(166.)The method of feeding the furnace by hand through the fire-door being subject to the double objection of admitting more cold air over the fuel than is necessary for its combustion, and the impracticability of insuring that regular attendance on the part of the stokers, directed the attention of engineers to the construction of self-regulating furnaces. The most effectual of these, and that which has come into most general use, was invented by Mr. William Brunton of Birmingham.
The advantages proposed to be attained by him were those expressed in his patent:—
"First, I put the coal upon the grate by small quantities, and at very short intervals, say every two or three seconds. 2dly, I so dispose of the coals upon the grate, that the smoke evolved must pass over that part of the grate upon which the coal is in full combustion, and is thereby consumed. 3dly, As the introduction of coal is uniform in short spaces of time, the introduction of air is also uniform, and requires no attention from the fireman.
"As it respects economy: 1st, The coal is put upon the fire by an apparatus driven by the engine, and so contrived that the quantity of coal is proportioned to the quantity of work which the engine is performing; and the quantity of air admitted to consume the smoke is regulated in the same manner. 2dly, The fire-door is never opened, excepting to clean the fire; the boiler, of course, is not exposed to that continual irregularity of temperature which is unavoidable in the common furnace, and which is found exceedingly injurious to boilers. 3dly, The only attention required is to fill the coal-receiver every two or three hours, and clean the fire when necessary. 4thly, The coal is more completely consumed than by the common furnace, as all the effect of what is termed stirring up the fire (by which no inconsiderable quantity of coal is passed into the ash-pit), is attained without moving the coal upon the grate."
A circular grate is placed on a vertical revolving shaft; on the lower part of this shaft, under the ash-pit, is placed a toothed wheel driven by a pinion. This pinion is placed on another vertical shaft, which ascends above the boiler; and[Pg284]on the other end of this is placed a bevelled wheel driven by a pinion. This pinion is attached to a shaft, which takes its motion from the axis of the fly-wheel, or any other revolving shaft connected with the engine. A constant motion of revolution is therefore imparted to the circular grate, and its velocity being proportional to that of the engine, will necessarily be also proportional to the quantity of fuel which ought to be consumed. Through that part of the boiler which is over the fire-grate a vertical tube or opening is made directly over that part of the furnace which is most distant from the flues. Over this opening a hopper is placed, which contains the fuel by which the boiler is to be fed; and in the bottom of this hopper is a sliding valve, capable of being opened or closed, so as to regulate the quantity of fuel supplied to the fire-grate. The fuel dropping in in small quantities through this open valve falls on the grate, and is carried round by it, so as to leave a fresh portion of the grate to receive succeeding feeds. The coals admitted through the hopper are previously broken to a proper size; and in some forms of this apparatus there are two rollers, at a regulated distance asunder, the surfaces of which are formed into blunt angular points, and which are kept in slow revolution by the engine. Between these rollers the coals must pass before they reach the valve through which the furnace is fed, and they are thus broken and reduced to a regulated size. The valve which regulates the opening through which the feed is admitted, is connected by chains and pulleys with the self-regulating damper already described, so that in proportion as the damper is raised, the valve governing the feed may be opened. Thus, while the quantity of air admitted by the damper is increased according to the demands of the engine, the quantity of fuel admitted for the feed is increased by opening the valve in the bottom of the hopper in the same proportion. Apertures are also provided in the front of the grate, governed by regulators, by which the quantity of air necessary and sufficient to produce the combustion of the gas evolved from the fuel is admitted, these openings being also connected with the self-regulating damper.
A considerable portion of the heat imparted to the water[Pg285]in the boiler escapes by radiation from the surface of the boiler, steam-pipes, and other parts of the machinery in contact with the steam and hot water. The effects of this are rendered very apparent in marine engines, where a large quantity of water is found to be condensed in the great steam-pipes leading from the boiler to the cylinder. In stationary land boilers this loss of heat is usually diminished, and in some cases in a great degree removed, by surrounding the boiler with non-conducting substances. In some cases the boiler is built round in brick work. In Cornwall, where the economy is regarded perhaps to a greater extent than elsewhere, the boiler and steam-pipes are surrounded with a packing of sawdust, which being almost a non-conductor of heat, is impervious to the heat proceeding from the surfaces with which it is in contact, and consequently confines all the heat within the boiler. In marine boilers it has been the practice recently to clothe the boiler and steam-pipes with a coating of felt, which is attended with a similar effect. When these remedies are properly applied, the loss of heat proceeding from the radiation of the boiler is reduced to an extremely small amount. The engine-houses of some of the Cornish engines, where the boiler generates steam at a very high temperature, are nevertheless frequently maintained at a lower temperature than the external air, and on entering them they have in a great degree the effect of a cave.
(167.)All mechanical action is measured by the amount of force exercised, or resistance overcome, and the space through which that force has acted, or through which the resistance has been moved.
The gross amount of mechanical action developed by the moving power of an engine, is expended partly on moving the engine itself, and partly on overcoming the resistance on which the engine is intended to act. That part of the mechanical energy of the moving power which is expended on the resistance or load which the engine moves exclusively, and of the power expended on moving the engine itself, is calledthe useful effectof the machine.
Thegross effect, therefore, exceeds theuseful effectby the[Pg286]amount of power spent in moving the engine, or which may be wasted or destroyed in any way by the engine.
It is usual to express and estimate all mechanical effect whatever by nature of the resistance overcome, by an equivalent weight raised a certain height. Thus, if an engine exerts a certain power in driving a mill, in drawing a carriage on a road, or in propelling a vessel on water, the resistance against which it has to act must be equal to a definite amount of weight. If a carriage be drawn, the traces are stretched by the tractive power, by the same tension that would be given to them if a certain weight were appended to them. If the paddle-wheels of a boat are made to revolve, the water opposes to them a resistance equal to that which would be produced, if instead of moving the water the wheel had to raise some certain weight. In any case, therefore, weight becomes the exponent of the energy of the resistance against which the moving power acts.
