cylinders, with tubular condenser and screw-propeller, had

been publicly proved by Trevithick fifty years before.

[Illustration: PLATE 18.

COMPOUND MARINE ENGINE, 1871.

London: E.& F. N. Spon, 48, Charing Cross. Kell Bro^{s}. Lith.

London.]

"_Screw against Paddle._--An interesting and important trial trip

has recently been made, which serves to exhibit the advantages of

the screw over the paddle as a means of propulsion for ocean-going

steamships. In 1863, the steamship 'Syria,' of 1998 tons, was built

for the Peninsular and Oriental Company by Messrs. Day, Summers,

and Co., and fitted with paddle-wheel engines of 450-horse power.

The 'Syria' then attained a speed of 13·038 knots per hour, and the

consumption of coal was at the rate of 45 tons per diem. The builders

have lately converted her into a screw-steamer (for carrying the

mails between Southampton and the Cape of Good Hope), who, without

in any way disturbing the configuration of the hull, have fitted the

'Syria' with compound inverted engines of 300 nominal horse-*power.

These engines have two cylinders, respectively of 36 in. and 72 in.

diameter, with a stroke of 4 ft. 2 in. On Monday last the 'Syria'

attained an average speed of 12·637 knots, with a consumption of

coal equivalent to 18 tons per diem; thus showing a difference of

only 0·401 knot per hour, with a lessened power of 150 horses, and a

saving in consumption of coal of 27 tons per diem; while the carrying

capacity of the ship, arising from the economy of space in the

engine-room, has been enormously increased, as she can now stow 1200

tons of cargo against 500 tons previously."[209]

[Footnote 209: See 'The Times,' May 20th, 1871.]

Mr. Husband, of the firm of Harvey and Co., of Hayle, has obliged me

with the annexed sketch (Plate XVIII.) of a modern high-pressure steam

expansive compound marine engine, with surface condensers, on which the

grandsons of Trevithick are now working, to be placed in the 'Batara

Bayon Syree,' an iron yacht for an Indian Rajah, embracing the modern

improvements of direct-action compound engines, and illustrating the

principles which governed the constructors of the 'Syria.'

The first glance shows a seeming resemblance in outline to Trevithick's

patent drawing of 1832, having one cylinder above the other; but a

closer examination proves the application of the principles of his

patents of 1815 and 1831, embracing screw-propeller, direct-acting

engines, tubular boilers, high-pressure steam used expansively, and

condensation by cold surface preventing the necessity of using salt

water in the boilers.

This engine, in outline, has a strong likeness to Trevithick's

engines, going back even to his first patent of 1802,[210] followed by

the direct-action high-pressure steam yacht of 1806,[211] and again in

1808[212] by the iron steamer with direct-action long-stroke cylinders,

with highly expansive steam and surface condensers, to which, in

1815,[213] was added the patent compound expansive steam pole and piston

engine and screw-propeller, embodying during the first fifteen years of

the present century, both in principle and in detail, the most approved

form of marine steam-engine with fewness and simplicity of form of

moving parts; but compare it with the Watt patent engine, and its

difference is obvious; no beam or parallel motion, no injection-water

necessitating the air-pump, no low-pressure steam. The late Mr. William

Wilson, of Perran Foundry, son of Boulton and Watt's financial agent in

Cornwall, informed Mr. Henwood that he was with Mr. Watt when some one

stated that Mr. Trevithick was working his engine with steam of 40 lbs.

on the inch; when Mr. Watt replied, "I could work my engine with steam

of 100 lbs. to the inch, but I [would not] be the engineman."[214]

[Footnote 210: See vol. i., p. 59.]

[Footnote 211: See vol. i., p. 327.]

[Footnote 212: See vol. i., p. 386.]

[Footnote 213: See vol. ii., p. 103.]

[Footnote 214: Henwood, Address to the Royal Institution of Cornwall,

1871.]

Progressive experience, with increasing demand for economy and

speed, have caused the principles and the details of Trevithick's

steam-engines to be matters of national importance seventy years after

their discovery, for as far back as that he used highly-expansive

steam,[215] and on the question of a separate cylinder for expansion

as used in the modern steamboat combined engines, he wrote, "I think

one cylinder partly filled with steam would do equally as well as two

cylinders; that one at Worcester shuts off the steam at the first third

of the stroke, and works very uniformly with a considerable saving of

coal."[216] Those modern marine engines use about the same steam pressure

and expand about in the same proportion. With the direct action

from the piston-rod to the crank-shaft, the multitubular boiler and

screw-propeller, and the surface condenser perfected in 1831 and 1832,

at which time his construction of a marine steam-engine would have

been just what it now is forty years later. Those latter patents also

embrace the principle of superheating steam, practically shown many

years before,[217] and still used by marine engineers of modern times.

[Footnote 215: See Trevithick's letter, 22nd August, 1802, vol. i., p.

153.]

[Footnote 216: See Trevithick's letter, 5th July, 1804, vol. ii., p. 132.]

[Footnote 217: See Trevithick's letter, 16th May, 1815, vol. i., p. 370.]

In tracing the wisdom of his designs just before the close of an

eventful life, reference may be made to the trial of a common road

locomotive in 1871:--"Experimental trip of the Indian Government steam

train engine, 'Ranee,' from Ipswich to Edinburgh.--The results of the

trial with the 'Chenah,' though satisfactory so far as the engines

proper were concerned, were vitiated by the failure of the boiler; on

the completion of the second engine, the 'Ranee,' the field boiler and

variable blast-pipe were used; the boiler is about 4 feet diameter at

the bottom and 8 feet high."[218]

[Footnote 218: 'The Engineer,' 27th October, 1871.]

The form and dimensions of the exterior of the Ranee tubular boiler

are very similar to Trevithick's patent drawing and specification of

1832; even the variable blast-pipe was used by him in 1802.[219]

[Footnote 219: Trevithick's letter, 22nd August, 1802, vol. i., p. 153.]

