Stating that a very interesting old engine, the last of its kind which
remained at work, had been removed from and re-erected in this museum,
having been presented for that purpose to the Commissioners of Patents;
and giving the following description issued by the curator, Colonel
Stuart Wortley.—
“Heslop’s Winding and Pumping Engine. Letters Patent, A.D. 1790, No.
1760.—This engine was erected at Kell’s Pit, for raising coals, about
the year 1795, afterwards removed to Castlerigg Pit, in 1847, to
Wreah Pit, all near Whitehaven. At the latter place it continued to
raise coals, also to work a pump, by means of a cast-iron beam placed
above the main beam, until the summer of 1878, when it was removed
here. Presented to the Commissioner of Patents by the Earl of
Lonsdale, through Mr. H. A. Fletcher, M. Inst. C.E. Transmitted from
Whitehaven to the Patent Museum by the London and North-Western
Railway Company, at half rate. It will seem that this engine has two
open-topped cylinders, one on each side of the main centre beam, and
both single acting. The cylinders are respectively the ‘hot
cylinder’ and the ‘cold cylinder.’ The steam, on being admitted into
the first, or ‘hot’ cylinder, raises the piston by its pressure
underneath; the return stroke is then made by the weight of the
connecting rod and by the momentum given to the fly-wheel. The
eduction valve being now open, the steam passes from this cylinder to
the second or ‘cold’ cylinder by means of the connecting pipe, which,
being constantly immersed in cold water, produces sufficient
condensation to ‘kill’ or reduce it to atmospheric pressure as it
enters and fills the cold cylinder. The cold piston having arrived
at the top of its stroke, and its cylinder being thus filled with
steam and the injection valve being now open, a jet of water is
admitted, thus bringing a vacuum into play. By this arrangement of
two cylinders Heslop obtained advantages closely approaching those of
the separate condenser, and effected a signal superiority over the
atmospheric engine of Newcomen, even as it then existed with all the
structural improvements introduced by Smeaton, who was compelled to
admit that, in its best state, 60 per cent, of steam was wasted by
alternate heating and cooling of the cylinder. No other engine of
this type now remains in existence, and it is therefore appropriate
that this one, the last worked, should be preserved.”
On seeing the above W. E. Anstice, Esq., at once wrote to say they had
three of the same engines now at work, and which had been at work for the
past eighty years in the Madeley Wood Co.’s Field; that they still had
five, and had had eight. This led to an interesting correspondence in
the course of which Mr. Anstice sent up an original drawing, which proved
to be one of an earlier engine even than the one they had, and the one
for which the original specification was taken out.
The fact is that about Heslop’s time, and whilst Smeaton was at work
effecting improvements in Newcomen’s engines, and whilst Watt, with the
experience of those who went before him, was to some extent endeavouring
to strike out a course for himself and preparing to eclipse the
productions of his predecessors, there were a number of minor geniuses
engaged in carrying into effect their own or others suggestions: men
whose names are little known in consequence of having been thrust aside
by greater or more favoured inventors than themselves. Heslop, Murdock,
and Cartwright appear have been among these; also Avery and Sadler, and
other local schemers and inventors like the Glazebrooks, the Williamses,
and Hornblowers. During the latter half of the last century the
inventive faculty, stimulated by what had already been achieved, appears
to have been in great activity. The iron-making and mining interests
were undergoing great expansion, and men like the Darbys, the Reynoldses,
Wilkinsons, Guests, and others, were just then prepared to avail
themselves of means which would enable them to clear out the water from
their mines, that they might bring up minerals from a greater depth, or
add to the force of the blast in their smelting operations; and several
of these in return rendered Watt and others great services. Wilkinson
gave the order for the first engine Watt made at Soho to blow his
furnaces at Broseley, where it was erected and ready for use early in
1776. Watt’s first rotary engine was made for Mr. Reynolds, of Ketley,
in 1782, to drive a corn mill. The “Philosophical Transactions,” and
Urban’s Magazine seem to have been mediums of correspondence, and the
means of communicating so much of the discoveries and inventions of the
authors as they deemed fit to the public. We have thirty or more volumes
of extracts from original communications in these, commencing about 1736,
which Mr. William Reynolds had written out, most of them beautiful, and
many remarkable specimens of that ornate style of calligraphy so much
cultivated at that time.
Also a large folio volume of original drawings and designs, admirably
executed. Some by Hornblower, Glazebrook, Sadler, Reynolds, Wilkinson,
Banks, Anstice, Chinn, Price, Rogerson, Emerson, Telford, and others.
The Hornblowers appear to have trodden closely upon the heels of Watt at
one time, and so closely that Watt wrote to Boulton saying, “If they have
really found a prize it will ruin us.” We add a list of these drawings,
with dates attached.
No. 1 is a small steam engine made by James Sadler which was at work on
the hill at the Dale in 1792.
No. 2 Drawing shews Sadler’s plan of rotary motion, with crank for
winding engine, dated, 1793.
No. 3 S. Venables’ drawing of Sadler’s engine as it stood when T.
Griffiths was putting it up at the Bank 1793.
No. 4 Is a plan of Sadler’s engine sent by Dr. Beddows, May, 1793.
No. 5 Are Drawings of an engine from J. Sadler’s, but which was never
completed, 1794.
No. 6 Drawings and description of Thos. Savory’s Engine for raising water
by the help of fire, June 14th, 1799; the description states that the
inventor entertained the Royal Society by shewing a small model which he
made to work before them.
No. 7 Is a plan of Watt’s steam wheel in all parts, but no date.
No. 8 Plan of a substitute for ropes, being an iron chain of novel
construction to be used for coal mines, by Bingley, 1795.
No. 9 Glazebrook’s scheme to effect a perpendicular motion, 1794.
No. 10 Plan of Adam Hislop’s engine to work without a beam, scale 1 in.
to ft. Drawn by S. Venables.
No. 11 Side view.
No. 12 Ground plan of an engine without a beam erected at Wombridge, Dec.
5, 1794.
No. 13 General section of an engine for winding coal. Scale about ½ in.
to ft. July 23, 1793.
No. 14 Outside front view of Horsehay forge engine Feb 21, 1793. Scale
one third in. to ft.
No. 15 Section of Hollins Wood Blast Engine. Scale ¼ in. to the ft.
William Minor No. 84 Sept. 12, 1793.
No. 16 General section for winding engine, 1 in. to ft. no date.
No. 17 Samuel Venables, Sept 1, 1793, No. 6 differs in construction from
the former ones, two cylinders.
No. 18 William Reynolds’ idea of the application of Sadler’s engine to a
rotable motion, the lower cylinder communicating with the boiler; this
method is applicable to rowing boats with circular oars, 1795, drawn by
Venables.
No. 18 Drawing of blast engine of the same period but no date or
description.
No. 18 Ditto, winding engine.
No. 19 One Richard Banks 1796.
No. 20 Drawing of old incline engine.
No. 21 Elaborate drawing of an engine for winding coals, sun and moon
motion, 30 strokes per minute, proper speed.
Nos. 22–34 Thirteen other engines.
No. 35 Sketch of Hornblowers’ air pump.
No. 36 Plan of Jinney for conveying wheeled corves down descents.
No. 38 Calculation of Mr. Anstices’ rotative engine by D. Rose March 17,
1799.
No. 39 Brick machines April, 1794.