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Newsletter 155 Spring 2012
NEWSLETTER 155 SPRING 2012 Puddlers’ Bridge on the Trevithick Trail, near Merthyr Tydfil. Reg. Charity 1 No. 246586 CHAIRMAN’S ADDRESS Creating links The recent opening of the Sustrans bridge, covered elsewhere in this issue, to connect two lengths of the Trevithick Trail near Merthyr Tydfil came about a year after the University of Swansea published an investigation into the Welsh Copper Industry.* Both these significant events in industrial history depended upon Cornwall’s links with Wales. In the first instance, Richard Trevithick’s ingenuity and development of the high- pressure steam engine in Cornwall took form as the world’s first steam powered railway locomotive in Wales. It is well known for having pulled a train loaded with 10 tons of iron and some 70 passengers nearly ten miles. This was 25 years before the emergence of George Stephenson’s Rocket. The second event depended mainly on the little sailing ships that carried thousands of tons of copper ore from Cornwall and returned with the Welsh coal and iron that powered Cornwall’s mines and fed its industries. Investigations have shown that much of the copper smelting in Wales and shipping was controlled by Cornish families. Cornwall had similar industrial links to Bridgnorth, Dartford and other places throughout the country; all depended to a great extent upon Cornish ingenuity. This Society appears to be the only link today between Cornwall’s industrial archaeology and that of other parts of the country. If we are to encourage the study of Cornwall’s industrial archaeology we need to develop these links for the benefit of all concerned, wherever they may be. -
Newsletter 180 Summer 2018
NEWSLETTER 180 SUMMER 2018 Robert Metcalfe leading the AGM weekend walk around Wheal Owles. Reg. Charity 1 No. 1,159,639 the central machinery hall, and consists of REPUTED TREVITHICK a single-cylinder return crank engine of the ENGINE vertical type, which there is every reason to consider it being one of Richard Trevithick’s design. Whilst it bears no maker’s name nor any means of direct identification, it presents so many well-known Trevithick features that it may be pretty certainly set down as a product of the ingenuity of the Father of High-pressure Steam. The engine was employed for over fifty years, down to 1882, at some salt works at Ingestre, Staffordshire, on the Earl’s estate. Prior to that it had been used for the winding at a colliery at Brereton, near Rugeley, and is thought to have been built at Bridgnorth. It is known that Haseldine and Co, of that place, built many engines to Trevithick’s design, under agreement with him. The engine is somewhat later than the other examples of his, close by, and is therefore of peculiar interest in enabling the course of gradual improvement to be easily followed. Thanks to Peter Coulls, the Almost everything about the request for a copy of The Engineer article machine is of cast iron, and probably its (Volume 113, page 660 (21st June 1912) original boiler was too. This, however, had about the mystery Reputed Trevithick long disappeared - they generally burst High-pressure Engine was successful. A - steam having been supplied at Ingestre copy of the article promptly arrived in the by an egg-ended boiler, 8.5 ft long by post and is reproduced here in full: 3 ft in diameter, set with a partial wheel draught and working at 35 lb pressure. -
History of the Automobile
HISTORY OF THE AUTOMOBILE Worked by: Lara Mateus nº17 10º2 Laura Correia nº18 10º2 Leg1: the first car. THE EARLY HISTORY The early history of the automobile can be divided into a number of eras, based on the prevalent means of propulsion. Later periods were defined by trends in exterior styling, size, and utility preferences. In 1769 the first steam powered auto-mobile capable of human transportation was built by Nicolas-Joseph Cugnot. In 1807, François Isaac de Rivaz designed the first car powered by an internal combustion engine fueled by hydrogen. In 1886 the first petrol or gasoline powered automobile the Benz Patent-Motorwagen was invented by Karl Benz.This is also considered to be the first "production" vehicle as Benz made several identical copies. FERDINAND VERBIEST Ferdinand Verbiest, a member of a Jesuit mission in China, built the first steam-powered vehicle around 1672 as a toy for the Chinese Emperor. It was of small enough scale that it could not carry a driver but it was, quite possibly the first working steam-powered vehicle. Leg2: Ferdinand Verbiest NICOLAS-JOSEPH CUGNOT Steam-powered self-propelled vehicles large enough to transport people and cargo were first devised in the late 18th century. Nicolas-Joseph Cugnot demonstrated his fardier à vapeur ("steam dray"), an experimental steam-driven artillery tractor, in 1770 and 1771. As Cugnot's design proved to be impractical, his invention was not developed in his native France. The center of innovation shifted to Great Britain. NICOLAS-JOSEPH CUGNOT By 1784, William Murdoch had built a working model of a steam carriage in Redruth. -