The last years of Trevithick's eventful life were chequered with hopes

and disappointments when, in the early part of 1830, he wrote to his

friend Gerard:--

"This morning I called here for the purpose of forwarding my

information to the committee of the House. I called on Mr. Thompson

to inform him what Mr. Gilbert said respecting it. His answer was,

that the direct method would be by forwarding a petition in the

way proposed when at the lobby. In consequence, I have forwarded

the petition to Sir Matthew Ridley. Yesterday I took the coach to

Highgate, by way of Camden Town, and of course had to walk up Highgate

Hill. I found I was able to walk up that hill with as much ease and

speed as any of my coach companions. However strange this maggot may

appear in my chest and brain, it is no more than true. I wish among

all you long-life-preserving doctors you could find out the cause of

this defect, so as to remedy this troublesome companion of mine."

His health was breaking down, and his petition for a gift from the

public purse, so hopefully commenced two years before, was doomed,

after another year's bandying from pillar to post, to be forgotten and

unanswered.

"DEAR TREVITHICK, "EASTBOURNE, _December 26th, 1831_.

"I am sorry to find that you have not any prospect of assistance from

Government. I have not any copy or memorandum of my letter to Mr.

Spring Rice, but it was to the effect of first bearing testimony to

the large share that you have had in almost all the improvements on

Mr. Watt's engine, which have altogether about trebled its power;

your having made a travelling engine twenty-eight years ago; of your

having invented the iron tanks for carrying water on board ship. I

then went on to state that the great defect in all steam-engines

seemed to be the loss by condensation of all the heat rendered

latent in the conversion of water into steam. That high-pressure

engines owed their advantages mainly to a reduction of the relative

importance of this latent heat. That I had long wished to see the

plan of a differential engine tried, in which the temperatures,

and consequently elasticities, of the fluid might be varied on the

opposite sides of the piston without condensation; that the engine you

had now constructed promised to effect that object, and that in the

event of its succeeding at all, although it might not be applicable

to the driving water out of mines, yet that for steam-vessels and

for steam-carriages its obvious advantages would be of the greatest

importance; and I ended by saying that although it was clearly

impossible for me to ensure the success of any plan till it had been

actually proved by experiment, yet judging theoretically, and also

from the imperfect trial exhibited on the Thames, I thought it well

worthy of being favoured.

"Your plan unquestionably must be to appoint some one with you, as Mr.

Watt did Mr. Boulton, and I certainly think it a very fair speculation

for any such person as Mr. Boulton to undertake.

"It is impossible for me to point out any individual, as never having

had the slightest motive with such or with manufacturers in any part

of my life, I am entirely unacquainted with mercantile concerns. I

cannot, however, but conjecture that you should make a fair and full

estimate of what would be the expense of making a decisive experiment

on a scale sufficiently large to remove all doubt; and that your

proposal should be, that anyone wishing to incur that expense should,

in the event of success, be entitled to a certain share of your

patent; on such conditions some one of property may perhaps be found

who would undertake the risk, and if the experiment proved successful,

he would be sure to use every exertion afterwards for his own sake.

With every wish for your success,

"Believe me, yours very faithfully,

"DAVIES GILBERT."

The statement of the President of the Royal Society, that the power of

the Watt engine had been trebled by Trevithick, brought him no gain.

He never troubled himself with politics, but the passing of the Reform

Bill caused him to suggest that it should be commemorated by a pillar

higher than had ever before been erected. The following memorandum is

in his own writing:--

"'Morning Herald,' July 11th, 1832.

"_National Monument in honour of Reform._--The great measure of Reform

having become the law of the land, it is proposed to commemorate the

event by the erection of a stupendous column, exceeding in dimensions

Cleopatra's Needle, or Pompey's Pillar, and symbolical of the beauty,

strength, and unaffected grandeur of the British Constitution.

"In furtherance of this great object, a public meeting is proposed

to be held, of which due notice will be given, to set on foot a

subscription throughout the United Kingdoms, limiting individual

contributions to two guineas, but receiving the smallest sums in aid

of the design.

"The following noblemen and gentlemen have signified their approbation

of the measure:--His Grace the Duke of Norfolk, of Somerset, of

Bedford; the Right Honourable Earl of Morley, of Shrewsbury, of

Darlington; Lord Stafford; Sir Francis Burdett, M.P.; Joseph Hume,

M.P.; R. H. Howard, M.P.; Win. Brougham, M.P.; J. E. Denison, M.P.; A.

W. Robarts, M.P.; J. Easthope, M.P.; General Palmer, M.P."

"Design and specification for erecting a gilded conical cast-*iron

monument. Scale, 40 feet to the inch of 1000 feet in height, 100

feet diameter at the base, and 12 feet diameter at the top; 2 inches

thick, in 1500 pieces of 10 feet square, with an opening in the centre

of each piece 6 feet diameter, also in each corner of 18 inches

diameter, for the purpose of lessening the resistance of the wind,

and lightening the structure; with flanges on every edge on their

inside to screw them together; seated on a circular stone foundation

of 6 feet wide, with an ornamental base column of 60 feet high; and a

capital with 50 feet diameter platform, and figure on the top of 40

feet high; with a cylinder of 10 feet diameter in the centre of the

cone, the whole height, for the accommodation of persons ascending

to the top. Each cast-iron square would weigh about 3 tons, to be

all screwed together, with sheet lead between every joint. The whole

weight would be about 6000 tons. The proportions of this cone to its

height would be about the same as the general shape of spires in

England.

[Illustration: PLAN AND SECTIONAL ELEVATION OF PROPOSED REFORM

COLUMN.]

