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A carriage (steam) will set out from Washington in the morning, the passengers will breakfast at Baltimore, dine at Philadelphia, and sup in New York the same day.

About 6 or 8 years ago My Ingenious friend Mr John Robinson having [contrived] conceived that a fire engine might be made without a Lever—by Inverting the Cylinder & placing it above the mouth of the pit proposed to me to make a model of it which was set about by having never Compleated & I [being] having at that time Ignorant little knoledge of the machine however I always thought the Machine Might be applied to [more] other as valuable purposes [than] as drawing Water.

Already the steam-engine works our mines, impels our ships, excavates our ports and our rivers, forges iron, fashions wood, grinds grain, spins and weaves our cloths, transports the heaviest burdens, etc. It appears that it must some day serve as a universal motor, and be substituted for animal power, waterfalls, and air currents.

Ask a follower of Bacon what [science] the new philosophy, as it was called in the time of Charles the Second, has effected for mankind, and his answer is ready; “It has lengthened life; it has mitigated pain; it has extinguished diseases; it has increased the fertility of the soil; it has given new securities to the mariner; it has furnished new arms to the warrior; it has spanned great rivers and estuaries with bridges of form unknown to our fathers; it has guided the thunderbolt innocuously from heaven to earth; it has lighted up the night with the splendour of the day; it has extended the range of the human vision; it has multiplied the power of the human muscles; it has accelerated motion; it has annihilated distance; it has facilitated intercourse, correspondence, all friendly offices, all dispatch of business; it has enabled man to descend to the depths of the sea, to soar into the air, to penetrate securely into the noxious recesses of the earth, to traverse the land in cars which whirl along without horses, to cross the ocean in ships which run ten knots an hour against the wind. These are but a part of its fruits, and of its first-fruits; for it is a philosophy which never rests, which has never attained, which is never perfect. Its law is progress. A point which yesterday was invisible is its goal to-day, and will be its starting-point to-morrow.”

From essay (Jul 1837) on "Francis Bacon" in Edinburgh Review. In Baron Thomas Babington Macaulay and Lady Trevelyan (ed.) The Works of Lord Macaulay Complete (1871), Vol. 6, 222.

Guido was as much enchanted by the rudiments of algebra as he would have been if I had given him an engine worked by steam, with a methylated spirit lamp to heat the boiler; more enchanted, perhaps for the engine would have got broken, and, remaining always itself, would in any case have lost its charm, while the rudiments of algebra continued to grow and blossom in his mind with an unfailing luxuriance. Every day he made the discovery of something which seemed to him exquisitely beautiful; the new toy was inexhaustible in its potentialities.

I had gone on a walk on a fine Sabbath afternoon. I had entered the Green [of Glasgow] by the gate at the foot of Charlotte Street—had passed the old washing-house. I was thinking upon the engine at the time, and had gone as far as the herd"s house, when the idea came into my mind that as steam was an elastic body it would rush into a vacuum, and if a communication were made between the cylinder and an exhausted vessel it would rush into it, and might be there condensed without cooling the cylinder. I then saw that I must get rid of the condensed steam and injection water if I used a jet, as in Newcomen"s engine. Two ways of doing this occurred to me. First, the water might be run off by a descending pipe, if an outlet could be got at the depth of 35 or 36 feet, and any air might be extracted by a small pump. The second was to make the pump large enough to extract both water and air. ... I had not walked further than the Golf-house when the whole thing was arranged in my mind.

[In Robert Hart"s words, a recollection of the description of Watt"s moment of inspiration, in May 1765, for improving Thomas Newcomen"s steam engine.]

In Robert Hart, "Reminiscences of James Watt" (read 2 Nov 1857), Transactions of the Glasgow Archaeological Society (1859), Vol. 1, 1. Note that these are not the verbatim words of James Watt, but are only a recollection of them by Robert Hart, who is quoting as best he can from memory of a conversation he and his brother had with James Watt that took place over 43 years previously. In his Reminiscences, Hart explains, “I have accordingly thrown together the following brief narrative:— As these meetings took place forty-three years since, many observations that were made at the time may have escaped me at present; yet, when the same subjects are touched on, I have as distinct recollection of his treatment of them as if it were yesterday.”

