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•
Nov. I
5
r
90 1.
J
•
DIE
FORGING.
No.
X.*
Bv
Jos
EPH
HORNER.
IN this
artic
le
we shall conclude the examples
of die forg
in
g selected from
the
work of
the
Swin
don .shop, taking mostly those which
present diffi
cultles due to depth or awkwardness of form.
. The top c o v e ~ for an 18-in. vacuum cylinder
t l l u ~ t r t e d 1n F1gs. 270 and 271) affords an inte
restmg example of a large stamping which at first
~ 1 G
0
E
N G I N E R I
N C. .
shown in plan and end view- being fixed on
the
bed of
the press;
the other, B, being carried on
the
horizontal ram. The collar lies in
the
space
a,
and
is welded by
the
horizontal nwvement of the
ram.
The
blocks are of cast
ir
on, faced with steel
plates, in which the recesses
a a
are bored.
In
the
second operation the collar
B
is welded to the
small flange C in
the
same dies by the downward
pressure of the top ram. In the third operation
the plate A is welded to the other end of the
Pig.£ .
B
form and the beading is given to
the
cover between
th
ese dies
in
one squeeze. The bottom die A is
bolted to
the
table of
the
press by four lugs
(Figs. 275 to 277).
It
is lig
ht
ened
out
underneath,
but
is nevertheless a massive casting. As
the
rather
narrow beading of the die would soon crack
and wear out
if
made of iron with the body of the
casting - though
the
solid body is practically per
manent- the bead is formed by a ring of steel let
into a turned groove, and which is easily renewable.
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Frg.
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.
.2
75
.
.
•
c.
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o
ll
•
c
A
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sight seems to
pr
es
ent
great difficulties in conse
quence of
the
presence of
the
ftanged neck. I t is
made in
three parts, as
indicated
in Fig.
272- a
plat
.e A
ring
B, and flange
C
uni ted with butt
welds, and the cover is completed in four
operations.
In the first operation the collar B is welded
between the blocks in Figs. 273 and 274, one, A-
* EnRATA..
On
page 470 ante, centre column, lines 26
and 27 for are heated by the waste beatof mohitu
bu
lar
boilers, which are placed over them, , read are fitted
wi
.th multitubular boilers, which
a.re
placed over them, and
he
ated
by the waste beat. , Also on
page 570
middle
column, line
9
for
30
·ton read
30
cwt.
I
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Fig.Z77.
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A
B
•
•
•
•
Fig.
287
. ¥
•
I
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••
•
•
1n ·' 1
•
co
llar,
th
e
latt
er being
turned
r ound to lie in
the
This is seen
in
section in Fig. 276. The top die
:9
recesses
b b
a
nd the
resistance to
the
downward
(F
igs. 278
and
279) is attached to the top
ra.m by
pressure is
taken
on
the
face of
the
block
c
c
ast 1
two bolts passing through
the
holes cast for
the
on A and for which a recef s is oast
in
B. A drift purpose on each side of the
central
hole.
is
th
en
driven
through the hole. In the fourth An 18-in.
piston
(F
ig. 280) for the same vacuum
operation the diehed form is given to the plate in cylinder is
interesting
from the inward curving of
the dies (Figs. 275 to 279). Th ese c o m p r i a the flange or rim, which might seem to make it
bottom concave die A, and a top convex
J
ne B. difficult of extraction from dies. The mod'ns op
erar
nd·i
The
cover is first
centred by
a
pin
which fits
into in this
case is as follows :
th
e hole a
in
the cent re of the bottom die (seen For this size piston a piece of plate is cut to
in F i g ~ 275 and 276), and which also fits the 1ft. 11 in.
in
diameter and a 2-in. hole is punched
hole in the cover. The top die has a large through t he centre. In the second operation the
hole b which affords sufficient
E-pace
for the flange plate is dished into shape at one heat,
the
rim
of
the
cover to come up in to.
The
final dished turned up, and the central boss formed.
The
dies
•
•
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· E N G I N E E R I N
G.
[Nov. Is I
90I.
-
are
dhown
in Figs
281 to · precisely in
the
manner adopted
by
boilermakers ing through a flange cast
on
the back of
the
die.
They
comprise
three
portions-
the
outside f1r correcting angle-iron rings subsequently to
The
dies
are
heavy,
and are
lightened a little,
die
A, the bottom middle die B,
and
the welding up.