Lean's Engine Reporter and the Development of The
Trans. Newcomen Soc., 77 (2007), 167–189 View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Research Papers in Economics Lean’s Engine Reporter and the Development of the Cornish Engine: A Reappraisal by Alessandro NUVOLARI and Bart VERSPAGEN THE ORIGINS OF LEAN’S ENGINE REPORTER A Boulton and Watt engine was first installed in Cornwall in 1776 and, from that year, Cornwall progressively became one of the British counties making the most intensive use of steam power.1 In Cornwall, steam engines were mostly employed for draining water from copper and tin mines (smaller engines, called ‘whim engines’ were also employed to draw ore to the surface). In comparison with other counties, Cornwall was characterized by a relative high price for coal which was imported from Wales by sea.2 It is not surprising then that, due to their superior fuel efficiency, Watt engines were immediately regarded as a particularly attractive proposition by Cornish mining entrepreneurs (commonly termed ‘adventurers’ in the local parlance).3 Under a typical agreement between Boulton and Watt and the Cornish mining entre- preneurs, the two partners would provide the drawings and supervise the works of erection of the engine; they would also supply some particularly important components of the engine (such as some of the valves). These expenditures would have been charged to the mine adventurers at cost (i.e. not including any profit for Boulton and Watt). In addition, the mine adventurer had to buy the other components of the engine not directly supplied by the Published by & (c) The Newcomen Society two partners and to build the engine house. -
Age of Steam" Reconsidered
A Service of Leibniz-Informationszentrum econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible. zbw for Economics Castaldi, Carolina; Nuvolari, Alessandro Working Paper Technological revolution and economic growth: The "age of steam" reconsidered LEM Working Paper Series, No. 2004/11 Provided in Cooperation with: Laboratory of Economics and Management (LEM), Sant'Anna School of Advanced Studies Suggested Citation: Castaldi, Carolina; Nuvolari, Alessandro (2004) : Technological revolution and economic growth: The "age of steam" reconsidered, LEM Working Paper Series, No. 2004/11, Scuola Superiore Sant'Anna, Laboratory of Economics and Management (LEM), Pisa This Version is available at: http://hdl.handle.net/10419/89286 Standard-Nutzungsbedingungen: Terms of use: Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Documents in EconStor may be saved and copied for your Zwecken und zum Privatgebrauch gespeichert und kopiert werden. personal and scholarly purposes. Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle You are not to copy documents for public or commercial Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich purposes, to exhibit the documents publicly, to make them machen, vertreiben oder anderweitig nutzen. publicly available on the internet, or to distribute or otherwise use the documents in public. Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, If the documents have been made available under an Open gelten abweichend von diesen Nutzungsbedingungen die in der dort Content Licence (especially Creative Commons Licences), you genannten Lizenz gewährten Nutzungsrechte. may exercise further usage rights as specified in the indicated licence. www.econstor.eu Laboratory of Economics and Management Sant’Anna School of Advanced Studies Piazza Martiri della Libertà, 33 - 56127 PISA (Italy) Tel. -
RT Rondelle PDF Specimen
RAZZIATYPE RT Rondelle RAZZIATYPE RT RONDELLE FAMILY Thin Rondelle Thin Italic Rondelle Extralight Rondelle Extralight Italic Rondelle Light Rondelle Light Italic Rondelle Book Rondelle Book Italic Rondelle Regular Rondelle Regular Italic Rondelle Medium Rondelle Medium Italic Rondelle Bold Rondelle Bold Italic Rondelle Black Rondelle Black Italic Rondelle RAZZIATYPE TYPEFACE INFORMATION About RT Rondelle is the result of an exploration into public transport signage typefa- ces. While building on this foundation it incorporates the distinctive characteri- stics of a highly specialized genre to become a versatile grotesque family with a balanced geometrical touch. RT Rondelle embarks on a new life of its own, lea- ving behind the restrictions of its heritage to form a consistent and independent type family. Suited for a wide range of applications www.rt-rondelle.com Supported languages Afrikaans, Albanian, Basque, Bosnian, Breton, Catalan, Croatian, Czech, Danish, Dutch, English, Esperanto, Estonian, Faroese, Fijian, Finnish, Flemish, French, Frisian, German, Greenlandic, Hawaiian, Hungarian, Icelandic, Indonesian, Irish, Italian, Latin, Latvian, Lithuanian, Malay, Maltese, Maori, Moldavian, Norwegian, Polish, Portuguese, Provençal, Romanian, Romany, Sámi (Inari), Sámi (Luli), Sámi (Northern), Sámi (Southern), Samoan, Scottish Gaelic, Slovak, Slovenian, Sorbian, Spa- nish, Swahili, Swedish, Tagalog, Turkish, Welsh File formats Desktop: OTF Web: WOFF2, WOFF App: OTF Available licenses Desktop license Web license App license Further licensing -