But the amount of mechanical effect depends conjointly on the amount of resistance, and the space through which that resistance is moved. The quantity of this effect, therefore, will be increased in the same proportion, whether the quantity of resistance or the space through which that resistance is moved be augmented. Thus, a resistance of one hundred pounds, moved through two feet, is mechanically equivalent to a resistance of two hundred pounds moved through one foot, or of four hundred pounds moved through six inches. To simplify, therefore, the expression of mechanical effect, it is usual to reduce it invariably to a certain weight raised one foot. If the resistance under consideration be equivalent to a certain weight raised through ten feet, it is always expressed by ten times the amount of that weight raised through one foot.
It has also been usual in the expression of mechanical effect, to take the pound weight as the unit of weight, and the foot as the unit of length, so that all mechanical effect whatsoever is expressed by a certain number of pounds raised one foot.
(168.)The gross effect of the moving power in a steam-engine, is the whole mechanical force developed by the evaporation[Pg287]of water in the boiler. A part of this effect is lost by the partial condensation of the steam before it acts upon the piston, and by the imperfect condensation of it subsequently: another portion is expended on overcoming the friction of the different moving parts, and in acting against the resistance which the air opposes to the machine. If the motion be subject to sudden shocks, a portion of the power is then lost by the destruction of momentum which such shocks produce. But if those parts of the machine which have a reciprocating motion be, as they ought to be, brought gradually to rest at each change of direction, then no power is absorbed in this way.
(169.)The useful effect of an engine is variously denominated according to the relation under which it is considered. If it be referred to the time during which it is produced, it is calledPOWER.
(170.)If it be referred to the fuel, by the combustion of which the evaporation has been effected, it is calledDUTY.
(171.)When steam-engines were first brought into use, they were commonly applied to work pumps for mills which had been previously worked or driven by horses. In forming their contracts, the first steam-engine builders found themselves called upon to supply engines capable of executing the same work as was previously executed by some certain number of horses. It was therefore convenient, and indeed necessary, to be able to express the performance of these machines by comparison with the animal power to which manufacturers, miners, and others, had been so long accustomed. When an engine, therefore, was capable of performing the same work in a given time as any given number of horses of average strength usually performed, it was said to be an engine of so many horses' power. Steam-engines had been in use for a considerable time before this term had acquired any settled or uniform meaning, and the nominal power of engines was accordingly very arbitrary. At length, however, the use of steam-engines became more extended, and the confusion and inconvenience arising out of all questions respecting the performance of engines, rendered it necessary that some fixed[Pg288]and definite meaning should be assigned to the terms by which the powers of this machine were expressed. To have abandoned the termhorse-power, which had been so long in use, would have been obviously inconvenient; nor could there be any objection to its continuance, provided all engine-makers, and all those who used engines, could be brought to agree upon some standard by which the unit of horse-power might be defined. The performance of a horse of average strength working for eight hours a day was therefore selected as a standard, or unit, of steam-engine power. Smeaton estimated that such an animal, so working, was capable of performing a quantity of work equal in its mechanical effect to 22,916 lbs. raised one foot per minute, while Desaguliers estimated the same power at 27,500 lbs. raised through the same height in the same time. The discrepancy between these estimates probably arose from their being made from the performances of different classes of horses. Messrs. Boulton and Watt caused experiments to be made with the strong horses used in the breweries in London, and from the result of these trials they assigned 33,000 lbs. raised one foot per minute, as the value of a horse's power. This is the unit of engine-power now universally adopted; and when an engine is said to be of so many horses' power, what is meant is, that that engine, in good working order and properly managed, is capable of moving a resistance equal to 33,000 lbs. through one foot per minute. Thus an engine of ten horse-power is one that would raise 330,000 lbs. weight one foot per minute.
Whether this estimate of an average horse's power be correct or not, in reference to the actual work which the animal is capable of executing, is a matter of no present importance in its application to steam-power. The steam-engine is no longer used to replace the power of horses, and therefore no contracts are based upon such a comparison. The term horse-power, therefore, as applied to steam-engines, must be understood to have no reference whatever to the actual animal power, but must be taken as a term having no other meaning than the expression of the ability of the[Pg289]machine to move the amount of resistance above mentioned through one foot per minute.
(172.)It has been already explained (67.) that the conversion of a given volume of water into steam is productive of a certain definite amount of mechanical force, this amount depending on the pressure under which the water is evaporated, and the extent to which the expansive principle is used in working the steam. It is evident that this amount of mechanical effect is a major limit, which cannot be exceeded by the power of the engine.
If the steam be not worked expansively, then the whole power of the water, transmitted in the form of steam from the boiler to the working machinery, will be a matter of easy calculation, when the pressure at which the steam is worked is known. A table, exhibiting the mechanical power of a cubic foot of water converted into steam at various pressures, expressed in an equivalent number of pounds' weight raised one foot high, is given in the Appendix to this volume. Where much accuracy is sought for, the pressure at which the steam is used must be taken into account; but by reference to the table it will be seen, that when steam is worked without expansion, its mechanical effect varies very little with the pressure. It may therefore be assumed, as has been already stated, that for every cubic inch of water transmitted in the form of steam to the cylinders, a force is produced, represented by a ton weight raised a foot high. Now, as 33,000 lbs. is very nearly 15 tons, it follows that 15 cubic inches of water converted into steam per minute, or 900 cubic inches per hour, will produce a mechanical force equal to one horse. If, therefore, to 900 cubic inches be added the quantity of water per hour necessary to move the engine itself, independently of its load, we shall obtain the quantity of water per hour which must be supplied by the boiler to the engine for each horse-power, and this will be the same whatever may be the magnitude or proportions of the cylinder.
