Born June 7, 1761. Died October 4, 1821.
John Rennie was born at Phantassie, in the parish of Prestonkirk, in the county of East Lothian. His father was a highly respectable farmer, who died in 1766, leaving a widow and nine children, of whom John was the youngest. He acquired the first rudiments of his education at the village school, which was situated on the opposite side of a brook. To cross this at certain seasons of the year it was necessary to make use of a boat, which was kept at the workshop of Andrew Meikle, an ingenious mechanic well known in Scotland as the inventor of the threshing machine. Young Rennie, having thus frequent occasion to pass through Meikle's workshop, became deeply interested in the various mechanical operations that were in progress, and a great part of his leisure and holiday time was spent therein. During the evening he employed himself in imitating the machines which had particularly attracted his attention, and when only ten years old succeeded in constructing a model of a steam-engine, a windmill, and a pile-driving machine. At twelve years of age he left the Preston school and entered the service of Mr. Meikle for a space of two years, at the end of which time, finding that a constant application to manual labour retarded the progress of his intellectual faculties, he determined to place himself under the tuition of Mr. Gibson, an eminent mathematical master at Dunbar. Here Young Rennie attained such proficiency in his studies, that when, two or three years afterwards, Mr. Gibson was appointed master to the public academy at Perth, he was able to undertake the temporary management of the Dunbar school. While at this school he attracted the especial notice of Mr. David Lock, who, in describing a visit to Dunbar, makes particular mention of him as one likely to prove an honour to his country.[29] On leaving Mr. Gibson, Rennie returned to Mr. Meikle, continuing more or less with that ingenious man for the next two or three years.[30] His first essay in practical mechanics was the repairing of a corn mill in his native village, and he erected two or three others before he had reached the age of eighteen. While occupied in these works Rennie took care at the same time to attend to his other studies, managing occasionally to visit Edinburgh, where he entered himself as a student at the University, and attended the lectures of Professors Robison and Black. With the former gentleman he gradually formed an intimate acquaintance, and was by him introduced to Messrs. Boulton and Watt, of Soho, with whom he remained during the space of twelve months; it being their wish to have engaged his services for a longer period, but Rennie, conscious of his own powers, determined to make the capital the theatre of his future efforts. His first practical essay at millwright work in England was the rolling mills at Soho, which were entirely remodelled and rebuilt under his direction.
In 1784 he established himself in London, and commenced work by the erection of the Albion Mills near Blackfriars Bridge, Boulton and Watt, who had the direction of the steam-engines, having, in accordance with the advice of Professors Robison and Black, entrusted to him the execution of the millwork. Mr. Watt, in his notes to Professor Robison's account of the steam-engine, says that "in the construction of the millwork and machinery, they derived most valuable assistance from that able mechanician and engineer, Mr. John Rennie, then just entering into business, who assisted in placing them, and under whose direction they were executed." He also adds that the machinery, which used to be made of wood, was here made of cast iron, and considers that this was the commencement of that system of millwork which has proved so beneficial to this country. After executing this undertaking, Rennie was employed on the flour mills at Wandsworth, and the rolling and triturating mills at the Mint. His mills, and particularly his water wheels, were regarded as models of perfection, while in all hydraulic works he was the worthy successor of Smeaton. From this time until his comparatively early death in 1821, Rennie was constantly employed on various large and splendid undertakings, among which his bridges occupy an important place. Of these structures the finest is the Waterloo Bridge over the Thames, begun in 1809 and finished in 1817. It is built of Aberdeen granite, and consists of nine equal semi-elliptical arches of 20 feet span, with a level roadway 45 feet wide from outside to outside of parapet, which adds greatly to its beauty. This bridge was opened to the public by the Prince Regent, who offered at the time to confer upon Mr. Rennie the honour of knighthood; this offer, however, he declined. London Bridge, which he designed but did not live to execute, was finished by his sons, Mr. George and Sir John Rennie. It is built of the finest blue and white granite from Scotland and Devonshire, and consists of five semi-elliptical arches, two of 130, two of 140, and the centre one of 152½ ft. span, being perhaps the largest elliptical arch ever attempted. The beautiful stone bridge over the Tweed at Kelso, and those at Musselburgh and New Galloway, were also designed by him. When speaking of the first-named of these bridges, Mr. Rennie used often playfully to declare, that he considered himself a benefactor to his country, inasmuch as one of his earliest public works was to build a bridge across the Tweed! The iron bridges which he executed are, the one at Boston, over the Witham, with a span of 100 feet; and the noble bridge at Southwark, over the Thames, begun in 1815 and opened in 1819. The latter consists of three circular arches of equal curvature, the centre one having a span of 240, and the other two of 210 feet. The total weight of iron in the structure was 5780 tons, and the entire cost, including approaches, &c., 800,000l.