But
in this case
an
inner b l o ~ k is
not I
which is the object of
cutting
off the keen angles
die C-the various relations of which to the necessary
at
all. The piston is rotated throug h a por- on A and B.
piston are at once apparent. The outer tion of a circle in the dies by tongs in
the
intervals Fig. 288 illu
st
rates
an
iron buffer guide, which
A is bolted
to the
bed of th-e press, the inner of the squeezing action of the horizontal dies. To is shaped in dies. It is made in three pieces, A, B,
middle one B is attached to the bottom ram, the permit of this manipulation is the object of leaving C (Figs. 239 a'1d 290). Th e plate A is shorn to eize,
Ff.g,281.
•
c
8
ig 288
•
p · 29
ig.
•
•
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•----
•
top one C to t ~ e
t o ~
ram.
In
F ~ g . 281 t h ~
th r
ee
are
shown
In their
exact
r e l a t ~ o n s
previous
the
act
of pressing, but
the
plate
IS ~ o t
shown, In
order
to
leave the details of the
d1es
clear.
In
282 the top die .is removed to show t he l?wer
ones; Fig. 283
1s an
1nverted l a n of the top d1e C.
A loose
pin
fits
into
a hole
1n
the
t?P
block,
and
by it the flat piece of plate for . the p1ston, already
punched
with a ~ e n t r a ~ ho
le-,
1s centred,
and
the
boss (compare
w1th
F1g. 280, page .669), subse
quently
pressed down into
the.
o l ~ 1n. the lower
block B. Simultaneously the nm IS bemg turned
up
by the
outer
edge of the lower block B actuated
by the
bott
om ram, into the inside of the top
block C, and the
plate
is thus dished between the
top and
the bottom blocks. . .
At
this
stage we have now a pl 1n .Ptston
(Fig. 284) that only r e q u i r ~ s to have _ I t ~ r ~ m set
out to
the
sh ·\pe shown in FJ.g. 280 . T h 1 ~ Is done at
another heat, in
another
pa.tr of
d1es
285 to
287), one of which A is fixed,
t h ~ ot
h
er
B 1s attache_d
to the horizontal ram. The p01nt note
here
IS
that there is no middle block, whiCh would,. of
course,
interfere
with the with_drawal of
the
forgmg
after
the
rim had
been
se Inwards. The o u ~ r
dies
are
formative
and the
Inner edges of
the
nm
must
bend to the o n t o u r impart
ed
by sque£z
. f the enCI·rcling dies
In
another Instance of
Ing 0 . ' . t
1
undercu
tt
ing, in whiCh an Inner block was essen 1a ,
this was formed in three segments, opened out
s i m u l t a n e o u ~ l y by a central pin, and capable. of
being drawn inwards by the
remo a
of the pm,
•
Fig.:<-82
B
.
I
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A
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297
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Fig Z99
c
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A
A
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F ~ . Z
~ ~
~ ~ . - -
- - - - -
~ r - ~ - -
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--
•
•
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•
Fig.Z94.
c
···-
B
1
l - --
F ig.Z83
c
©
©
•
Fig. 301
.
-4
-
---
---+-
Fig 30 2.
Fig
JOO
0
I
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c
•
•
•
•
1', '
I
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c
c
•
A
the
open spaces
at
a
a. .
The
squeezing
a_nd.
rota
t ion j and
the
ho_le
punched ; the ring B is
l ~ e d c o n i c ~ l l y
thus
alternate until
the undercut form
IS
·Imparted and the
rm
g C parallel. B ~ a s a JOJnt rl;lnnmg
evenly all round the rin g. The bl_ock A is fastened
1
p a r a l ~ a ~ 0 o ~ e dtagonally; C Is welded, B 1s,
n.ot,
to the table of the press by bolts In the flange seen the JOI_nt. being merely closed up . The we.dmg
in Figs. 285 and287, which explains the cutting of the
and
finishing are perform?d as
f ? l l
o w ~ :
hlock B to pass clear over the flange and its bolts. . T 1e flange A and the ~ m g C In which the
bead
B is fastened to the hot izontal ram
by
bolts pass- , mg 1s formed arc welded In two Eep ·nate e a ~ and
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N0
V. I 5
I
90 1. J
E N G I N E E R I N
G.
in ~ w o separate
to the
body B. 'l'he
di
es in a
central
plug of conical
sha
pe, driven by the
stea
m
which these operattOns are done are seen in Figs. 291
~ a m
me
r.
through a flat plate laid upon a bottom die,
to
294, A A
BB.