(173.)The quantity of power expended in working the engine itself, independently of that required to move its load, will be less in proportion to the degree of perfection which[Pg290]may be attained in the construction of the engine, and to the order in which it is kept while working. Engines vary one from another so much in these respects, that it is scarcely possible to lay down any general rules for the quantity of power to be allowed over and above what is necessary to move the load. The means whereby mechanical power is expended in working the engine may be enumerated as follows:—
First.Steam in passing from the boiler to the cylinder is liable to lose its temperature by the radiation of the steam-pipes and other passages through which it is conducted. Since the steam produced in the boiler is in contact with water, it will be common steam (94.), and consequently the least loss of heat will cause a partial condensation. To whatever extent this condensation may be carried, a proportional loss of power, in reference to the heat obtained from the fuel, will be entailed upon the engine.
It has been said that the force necessary to move the steam from the boiler to the cylinder through passages more or less contracted, subject to the friction of the pipes and tubes through which it moves, should be taken into account in estimating the power, and a corresponding deduction made. This, however, is not the case: the steam having passed into the cylinder remains common steam, its pressure being diminished by reason of the force expended in thus moving it from the boiler to the cylinder. But its mechanical efficacy at the reduced pressure is not sensibly different from the efficacy which it had in the boiler. If at the reduced pressure its volume were the same, then a loss of effect would be sustained equivalent to the difference of the pressures; but its volume being augmented in very nearly the same proportion as its pressure is diminished, the mechanical efficacy of a given weight of steam in the cylinder will be sensibly the same as in the boiler.
Second.The radiation of heat from the cylinder and its appendages, will cause a partial condensation of steam, and thereby produce a diminished mechanical effect.
Third.The steam, which at each stroke of the piston fills the passages between the steam-valves and the piston, at the[Pg291]moment the latter commences the stroke will be inefficient. If it were possible for the piston to come into steam-tight contact with each end of the cylinder, and that the steam-valve should be in immediate contact with the side or top of the piston, then the whole of the steam which would pass through the steam-valve would be efficient; but as some space, however small, must remain between the piston and the ends of the cylinder, and between the side of the cylinder and the steam-valve, there will always be a volume of steam bearing a sensible proportion to the magnitude of the cylinder, which at each stroke of the piston will be inefficient. This volume of steam is called theclearance.
Fourth.Since the piston must move in steam-tight contact with the cylinder, it must have a definite amount of friction with the sides of the cylinder by whatever means it may be packed. This friction will produce a corresponding resistance to the moving power.
Fifth.The various joints of the machinery where steam is contained are subject to leakage, and whatever amount of steam shall thus escape must be placed to the account of power lost.
Sixth.When the eduction-valve is opened to admit the steam to the condenser, a certain force is required to expel the steam from the cylinder. This force reacts upon the piston, and counteracts to a proportional extent the moving power of the steam on the other side. Besides this the water in the condenser cannot be conveniently reduced below the temperature of about 100°, and at this temperature steam has a pressure of about 1 lb. per square inch. This vapour will continue to fill the cylinder, and will resist the moving power which impels the piston.
Seventh.Power must be provided for opening and closing the valves or slides, for working the air-pump, hot-water pump, and cold-water pump, and finally to overcome the friction on the journals and centres of the parts of the parallel motion, the main axle of the beam, the connecting rod, crank, and fly-wheel axle.
It will be apparent how very much these sources of resistances must vary in different engines, and how rough[Pg292]an approximation any general estimate must be of their gross amount.
(174.)There are many circumstances which obstruct the practical application of any standard of engine-power: the magnitude of furnace, and the extent of heating surface necessary to produce any required rate of evaporation in the boiler, are unascertained; each engine-maker has his own rule in these matters, and all the rules are equally unsupported by any experimental test entitled to respect. Thus the circumstances that govern the rate of evaporation in the boiler may be regarded as almost wholly unknown. But supposing the rate of evaporation to be ascertained, the amount of power absorbed by the condensation of steam on its passage to the cylinder, the imperfect condensation of the same steam after it has worked the piston, the friction of the various moving parts of the machinery, and, above all, the difference of effect of these losses of power in engines constructed on different scales of magnitude, are absolutely unknown. We are, therefore, not placed in a condition to assign any thing more than a general account of what has been the practice of engine-makers in constructing engines which are nominally of a certain power.
In common low-pressure engines of the larger kind, to which class alone we at present refer, it has been usual, with the same fuel and under like circumstances, to allow from 10 to 18 square feet of heating surface in the boiler for every nominal horse-power of the engine. Within these wide limits the practice of engine-makers has varied. It is not, however, to be supposed, that the boiler with 18 square feet of surface per horse-power has the same evaporating power as that which has but 10. This difference, therefore, amounts to nothing more than different manufacturers of steam-engines putting into circulation boilers having powersreallydifferent while they arenominallythe same. The magnitude of the cylinder is regulated by the nominal power of the engine, and it is usual so to regulate the evaporating power of the boiler, that the piston shall move at the average rate of 200 feet per minute. This being assumed, it is customary to allow about 22 square inches of piston[Pg293]surface for every nominal horse-power of the engine. If this power were in conformity to the standard already defined, this amount of surface moved at 200 feet per minute would be impelled by a pressure amounting to71⁄2lbs. per square inch. The safety-valve of the boiler of such engines is usually loaded at from 4 to 5 lbs. per square inch, and consequently the steam in the boiler will have a pressure of from 19 to 20 lbs. per square inch. If, therefore, the effective pressure on the piston be really only71⁄2lbs. per square inch, the pressure expended in overcoming the friction of the engine, and the loss consequent on the partial condensation of steam on one side and its imperfect condensation on the other, would amount to from 12 to 13 lbs. per square inch, or nearly double the assumed useful effect of the engine.