"A steam-engine of 20-horse power is sufficient for lifting one square

of iron to the top in ten minutes, and as any number of men might work

at the same time, screwing them together, one square could easily be

fixed every hour; 1500 squares requiring less than six months for the

completion of the cone. A proposal has been made by iron founders to

deliver these castings on the spot at 7_l._ a ton; at this rate the

whole expense of completing this national monument would not exceed

80,000_l._

"By a cylinder of 10 feet diameter, through which the public would

ascend to the top, bored and screwed together, in which a hollow

floating sheet-iron piston, with a seat round it, accommodating 25

persons; a steam-engine forces air into the cylinder-column from a

blast-cylinder of the same diameter and working 3 feet a second,

would raise the floating piston to the top at the same speed, or

five or six minutes ascending the whole height; the descent would

require the same time. A door at the bottom of the ascending cylinder

opens inwards, which, when shut, could not be opened again, having a

pressure of 1500 lbs. of air tending to keep it shut until the piston

descends to the bottom. By closing the valve in the piston it would

ascend to the top with the passengers floating on air, the same as a

regulating blast-piston, or the upper plank of a smith's bellows. The

air apparatus from the engine should be of a proper size to admit the

floating piston with the passengers to rise and fall gradually, by the

partially opening or shutting of the valves in the top of the piston.

Supposing no springs or soft substance for the piston to strike on at

the bottom of the column-cylinder, descending 3 feet a second would

give no greater shock than falling from 9 inches high, that being the

rate of falling bodies, or the same as a person being suddenly stopped

when walking at the rate of two miles an hour. The pressure of the

air under the piston would be about 1/2 lb. on the square inch; the

aperture cannot let the piston move above 3 feet a second, but this

speed may be reduced to any rate required by opening or shutting the

valves on the floating piston."

[Illustration: GENERAL VIEW OF REFORM COLUMN.]

To Trevithick's soaring genius nothing appeared very small, or very

large, or very costly; not even the cast-iron column 1000 feet high

covered with gold. The stone monument of London, 210 feet high, is

admired by many; others climb into the cross on St. Paul's Cathedral,

420 feet high; some make a long journey to the great Pyramids, 500 feet

high. How much more pleasant would be Trevithick's proposed floating

1000 feet upward on an air-cushion, controlled by his high-pressure

steam-engine, and having, from the loftiest pedestal of human art,

surveyed imperial London, to be again lowered to the every-day level at

a safe speed, regulated by valves closed by such simple acts as rising

from the seat; but should this be neglected, the passage of compressed

air escaping from under the piston-carriage would only allow of its

descent at a speed of 3 feet in a second, giving but the same shock on

bumping the bottom as jumping off a 9-inch door-step.

Perhaps the King in 1833 could not take an active part in advocating

a memento of the golden days of reform; but this is no reason why the

suggestion should have been so slightly noticed in 1862, to erect it in

memory of the good and wise Prince Albert.

Various meetings were held, and after nine months the plan had so far

advanced as to be placed before the King.

"Sir Herbert Taylor begs to acknowledge the receipt of Mr. R.

Trevithick's letter, with the accompanying design for a national

monument, which he has had the honour of submitting to the King.

"ST. JAMES'S PALACE, _1st March, 1833_."[220]

[Footnote 220: The column was suggested in 1862 as a suitable monument to

the memory of the late Prince Albert.]

Within two months from the date of the design for a gilded column

Trevithick had passed away. His family in Cornwall received a note,

dated 22nd April, 1833, from Mr. Rowley Potter, of Dartford, stating

that Trevithick had died on the morning of that day, after a week's

confinement to his bed. He was penniless, and without a relative by

him in his last illness, and for the last offices of kindness was

indebted to some who were losers by his schemes. The mechanics from the

works of Messrs. Hall were the bearers, and mourners at the funeral,

and at their expense night watchers remained by the grave to prevent

body-snatching, then frequent in that neighbourhood.

A few years after the funeral, the writer was refused permission to go

through the works to inquire into the character of the experiments that

had been tried, but the working mechanics were glad to see the son of

Trevithick, and their wives and children joined in the welcome as he

passed through the small town.

Trevithick's grave was among those of the poor buried by the

charitable; no stone or mark distinguished it from its neighbours. He

is known by his works. His high-pressure steam-engine was the pioneer

of locomotion and its wide-spreading civilization. England's mineral

and mechanical wealth on land or sea are indebted to its expansive

power, its applicability, and durable economy.

His comprehensive and ingenious designs, given to the world seventy

years ago,[221] are still instructive guides; and many of his works,

dating from the dawn of the present century, remained as active

evidences of his skill almost to the present day, with their

three-score years,[222] while some few reaching three-score years and

ten still remain good servants[223] in the solitude of the Peruvian

mountains, where no mechanical hand repairs the errors of human skill

or the wear and tear of time.[224]

[Footnote 221: See 1802 patent, vol. i., p. 128.]

[Footnote 222: See vol. i., pp. 222, 100, 82, 184.]

[Footnote 223: Agricultural engine, vol. ii., p. 68.]

[Footnote 224: See vol. ii., p. 220.]

If these material proofs fail to convince, the reader has but to ponder

on the bitterly natural reflections written by himself a few months

before his last illness to his friend Davies Gilbert:--

"I have been branded with folly and madness for attempting what the

world calls impossibilities, and even from the great engineer, the

late Mr. James Watt, who said to an eminent scientific character

still living,[225] that I deserved hanging for bringing into use the

high-pressure engine. This so far has been my reward from the public;

but should this be all, I shall be satisfied by the great secret

pleasure and laudable pride that I feel in my own breast from having

been the instrument of bringing forward and maturing new principles

and new arrangements of boundless value to my country. However much

I may be straitened in pecuniary circumstances, the great honour of

being a useful subject can never be taken from me, which to me far

exceeds riches."

[Footnote 225: Mr. John Isaac Hawkins.]

INDEX TO VOLUME II.

ABADIA, Don PEDRO, 217, 219, 221, 229, 231, 236, 243, 245, 247.

ABINGER, Lord, 303.

ADAMS, Mr., 94.

ADMIRALTY, 311, 338, 356, 358, 361, 372, 384.

ADRIATIC STEAMER, 372.

AËRATED STEAM, 7, 11.