These fit cast-ir0n blocks
1nto
whteh the plate is bent by the plug. This is a
C, C. Th e .dtes Inte
rch
ange
in
the massive bodies 0
commol?-
device in boiler shops for forming the
and C, ?ttmg with a slight amo unt of clear- angle rmgs for t he uptakes of vertical boilers · a.
nnce, With tnpers In the ma
nner
shown in F igs 299. which is neither so acc
ur
ate nor so exp' e-
293..
A
cer tain
number
of flanges are
w ~ l d
d t th f d
ID
the pau of blocks A,
A,
after which the l
at ter o : e s
r m e by
th
e
pre
ss and dies
are chanced
and
t
he
headings welded
in
the
bl
ocks An interestin( example of very deep stamping is
B. In case
the
form is compl
et
ed at
the
given in
Fig
. 303, a partially completed buffer
of nam ely, the ex
ternal and in t
ernal so?k
et
or guide, which is made from a piece of
ra
11
n
ext
t e flal ge
and
the beading
at
the front i- ln: steel plate, without any reduction in thickness
end. Th
e flange IS
pr
essed d
ow
n
by
a plain
bl
ock
durmg
the
pr
ocess. I t is produced
in
five heats,
attaoh.ed to the top ram, and
the upp
er
half
of the t
he
first two sufficing for pressing
it through
three
b ~ ~ d h
t e r : a ~ d ~
.for;ned
by another top
block, successive pairs of dies,
the th i
rd for swaaing
the
w
10
.d
1
d
u.s
ha
e In igs. 295 and
~ 9 6 . ThiA
is body to finished diamete r$, the fom th fo
0
r
partly
e th
1
a. c
etnhtr
a
fl h ~ t
JU
St fills and
1
turning over the flange, and the fifth for finishing it.
nl8 es e o e
m
e orgmg (F1g. 288) down to A 2 ft. 2 in. in diameter is taken and
•
Fig.S03.
•
•
7 D 7 ~ . c t
Fig.304 .
A
the
blocks by. The buffer guide is seen in place, and
al
so the
mandrel
C in
which the hand le
D
is ca
st
,
manipul
ated
by the le
ver
E in the fashion common
in the smithy. In th is way by sq ueezing t he guide
in the
in
te rvals of rotation through arcs of circles,
the conical form converted
in t
o the combined
conical and p.uallel form requ ired, seen in section
in Figs. 303 and 308, and any inequalities left from
the
punch are corrected. Afterwards
the
convex
end is out off a
nd
the wo
rk
is
put
vertically in a
bolster, and the fh nge partly
turn
ed over under t he
pr
ess, after which it is finished flat in another opera
tion.
Th
e block
in
which this is effected is very similar
to that shown in Fig. 310, which re
pr
ese
nts
one
f
or an
open-ended socket.
The
block is allowed a
ver tical movement of 2 in. in the
manner
shown.
I t is
co
nn ected with the
p r e ~ : s
head by two bolts a a
upon which sliding occurs while the d
ow
nward
Fig .
310
•
..
•
•
Fig 307
•
Fig.305.
the shoulde
r,
at
the
same time t
hat the
bead is
being finis
hed
b
et
ween
the
bo
ttom
dies B (Figs. 293
and 294),
and the
ccncavity of
the
top die
F
igs. 295
and 296).
Fig. 297 i1lu strates a ring of angle-iron section
stamped from :ttr· in. steel. A circular sheet of steel
has a 13-in. hole cut in it., after which it is laid
upon a bottom ex ternal die, and a top die is
b rou
ght
down upon it to ho
ld
it firmly, while a
bottom ram brings up a die which
turn
s the plate
up against the int er ior edge of the top die.
Fig. 298 shows
the
dies in
their
due relation to
t he ring at the moment of finishing t he lat te r - A
being the bottom external die, B t
he
top one, and
C the
in t
ernal flanging die. Fig. 299 is
an ex t
ernal
view of A,
Fig.
300 a
plan
view of
the
same, a
nd
301 and 302
are
section
and
plan respe
ct
ively
of
th
e flanging die 0 .
The
holes
in
A are
cast
for
the
insertion of iron
bar
s for the
purp
ose of lifting
th e block about
by
.
In this work the hydraulic press is seen
to adva
n
tage. In it s absence, rings of this kind are turned by
c
-
.....
;
=
@
r i·
----
1----...
c
-
=
J
.
.308
Fig
.309.
8
I
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- 1 •
I I
8
0
---
.
I
·-
.