Messrs. Maudslay and Field are accustomed to allow an evaporation of ten gallons, or 1·6 cubic feet of water per hour, for each nominal horse-power of the engine. They also allow about 22 square inches of piston surface per nominal horse-power, the piston being supposed to move at the rate of 200 feet per second.[24]
The quantity of grate surface necessary in proportion to the power of the engine, has been equally unascertained, and engine-makers vary in their practice from half a square foot to one square foot per nominal horse-power.
The proportion which the magnitude of the heating surface of the boiler, and the fire surface of the grate bears to the evaporating power of the boiler, has not been determined by experiment, nor, so far as we are informed, by any well-ascertained practical results.
The estimates or rather conjectures of engine-makers, of the evaporation necessary to produce one horse-power, vary from one to two cubic feet of water per hour. It has been[Pg294]already shown that the evaporation of 900 cubic inches, or little more than half a cubic foot per hour, evolves a gross mechanical effect representing one horse-power; from which it appears, that if the evaporation of the boilers of steam engines were what engineers suppose them to be, the gross mechanical power produced in them for every nominal horse-power of the engine varies in actual amount from the power of two to that of four horses.
The above estimates must be understood as referring to double-acting steam engines above thirty-horse power. The circumstances attending the performance of single-acting engines applied to the drainage of mines, have been ascertained with much greater precision. This has been mainly owing to a spirited system of general inspection, which has been established in Cornwall, to which we shall hereafter more particularly advert.
(175.)In expressing the duty of engines, it would have been desirable that the duty of the boiler should have been separated from that of the engine.
The duty of a boiler is estimated by the volume of water evaporated by a given quantity of fuel, independently of the time which such evaporation may take. The duty, therefore, will be expressed by the number of cubic feet of water evaporated, divided by the number of bushels of coal necessary for that evaporation, supposing the bushel of coal to be the unit of fuel. It will be observed that thedutyof an engine or boiler is entirely distinct from, and independent of, itspower. One boiler may be greater than another in power to any extent, while it may be equal to or less than it in duty. A bushel of coals may evaporate the same number of cubic feet of water under two boilers, but may take twice as great a time to produce such evaporation under one than under the other. In such a case the power of one boiler will be double that of the other, while their duty will be the same.
In like manner, a bushel of coals consumed in working two engines may produce the same useful effect, but it may produce that useful effect in the one in half the time it takes to produce it in the other. In that case thedutyof the engines will be the same, but thepowerof the one will be double that of the other.[Pg295]
In fine,powerhas reference totime,—duty, tofuel. The more rapidly the engine produces its mechanical effect, the greater its power will be, whatever may be the fuel consumed in working it. And, on the other hand, the greater the useful effect produced by a given weight of fuel, the greater will be the duty, however long the time may be which the fuel may take to produce the useful effect.
(176.)The proportion of the stroke to the diameter of the cylinder must be determined by the velocity intended to be given to the piston. With the same capacity of cylinder, and the same evaporation in the boiler, the velocity of the piston will augment as the magnitude of its diameter is diminished.
The proportion of the diameter to the stroke of the cylinder is very various. In engines used for steam-vessels the length of the cylinder very little exceeds its diameter. In land engines, however, the proportion of the length to the diameter is greater. It is maintained by some that the proportion of the diameter and length of the cylinder should be such as to render its surface exposed to the cooling of the external air, the smallest possible. Tredgold has maintained that since, during the stroke, the steam is gradually exposed to contact with the surface of the cylinder from the top to the bottom, the mean surface exposed in contact with steam being half that of the entire cylinder, the proportion of the diameter to the stroke should be such that the surface of half the length of the cylinder, added to the magnitude of the top and bottom, shall be a minimum. If this principle be admitted, then the best proportion of the diameter to the stroke would be that of one to two, the length of the stroke being twice the diameter of the cylinder; but since the whole surface of the cylinder is constantly exposed to the cooling effects of the air, and since in the intervals of the stroke there is no sensible change of the temperature of the surface, the loss of heat by cooling will in effect be the same, especially in double-acting engines, as if the cylinder were constantly filled with steam. If this be admitted, then the object should be to give the cylinder such a proportion, that its entire surface, including the top and bottom, shall be a minimum.[Pg296]The proportion given by this condition would be very nearly that which is observed in the cylinders of marine engines, viz. that the length of the cylinder should be equal to its diameter.
If in a low-pressure engine the pressure of steam in the cylinder be taken at 17 lbs. per square inch, then the volume of steam will be about fifteen hundred times that of the water which produces it. For every cubic foot of water, therefore, in the effective evaporation of the boiler, 1500 cubic feet of steam will be passed through the cylinder. If it be intended that the motion of the piston shall be at the rate of 25 strokes per minute, or 1500 strokes per hour, then the capacity of that portion of the cylinder between the steam-valve and the piston at the end of the stroke, must consist of half as many cubic feet as there are cubic feet per hour evaporated in the boiler. If the steam, therefore, be cut off at half stroke, the number of cubic feet of space in the cylinder will be equal to the number of cubic feet of water effectively evaporated by the boiler; and if a cubic foot of water effectively evaporated be taken as the measure of a horse-power, then there would be as many cubic feet in the capacity of the cylinder as is equal to the nominal power of the engine.
(177.)The duty of engines varies according to their form and magnitude, the circumstances under which they are worked, and the purposes to which they are applied. In double-acting engines working without expansion, the coal consumed per nominal horse-power per hour varies from 7 to 12 lbs. An examination of the steam-logs of several government steamers made by me a few years since, gave, as the average of consumption of fuel at that time of the best class of marine engines, about 8 lbs. per nominal horse-power per hour. Since, however, no account could be obtained of the actual evaporation of water in the boiler, nor, with the necessary degree of precision, of the quantity and pressure of the steam which passed through the cylinders, this estimate must be regarded as an approximation subject to several causes of error. The question of the duty of boilers and engines applied to the[Pg297]general purposes of manufactures and navigation, is one which has not yet been satisfactorily investigated; and it were much to be desired that the proprietors of such engines should combine to establish a strict analysis of their performance in reference to their consumption of fuel, their evaporation of water, and their useful effects. The results of such an investigation, if properly conducted, would perhaps tend more to the improvement of the steam engine than any discoveries in science, or inventions in mechanical detail likely to be made in the present stage of the progress of that machine.