AGRICULTURAL ENGINE, 17, 18, 19, 36, 40, 41, 42, 47, 50, 53, 58.

AGRICULTURAL MACHINE, 58.

AIR-ENGINE, 292.

AIR-PUMP, 19, 103, 122.

AJERBI RIVER, 266.

ALVERADO, 260, 261.

AMALGAMATION, 261.

AMPUTATION, 271.

APPLICATION TO PARLIAMENT, 183, 317.

AQUACATE, 267.

ARISMENDI, Don JOSÉ, 217, 219, 221, 229.

ARMSTRONG, Sir WILLIAM, 294.

ARTHA, Captain, 60, 64, 69, 102.

'ASP,' SHIP, 228, 239.

BAILIFFS, 36.

BANFIELD, Mr., 50.

BANFIELD, Mr. J., 65, 74, 153.

BARNES and MILLER, 375.

BEDFORD, Duke of, 390.

BEERALSTONE, 87, 102.

BENNETTS, FRANK, 129.

BICKLE, Mr., 65.

BINNER DOWNS, 315, 323, 327, 369.

BLACKLEAD, 4, 138.

BLAST BY CYLINDER, 343, 352.

BLAST BY SCREW, 341.

BLAST-FURNACE, 6.

BLAST-PIPE, 94, 141, 144, 210.

BLEWETT, Captain, 174.

BLEWETT, Mr., 51.

BOILER, 7, 14, 19, 32, 41, 60, 66, 69, 74, 81, 84, 92, 102, 115,

119, 124, 126, 138, 142, 145, 153, 156, 159, 169, 180, 183,

213, 227, 290, 300, 308, 321, 327, 339, 343, 356, 357, 359,

369, 377.

BOLIVAR, President, 252, 254.

BOOTH, Mr., 354.

BORER OF ROCK, 24, 27.

BOTTLE-NECK BOILER, 357.

BREAKWATER, 22.

BRIDGENORTH, 3, 87.

BROUGHAM, Mr., 390.

BRYANT, JOHN, 155, 163, 164.

BUDGE, Mr., 126.

BUENOS AYRES, 31, 227, 383.

BULL, Mr., 84, 118, 213, 230, 237, 244, 246.

BULLAN GARDEN, 116, 121, 155, 177.

BURDETT, Sir FRANCIS, 390.

BURRAL, Jun., Mr., 66.

BURRAL, Sen., Mr., 102.

BUSHEL, 46, 83, 96, 182.

BUST, 245.

CAMBORNE, 110.

CAMPBELL and Co., 201, 230.

CANAL BOAT, 17.

CARLOOSE ENGINE, 116, 120, 155, 177.

CARRIAGE-WHEELS, 207.

CARTHAGENA, 272, 277, 279.

CASTRO, NICOLAS, 260, 263, 280.

CAUSON, WILLIAM, 159.

CAXATAMBO, 252.

CENTRAL ARGENTINE RAILWAY, 33.

CERRO DE PASCO, 197, 201, 227, 229, 232, 255, 258.

CHAIN-AND-BUCKET, 12.

CHAIN-PUMP, 298, 317.

CHAPER, Mr., 188.

CHILI, 247, 249.

CIRCULAR MOTION, 294.

CLARK, HENRY, 78, 119, 141, 156.

CLAY MILL, 1.

COALBROOKDALE, 2, 3, 5, 138.

COAL-LIFTING ENGINE, 365, 368, 370.

COCHRANE, Lord, 282, 284.

COLLINS, Mr., 95.

COLOMBIA, 252.

COMMON-ROAD LOCOMOTIVE, 110, 123, 126, 158, 300, 377.

COMPETITION, 21, 33, 88, 92, 122, 132, 141, 150, 156, 374, 395.

COMPOUND ENGINE, 103, 314, 386.

COMPTROLLER OF THE NAVY, 342.

CONDENSER, 134.

COOKING BY STEAM, 368.

COOK'S KITCHEN, 149.

COPIAPO, 251.

COPPER-ORE FURNACE, 10.

CORALILLO, 262.

CORDILLERA, 262.

COST-ALL-LOST-ALL, 73.

COST OF ENGINE, 5, 15, 34, 37, 43, 45, 46, 49, 61, 73, 83, 122,

145, 149.

COSTA RICA, 252, 260, 264, 278.

COWIE, Mr., 87.

CRICHTON, Mr. ALEXANDER, 359.

CYLINDER, 19, 28, 39, 60, 67, 148, 210.

CYLINDER-CASE, 370, 377.

CYLINDRICAL BOILER, 60, 67, 69, 71, 74, 92, 102, 109, 119, 123,

138, 140, 145, 148, 156, 163, 169, 186, 210, 227, 300, 308,

344.

DANIEL, Mr., 142.

DARLINGTON, Earl of, 390.

DARTFORD, 393.

DAVEY, Captain JOHN, 118.

DAVEY, Captain WILLIAM, 83, 101, 124.

DAVIES, Mr., 86.

DAY, Mr., 215.

DEDUNSTANVILLE, Lord, 9, 18, 21, 39, 53.

DENISON, Mr., 390.

DERBYSHIRE, 3.

DIXON, Mr., 128.

DOBLE, Mr., 38.

DOLCOATH, 1, 8, 10, 32, 40, 115, 116, 119, 141, 143, 145, 147, 150,

153, 155, 157, 162, 168, 171, 175, 180, 194, 250, 307, 316, 321.

DOMINGO GONZALES DE CASTAÑEDA, 234.

DREDGER, 110, 143, 150, 297, 335.

DRIVING WHEELS, 56.

DUNDONALD, Lord, 111, 249, 282, 286.

DUTY OF ENGINES, 73, 83, 96, 99, 105, 108, 109, 117, 124, 128, 142,

157, 163, 166, 170, 175, 178, 181, 183, 187, 191, 205, 277, 290,

305, 308, 310, 327, 333, 374.

EASTHOPE, Mr., 390.

ECCENTRIC, 208.

'ECHO,' STEAMER, 356, 360.