The improvement of harbours and the construction of docks occupied much of Mr. Rennie's attention, and in these operations his diving-bell apparatus was of peculiar value. Smeaton was the first who used the diving-bell effectually for building with stone under water; the machine he employed for that purpose was, however, very defective, and could only be used in certain situations. But Rennie, by improvements in the instrument itself, and in the machinery by which its movements could be regulated,[31] was enabled to carry on masonry, and the foundations of sea-walls, piers, and quays, as well under water as above it. He first employed his apparatus in 1813, in building the East Pierhead at Ramsgate, the foundations of which were 17 feet below low water at spring tides. It was afterwards used in founding the pierheads and outer walls of the harbours at Holyhead, Howth, and Sheerness, and other works under his direction. Amongst the numerous wet docks introduced at Liverpool in 1716, and since constructed at almost all the principal sea-ports in the kingdom, Mr. Rennie executed the London Docks, and those at Leith, Dublin, Hull, and Greenock, and also the East and West India Docks, in conjunction with Jessop and Ralph Walker. He also constructed the harbours of Queensferry, Berwick, Howth, Holyhead, and that at Kingston, the largest attempted in this country. At the low water of spring tide, the depth of this harbour was 26 feet, while the area enclosed amounted to 250 acres. The breakwater at Plymouth for protecting the Sound from the swell of the sea was likewise designed by him and Mr. Whitby, and was the first and largest example of a detached breakwater in this country. One of the most useful works executed by Mr. Rennie was the drainage of the great Fen district bordering upon the rivers Trent, Witham, New Welland, and Ouse, and extending 60 miles in length by 25 in breadth. In the carrying out of this great work, by which many hundreds of square miles were rendered productive, and the salubrity of the district improved, he was assisted by Mr. Telford and his son, Sir John Rennie. The chief canals of which he was engineer are the Kennet, Avon, Crinan, Rochdale, and Lancaster. The naval dockyards at Portsmouth, Plymouth, Chatham, and Sheerness, also attest his skill as an engineer. The latter was a mere quicksand 40 feet deep, mixed with mud and the wrecks of old ships; the whole of which was excavated, and a magnificent basin constructed with a surrounding wall of granite, with which three large and commodious dry docks communicated. Several magnificent works of great public utility were proposed to the government by Mr. Rennie but never executed. The most remarkable of these is his design for a great naval arsenal on the Thames at Northfleet, intended as a substitute for the imperfect naval establishments on the river. It was to consist of six capacious basins, with an area of 600 acres within the walls, and to comprehend machinery for every operation connected with the naval science. The estimated cost of this noble plan was eight millions, which might have amounted to ten or eleven millions, but would even then have been a measure of economy compared with the vast sums expended on the old establishments on the Thames and Medway.
Before closing the present brief account of this celebrated engineer's life and works, his lighthouse on the Bell Rock must not be passed by without notice. Like the Eddystone, it was built of stone; commenced in 1806, and finished in 1811, it still remains an enduring monument of the skill of its architect.
Until within a few years of his death Mr. Rennie enjoyed robust health, but he was cut off in the sixty-first year of his age after a few days' illness. He was buried in St. Paul's Cathedral, his remains being interred near to those of Sir Christopher Wren.—Encyclopædia Britannica.—North British Review, Feb., 1861.—Mechanics' Magazine, September 20 and November 22, 1861.
FRANCIS RONALDS, F.R.S.
Francis Ronalds was born in London, in the year 1788. From a very early period in life he devoted himself to the advancement of electrical science, a course he has consistently pursued during a large portion of his life, which has not yet we are glad to be able to state drawn to its close. He is the inventor of an electric telegraph, electrical machine, electrometer, a new mode of electrical insulation, a pendulum doubler, an electric clock, several meteorological and magnetical instruments and other mechanical contrivances. The year 1816, however, marked Mr. Ronald's great achievement in the advancement of electric telegraphs. During that year he was the first to demonstrate that they could be practically and unerringly applied to the passage of messages through a long distance. Well aware of the difficulties arising from imperfect insulation, which had baffled his predecessors, Mr. Ronalds secured the success of his apparatus both by employing better means of insulation than had hitherto been adopted, and also by making use of a form of apparatus which should of itself be capable of supplying any loss of electricity which might arise from defects in the insulation.[32] Mr. Ronalds placed his telegraph wire in glass tubes surrounded by wooden troughs lined with pitch, which were placed in a trench dug in his garden at Hammersmith. He also suspended eight miles of wire by silken cords from a wooden frame erected on his lawn, through which he was enabled to successfully pass messages except in wet weather, the cords not being protected from the wet.
Mr. Ronald's peculiar form of apparatus may be thus briefly described:—At two stations were placed two clocks, with a dial with 20 letters placed on the arbour of the second-hand; in front of each of these dials was placed a screen with a small orifice cut in it so that, as the dial revolved, only one letter could be seen at a time. The clocks were made to go isochronously, and were started at the same instant with the same letter appearing on the dial through the orifices of each of the screens, both dials, therefore, as they revolved, would of course continue to show similar letters. This formed the readable index of his telegraph; means of communication between the two stations were produced in the following manner:—connected with each end of the telegraph wire, and placed in front of the clocks, were two pith ball electrometers, upon which a constant stream of electricity, produced from an ordinary frictional machine, operated and consequently kept in a state of divergence, except when a letter on the dial was to be denoted; the electricity was then partially discharged by breaking the connection, the pith balls in a measure collapsed, and the distant observer was thereby informed to note down the letter then visible through the orifice on the screen. In this way letter after letter might be denoted and intelligence of any kind conveyed. All that was absolutely required for the success of Mr. Ronald's telegraph was, that the clocks should go isochronously during the time intelligence was being transmitted, for, by a preconcerted arrangement, both clocks might be easily started at the same letter upon a given signal. The attention of the distant observer was called by the explosion of gas by means of an electric spark. In 1823, Mr. Ronalds published a full description of his telegraph, in a work entitled, 'Descriptions of an Electrical Telegraph, and of some other Electrical Apparatus.'