I have been branded with folly and madness for attempting what the world calls impossibilities, and even from the great engineer, the late James Watt, who said ... that I deserved hanging for bringing into use the high-pressure engine. This has so far 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 new principles and new arrangements of boundless value to my country, and however much I may be straitened in pecuniary circumstances, the great honour of being a useful subject can never be taken from me, which far exceeds riches.

From letter to Davies Gilbert, written a few months before Trevithick"s last illness. Quoted in Francis Trevithick, Life of Richard Trevithick: With an Account of his Inventions (1872), Vol. 2, 395-6.

I have known in Cornwall a work with three lifts of about 18 feet each, lift and carry a 3½-inch bore; that cost forty-two shillings a day. I dare undertake that my engine shall raise you as much water for eight-pence as will cost you a shilling to raise the like with your old engines in coal pits.

Address to Lancaster turnpike company (25 Sep 1804). As cited in "On the Origin of Steam Boats and Steam Wagons", Thomas Cooper (ed.), The Emporium of Arts and Sciences (Feb 1814), 2, No. 2, 213.

If human thought is a growth, like all other growths, its logic is without foundation of its own, and is only the adjusting constructiveness of all other growing things. A tree cannot find out, as it were, how to blossom, until comes blossom-time. A social growth cannot find out the use of steam engines, until comes steam-engine-time.

In science its main worth is temporary, as a stepping-stone to something beyond. Even the Principia, as Newton with characteristic modesty entitled his great work, is truly but the beginning of a natural philosophy, and no more an ultimate work, than Watt’s steam-engine, or Arkwright"s spinning-machine.

In the beginning of the year 1800 the illustrious professor [Volta] conceived the idea of forming a long column by piling up, in succession, a disc of copper, a disc of zinc, and a disc of wet cloth, with scrupulous attention to not changing this order. What could be expected beforehand from such a combination? Well, I do not hesitate to say, this apparently inert mass, this bizarre assembly, this pile of so many couples of unequal metals separated by a little liquid is, in the singularity of effect, the most marvellous instrument which men have yet invented, the telescope and the steam engine not excepted.

In the heat of the sun, the ocean is the boiler and condenser of a gigantic steam engine, a weather engine that governs crops, floods, droughts, frosts, hurricanes.

It is a remarkable illustration of the ranging power of the human intellect that a principle first detected in connection with the clumsy puffing of the early steam engines should be found to apply to the whole world, and possibly, even to the whole cosmic universe.

It is arguable whether the human race have been gainers by the march of science beyond the steam engine. Electricity opens a field of infinite conveniences to ever greater numbers, but they may well have to pay dearly for them. But anyhow in my thought I stop short of the internal combustion engine which has made the world so much smaller. Still more must we fear the consequences of entrusting a human race so little different from their predecessors of the so-called barbarous ages such awful agencies as the atomic bomb. Give me the horse.

It is clear that all the valuable things, material, spiritual, and moral, which we receive from society can be traced back through countless generations to certain creative individuals. The use of fire, the cultivation of edible plants, the steam engine–each was discovered by one man.

It is sunlight in modified form which turns all the windmills and water wheels and the machinery which they drive. It is the energy derived from coal and petroleum (fossil sunlight) which propels our steam and gas engines, our locomotives and automobiles. ... Food is simply sunlight in cold storage.

It is worthy of note that nearly all that has been done for the improvement of the steam engine has been accomplished, not by men educated in colleges or technical schools, but by laborers, mechanics, and engine-men. There seem to be instances where the mechanical instinct takes precedence over the higher powers of the mind, in efficiency in harnessing the forces of nature and causing them to do our work.

James Watt patented his steam engine on the eve of the American Revolution, consummating a relationship between coal and the new Promethean spirit of the age, and humanity made its first tentative steps into an industrial way of life that would, over the next two centuries, forever change the world.

My steamboat voyage to Albany and back, has turned out rather more favorable than I had calculated. The distance from New York to Albany is one hundred and fifty miles; I ran it up in thirty-two hours, and down in thirty. I had a light breeze against me the whole way, both going and coming, and the voyage has been performed wholly by, the power of the steam engine. I overtook many sloops and schooners beating to windward and parted with them as if they had been at anchor. The power of propelling boats by steam is now fully proved.