I
I
laid upon
the
bottom die A
in
Figs. 304
and 305, which is ca
rr i
ed
by thr
ee stools on
the
table of the press. Fi g. 305 is
an
inverted
plan
of this die
to
show it s
sto
ols or feet. I t has a
hole l 7 in. in diameter at the lower
end,
and a pin,
B, 9 in . in diamete r forms the top block by which
the plate is pressed in to the die, at which stage t he
forging is like Fig. 306. At the same heat the
plate is still furth er reduced in a 12-in. die by a
7 ~ - i n .
pin.
I t
is then reheated,
and
th e final p r ~ s s i n g
done by a 6-in. pin, half-way through an 8-in. die.
As the forms of these are similar
to
those shown in
Figs. 304 and 305, it is
not
necessary
to
repeat th em
all. Wh en th e forging leaves
the
last die, it goes
into a
pair
of swages, a
nd
a ma
ndrel
is inse
rt
ed
in
th
e middle
and turned about by
a lo
ng handle and
lever, while a few sque£zes
ar
e given b
et
ween the
swages. Th ese details are illustrated in Figs. 307
to 309. A and B
a.re
top and bottom swages, carried
on
the top ram and table of the press res
pec
tively,
the slot holes for insert ion of the necessary bolts
being seen, and round holes are also cast for handling
;:::
:=;
c
=
-
E
E
•
•
I
I
I . - - - -
1 •
-
··
0
A
0
I I
I
--
I I
pre
ss
ure
is being exercised on the flange.
But
when this is done, two blocks b b
2
in. thick,
are
in
serted,
which keep the space open, and th en
a bottom plunger comes up and forces out the
forging upwards.
Th e ease with which welding is done with the
presses is well exemplified in many pieces of work
at Swindon, of which an illustrat ion or two may
be given.
The Mansell rings for wood centred carriage
wheels are of the Eection shown in Fig. 311. The
length of rod required for a ring is heated and
placed
in
horizo
ntal
power rolls, which quickly
turn
it in to a circle. A.bout 3 in. overlap is left at the
end for a lap weld a (Fig. 311,
pa
ge 672).
This
is
th
en
rehe
ated and
welded
at
one squeeze
in
th
e
di
e
block
Figs
. 312
to
314) . Th e bottom block A has a
groove in which the ring is
hid,
the beading lowl)r
most; and the top one, which is bolted to the top
ram, comes down and closes the weld by a single
squeeze on tt.e fht face .
Another job of welding is the axle guards which
•
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E N G I N E E R I N
G.
[NOV. I
5
I
901.
DIE
FORGING
AT
SWINDON.
F i g 311
:
'-::.-.;::-
·
-- .. -
- - - -- - (]
U
•
F ig
317
B
A
b
•
FYg,_ 31Z.
A
- -------------------- ·
A
0
r·
314
w. •
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-
0
----·
A
Fig .319.
b
•
0
A
Fig.3ZO.
8
Fig .875.
l'ifJ. J16.
B
A
8
•
:
I
I
B
J7S
;;
. _ _
,
_
_
__
Fig 3:lt
Fi:J
32Z
P ig
3:::
-
•
Fig J18
(
.l
Fi.g.
324
.
l
Fig S25
B
0
7D
7:J
r
A
are used in immense numbers for
the
wagons. To
produce these (Figs. 315
and
316) some preliminary
bending and setting are necessary, which is
effected
in
dies (Figs. 317
to
319). In manufacture
the middle part of the guard A (Fig. 315) is pre
pared
separately,
and
B B
are bent, set, and
welded
to
it
with
lap joints
.
I t
is
the
bending
and
setting
of B that is effected
in the
dies
in Figs
. 317
to 319. A is the block against which
the
bars
are
set to their
angles (compare with
Fig.
315) against
the face a Figs. 317 and 319) by a single squeeze of
the
die B which
is attached to the hor
izontal rclm of
the preEs.
Then
the faces
b b
of the die A
are
those
upon
which
the setting seen in
Fig. 316 is
done-two faces being necessary, one for t.he right,
the
other
for
the
left-
handed horns
B, B.
After
a
large number of pieces have been prepared, the
welding is
done
elsewhere
in
a recessed block
Fig. 320), which insures that all
the
p i ~ c e s
and
B
shall be
welded at a uniform angle.
A device
adopted at
Swindon
is that of
giving
clearance on
the
die faces for the fins. Many dies
are
recessed
rather
deeply
on the
face
at
a
li t
t le
distance away from the edges of the forging recess,
and
this
is
done
with the
object
of providing a
e space to r e c e ~ v e a r e d u n d ~ n c y of fin,
an
d
which would otherwise, by
extending
over
the
face,
keep the dies far
asunder
.