EDMONDS, Mr. RICHARD, 107, 183, 238, 245, 305.

EDMONDS, Mr. THOMAS, 269.

EDWARDS, Mr., 188.

EMPSON, Mr., 279.

'ENCYCLOPÆDIA BRITANNICA,' 182.

ERSKINE, Mr., 130, 303.

ESSENTIAL OIL, 202.

EXETER BRIDGE, 23, 28, 54.

EXPANSION, 19, 69, 85, 91, 100, 117, 128, 132, 143, 145, 148, 179,

185, 205, 210, 325, 330, 352, 361, 376, 382.

EXPLOSION, 153.

FAIRBAIRN, Mr. JAMES, 273.

FAIRBAIRN, Sir WILLIAM, 358.

FALMOUTH, 27.

FAREY, Mr., 180, 323.

FAUCETT and Co., 375.

FEED-POLE, 159.

FEED-WATER, 39, 369, 373, 376.

FIRE-ARMS, 254.

FIRE-BARS, 20.

FIRE-ENGINE, 134.

FOLLETT, Sir WILLIAM, 358.

FOUR-WAY COCK, 19, 29, 60, 67, 153.

FOXES, Messrs., 22, 27, 30, 55, 88, 124, 151, 153.

FRANCE, 365.

GALLOWAY, Mr., 10.

GAMBOA, 280.

GEAR-WORK, 160.

GEOLOGICAL SOCIETY, 245.

'GEORGE AND VULTURE,' 366.

GERARD, Mr., 255, 262, 265, 269, 271, 279, 280, 282, 286, 287.

GIBBS, Mr., 129.

GILBERT, DAVIES, 10, 23, 83, 93, 116, 118, 166, 183, 304, 307, 308,

313, 319, 338, 363, 374, 388.

GITTINS, Mr., 269.

GLANVILLE, Captain, 119, 140, 159.

GLOBULAR BOILER, 119, 124.

GOSSETT, Colonel, 286.

GOULD, Mr., 8, 27.

GOVERNMENT, 154, 183, 311, 338, 388.

GOVERNOR, 21.

GREEN, Mr., 23, 29.

GREENWICH, 124.

GREGOR, Captain, 315.

GREYTOWN, 271.

GRIBBLE, 159, 176.

GRINDING ENGINE, 2.

GRIP, 56.

GRIST MILL, 19.

GROSE, Captain SAMUEL, 1, 60, 69, 101, 102, 111, 176, 178, 188, 321.

GUAYAQUIL, 252.

GUILDHALL, 365.

GUN-CARRIAGE, 278, 282, 284, 286.

GUNDRY, Mr., 17.

GUNNERY, 289.

HAARLEM LAKE, 302.

HALL and SONS, 283, 393.

HALL, Mr., 297.

HALL, Mr. B. N., 273.

HALL'S CONDENSER, 19, 322, 383.

HALSE, Mr., 17.

HARDY, Sir T. H., 339.

HARRIS, Mr., 142, 152.

HARROW BY STEAM, 40, 43, 58.

HARVEY, Mr. HENRY, 23, 48, 52, 64, 88, 101, 152, 154, 188, 189,

257, 298, 301, 302, 303, 356, 361, 385.

HARVEY, Mr. NICHOLAS, 295.

HAWKINS, Mr., 395.

HAWKINS, Sir C., 16, 36, 39, 40, 45, 47, 54, 61, 171.

HAYLE HARBOUR, 335.

HAZELDINE, Mr., 52, 66, 151, 204, 215.

HEARSE-BOILER, 155, 157, 163, 180, 308.

HEAT LOST, 7.

HEATING APPARATUS, 363.

HENWOOD, Mr., 180, 185, 245, 360, 386.

HERLAND, 31, 74, 83, 87, 91, 96, 99, 101, 105, 114, 118, 308, 310.

HIGH PRESSURE, 19, 109, 119, 148, 150, 198, 271, 310, 376.

HILL, Mr., 133.

HODGE, Captain, 246, 249.

HOLLAND, 110, 296, 299, 317, 333, 369.

HOLMAN, Mr., 87.

HOMFRAY, Mr., 4, 125, 128, 132, 134, 139, 140.

HORIZONTAL CYLINDER, 19, 28.

HORNBLOWER, 117, 170.

HORSE-POWER, 36, 42.

HOT BLAST, 11.

HOT-HOUSE, 133.

HOT-HOUSE STORE, 363.

HOWARD, Mr., 390.

HUME, JOSEPH, 390.

HUSBAND, Mr., 385.

HYDRAULIC CRANE, 385.

ICE MAKING, 294.

ILLNESS, 363, 388.

ILLOGAN, 228.

INCLINE, 267, 269.

INJECTION, 19, 324.

INVOICE, 220.

IRON FURNACE, 8.

IRON SHIPS, 286, 297, 299, 317.

JAMAICA, 277.

JASPER, Mr., 39, 66.

JEFFRY, RICHARD, 159, 176.

JENKIN, Mr., 83, 118, 166.

JOAQUIN DE LA PEZULA, 233, 237.

JOHNSTONE, Captain, 375.

JOSÉ GONZALES DE PRADA, 236.

JOSÉ LAGO Y LEMUS, 234.

JUAN MORA RIVER, 266.

JUDSON, Mr., 247.

KENDAL, Mr., 39, 59.

KENNY, Captain, 107, 228, 231.

KING, Captain, 356, 361.

'LA BELLE MACHINE,' 189.

LAW PROCEEDINGS, 148, 150.

LEAN, Mr., 117, 160, 164.

LEAN, Mr. JOHN, 317.

LEGASSACK, 102.

LEITH, Captain, 230.