Letter to Joel Barlow, Philadelphia, from New York (22 Aug 1807), in The Literary Magazine, and American Register for 1807 (1808), Vol. 8, No. 47, 96.

Neither had Watt of the Steam engine a heroic origin, any kindred with the princes of this world. The princes of this world were shooting their partridges… While this man with blackened fingers, with grim brow, was searching out, in his workshop, the Fire-secret.

No other part of science has contributed as much to the liberation of the human spirit as the Second Law of Thermodynamics. Yet, at the same time, few other parts of science are held to be so recondite. Mention of the Second Law raises visions of lumbering steam engines, intricate mathematics, and infinitely incomprehensible entropy. Not many would pass C.P. Snow’s test of general literacy, in which not knowing the Second Law is equivalent to not having read a work of Shakespeare.

Of all the forces of nature, I should think the wind contains the largest amount of motive power—that is, power to move things. Take any given space of the earth’s surface— for instance, Illinois; and all the power exerted by all the men, and beasts, and running-water, and steam, over and upon it, shall not equal the one hundredth part of what is exerted by the blowing of the wind over and upon the same space. And yet it has not, so far in the world’s history, become proportionably valuable as a motive power. It is applied extensively, and advantageously, to sail-vessels in navigation. Add to this a few windmills, and pumps, and you have about all. … As yet, the wind is an untamed, and unharnessed force; and quite possibly one of the greatest discoveries hereafter to be made, will be the taming, and harnessing of it.

Attributed (1917 ?). The quote means that whereas the steam engine was developed with little use of scientific theory, the machine spurred great advances in science including the ideas of entropy and thermodynamics that were not previously suggested by nature. The quote appears in various books without source citation, for example, in Charles Coulston Gillispie, The Edge of Objectivity: An Essay in the History of Scientific Ideas (1960), 357. If you know a primary source, please contact Webmaster.

Some of my youthful readers are developing wonderful imaginations. This pleases me. Imagination has brought mankind through the Dark Ages to its present state of civilization. Imagination led Columbus to discover America. Imagination led Franklin to discover electricity. Imagination has given us the steam engine, the telephone, the talking-machine and the automobile, for these things had to be dreamed of before they became realities. So I believe that dreams—day dreams, you know, with your eyes wide open and your brain-machinery whizzing—are likely to lead to the betterment of the world. The imaginative child will become the imaginative man or woman most apt to create, to invent, and therefore to foster civilization. A prominent educator tells me that fairy tales are of untold value in developing imagination in the young. I believe it.

From "Botanic Garden" (1781), part 1, canto 1, lines 289-92. The Botanic Garden, with Philosophical Notes (4th Ed., 1799). At the time Erasmus Darwin penned his poem, he would have been aware of a limited history of steam power: Edward Someset, 2nd Marquis of Worcester steam pump (1663), Thomas Savery"s steam pump (1698), Thomas Newcomen atmospheric engine (1712), Matthew Boulton and James Watt first commercial steam engine (1776). Watt did not build his first "double acting" engine, which enabled using a flywheel, until 1783 (two years after Darwin"s poem). It was also after Darwin"s poem was written that the first steamboat, using paddles, the Pyroscaphe steamed up a French river on 15 Jul 1783. Darwin"s predicted future for the steam engine car did not come to pass until Richard Trevithick tested his Camborne road engine (1801). The Wrights" first airplane flight came a century later, in 1903.

The animal frame, though destined to fulfill so many other ends, is as a machine more perfect than the best contrived steam-engine—that is, is capable of more work with the same expenditure of fuel.

The mighty steam-engine has its germ in the simple boiler in which the peasant prepares his food. The huge ship is but the expansion of the floating leaf freighted with its cargo of atmospheric dust; and the flying balloon is but the infant"s soap-bubble lightly laden and overgrown. But the Telescope, even in its most elementary form, embodies a novel and gigantic idea, without an analogue in nature, and without a prototype in experience

The more we resist the steam the greater is the effect of the engine. On these principles, very light, but powerful engines, can be made, suitable for propelling boats and land-carriages, without the great incumbrance of their own weight

The power of my [steam] engine rises in a geometrical proportion, while the consumption of fuel has only an arithmetical ratio; in such proportion that every time I added one fourth more to the consumption of fuel, the powers of the engine were doubled.

