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In order to make a conspicuous demonstration of their power, the Council of the Union first attacked the extensive firm of Platt Brothers, Oldham. The Council sent them a mandate to discharge all their labourers or other "illegal hands" from their works--all who were employed in superintending their vast assortment of machinery-- and to fill their places with "legal mechanics" at the then regulation wages. The plan of the Union was to attack the employers one by one-- to call out the hands of one particular workshop until the employers were subdued and obeyed the commands of the Union; and then to attack another employer in the same way. The sagacity of this policy very much resembled that of the ostrich, which hides its head in hole and thinks it is concealed. The employers knew the drift of the policy, and took steps to circumvent it.

A mutual defence association was formed, and a decree was issued that, unless the demand of the Council against Platt's factory was withdrawn by a certain day, every employer would at once close his concern. The Union, nevertheless, stuck to their guns--but only for a time. A strike took place. The works of some of the most extensive employers of labour were closed. Everything was paralysed for a time; the men went about with their hands in their pockets, while the women and children at home were wanting food. After a few weeks the funds of the Amalgamated Society became so reduced that the men gradually retired from the contest. Meanwhile, such concerns as contrived to keep their workmen in full employment--of whom we were one made use of the occasion to act on the healthy system of what I have termed "Free trade in ability." We added, so far as we could, to the number of intelligent labourers, advanced them to the places which the Unionist workmen had left at the order of their Council, and thus kept our men on full wages until the strike was over. This was the last contest I had with Trades' Unions. One of the results was that I largely increased the number of self-acting machines, and gave a still greater amount of employment to my unbound apprentices. I placed myself in an almost impregnable position, and showed that I could conduct my business with full activity and increasing prosperity, and at the same time maintain good-feeling between employed and employer.

Another important point was this,--that I always took care to make my foremen comfortable, and consequently loyal. A great part of a man's success in business consists in his knowledge of character. It is not so much what he himself does, as what he knows his heads of departments can do. He must know them intimately, take cognisance of the leading points of their character, pick and choose from them, and set them to the work which they can most satisfactorily superintend. Edward Tootal, of Manchester, said to me long before, "Never give your men cause to look over the hedge." He meant that I should never give them any reason for looking for work elsewhere. It was a wise saying, and I long remembered it. I always endeavoured to make my men and foremen as satisfied as possible with their work, as well as with their remuneration.

I never had any cause to regret that I had struck out an independent course in managing the Bridgewater Foundry. The works were always busy. A cheerful sort of contentment and activity pervaded the entire establishment. Our order-book continued to be filled with the most satisfactory class of entries. The railway trucks in the yard, and the canal barges at the wharf, presented a busy scene,-- showing the influx of raw material and the output of finished work. This happy state of affairs went on in its regular course without any special incident worthy of being mentioned. The full and steady influx of prosperity that had been the result of many years of interesting toil and cheerful exertion, had caused the place to assume the aspect of a smoothly working self-acting machine.

Being blessed with a sound constitution, I was enabled to perform all my duties with hearty active good-will. And as I had occasional journeys to make in connection with our affairs and interests, these formed a very interesting variety in the ordinary course of my daily work. The intimate and friendly intercourse which I was so fortunate as to cultivate with the heads of the principal engineering firms of my time, kept me well posted up in all that was new and advanced in the way of improvements in mechanical processes. I had at the same time many pleasant opportunities of making suggestions as to further improvements, some of which took root and yielded results of no small importance. These visits to my friends were always acceptable, if I might judge from the hearty tone of welcome with which I was generally received.

I do not know what may be the case in other classes of businesses or professions, but as regards engineer mechanists and metal workers generally, there is an earnest and frank intercommunication of ideas-- an interchange of thoughts and suggestions--which has always been a source of the highest pleasure to me, and which I have usually found thoroughly reciprocated. The subjects with which engineers have to deal are of a wide range, and jealousy in intercommunication is almost entirely shut out. Many of my friends were special "characters." For the most part they had made their own way in the world, like myself. I found among them a great deal of quaint humour. Their talk was quite unconventional; and yet their remarks were well worth being treasured up in the memory as things to be thought about and pondered over. Sometimes they gave the key to the comprehension of some of the grandest functions in Nature, and an insight into the operation of those invariable laws which regulate the universe. For all Nature is, as it were, a grand workshop, ruled over by an ever present Almighty Master,--of whose perfect designs and works we are as yet only permitted to obtain hasty and imperfect glimpses.

To return to my own humbler progress. From an early period of my efforts as a mechanical engineer, I had been impressed with the great advantages that would result from the employment of small high-pressure steam-engines of a simple and compact construction. These, I thought, might suit the limited means and accommodation of small factories and workshops where motive power was required. The highly satisfactory results which followed the employment of steam-engines of this class, such as I supplied shortly after beginning business in Manchester, led to a constantly increasing demand for them. They were used for hoisting in and out the weighty bales of goods from the lofty Manchester warehouses. They worked the "lifts," and also the pumps of the powerful hydraulic presses used in packing the bales.

These small engines were found of service in a variety of ways. When placed in the lower parts of the building the waste steam was utilised in warming the various apartments of the house. The steam was conveyed in iron pipes, and thus obviated the risk of fire which attended the use of stoves and open fire-grates. I remember being much pleased with seeing a neat arrangement of a "hot-closet" heated by the waste steam conveyed from the bottom of the building. This was used for holding the dinners and teas of the minor clerks and workpeople. Another enclosed place, heated by waste steam, was used for drying wet clothes and jackets during rainy weather. Much attention was paid by the employers to their workpeople in these respects. The former exhibited a great deal of kindly thoughtfulness. But men and master were alike. It was a source of the greatest pleasure to me, when looking round the warehouses and factories, to see the intelligent steady energy that pervaded every department, from the highest to the lowest.