William Murdock the Lunatick
WILLIAM MURDOCK THE LUNATICK WILLIAM MURDOCK “NARRATIVE HISTORY” AMOUNTS TO FABULATION, THE REAL STUFF BEING MERE CHRONOLOGY “Stack of the Artist of Kouroo” Project William Murdock HDT WHAT? INDEX WILLIAM MURDOCK WILLIAM MURDOCK 1754 August 21, Wednesday: William Murdock was born in Auchinleck, Ayrshire, son of a Scott millwright. He apprenticed with his father before joining James Watt and Matthew Boulton in their Soho works at Birmingham at the age of 23. NOBODY COULD GUESS WHAT WOULD HAPPEN NEXT William Murdock “Stack of the Artist of Kouroo” Project HDT WHAT? INDEX WILLIAM MURDOCK WILLIAM MURDOCK 1763 James Watt was sent a Newcomen steam engine to repair. While putting it back into working order, Watt discovered how he could make the engine more efficient. Watt worked on the idea for several months and eventually produced a steam engine that cooled the used steam in a condenser separate from the main cylinder. James Watt was not a wealthy man so he decided to seek a partner with money. John Roebuck, the owner of a Scottish ironworks, agreed to provide financial backing for Watt’s project. In about this year Dr. Erasmus Darwin, an inveterate tinkerer, sketched a design for a steam car and suggested a joint project with Matthew Boulton to construct such a self-powered vehicle. (Nothing would come of this, else there might have been a car designated the Darwin rather than a car designated the Porsche.)1 1. Guess what! The first self-powered road vehicle, developed in France in 1769, would be a failure and would be consigned to the Warehouse of Bad Ideas after a road accident in 1771 — and this first self-powered road vehicle would be a failure because it neglected to use an effective steering mechanism such as the arrangement that had already been developed by Dr. -
141210 the Rise of Steam Power
The rise of steam power The following notes have been written at the request of the Institution of Mechanical Engineers, Transport Division, Glasgow by Philip M Hosken for the use of its members. The content is copyright and no part should be copied in any media or incorporated into any publication without the written permission of the author. The contents are based on research contained in The Oblivion of Trevithick by the author. Section A is a very brief summary of the rise of steam power, something that would be a mighty tome if the full story of the ideas, disappointments, successes and myths were to be recounted. Section B is a brief summary of Trevithick’s contribution to the development of steam power, how he demonstrated it and how a replica of his 1801 road locomotive was built. Those who study early steam should bear in mind that much of the ‘history’ that has come down to us is based upon the dreams of people seen as sorcerers in their time and bears little reality to what was actually achieved. Very few of the engines depicted in drawings actually existed and only one or two made any significant contribution to the harnessing of steam power. It should also be appreciated that many drawings are retro-respective and close examination shows that they would not work. Many of those who sought to utilise the elusive power liberated when water became steam had little idea of the laws of thermodynamics or what they were doing. It was known that steam could be very dangerous but as it was invisible, only existed above the boiling point of water and was not described in the Holy Bible its existence and the activities of those who sought to contain and use it were seen as the work of the Devil. -
London Steam Carriage
London steam carriage d’après un article de http://www.steamcar.net/brogden-1.html Richard Trevithick est un ingénieur des mines anglais qui fit considérablement progresser les machines à vapeur. On trouve facilement sa biographie sur Internet. Il était particulièrement intéressé par l’application de la vapeur aux moyens de déplacement. Diligence typique de l’époque (William Felton) On lui doit, en 1802, cette ébouriffante réalisation d’une diligence sans chevaux, actionnée par un moteur à vapeur. Bien que construite et testée dans les rues de Londres aucun plan de détail n’a été divulgué. Cependant Simon Goodrich en rapport avec R. Trevithick en fit un compte-rendu en 1803 avec des croquis de principe. Le projet ne fut pas exploité ni développé industriellement à cause du coût d’exploitation de la machine par rapport aux fiacres à chevaux, moyen de transport largement optimisé à l’époque. Ceci étant dès cette époque les véhicules automoteurs faisaient bouillonner le cerveau des inventeurs et des ingénieurs, car le transport par traction animale était lent, contraignant, coûteux et l’emprise sur les terrains agricoles (foin, litière, grain) se faisait lourdement sentir au détriment des ressources vivrières. La traction animale générait un importante pollution dans les grandes villes (insectes, poussières de bouses sèches, odeurs, écuries) et mobilisait des bataillons d’employés. Le moteur de ce fiacre sans chevaux était basé sur un monocylindre de 140mm de diamètre par 762mm de course, soit une cylindrée d’un peu plus de 11,7 litres. Le cylindre était placé dans le corps de la chaudière pour contrecarrer les effets de la condensation liée à l’utilisation de vapeur PL-29/05/19 1/7 non surchauffée. -