The production of motion in the steam engine always occurs in circumstances which it is necessary to recognize, namely when the equilibrium of caloric is restored, or (to express this differently) when caloric passes from the body at one temperature to another body at a lower temperature.

The steam-engine in its manifold applications, the crime-decreasing gas-lamp, the lightning conductor, the electric telegraph, the law of storms and rules for the mariner"s guidance in them, the power of rendering surgical operations painless, the measures for preserving public health, and for preventing or mitigating epidemics,—such are among the more important practical results of pure scientific research, with which mankind have been blessed and States enriched.

The time will come when people will travel in stages moved by steam engines, from city to city, almost as fast as birds fly,—fifteen or twenty miles an hour. Passing through the air with such velocity, changing the scene in such rapid succession, will be the most exhilarating exercise.

There are many points in the history of an invention which the inventor himself is apt to overlook as trifling, but in which posterity never fail to take a deep interest. The progress of the human mind is never traced with such a lively interest as through the steps by which it perfects a great invention; and there is certainly no invention respecting which this minute information will be more eagerly sought after, than in the case of the steam-engine.

Today, nothing is unusual about a scientific discovery"s being followed soon after by a technical application: The discovery of electrons led to electronics; fission led to nuclear energy. But before the 1880"s, science played almost no role in the advances of technology. For example, James Watt developed the first efficient steam engine long before science established the equivalence between mechanical heat and energy.

True science is distinctively the study of useless things. For the useful things will get studied without the aid of scientific men. To employ these rare minds on such work is like running a steam engine by burning diamonds.

War and the steam engine joined forces and forged what was to become one of the most delicate of concepts. Sadi Carnot … formed the opinion that one cause of France’s defeat had been her industrial inferiority. … Carnot saw steam power as a universal motor. … Carnot was a visionary and sharp analyst of what was needed to improve the steam engine. … Carnot’s work … laid the foundations of [thermodynamics].

We have also here an acting cause to account for that balance so often observed in nature,—a deficiency in one set of organs always being compensated by an increased development of some others—powerful wings accompanying weak feet, or great velocity making up for the absence of defensive weapons; for it has been shown that all varieties in which an unbalanced deficiency occurred could not long continue their existen The action of this principle is exactly like that of the centrifugal governor of the steam engine, which checks and corrects any irregularities almost before they become evident; and in like manner no unbalanced deficiency in the animal kingdom can ever reach any conspicuous magnitude, because it would make itself felt at the very first step, by rendering existence difficult and extinction almost sure soon to follow.

In "On the Tendency of Varieties to Depart Indefinitely from the Original Type", Journal of the Proceedings of the Linnean Society, Zoology (1858), 3, 61-62.

[I predict] the electricity generated by water power is the only thing that is going to keep future generations from freezing. Now we use coal whenever we produce electric power by steam engine, but there will be a time when there’ll be no more coal to use. That time is not in the very distant future. … Oil is too insignificant in its available supply to come into much consideration.

[W]e pity our fathers for dying before steam and galvanism, sulphuric ether and ocean telegraphs, photograph and spectrograph arrived, as cheated out of their human estate.

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W & J Galloway and Sons was a British manufacturer of steam engines and boilers based in Manchester, England. The firm was established in 1835 as a partnership of two brothers, William and John Galloway. The partnership expanded to encompass their sons and in 1889 it was restructured as a limited liability company. It ceased trading in 1932.

The Galloway brothers had been apprenticed to another partnership involving their father, a maker of waterwheels and gearing for mills, before setting up in business on their own account. Their firm grew to be a specialist producer of steam engines and industrial boilers with a worldwide customer base and a reputation for ingenuity. Their products were used in such diverse areas as electricity generation

William Galloway was born on 5 March 1768 at Coldstream in the Scottish Borders, became a millwright and moved to Manchester in 1790.Scots who moved to England seeking to gain from the rapid expansion of industry there; others included William Murdoch and James Watt, who settled in Birmingham, and fellow settlers in the Manchester area, John Kennedy, James McConnel and the cotton-spinning brothers, Adam and George Murray.