I never lost sight of the importance of extending the use of my small steam-engine system. It was the most convenient method of applying steam power to individual machines. Formerly, the power to drive a machine was derived from a very complicated arrangement of shafting and gearing brought from a distant engine. But by my system I conveyed the power to the machine by means of a steam pipe, which enabled the engine to which it was attached to be driven either fast or slow, or to be stopped or started, just as occasion required. It might be run while all the other machines were at rest; or, in the event of a breakdown of the main engine of the factory, the small engine might still be kept going or even assist in the repairs of the large one.

An important feature in this mode of conveying power by means of piping --in place of gearing and shifting belts and belt pulleys--was the ease with which the steam could be conveyed into intricate parts of the building. The pipes which I used were of wrought-iron, similar to those used in conveying gas. They could be curved to suit any peculiarity of the situation; and when the pipes were lapped with felt, or enclosed in wooden troughs filled with sawdust, the loss of heat by radiation was reduced to a minimum. The loss of power was certainly much less than in the friction of a long and perhaps tortuous line of shafting. With steam of 50 lbs. to the inch, a pipe of one-inch bore will convey sufficient steam to give forth five horse-power at a distance of two or three hundred feet from the boiler.* [footnote... In the case of rambling premises, such as iron shipbuilding yards, the conveyance of steam by well-protected pipes put underground for the purpose of driving engines to work punching and plate-shearing machines (which have to be near at hand when the work is required), has very great practical advantages. ...]

I adopted the same practice in working the refined and complex machines used in printing coloured patterns on calico. A great variety of colours has to be transferred by a combination of rollers--each carrying its proper colour; these are printed on the calico with the utmost exactness, and result in the complete pattern. My system of having a separate engine to give motion to these colour-printing machines was found to be of great service, and its value was recognised by its speedy and almost universal adoption. Every connection with the main shaft, with its gearing and belts and pulleys--by which colour-printing had before been accomplished--was entirely done away with, because each machine had its own special engine. The former practice had led to much waste, and the printing was often confused and badly done. The power was conveyed from a great central steam-engine; the printing machines were ranged by the side of a long gallery, and by means of a "clutch" each machine was started at once into action.

The result of this was a considerable shock to the machine, and an interference with the relative adjustments of the six or eight colour rollers, which were often jerked out of their exact relative adjustment. Then the machines had to be stopped and the rollers readjusted, and sometimes many yards of calico had been spoiled before this could be done.

These difficulties were now entirely removed. When all was adjusted, the attendant of the print-machine had only to open gradually the steam admission valve of his engine, and allow it to work the machine gently at its first off-go; and when all was seen to be acting in perfect concert, to open the valve further and allow the machine to go at full speed. The same practice was adopted in slowing off the machine, so as to allow the attendant to scrutinise the pattern and the position of the work, or in stopping the machine altogether. So satisfactory were the results of the application of this mode of driving calico printing machines, that it was adopted for the like processes as applied to other textile fabrics; and it is now, I believe, universally applied at home as well as abroad. I may also add that the waste steam, as it issued from the engine after performing its mechanical duty there, was utilised in a most effective manner by heating a series of steam-tight cylinders, over which the printed cloth travelled as it issued from the printing machine, when it was speedily and effectively dried. In these various improvements in calico printing I was most ably seconded by Mr. Joseph Lese, of Manchester, whose practical acquaintance with all that related to that department of industry rendered him of the greatest service. There was no "Invention," so to speak, in this almost obvious application of the steam-engine to calico-printing. It required merely the faculty of observation, and the application of means to ends. The main feature of the system, it will be observed, was in enabling the superintendent of each machine to have perfect control over it,--to set it in motion and to regulate its speed without the slightest jerk or shock to its intricate mechanism. In this sense the arrangement was of great commercial value.

I had another opportunity of introducing my small engine system into the Government Arsenal at Woolwich. In 1847 the attention of the Board of Ordnance was, directed to the inadequacy of the equipment of the workshops there. The mechanical arrangements, the machine tools, and other appliances, were found insufficient for the economical production of the apparatus of modern warfare. The Board did me the honour to call upon me to advise with them, and also with the heads of departments at the arsenal. Sir Thomas Hastings, then head of the Ordnance, requested me to accompany him at the first inspection. I made a careful survey of all the workshops, and although the machinery was very interesting as examples of the old and primitive methods of producing war material, I found that it was better fitted for a Museum of Technical Antiquity than for practical use in these days of rapid mechanical progress. Everything was certainly far behind the arrangements which I had observed in foreign arsenals. The immediate result of my inspection of the workshops and the processes conducted within them was, that I recommended the introduction of machine tools specially adapted to economise labour, as well as to perfect the rapid production of war material. In this I was heartily supported by the heads of the various departments. After several conferences with them, as well as with Sir Thomas Hastings, it was arranged that a large extension of the workshop space should be provided. I was so fortunate as to make a happy suggestion on this head. It was, that by a very small comparative outlay nearly double the workshop area might be provided--by covering in with light iron roofs the long wide roadway spaces that divided the parallel ranges of workshops from each other.

This plan was at once adopted. Messrs. Fox and Henderson, the well-known railway roofing contractors, were entrusted with the order; and in a very short time the arsenal was provided with a noble set of light and airy workshops, giving ample accommodation for present requirements, as well as surplus space for many years to come. In order to supply steam power to each of these beautiful workshops, and for working the various machines placed within them, I reverted to my favourite system of small separate steam-engines. This was adopted, and the costly ranges of shafting that would otherwise have been necessary were entirely dispensed with.