(178.)A strict investigation of this kind has been for many years carried on respecting the performance of the steam engines used for the drainage of the mines in Cornwall; and it has been attended with effects the most beneficial to the interests of those concerned in them. The engines to which this important inquiry has been applied being used for the purpose of pumping, are generally single-acting engines, in which steam is used expansively to a great extent. The steam is produced under a very high pressure in the boiler, and being admitted to the cylinder is cut off after a small portion of the entire stroke has been made, the remainder of the stroke being produced by the expansion of the steam.
About the year 1811, a number of the proprietors of the principal Cornish mines agreed to establish this system of inspection, under the management and direction of Captain Joel Lean, and to publish monthly reports. In these reports were stated the following particulars:—1. The load per square inch on the piston; 2. The consumption of coal in bushels; 3. The number of strokes made by the engine; 4. The length of the strokes in the pumps; 5. The load in pounds; 6. The duty of the engine, expressed by the number of pounds raised one foot high by the consumption of a bushel of coals; 7. The number of strokes per minute; 8. The diameter and stroke of the cylinder, and a general description of the engine. When these reports were commenced, the number of engines brought under inspection was twenty-one. In the year 1813 it increased to twenty-nine; in 1814 to thirty-two; in 1820 the number reported upon increased[Pg298]to forty; in 1828 the number was fifty-seven; and in 1836 it was sixty-one. This gradual increase in the number of engines brought under this system of inspection, was produced by the good effects which attended it. These beneficial consequences were manifested, not only in the improved performance of the same engines, but in the gradually improved efficiency of those which were afterwards constructed.
The following table taken from the statement of the duty of Cornish engines by Thomas Lean and brother, lately published by the British Association, will show in a striking manner the improvement of the Cornish engines, from the commencement of this system of inspection to the present time. The duty is expressed by the number of pounds raised one foot high by the consumption of a bushel of coals.
[Pg299]As an example of the beneficial effects produced upon the efficiency of an individual engine by the first application of this system of inspection, the case of the Stray Park engine may be mentioned. This engine, constructed by Boulton and Watt, had a sixty inch cylinder, and when first reported in 1811, its duty amounted to 16,000,000 pounds. After having been reported on for three years, its duty was found to have increased to 32,000,000; this estimate being taken from the average result of twelve months' performance. Its duty was doubled in less than three years.
It will appear, by inspection of the duties registered in the preceding table, that the augmentation of the efficiency of the engines has not been the effect of any great or sudden improvement, but has rather resulted from the combination of a great number of small improvements in the details of the operation of these machines. In these improvements more is due to the successful application of practical experience than to any new principles developed by scientific research. Mr. John Taylor, in his "Records of Mining," has traced the successive improvements on which the increased duty of engines depends, and has connected these improvements with their causes in the order of their dates. The following results, abridged from his estimates, may not be uninteresting:—
In 1769, soon after the date of the earliest discoveries of Mr. Watt, but before they had come into practical application, Smeaton computed that the average duty of fifteen atmospheric engines, working at Newcastle-on-Tyne, was 5,590,000. The duty of the best of these engines was 7,440,000, and that of the worst 3,220,000.
In 1772, Smeaton commenced his improvements on the atmospheric engine, and raised the duty to 9,450,000.
In 1776, Watt obtained a duty of 21,600,000.
At this time Smeaton acknowledged that Watt's engines gave a duty amounting to double that of his own.
In 1778-79, Watt reported a duty of 23,400,000.
From 1779 to 1788, Watt introduced the application of expansion, and raised the duty to 26,600,000.[Pg300]
In 1798, an engine by Boulton and Watt, erected at Herland, was reported as giving a duty of 27,000,000.
This engine, which was probably the best which at that time had ever been erected, attracted the particular attention of Mr. Watt, who, on visiting Cornwall, went to see it, and had many experiments tried with it. It was under the care of Mr. Murdock, the agent of Messrs. Boulton and Watt in Cornwall. When Mr. Watt inspected it he pronounced it perfect, and that further improvement could not be expected. How singular an instance this of the impossibility, even of the most sagacious, to foresee the results of mechanical improvement! In twenty years afterwards the average duty of the best engine was nearly 40,000,000, and in forty years it was above 84,000,000.
BOILER MANUFACTORY.
BOILER MANUFACTORY.
FOOTNOTES:[24]If 22 square inches of piston surface be allowed to represent a horse-power, the power of an engine may always be computed by dividing the square of the diameter of the piston expressed in inches by 28. And, on the other hand, to find the diameter of piston which would correspond to any given power, multiply the number of horses' power by 28, and take the square root of the product. These rules, however, cannot be applied if the piston be supposed to move with any other velocity; since, in that case, the same amount of piston surface would cease to represent a horse-power, unless the effective pressure on the piston were at the same time changed.
[24]If 22 square inches of piston surface be allowed to represent a horse-power, the power of an engine may always be computed by dividing the square of the diameter of the piston expressed in inches by 28. And, on the other hand, to find the diameter of piston which would correspond to any given power, multiply the number of horses' power by 28, and take the square root of the product. These rules, however, cannot be applied if the piston be supposed to move with any other velocity; since, in that case, the same amount of piston surface would cease to represent a horse-power, unless the effective pressure on the piston were at the same time changed.