He set up business at his home address, 37 Lombard Street.capital. Bowman moved from London, where he had gone to seek his fortune, and took up residence at Trumpet Street, Manchester.

Around 1820, William Glasgow, a foundryman from the Tweed who had been working in Bolton for Rothwell and Hick, joined Galloway and Bowman as a junior partner. His role was to supervise the new ironfounding section of the business. The works were extended by the purchase of additional land.water wheels, their associated gearing, and other machinery associated with all forms of milling. As early as 1820 the men had completed some projects for customers in France (at Lille) and the United States (Charleston, South Carolina).

His son, John, wrote later thatIt was rather remarkable that nearly all the original millwrights in Manchester came from the neighbourhood of the Tweed ... All were Scotchmen – quiet, respectable and mostly middle aged, with experience, for in those days a man was not put to mind one machine year after year. He had to understand pretty nearly the whole process, from taking particulars and making patterns, to fixing machinery in the mill.

At some time before 1828 Galloway and Bowman formed a partnership as machine makers. This was separate and in addition to their partnership with Glasgow, which continued to trade as millwrights, founders and engineers.

Neither locomotive was initially a success, although the design problems were resolved. In the case of Caledonian the vertical cylinders were placed between the frames in front of the smokebox and drove vertically mounted connecting rods attached to the leading wheels, which were also in front of the smokebox. It had a tendency to derail and had to be rebuilt with inside cylinders and a cranked axle.piston."... the trade did not seem likely to be remunerative, and we certainly did not foresee the immense possibilities of the railroad. It was generally considered that about 20 engines would be all that would be required, and competition was keenly felt at the beginning."

The success to come with stationary steam engines was in no small part based on the experiences with the short-lived railway locomotive production: the locomotives had boilers rated for 50 pounds per square inch (3.4 bar), compared to the normal stationary engine boiler rating at that time of 5 or 10 psi (0.34 or 0.69 bar).When we had constructed the engine ... we were met with the serious difficulty of getting it down to the station. We could not put steam on, nor was there a wagon which would take it; so we had to "bar" it down to Ordsal-lane, which took a gang of men with crowbars from six o"clock in the evening until nine o"clock the next morning.

By this time the partnership were producing a wide range of engineered items, including: wagons and associated parts for collieries and the Liverpool and Manchester Railway; machinery for silk mills and for salt works; steam engines for cotton mills; pipes for Benjamin Joule"slead rolling mill.

The brothers built a foundry at Knott Mill, near Chester Road in Hulme on the site of former premises which had served a similar purpose but had fallen into disuse subsequent to the death of its owner, Alexander Brodie, in 1811. The site was near to William"s address as known in 1832, which was 26 Jackson"s Lane, Hulme. (The lane was subsequently renamed Great Jackson Street).River Medlock, sources of water being vital for iron founding and the operation of steam engines, and it was the erosion caused by this watercourse which required the works to be built on two levels.priming in steam engine boilers.

Before 1840 the firm had manufactured at least two steam engines, the first for Hayward of Yeovil, Somerset and the second for a mill in Glossop, Derbyshire. In that year they were successful in gaining much work in the manufacture of gas pipes and equipment for gasworks, a new and burgeoning industry. From 1842 until June 1847 the brothers were in partnership, as Galloways & Company, with Joseph Haley, in Manchester and Paris, as "Manufacturers of Patent Screw or Lifting Jacks, and as Patentees of Machines for cutting, punching and compressing Metals, and of the Rivets and other articles constructed by the said last-mentioned Machines ... [and] as Cotton Banding Manufacturers". In that month the partnership was dissolved and the Galloways continued to manufacture the machines and rivets in Manchester and Haley continued with the rivets in Paris. By 1856 they had six of these machines in their factory and manufactured two tons of rivets per machine per day, the devices being operated by one man and 20 boys.Museo del Ferrocarril (railway museum) in Madrid. The patents were Haley"s; for example, patent number 8768 of 31 December 1840 for an improved lifting jack and compressor.