The
advantage lies
in
those
jobs
which are
stamped
from a rough mis
h
ape
n mass drawn down
under
the hammer,
by
the unaided
eye.
Thus the
block
(.Fig. 321) for a scroll
iron
is grooved all
round
margins of
the
figure. The roughly-made blank
1s
•
seen
in
Fig. 322.
It
is just drawn down with little
regard
to
shape
or
dim ensions, a
nd bent
ro
und
before stamping. Another is
the
railway-carriage
key finished
in the
die (Fig. 323), having a deep
grooving, from a rough blank, seen
in
Figs. 324
and
325.
These dies,
and
all those for
the
lighter class
of
work,
are cut
from lumps of mild steel
in the
shop
located
on
the
plan
view
in
a previous article.
But for most of
the
dies used
at
Swindon
oa
st
iron vastly predominates,
and
scarcely a
ny are
banded. As
the
work is chiefly done
under the
hydraulic presses,
the
jar which is so destructive
to
cast-iron dies
under
hammers is eliminated. Appa
rently, cracked dies
are
nearly unknown.
The
metal is very massive, ranging between 3 in.
and
5 in.
in
thickness.
Handles are
seldom cast in,
bu
t
plenty
of holes
are
cast
in the
die bodies for
the
insertion of rods by which
the
dies can
be
lifted
and turned. Very strong
lugs
are
cast for
the
attachment
of dies
to the
presses,
and the
holes
invarij}bly come cl
ear out to the
outsides of
the
lugs, which renders
the
insertion of bolts easier
than
it would be
if
ordinary holes were cast
in .
THE NEW VICTORIA STATION AT
NOTTINGHAM.
IN
the
sixty-seventh
vo
lume of
ENGINEERING we
described
and
illustrated many of
the
important
works on
the Great
Central
Rail
way extension
to
London ; but
pre
ssure on
our
space prevented us
from following
up this
m
ost interesting
topic,
and
I
I
we now
return
to
the
subject, principally
to
deal
with t l ~ e splendid _joint station at Nottingham,
the
?onven1ence of
w ~ I C h
has now been established by.
Its use for some time by the two owning companies
the Great Central and the Great
Northern.
.This station is certainly
the
most
important
p1ece
of work on
the northern
section of
the
line of which Mr.
Edward Parry,
M.
Inst.
C.E.,
is e.ngineer. In
th
is
and other
work
he
has been
assisted by Mr. Frederick W. Bidder, M. Inst.C.
E.,
who
ha
s had charge of
the
details of
the
con
structional work, while Mr. A.
E. Lambert
has
been responsible for
the
archi
tectural
details.
Mr.
A. A.
Barker
has been res
ident
engineer on
the
Nottingh
am works.
The
. statio
n, as
we h·\ve
stated, is
the
joint prope
rty
of
the Great
Cen
tral and Great Northern
Railway Companies
the
latter using the
permanent
way of
the
for
some distance south, as well as north
of
the
station,
and
in this way obviating a loi{g d
et
our
on
the
route
from
Grantham to
De
rby and
the
Midlands.
.
The
i t e of
the
station very centr.al,
and
the plan
IS admirably arranged alike for dealmg with a larae
volume of traffic and for
the
convenience of
sengers. A plan is given on page 678 Fig. 1) from
which
it
will be seen that
the stat
ion lies b ~ t w e e n
two tunnels, known as
the
Victoria-street
and
Mans
field-road tunnels.
The
len
gt
h between
the tunnel
faces is 650 yards. At
the north
end
the
rail level
is 58 ft. below the original surface, at
the
so
uth end
29ft. ; bu t in the centre there was a depression
in
the
original contour,
the depth there
being only
•
•
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•
t\ 0
V
I
5, t 90 L]
ft.
Th
e to
tal amount
of material excava
te
d for
station was 580,000 cubic
yard
s.
At the
e
rn
e
nd
, as in t he Man sfie ld-road tunnel it
good s
andsto
ne, which had to he
s subseque
nt
ly removed by a steam navvy:
s the south end, however
as
in
th
e
ctoria-s
tr e
et
tunn
el (Fig. 3), it
w ~ s
soft, being
r
tly made ground, a
nd
1t was easily
rem
oved.
the south end ve
ry
hea.vy walls were
built
in section in Fig. 2.
The
h i c k n e s ~
the
base is 9
ft.