[24]If 22 square inches of piston surface be allowed to represent a horse-power, the power of an engine may always be computed by dividing the square of the diameter of the piston expressed in inches by 28. And, on the other hand, to find the diameter of piston which would correspond to any given power, multiply the number of horses' power by 28, and take the square root of the product. These rules, however, cannot be applied if the piston be supposed to move with any other velocity; since, in that case, the same amount of piston surface would cease to represent a horse-power, unless the effective pressure on the piston were at the same time changed.
WATT'S CHAPEL IN HANDSWORTH CHURCH.
WATT'S CHAPEL IN HANDSWORTH CHURCH.
[Pg301]TOCINX
NOTICE OF THE LIFE OF MR. WATT.—HIS FRIENDS AND ASSOCIATES AT BIRMINGHAM.—INVENTION OF THE COPYING PRESS.—HEATING BY STEAM.—DRYING LINEN BY STEAM.—THEORY OF THE COMPOSITION OF WATER.—FIRST MARRIAGE OF WATT.—DEATH OF HIS FIRST WIFE.—HIS SECOND MARRIAGE.—DEATH OF HIS YOUNGER SON.—EXTRACTS FROM HIS LETTERS.—CHARACTER OF WATT BY LORD BROUGHAM.—BY SIR WALTER SCOTT.—BY LORD JEFFREY.—OCCUPATION OF HIS OLD AGE.—INVENTION OF MACHINE FOR COPYING SCULPTURE.—HIS LAST DAYS.—MONUMENTS.
(179.)Having brought this historical analysis of the invention and application of the steam engine to the date of the decease of the illustrious man, to the powers of whose mind the world stands indebted for the benefits conferred upon[Pg302]mankind by that machine, it will perhaps not be deemed an improper digression in this work, to devote some pages to a notice of the principal labours of the same mind in other departments of art and science, and to circumstances connected with his personal history and the close of his life, which cannot fail to possess general interest.
At the period when Watt, having connected himself in partnership with Boulton, went to reside at Soho, near Birmingham, a number of persons, some of whom have since attained great celebrity by their discoveries and their works, and all of whom were devoted to inquiries connected with the arts and sciences, resided in that neighbourhood. Among these may be mentionedPriestley, whose discoveries in physical science have rendered his name immortal;Darwin, the philosopher and poet;Withering, a distinguished physician and botanist;Keir, a chemist, who published a translation of Macquer, with annotations;Galton, the ornithologist; andEdgeworth, whose investigations respecting wheeled carriages and other subjects, have rendered him well known. A society was formed by these and other individuals, of which Boulton and Watt were leading members, the meetings of which were held monthly on the evening of full moon, and which was thence called theLunar Society. At the meetings of this society, subjects connected with the arts and sciences were discussed, and out of those discussions occasionally arose suggestions not unattended with important and advantageous consequences. At one of these meetings, Darwin stated that he had discovered a pen formed with two quills, by means of which, at a single operation, an original and a copy of a letter might be produced. Watt almost instantly observed that he thought he could find a better expedient, and that he would turn it in his mind that night. By the next morning theCOPYING PRESSwas invented, for which he afterwards obtained a patent.
This machine, which is now so generally used in counting-houses, consists of a rolling-press, by which a leaf of thin paper, previously damped, is pressed upon the letter to be copied. The writing, of which the ink is not yet quite dry, leaves its impression upon the thin paper thus pressed upon[Pg303]it, and the copy taken in this manner is read through the semi-transparent paper. If a letter be written with ink suitable for this purpose, a copy may be taken at any time within several hours after the letter is written.
The method of heating apartments and buildings by steam, which has since been improved and brought into extensive use, was likewise brought forward by Watt. Although this contrivance had been previously pointed out by Sir Hugh Platt about the middle of the seventeenth century, and by Colonel Cooke in 1745, yet these suggestions remained barren. Mr. Watt gave detailed methods of heating buildings by steam[25]; and also invented a machine for drying linen by steam, a description of which he communicated to Dr. Brewster, which was read in December, 1824, before the Society for promoting Useful Arts in Scotland.[26]
But the circumstance, exclusive of those connected with the invention of the steam engine, which is by far the most memorable in the career of Watt, is the share which he had in the discovery of the composition of water. As this circumstance has recently excited much interest, and led to some controversy, we shall here state, as distinctly as possible, the leading facts connected with it.
Water, which was so long held to be a simple element, has, in modern times, been proved to be a substance consisting of two aeriform bodies or gases chemically combined. These two gases are those called in chemistryoxygenandhydrogen. If eight grains weight of oxygen be mixed with one grain weight of hydrogen, and the mixture be submitted to such effects as would cause the chemical combination of these two airs, it would be converted into nine grains weight of pure water.
If, on the other hand, nine grains weight of pure water be submitted to any conditions which would separate its constituent parts, the result would be eight grains weight of oxygen gas, and one grain weight of hydrogen gas. There are a variety of methods in physics by which these effects would be[Pg304]produced. It will be sufficient here to state one method of producing each of the above changes.
If eight grains weight of oxygen be inclosed in a strong vessel with one grain weight of hydrogen, all other substances being excluded, and the mixture be inflamed, an explosion will take place, the gases will disappear, and a small quantity of water will be the only substance remaining in the vessel. If this water be weighed, it will be found to weigh exactly nine grains.