From 1848 the brothers took out numerous patents related to steam power, with John Galloway taking a particular interest in issues to improve the efficiency of boilers. Before that they had registered at least one design to improve efficiency under the Designs Act of 1843.Galloway boiler, (UK patent 13532/1851, extended in 1865 for a further five yearsGreat Exhibition before being purchasedWest Ham Gutta Percha Company. The firm built approximately 9,000 of the type by 1891 and licensed the design for manufacture by other parties. So much work was created by this aspect of the business that in 1872 premises were obtained on Hyde Road, near Ardwick railway station,

The Galloway boiler was not entirely the work of the brothers as they sought the advice of Robert Armstrong, a consulting engineer, in 1850 and it was he who arranged for the boiler to be exhibited in 1851.Timothy Hackworth"s 1830 design for the boiler of his locomotive The Globe was later patented by the Galloways for use with stationary steam engines.

From 1855 the firm was working with Henry Bessemer, inventor of the eponymous process, in steel manufacture; he described William Galloway as "my old friend" when writing in 1905.Cheltenham. From these events comes the claim, frequently made including by John Galloway, that the first ingots of Bessemer steel were made at the Knott Mill Ironworks. Furthermore, the Galloways were the first to license Bessemer"s process, obtaining the rights to operate it in Manchester and for a radius of 10 miles (16 km) around before the process was made public.Dowlais Ironworks in South Wales, Govan Iron Works (Glasgow), Butterley Iron Company (Derbyshire), and a tin-plate company in Wales.

It was a further two years before Bessemer resolved the technical metallurgical problems, at which point the Galloway ironworks were once again his test site. There he trialled the steel he had produced at his London factory, which he granulated and then transported for remelting and conversion into ingots at Sheffield:So identical in all essential qualities was this steel with that usually employed that, during two months" trial of it, the workmen had not the slightest idea or suspicion that they were using steel made by a new process. They were accustomed to use steel of the best quality, costing £60 per ton, and they had no doubt whatever that they were still doing so.

The partnership of Henry Bessemer & Co. was formally ended on 25 June 1877 "by the effluxion of time", although the Sheffield factory continued production with Allen buying Bessemer"s interest in it that year. The dissolution of the partnership involved selling the business, its premises and its equipment. Including the distributions of profits made during its lifespan, each partner had at the date of effective dissolution in 1873 made 81 times the amount of money that they had original subscribed.

Despite the expansion of the partnership a deed registered in the Court of Bankruptcy in July 1864 only names William and John Galloway, who were to receive a payment of 6s. 8d. in the pound from Thomas Redhead of Belvoir Terrace, Old Chester Road, Tranmere, the proprietor of a steam tug.

During the 1850s and 1860s the firm generated many overseas sales to countries such as Turkey, India and Russia, and for items as diverse as gunpowder mills, boilers, presses, and steam engines for use in a wide variety of applications. The firm supplied cast iron columns for buildings, constructed the pier at Southport (and then extended it, for which the tender was £3,000)River Leven close to Ulverston. The pier and the bridge employed a new construction method devised by John Galloway, using pressurised water jets to create the holes into which the piles were later driven.

Around 1873 the firm supplied two blowing engines to the huge Krupp steelworks at Essen, Germany.flat belt drive systems for the transfer of power from its stationary steam engines to the looms and similar machinery which they were intended to service. This technique was common in the US but rare in Britain until this time: the advantages included less noise and less wasted energy in the friction losses inherent in the previously common drive shafts and their associated gearing. Also, maintenance was simpler and cheaper, and it was a more convenient method for the arrangement of power drives such that if one part were to fail then it would not cause loss of power to all sections of a factory or mill. These systems were in turn superseded in popularity by rope drive methods.

Charles John Galloway had a particular interest in exhibitions. The firm displayed two 40 horsepower Galloway boilers at the 1873 Vienna Universal Exhibition, and a 35 horsepower compound engine.Grand Prix in the Motive & Machines section of the Antwerp International Exhibition.