Intimations 1800-1825
Intimations Extracted from the Watt Library index of family history notices as published in Inverclyde newspapers between 1800 and 1918. 1800-1825 This index covers birth, marriage and death notices that appeared in newspapers in the Greenock and Port Glasgow area from 1800 until 1825. It is provided to researchers as a reference resource to aid the searching of these historic publications which can be consulted on microfiche, preferably by prior appointment, at the Watt Library, 9 Union Street, Greenock. Records are indexed by type: birth, death and marriage, then by year in chronological order followed by surnames in alphabetical order. Marriage records are listed by year and the surnames, in alphabetical order, of the spouses. The copyright in this index is owned by Inverclyde Libraries, Museums and Archives to whom application should be made if you wish to use the index for any commercial purpose. It is made available for non- commercial use under the Creative Commons Attribution-Noncommercial-ShareAlike International License (CC BY-NC-SA 4.0 License). This document is also available in Open Document Format. 1800-1825 Record When Surname First Name Entry Type Birth 1794 CRAWFORD A daughter to Mr and Mrs Hugh Crawford junior, writer, born at Greenock on 3rd December 1794. (Advertiser and Courant 11.12.1794) Birth 1806 RAMSAY A daughter born 11th September 1806 to Major and Mrs Ramsay of Kelly. (Greenock Advertiser 17.9.1806) Birth 1808 GEILS A son born to Major and Mrs Geils of Geilstown, Dumbartonshire on 26th December 1808 at Greenock. (Greenock Advertiser 28.12.1808). -
In This Issue
Issue 537 October 2015 Worth £ 3/0/0 John Gotts’s steams his Ruston Proctor traction engine on to the arena for the first time after a 10 year restoration . Newsletter from the National Steam Centre In This Issue Tractors at National Rally Early Steam Engines Oct 2015 STEAM SUPREME 2 Club Cranes Part 2 Conquip 10 ton Crane By Rohan Lamb In this second part we look at the club’s 10 ton crane. This In 1958 tractor cranes were added to the product range. crane was built by Conquip Ltd., Auburn, NSW. It is a four wheel The first model was a 2¼ to 5 ton trailing-type crane based on a articulated crane with a non-telescopic boom, and rated to 10 tons. conventional tractor with an unrated front steering axle. The crane It was based around a Chamberlain Mk 3 industrial tractor (serial was mounted on a turntable at the rear of the tractor and trailed the no.2648) built in 19711, and fitted with a Perkins 4-270D 4 cylin- tractor during travel, but arched over the top when used for lifting. der diesel engine rated at 62 horsepower. Based on the date the tractor was made, the crane (serial no. A3367) was probably also built in 1971. Conquip was founded in 1947 by A. M. (Neil) Morison as a private business, and manufactured agricultural products such as farm graders, a hiball for land clearing, and blades and loaders for all types of crawler tractors. The company was publically listed in 1952. Early products were designed by the works manager, Bob Wallace who had previously worked as a designer at LeTourneau. -
Technical Choice, Innovation and British Steam Engineering, 1800-1850
Technical Choice, Innovation and British Steam Engineering, 1800-1850 Alessandro Nuvolari (Eindhoven University of Technology) Bart Verspagen (University of Maastricht) Summary The development of the high pressure expansive engine represented a watershed in the evolution of steam power technology, allowing the attainment of major fuel economies. In Britain, Cornish engineers took the lead in the exploration of this specific technological trajectory. Notwithstanding its superior fuel efficiency was widely popularized, the high pressure expansive engine did not find widespread application in other steam-using regions (in particular in Lancashire), where the favourite option remained the Watt low pressure engine. In this paper, we provide a reassessment of the factors accounting for the precocious adoption of the high pressure steam engine in Cornwall and for its delayed fortune in the rest of Britain. Corresponding author: Alessandro Nuvolari, Eindhoven University of Technology, Pav Q 1.21, P. O. Box 513, 5600 MB, Eindhoven, The Netherlands. E-mail: [email protected] 1 Traditional accounts of the British industrial revolution have, more or less explicitly, assumed that a wide range of industrial sectors rapidly benefited from the development of steam power technology. Rostow's work can be considered as representative of this view. Rostow dated the British "take-off" to the years 1783-1802, linking it explicitly with the commercialization of the Boulton and Watt engine.1 More recent research has suggested that such a direct link between