By Edmund Bishop

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One end is attached to the frame below and the other to the carriage. A stop is provided on the frame, to prevent the carriage unwinding the spring when released. The tension of the spring may be regulated by unscrewing the knurled nut above, which holds the carriage in place, lifting the carriage clear of the stop, and winding or unwinding the spring as may be desired. A simple form of carrier pulley, at the end of a swinging arm placed below the paper drum, serves to guide the Indicator cord from any direction.

Integrating/planimetring indicators The growth of enthusiasm for the indicator that became evident in the late 1830s persuaded some engineers that the new instruments could be adapted to act as a 'work meter', monitoring the performance of engines not merely on the basis of a single stroke but instead over a lengthy trial. Among the first attempts was made by a Briton, Professor Moseley, who published 'Result of a Trial of a Constant Indicator upon the Cornish Engine at the East London Water-works', undertaken in 1842, in the Minutes of the Proceedings of the Institution of Civil Engineers in 1844.

The light-ray ran the length of the body to strike the vertical (pressure) mirror and was then turned back to strike the horizontal (time) mirror before leaving at approximately ninety degrees to its line of entry. The reflected light-ray struck a ground-glass screen or a photographic plate in a wooden box attached to the indicator body to create a visual record of the events that had occurred within the engine cylinder. Dalby-Watson indicators were made in small numbers, to be used largely for teaching purposes.

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