Charles John did not limit his activities to that of the family firm and was chairman of Boiler Insurance and Steam Power Co. Ltd. in September 1880, when an extraordinary general meeting held in King Street, Manchester resolved to liquidate the company and sell its business and assets.Manchester Ship Canal Company

The partnership was converted into a private company, Galloways Ltd., in 1889, with a share capital of £250,000 in £100 shares. The initial subscribers, who each took one share, were John Galloway, John Galloway junior, Charles John Galloway, Edward Napier Galloway, Arthur Walter Galloway, John Henry Beckwith, W E Norbury and C Rought – all but the last giving their address as the Knott Mill Ironworks.MIMechE, had been a frequent co-applicant with Charles John Galloway in applications for patents and provisional protection thereof: he had joined the company in his early 20s in 1864 as a draughtsman and, after a brief interlude working for another business in Buenos Aires, returned in 1867; by 1877 he was chief design engineer and he became managing director with the conversion to limited company status; he resigned as managing director in 1897 but kept his seat on the board of directors until his death one year later.

John Galloway junior had been increasingly involved in the management of the partnership as it grew rapidly but the restructuring of the partnership as a company saw Charles John Galloway installed as chairman and managing director.JP (as was Charles) and had a great interest in philanthropy. His business interests included being chairman of Earle"s Shipbuilding and Engineering Company at Hull, and a director of Carnforth Hematite Iron Co, (correct spelling, founded 1865 the North of England Trustee, Debenture & Assets Corporation Ltd., Hoyland & Silkstone Colliery Co. and the Blackpool Land Company.SS Bessemer.

The 1901 meeting authorised a dividend payment of 6% and the issue of 2,746 shares at £10 each in order to aid investment in plant and extended premises for the purpose of manufacturing "high-speed engines". This issue of shares amounted to 20% of the then issued capital, and they were taken up by existing shareholders.haskinising was a wood preservation techniquePictet"s discovery of an improved method for the production of oxygen gas, although there were suggestions that this may have been as part of a syndicate involving other Manchester businesses. The plan was for Pictet to experiment further at the Galloway works and if the outcome was successful then a new company would be formed.

The 1902 annual general meeting confirmed that the expansion was complete, voted a similar dividend and re-elected William Johnson Galloway and Charles Rought as directors; it also noted that an order for a blowing machine from Carnforth Hematite was being processed.

W & J Galloway 600hp cross-compound steam engine with drop-inlet valves and a uniflow low-pressure cylinder. Originally installed at Elm Street Mill, Burnley, in 1926 – the last new reciprocating steam engine supplied to a cotton mill – the engine is now preserved at the Museum of Science & Industry (MOSI) in Manchester.

There was a restructuring of the company on 27 July 1925, a scheme of arrangement being made with shareholders and debenture holders such that the capital was reduced from £330,000 to £198,192.John Musgrave & Sons following the closure of that business.

It has been calculated that the number of engineering firms in Manchester more than halved between 1899 and 1939, with the inter-war recession causing particularly severe contraction in the manufacturing spheres of textile machinery, locomotive engineering and boilermaking. The businesses most likely to survive were those that did not rely extensively on exports, on the production of capital goods and on time-served skilled labour – "the newer, more capital-intensive, mass-production, domestic market-oriented engineering firms, employing a large proportion of semi-skilled labour fared better and dominated the industry by 1939."

Musson, A. E.; Robinson, E. (June 1960). "The Origins of Engineering in Lancashire". The Journal of Economic History. Cambridge University Press on behalf of the Economic History Association. 20 (2): 223. doi:10.1017/S0022050700110435. JSTOR 2114855. S2CID 154008652.

Musson, A. E.; Robinson, E. (June 1960). "The Origins of Engineering in Lancashire". The Journal of Economic History. Cambridge University Press on behalf of the Economic History Association. 20 (2): 215. doi:10.1017/S0022050700110435. JSTOR 2114855. S2CID 154008652.

"Progress of the iron and steel industries: Germany". Van Nostrand"s Eclectic Engineering Magazine. New York: D Van Nostrand. 11: 173. July–December 1874. Retrieved 26 February 2011.

P. W. Pilling, Hick Hargreaves and Co., The History of an Engineering Firm c. 1833–1939, a Study with Special Reference to Technological Change and Markets (Unpublished Doctoral Thesis, University of Liverpool, 1985), pp. 384–444

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The oil and gas industry has been using frac pumps to perform vertical drilling for decades. However, traditional frac pumps do not provide enough power to drill through shale rock formations, which is necessary for modern hydraulic fracking and horizontal drilling.