LETTERS,--Edmonds, Mr. Richard, 106;

228, Aug. 20, 1817;

305, Nov. 7, 1827;

305, Jan. 24, 1828;

306, Jan. 12, 1853;

Fairbairn, Mr. James, 272, Nov. 27, 1864;

Gerard, Mr., 273, Nov. 17, 1827;

280, Jan. 13, 1826;

286, Feb. 21, 1828;

Gilbert, Davies, 10, Jan. 20, 1811;

93, Feb. 15, 1816;

312, Dec. 25, 1831;

388, Dec. 26, 1831;

Hall, Mr. B. N., 273, Dec. 16, 1864;

Harvey, Mr., 23, Nov. 26, 1812;

101, April 18, 1816;

154, Aug. 26, 1810;

Hawkins, Sir C., 39, March 19, 1812;

Homfray, Mr., 137, Dec. 26, 1804;

139, Jan. 2, 1805;

Liddell, Captain, 250, Nov. 3, 1869;

Smith, Mr. T., 67, March 26, 1870;

Thomas, Captain C., 162, March 29, 1858;

Trethuoy, Mr. W., 68, May 17, 1872;

Trevithick, Richard, 2, Sept. 23, 1804;

6, Jan. 13, 1811;

12, March 5, 1812;

16, Dec. 5, 1812;

16, April 28, 1812;

18, Dec. 7, 1812;

22, Nov. 8, 1812;

24, Jan. 29, 1813;

27, Feb. 4, 1813;

28, Feb. 4, 1813;

30, March 14, 1814;

31, Dec. 9, 1815;

33, Aug. 19, 1813;

33, March 8, 1816;

36, Feb. 13, 1812;

41, April 26, 1812;

45, May 1, 1812;

47, June 13, 1812;

49, June 17, 1812;

50, July 5, 1812;

51, Oct. 16, 1812;

54, Jan. 26, 1813;

59, Jan. 26, 1813;

61, March 15, 1813;

61, Aug. 19, 1813;

80, July 8, 1815;

86, Sept. 12, 1815;

87, Sept. 29, 1815;

88, Dec. 13, 1815;

89, Dec. 23, 1815;

91, Feb. 11, 1816;

94, March 8, 1816;

96, March 8, 1816;

98, March 7, 1816;

99, April 2, 1816;

124, Oct. 1, 1803;

128, Jan. 5, 1804;

132, July 5, 1804;

141, Feb. 18, 1806;

145, March 4, 1806;

146, March 21, 1806;

171, March 10, 1812;

173, March 27, 1813;

193, May 20, 1813;

198, May 22, 1813;

199, June 2, 1813;

200, June 8, 1813;

201, June 11, 1813;

202, June 19, 1813;

203, June 23, 1813;

204, Sept. 4, 1813;

205, Sept. 7, 1813;

206, Sept. 22, 1813;

206, Oct. 1, 1813;

207, Oct. 11, 1813;

209, Oct. 23, 1813;

212, Dec. 28, 1813;

212, March 4, 1814;

240, Feb. 15, 1817;

243, Nov. 1817;

251, 277, Nov. 15, 1827;

281, Jan. 24, 1828;

286, Feb. 21, 1828;

289, April 19, 1830;

292, June 18, 1828;

294, June 29, 1828;

295, July 31, 1828;

303, Sept. 14, 1829;

305, Jan. 24, 1828;

306, Dec. 20, 1827;

311, Dec. 24, 1831;

315, Dec. 14, 1828;

323, Dec. 30, 1828;

332, July 27, 1829;

335, Nov. 5, 1829;

336, Nov. 14, 1829;

339, Aug. 19, 1830;

363, March 1, 1830;

368, Jan. 24, 1829;

372, June 10, 1830;

Vivian, Captain A., 150, May 30, 1806;

Williams, Mr. M., 111, Jan. 5, 1853;

Williams, Messrs., 304, Nov. 14, 1820.

LIBERALITY, 49.

LIBERTY, WHEAL, 39.

LIDDELL, Captain, 250.

LIMA, 31, 32, 64, 80, 195, 206, 217, 218, 224, 226, 240, 247, 249,

271.

LINTHORN, Mr., 292.

LOCOMOTIVE, 23, 26, 27, 39, 41, 43, 48, 50, 126, 133, 206, 217,

271, 374, 379, 387, 388.

LOGAN, Dr., 40.

LONDON ENGINE, 5.

LOSH, Mr., 95.

LOW PRESSURE, 76, 140, 148, 157, 179, 180, 192, 395.

LOWE, Mr., 277.

LOWNDES, Lord, 287.

MACHUCA, 262.

MAGDALENA, 272.

MAN AND HIS MAN, 361.

MANCHESTER, 3, 138, 139.

MAN'S POWER, 42.

MARAZION, 180.

MARRATT, Mr., 129.

MATINA, 265, 267.

MAUDSLAY, Mr., 375.

MELLINEAR MINE, 75.

MELVILLE, Lord, 24, 361.

MEUX'S BREWERY, 111.

MIERS, Mr., 247.

MILLS, Mr., 339, 375.

MINT ENGINE, 32, 201, 209, 217, 227, 239, 240, 243, 247.

MITCHELL, Mr., 137.

MODEL, 197.

MOMENTUM, 20, 85, 91, 145, 149.

MONT CENIS, 26, 293.

MONTELEGRE, Mr., 269.

MONTELEGRE RIVER, 266, 279, 280.

MOORE, Dr., 34.

MORLEY, Earl of, 390.

MOYLE, Captain M., 307.

MULE-POWER, 45, 47, 201.

MURDOCH, 105, 118, 125, 126.

NANKIVILL, Mr., 38.

NAVY BOARD, 17, 41, 47, 372.

NEATH ABBEY, 154, 199.

NELSON, Lord, 121.

NEVILLE, Mr., 157, 187.

NEW STEAM NAVIGATION COMPANY, 383.

NEWCASTLE-UPON-TYNE, 3.

NEWCOMEN, 83, 114, 121, 157, 175, 211, 300, 319, 328.

NICARAGUA LAKE, 269.

NORFOLK, Duke of, 390.

NUMBER OF ENGINES, 14, 148.

OATS, JAMES, 111.

ODGERS, Captain, 98.