It is known that the metals have a strong attraction for oxygen gas, and this attraction is promoted by elevating their temperature. If a glass tube be filled with iron wire heated to redness, and to one end of this tube a small vessel of boiling water be attached, the steam evolved from the water will force its way through the spaces between the red-hot wires in the tube, and would be expected to issue from the remote end; but if the substance issuing from the remote end of the tube be examined, it will be found to be not steam, but hydrogen gas. If the quantity of this gas be ascertained by weight, and also the quantity of weight lost by the vessel of water at the other end of the tube, it will be found that the loss of weight of the water by evaporation will be nine times the weight of the hydrogen which has issued from the remote end of the tube. If the weight of the tube with the wire contained in it be next ascertained, it will be found to be increased by eight times the weight of the hydrogen which has issued from its remote end. From this it follows that the weight of the hydrogen which has escaped from the tube, added to the increase of weight which has been given to the wire in the tube, makes up the whole weight of the water evaporated. If the wire in the tube be next examined, it will be found that it has suffered oxydation, or, in other words, that a new substance has been formed in it called the oxyde of iron,—such substance being a chemical compound formed of oxygen gas and iron.
It follows, therefore, that in this process the vapour of the water, in passing through the tube, has been decomposed, and that, having given up to the iron its oxygen, the hydrogen[Pg305]alone escaped from the other end; and for every nine grains weight of steam which passed through the tube, eight grains of oxygen have been combined with the iron, and one grain of hydrogen has escaped from the end of the tube.
Such are the class of effects on which the modern discovery of the composition of water has been based. The merit of that discovery has been shared between the celebrated English chemist,Cavendish, and the not less celebrated French chemist,Lavoisier, the chief merit, however, being ascribed to the former.
We shall now briefly state the facts which led to this discovery, with their dates, which will necessarily show the share which Watt had in it.
When pure hydrogen gas is burned in an atmosphere of common air, the process which takes place is now known to be nothing more than the chemical combination of the hydrogen with eight times its own weight of oxygen taken from the atmosphere, and the product of the combustion is a quantity of water nine times the weight of the hydrogen consumed. In the year 1776, Macquer, a well-known chemist of that day, having held a saucer of white porcelain over a flame of hydrogen which was burning at the mouth of a bottle, observed that no smoke was produced and no soot deposited on the saucer. On the other hand, he found that after the lapse of some time drops of a clear pellucid liquid were perceptible on the saucer: this liquid he submitted to analysis, and found it to be pure water. Macquer mentioned this fact without comment or inference. It did not occur to him that the water thus produced upon the saucer was a substance which contained the hydrogen, which disappeared upon combustion from the bottle.
On the 18th of April, 1781, Mr. Warltire addressed a letter to Dr. Priestley, dated Birmingham, which letter is published in Dr. Priestley'sExperiments on Air, printed at Birmingham in 1781, in which Warltire informs Priestley that he had fired a mixture of hydrogen and common air in close glass vessels, and that, although previously to firing the mixture the vessels were clean and dry, a dewy deposit was[Pg306]observed afterwards on their sides. In fact, water was present which was not present before.
The mixture was in this case fired by passing an electric spark through the vessel; and it is now known that the effect produced was the combination of the hydrogen, which formed part of the mixture of airs in the vessel with the oxygen, which also formed part of the same mixture.
It appears, from expressions in Warltire's letter, that the same experiment had been previously made by Priestley, and the same result observed by him.
The inference deduced from this by Warltire, and apparently acquiesced in by Priestley, was, that whenever hydrogen was fired in atmospheric air, the moisture, which is always more or less sustained in the latter, was deposited; but neither of these chemists perceived the real cause of the production of the water.
In the beginning of 1783, and not later than the 21st of April, this experiment of Warltire and Priestley was repeated by Cavendish, with this difference, that, instead of exploding the mixture of hydrogen and common air, Cavendish exploded a mixture of hydrogen and oxygen. He observed that water was present after the explosion, butinferred nothing.
In a published paper dated April, 1783, Priestley announced a further and most important result of his experiments. This was, that in examining the weight of water produced by the explosion of a mixture of oxygen and hydrogen,that weight was found to be precisely equal to the sum of the weights of the two gases, which disappeared in the process.
Immediately on observing this, Priestley, being then, as has been already stated, Watt's near neighbour, communicated to the latter what he had observed; upon which Watt immediately, viz. by a letter dated the 26th of the same month, declared that the inevitable consequence which followed from Priestley's observations was, that water was a substance compounded of oxygen and hydrogen deprived of[Pg307]a quantity of heat which was previously latent in them.[27]The letter containing this inference was communicated immediately by Priestley to Sir Joseph Banks, then President of the Royal Society, to be laid before that body; and it is accordingly printed with its proper date in the 74th volume of thePhilosophical Transactions.
About two months after the date of Mr. Watt's letter just quoted, Lavoisier made experiments on the combustion of oxygen and hydrogen, and read a memoir before the Academy of Sciences in Paris, in which his views of the formation of water by the combination of these gases were developed. This paper, by Lavoisier, was afterwards printed in the Memoirs of the Academy in the year 1784. The experiments are there stated to have been made in the month of June, 1783; and it is stated that Sir Charles Blagden, who was present at the experiments, told Lavoisier that Mr. Cavendish had already burned the same gases in close vessels, and obtained a very sensible quantity of water.
On the 15th of January, 1784, the celebrated paper by Cavendish, entitled "Experiments on Air," was read before the Royal Society, and in this paper the composition of water by the union of oxygen and hydrogen is explained.
In a controversy which afterwards ensued on the respective[Pg308]claims of Cavendish and Lavoisier to credit for the discovery of the composition of water, Sir Charles Blagden stated that he had told Lavoisier, in June, 1783, more than Lavoisier acknowledged, that he had not only told him that water was produced by the combustion of the gases, but that his information embraced the whole theory of the composition of water. This declaration of Blagden was subsequent in date to January, 1784, and there is no evidence of any explanation of this theory, verbal or otherwise, having been given by Cavendish, or any other person, antecedent to April, 1783.
