I wish to acknowledge my obligation to Elliott Brothers for their cordial co-operation, their excellent system of manufacture, and the intelligent skill of their workmen, by one of whom the swiveling connection of the levers with the piston-rod was devised. The indicator was improved in other important respects, but I here confine myself to the above, which most directly affected its accuracy. This soon became established in the public confidence. During my stay in England, about five years longer, the sale of indicators averaged some three hundred a year, with but little variation. The Elliotts then told me that they considered the market to have been about supplied, and looked for a considerable falling off in the demand, and had already reduced their orders for material. Eight years after my return I ordered from them two indicators for use in indicating engines exhibited at our Centennial Exhibition at Philadelphia. The indicators had from the first been numbered in the order of their manufacture. These came numbered over 10,000. The indicators were put on the market in the spring of 1863, and I sought opportunity to apply them on locomotives. In this I had the efficient co-operation of Zerah Colburn, then editor of _The Engineer_. The first application of them was on a locomotive of the London and Southwestern Railway, and our trips, two in number, were from London to Southampton and return. The revelations made by the indicator were far from agreeable to Mr. Beattie, the chief engineer of the line. Mr. Beattie had filled his boilers with tubes ⁷⁄₈ of an inch in diameter. The diagrams showed the pressure of blast necessary to draw the gases through these tubes to average about ten pounds above the atmosphere, the reduction of the nozzles producing this amount of back pressure throughout the stroke. Another revelation was equally disagreeable. The steam showed very wet. We learned that Mr. Beattie surrounded his cylinders with a jacket. This was a large corrugated casting in which the cylinder was inserted as a liner. To keep the cylinder hot the _exhaust_ was passed through this jacket. Mr. Colburn made both of these features the subjects of editorials in _The Engineer_, written in his usual trenchant style. The last one was entitled “Mr. Beattie’s Refrigerators,” and produced a decided sensation. Our next trips were made on the Great Eastern Road, one from London to Norwich and one from London to Great Yarmouth. On these trips we were accompanied by Mr. W. H. Maw, then head draftsman of the Great Eastern Locomotive Drawing Office, under Mr. Sinclair, the chief engineer, and by Mr. Pendred. These gentlemen were afterwards, respectively, the editors of _Engineering_ and _The Engineer_. [Illustration: Diagrams from English Locomotives taken with Richards Indicator.]