OPEN-TOP CYLINDERS, 19, 60, 208, 210, 211, 300, 363.

OVAL TUBE, 21, 153.

PADDLE-WHEEL, 384.

PADRE ARIAS MINE, 262.

PADSTOW ENGINE, 18, 27, 29.

PAGE, Mr., 98, 99, 212, 214, 231, 241.

PALMER, General, 390.

PAPE, Mrs., 66.

PARALLEL MOTION, 39.

PATENT LAWS, 48, 128, 304.

PATENTS, 343 of 1831;

366 of 1831;

376 of 1832.

PAYNTER, Mr., 280.

PENPONDS, 158.

PENYDARRAN, 132.

PERCEVAL, Mr., 108.

PERRIER, Mr., 188.

PERU, 210, 221, 252.

PETITION TO PARLIAMENT, 306, 374, 388.

PHILLIP, Mr., 89, 96, 99.

PHILLIPS, HENRY, 90.

PICKWOOD, Mr., 47.

PINNEYS and AMES, 33, 49, 50, 51, 63.

PINTO, DON ANTONIO, 280.

PLOUGHING BY STEAM, 40, 54, 67.

PLUMMER, BARHAM, and Co., 49.

PLUNGER-POLE PUMP, 119, 198.

PLYMOUTH BREAKWATER, 22, 23, 25, 27, 29, 30, 54, 195.

PLYMOUTH DOCKYARD, 361.

PNEUMATIC ELEVATOR, 392.

POLDICE, 103.

POLE-ENGINE, 31, 69, 80, 83, 90, 92, 99, 102, 176.

POLE, Professor, 179.

POOLY, WILLIAM, 158.

POPULATION, 44, 265.

PORTABLE ENGINE, 1, 5, 17, 22, 39, 50, 54, 170, 220, 309, 368, 370,

374.

POWER OF ENGINE, 14, 27, 42, 72, 76, 80, 86, 100, 115, 121, 143,

148, 210, 211, 333.

PRAED, Mr., 17, 48, 335.

PRICE, Mr. JOSEPH, 96.

PRICE, Sir ROSE, 64.

PRONEY, Mr., 189.

PUFFER-ENGINE, 1, 26, 32, 60, 74, 91, 102, 136, 140, 150, 154, 210.

PUMPING ENGINE, 131, 148, 150, 171, 182, 189, 198, 207, 211, 217,

220, 240, 257.

PUMPS, 119, 124, 198, 207, 211, 333.

PUNTA DE ARENAS, 260, 267.

QUARRYING, 22, 26.

QUEBRADA-HONDA, 262.

RAILWAY, 148.

'RANEE' LOCOMOTIVE, 387.

RASTRICK, Mr., 18, 54, 63, 66, 73, 87, 195, 200, 204, 212.

RAWLINGS, Mr., 62.

REES'S CYCLOPÆDIA, 181.

REFORM COLUMN, 390.

RENNIE, Mr., 24, 28, 31, 157, 181, 184, 187, 320, 339, 356, 358,

372, 381.

REYNOLDS, Mr., 10, 151.

RHINE RIVER, 295, 297, 302.

RICE, SPRING, 311, 388.

RICHARDS, Mr., 19, 56.

RIDLEY, Sir MATTHEW, 388.

ROBARTS, Mr., 390.

ROBERTS, Mr., 38.

ROBINSON and BUCHANAN, 15, 16.

ROCK BORING, 110, 206.

'ROCKET,' 354.

ROLAND, Mr., 196, 229.

ROLLING MILL, 4, 132, 137, 209, 220.

ROTTERDAM, 295.

ROWE, GEORGE, 163.

ROWE, Mr., 231.

SAFETY-PLUG, 126.

ST. AGNES HEAD, 59, 171.

ST. AUBYN, Sir JOHN, 335.

ST. IVES, 8, 16, 302.

SALTRAM STREAM, 102.

SAN JOSÉ, 267.

SAN JOSÉ RIVER, 266.

SAN JUAN DE NICARAGUA, 265, 269, 271.

SAN MARTIN, 249.

SANDYS, CARNE, and VIVIAN, 303.

'SANSPAREIL,' 204.

SANTA ROSA, 237.

SAUNDERS, JAMES, 231.

SAVERY, 114, 117, 319.

SAWING BY STEAM, 41.

SCREW-BIT, 27.

SCREW-POWER, 293.

SCREW-PROPELLER, 67, 384.

SERAPIQUE, 265, 266, 280.

SHAMMAL ENGINE, 121, 158, 166, 177.

SHARRATT, Mr., 128.

SHEFFIELD, Mr., 9.

SHIPS OF IRON, 286.

SILVER STATUE, 244.

SIMS, Mr., 87, 102, 106, 150, 153, 176, 304.

SINCLAIR, Sir JOHN, 17, 40, 41, 47.

SING, Mr., 66.

SMELTING FURNACE, 8.

SMILES, Mr., 353.

SMITH, Mr., 95, 241.

SMITH, Mr. THOMAS, 66, 67.

SMOKE BURNER, 20.

SOHO, 179.

SOMERSET, Duke of, 390.

SOUTH AMERICA, 188, 195, 225, 227, 260, 309.

SPADE BY STEAM, 40, 58.

SPANISH GOVERNMENT, 205, 254.

SPANISH MERCHANTS, 2.

SPRING STEELYARD, 371.

STEAM AGRICULTURE, 41, 43, 58.

" BOAT, 17, 41, 329, 337, 356, 359, 375, 378.

STEAM CRANE, 23, 27.

" CUSHION, 84.

" MASH-TUB, 14.

" NAVIGATION COMPANY, 295.

" PADDLE, 369.

" PLOUGH, 43, 58.

STEAM PRESSURE, 1, 14, 20, 32, 34, 69, 74, 86, 91, 100, 102, 109,

121, 123, 126, 142, 149, 153, 155, 179, 184, 192, 210, 309,

330, 337, 358, 386.