From this brief statement of the facts and dates it will appear that the merit of the discovery of theFACT, that the weight of water resulting from the combustion of oxygen and hydrogen, is equal to the sum of the weights of the oxygen and hydrogen which disappear in the combustion, is due to Priestley; and that the merit of theINFERENCEfrom that fact, that water is a compound body, whose constituents are oxygen and hydrogen, is due to Watt.[28]Whether those who subsequently deduced the same inference, and promulgated the same theory, were or were not informed of Mr. Watt's solution of the phenomenon, or what credit may be due to any person, however eminent, who at any time posterior to Mr. Watt's letter to Priestley, asserted that they had, at a time antecedently to that, made the same inference without having published it, or communicated it in such a manner as to establish their claim upon rational and credible evidence, are questions which we shall not here discuss, being contented with establishing the right of Mr. Watt to the merit of the discovery of theTHEORYwhich explained theFACTdiscovered by Priestley.
Even in his declining years, after he had withdrawn from the active pursuits of his business, the least excitement was sufficient to call into play the slumbering powers of his inventive genius. No object could present itself to his notice[Pg309]without receiving from that genius adaptation in form and construction to useful purposes. As an example of this restless activity of mind the following anecdote may be mentioned:—
A company at Glasgow had erected on the right bank of the Clyde extensive buildings and powerful engines for supplying water to the town. After this expense it was found that a source of water, of very superior quality, existed on the left bank of the river. To change the site of the establishment, after the expense which had been incurred in its erection could not be contemplated, and they therefore proposed to carry across the bottom of the river a flexible suction pipe, the mouth of which should terminate in the source from which the pure water was to be derived. This pipe was to be supported by a flooring constructed upon the bed of the river; but it was soon apparent that the construction of such a flooring on a shifting and muddy bottom, full of inequalities, and under several feet depth of water would require a greater expenditure of capital than could with propriety be afforded. In this difficulty the aged mechanician, for whom Glasgow itself had been the earliest stage of professional labour, was applied to, and instantly solved the problem. His attention is said to have been attracted by a lobster which had been served at table: he set himself about to contrive how, by mechanism, he could make an apparatus of iron with joints which should have all the flexibility of the tail of the lobster. He therefore proposed that an articulated suction-pipe, capable of accommodating itself to all the inequalities and to the possible changes of the bed of the river, should be carried across it; that this flexible pipe should be two feet in diameter, and one thousand feet in length. This project the company accordingly caused to be executed after the plans and drawings of Watt with the most complete success.[29]
[Pg310]Among the less prominent, though not less useful services rendered by Watt to his country, may be mentioned the introduction of the use of chlorine in bleaching. That invention of Berthollet was introduced into England by Watt after his visit to Paris at the close of the year 1786. He constructed all the necessary apparatus for it, directed its erection, and superintended its first performances. He then left it to his wife's father, Mr. Macgregor, to carry on the processes.
When the properties of the gases began to occupy the attention of chemists, attempts were made to apply them as a means of curing diseases of the lungs. Dr. Beddoes pursued this inquiry with great activity, and established, through the means of private subscription, at Clifton, an institution in which this method of cure was carefully investigated. The Pneumatic Institution (for so it was called) has been rendered celebrated for having at its head Humphry Davy, just then commencing his scientific career. Among its founders was also numbered James Watt. Not content, however, with affording the institution the sanction of his name, he designed and caused to be constructed, at Soho, the apparatus used for making the gases and administering them to the patients.
As the exalted powers of the mind of Watt, unfolded in his numerous mechanical and philosophical inventions and discoveries, have commanded the admiration and respect of his species, the affection and love of his fellow men would not have been less conciliated, had the qualities of his heart, as developed in his private and personal relations, been as well known as the products of his genius.
In the year 1764, Watt being then in the twenty-ninth year of his age, married his cousin, Miss Miller. At this time he had fallen into a state of despondency from his disappointments, which produced a serious attack of nervous illness. The accomplishments and superior understanding, the mildness of temper and goodness of disposition of his wife, soon restored him to health. Of this marriage four children, two sons and two daughters, were the issue. Two of these children died in infancy; another, a daughter, was married to Mr. Miller of Glasgow; and the fourth is the[Pg311]present Mr. James Watt. In September, 1773, while her husband was engaged in the design of the Caledonian canal in the North of Scotland, Mrs. Watt died in child-bed of a fifth child, who was still-born: "Would that I might here transcribe," says M. Arago, "in all their simple beauty, some lines of the journal in which he daily recorded his inmost thoughts, his fears, his hopes! Would that you could see him, after this heavy affliction, pausing on the threshold of that home, where 'His Kind Welcomer' awaited him no more; unable to summon courage to enter those rooms where he was never more to meet 'the Comfort of his Life!' Possibly, so faithful a picture of a very deep sorrow might at last put to silence those obstinate theorists, who, without being struck by the thousands of instances to the contrary, do yet refuse qualities of the heart to every man whose intellect has been fostered by the fertile, sublime, and imperishable truths of the exact sciences!"
After the lapse of some years Watt married Miss Macgregor, a person who is represented to have possessed qualities of mind which rendered her a companion every way suitable to her husband. This lady survived Watt, and died in 1832 at an advanced age. Two children were the issue of this second marriage.
In the year 1800 the extended patent right, which had been granted to Boulton and Watt for their improved engine, expired, and at this time Mr. Watt retired altogether from business. He was succeeded by his two sons, the present Mr. James Watt, and Gregory, one of the children of his second marriage. The works at Soho continued to be conducted by the present Mr. Boulton, the son of the partner of Mr. Watt, and the two Messrs. Watt. In 1804 Gregory Watt died at the age of twenty-seven, of a disease of the chest. This afflicting event was deeply felt by Mr. Watt; but he did not sink under it into that state of despondency in which he has been represented to have fallen by M. Arago. On the contrary, he continued to show the same activity of mind which had characterised his whole[Pg312]life; nor did he lose that interest which he always took in the pursuit of literature and in society. The state of his feelings under this affliction is shown by the following extracts from letters written by him at that time, which have been published by Mr. Muirhead.