Modern frac pumps require better lubrication mechanisms to function in higher pressures and for longer hours within minimal downtime. In this guide, we’ll take a closer look at different types of frac pumps and applications. We’ll also explore new technologies as they relate to hydraulic fracturing treatments.

Frac pumps are diesel-engine-powered fracturing equipment used in hydraulic fracturing of shale rock formations to extract the trapped oil and gas. With fracking technology thriving across the US, frac pumps that can pump fracking fluid down the wellbore (water, silica sand, and fracking chemicals) are in high demand.

Frac pumping equipment consists of reciprocating positive displacement pumps with a fluid end and a power end. They endure the stress of harsh hydraulic fracturing fluids and the high-pressure pumping of fracking fluid down the shaft.

Pumps prevent the liquid from shooting back up the shaft by overpowering its pressure. This fluid helps develop 200 ft. - 400 ft. cracks in the shale rock. These cracks act as channels for oil and natural gas to flow upwards through the shaft.

They are typically 2,550 bhp reciprocating positive displacement pumps that can handle a wide range of fluids, including corrosive fluids, abrasive fluids, and slurries containing large particulates. They use three pistons or plungers operating in cylinders using a single power source. The reciprocating motion of the plungers creates pulsations to pump low and high viscous liquids into a well.

They work on the same principle as an internal combustion engine converting the rotation of the motor shaft to the reciprocating motion of pistons and plungers. With three pistons, it is possible to make the flow smoother with reduced pressure pulsations and fatigue on the pump’s components.

Smaller triplex pumps are used in car washes and commercial and industrial wash stations. Larger triplex pumps are used in oil drilling and oil well service.

These 5,000 bhp high-power stainless steel pumps are specially designed for frac fleets in hydraulic fracturing. They help realize better efficiency and cost savings in consumables during pressure pumping. It reduces the number of trucks required in the fleet and allows lower operational speed with longer life and reduced fatigue cycles. In addition, it shows reduced downtime with better serviceability in the field.

Quintuplex pumps reduce the noise pollution to almost half, making the long working hours of the personnel safer. The flow in quintuplex pumps varies between 94% and 102% (8% variation) of the average flow rate compared to 82% to 107% (25% variation) in triplex pumps.

Tubing is fed down the shaft with a mechanical or hydraulic injector. This tubing carries various fluids that help extract oil and gas. With longer vertical and horizontal lengths of drilled shafts, longer tubing runs are necessary. With this, we need greater pump capability to create the pressure required to get the job done. The pumps can be mounted on a skid, truck, or trailer.

Optimal production of oil and gas from the well is vital, and acidizing is one of the most widely used techniques to do so. Pumping acid down the shaft during the initial stimulation and fracturing process provides a clean bore, enhances fractures, and dissolves any materials that may block the pathway.

In heavy-duty acidizing treatments (acid frac, matrix acidizing, acid stimulation), the success of the treatment depends on the pressure and flow rate of the servicing pump.

Pressure pumps for hydraulic fracturing operations and well stimulation are designed for maximum flow rates and pressure generation capabilities. The frac pump should be easy to maintain in the field and durable, saving companies involved in hydraulic fracturing treatments both time and money.

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“In mid-sentence, there was a jolt and the unmistakable hissing sound of the steam engine was heard. The train came to life and started to roll out of the terminal, chugging away. Still hanging out of the window waving to my mother, I suddenly got a cinder in my eye from the black cloud of smoke that descended upon us. Closing the window helped, but smoke and cinders continued coming into our car. The cinder aggravated my eye most of the way to Andover, New Jersey, our destination. Now I perceived that I had two problems. The most important one was that I did not want anyone to think that I was crying, and the second one was this damn aggravating cinder in my eye. Somehow, I must have eventually removed it, but it was dirty riding on the trains back in those days…. Never mind, I was on my way!”

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OPI offers a full line of FX reciprocating, double-acting, duplex industrial/mud pumps, with various sizes of pistons/liners and fittings. Our pumps can be used for numerous industrial and oil field applications, including oil-line pumping, mine-dewatering, chemical and petroleum products transfer, well servicing, cementing, mud drilling, water well drilling and salt water injection.

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