STEAM STONE-BORING, 25, 27, 29, 30.

" USERS' ASSOCIATION, 358.

STEPHENSON, 272, 273, 279, 283, 353.

STEVENSON, Mr. W. B., 247.

STONE-BORER, 22, 24, 27.

STONE-CRUSHER, 1.

STONE-SPLITTER, 25.

STOURBRIDGE, 132.

STRAY PARK, 159, 166, 169, 175, 177, 183.

STRENGTH, 90.

STROKES, 20, 32, 36, 82, 91, 98, 100, 210.

STUFFING BOX, 31, 79, 84.

SUGAR-BOILING, 3.

SUGAR MILL, 2, 50.

SUPERHEATING STEAM, 290, 315, 324, 330, 376.

SURFACE-AIR CONDENSER, 333, 335, 339, 341, 343, 374.

SURFACE-WATER CONDENSER, 19, 316, 322, 324, 329, 332, 335, 338,

341, 343, 374.

SWAINE, CHARLES, 119.

SYCOMBE, Mr., 232.

SYMONDS, Captain, 339.

'SYRIA,' STEAMBOAT, 384.

TANKS, 388.

'TASMANIA,' STEAMBOAT, 314.

TAYLOR, Mr., 118, 180.

TEAGUE, Captain, 197, 199, 229.

TELFORD, Mr., 336.

THOMAS, Captain CHARLES, 1, 74, 162.

THOMAS, Captain JACOB, 157.

THOMAS, Captain JOSIAH, 167.

THOMPSON, Mr., 388.

THORNE, Dr., 246.

THRASHING ENGINE, 17, 21, 36, 38, 40, 42, 54, 61, 64, 68.

TILLY, Captain, 229.

TIN CROFT, 170, 173.

TORMENTOR, 58.

TREASURY, WHEAL, 152.

TRECOTHICK, Mr., 47, 50.

TRESKERBY, 102, 105, 107, 176, 305.

TRETHUOY, Mr. WILLIAM, 68.

TREVARTHEN, Captain, 213, 230.

TREVITHICK, R., Jun., 158.

TREVITHICK, Sen., 115.

TREVITHICK, Mrs., 1.

TREWITHEN, 38, 68.

TRINITY BOARD, 143, 150.

TUBULAR BOILER, 32, 115, 119, 153, 291, 308, 325, 339, 344, 359,

376, 387.

TYACK, Mr. JOHN, 295.

UNITED MINES, 304.

UPRIGHT BOILER, 41, 60, 290, 332, 339.

UVILLE, Mr., 32, 63, 196, 200, 204, 208, 212, 214, 217, 221, 224,

227, 229, 236, 240, 244, 245.

VACUUM, 69, 157, 325.

VALLEY PUFFER, 119, 142.

VALVES, 160.

VICEROY, 226, 251, 259.

VIVIAN, Captain ANDREW, 52, 88, 96, 116, 125, 138, 140, 141, 152,

154, 165, 306.

VIVIAN, Captain HENRY, 90, 215, 230, 240.

VIVIAN, Captain JOSEPH, 101, 142.

" Captain NICHOLAS, 157, 187.

" HENRY, 60.

" Mr. SIMON, 152.

WARD, Mr., 361.

WARREN, Mr., 66.

WARSOP, Mr., 10.

WATER-PRESSURE ENGINE, 13, 293, 310.

WATER-PROPELLER, 378.

WATERS, Mr., 250.

WATERWITCH COMPANY, 383.

WATKIN, Sir EDWARD, 273.

WATSON, Mr., 247.

WATT, 21, 33, 47, 75, 80, 83, 86, 92, 95, 98, 103, 105, 112, 115,

118, 124, 125, 126, 128, 150, 156, 159, 163, 170, 175, 178,

180, 183, 189, 191, 196, 211, 224, 230, 290, 300, 308, 312,

319, 323, 328, 331, 352, 370, 374, 386, 388, 395.

WELSH LOCOMOTIVE, 42, 68.

WEST INDIA DOCKS, 3, 133.

WEST INDIA ENGINE, 39, 45, 53, 63, 195, 201.

WEST, JOHN, 160.

" WILLIAM, 158, 163.

WHEAL, ABRAHAM, 148, 151, 153.

" ALFRED, 19, 54, 103, 105, 106.

WHEAL CLOWANCE, 153.

" CONCORD, 103.

" DAMSEL, 103, 327.

" GENS, 117, 118, 155, 159, 169, 177.

WHEAL JEWEL, 150.

" KITTY, 153.

" LIBERTY, 171.

" LUSHINGTON, 103.

" PROSPER, 69, 84, 106, 171.

" REGENT, 102.

" SEAL-HOLE, 170, 360.

" TOWAN, 157, 178, 185, 316, 327, 331, 360, 369.

WHEAL TREASURE, 102.

" VOR, 83, 327.

WHIMS, 17, 32, 39, 60, 119, 128, 141, 150, 153, 172.

WHITEHEAD, Mr., 139.

'WILDMAN,' SHIP, 217.

WILLIAMS, Messrs., 22, 88, 106, 109, 124, 150, 153, 184, 281, 283,

304.

WILLIAMS, WILLIAM, 220.

WILSON, Mr., 386.

WINDING ENGINE, 2, 201, 208, 217, 220, 240.

WINDMILL, 296.

WOLLASTON, Dr., 293.

WOOD, Mr., 4.

WOOLF, ARTHUR, 80, 83, 86, 92, 96, 111, 180, 189, 316.

WOOLWICH, 286, 335.

WORCESTER, 133.

YANACANCHA, 238.

YONGE, DON, 280.

ZUYDER ZEE, 302.

LONDON: PRINTED BY W. CLOWES AND SONS, STAMFORD STREET AND CHARING

CROSS

* * * * * *

Transcriber's note:

Inconsistencies in spelling and punctuation are as in the original.

Life of Richard Trevithick, with an Account of His Inventions. Volume 2 (of 2) · 第 12 / 12 章