6 in .,
and
t
he
he
iaht
abo
ut
ft. N e ~ r
th i
s end,
by th
e wny, the
='old
town
dLScovered
during
excavation at a
depth
20 ft. below
the
surface. I t was built of sand
clay in
stead
of ceme
nt, the
width being
7 ft.
As shown on t
he
plan,
th
ere are
tw
o island plat
o
rm
s, each of a maximum width of
68ft., the length
e ~ g 1 2 7 ~ ft
.,
and th
e. total le
ngth
of platforms
at
tra1ns can stand 1s about 1
-
miles.
Th
ere is a
at
each
end
of each pla
tform""
400 ft. long with
wo
lin
es of rails
in
each.
Th
e
platf
o
rm'
walls
built of brickwork faced with Staffordshire
e .brick, the height being 3 ft.
The
cope
e,
ltk
e
th
e paving, is of granolithic stone.
ere
ar
e
nin
e
lin
es of rails
th r
ough the s
tati
on
g the double- lin e bays at each end:
o t hat
the
platforms will accommodate fourteen
r
ains at
the
same time,
th
e
to
t
al rn.il
mileaae
th e
st
at i
on being about 5i miles. The p l ~ n
early indicates
th
e dis
tribution
of up and down
and
f f
ast
and slow
tr
affic for passenge
rs
and goods .
a
ddi
tion to
th
e fo
ur
teen
pa
ssenger
tr a
ins, two
oods trains can
be
accommodated
on
the
ou t
er
st roads th rough
th
e st
at i
o
n,
and two t rains of
carriages on
the
middle siding.
Th
e
re
are
ocks at either
end
for dealing with
fi
sh
and
goods traffic, 50-ft. locomotive
turntabl
es,
. engine pits, &c. The Mansfield-road tunnel,
the
no1th
end
of
the
station, is
through
sand
the
len
g
th
being 1188 yards ;
the
Victoria
et t unn el, 392i
yard
s long,
at
the south end
the
s
tati
on is also
th r
ough s
andst
one,
but
diffi
lties were experienced h
ere
owing to
the
crown
f
th
e arch being so close up to
the
foundations of
e buildings abo
ve
- in some cases cellars we
re
assed through.
Admirable
ar r
angements have been made for
convenience of
the
public. As we have said,
s
tation
is
in
the
heart
of
the
town.
Al
o
ng the
side of
the cutting
near Mans
fie
ld-road
th
e principal thoroughfares in
the
city
stati
on buildings, hotel, booking-o
ffice
, parcel
ce, &c. , have been Luilt. A new road has
laid
out
along the east
ern
boundary. In
several st re
ets
demolished, a fine new
irder bridge- Yo
rk
-
st r
eet - of 40 ft. width has
built across the s
ta
t ion towards its
northern
footbridge of 15 ft .
width
also
extend
s
cross the
stati
on
at about the centre
of
its
length,
ly for the use of the public ; a second foot
fr
om the booking-hall
to
each
the
platform s,
with
e
xit
to
the
public footbridge
o
the
new street
on the
e
astern boundary
of
e sta
ti
on; and here special commendation must
given for
the arrang
ement whereby luggage is
ealt
wi
th in entire
ly separate pa
ssages from those
s
ed by passengers. Two hoists from the booking
ce communicate with an underground passage
d
er
th
e rails and
platf
orm8, with lifts to each
and
to the refre
s
hm
e
nt
departments.
At
e south
end
of the station-
Parliament-street
e of
th
e
busiest
th oroughfa
res
of the city is
ss
the station near to the
face of
the
et
tunn
el.
From this
bridge, als
o,
is access
to
the platforms. The various
gs and bridges we shall
refer
to in detail
.
Meanwbile it may be said that on each of the
wo
long
platf
o
rm
s
there
are
tw
o blocks of buildings,
shown
on
plan.
They
are 135 ft. long, 20
ft.
ft. high.
The
two
bl
ocks
at the
no
rth
marked respectively A and C on plan comprise
and guards' r oom s in
the.
e m e n t
ies'
and
aentlemen
's and
ge
neral
Walting-rooms
the
t f ~ r m level,
with
lavatories, &c: On ~ h e
sui
tes
of offices have
been
prov1ded, w1th
t
ory
accommoda
ti
on for
th
e staff. Provision has
additi
o
na
l
fl
oors
to
be
add ed to each
at some
future
time, as we shall
presently
Through
these two o r t h the public
otbrid
ge passes,
and
cons1derable d1fficulty. was
a
nd
succe
ss
fully overcome.
The
brtdges
carried entirely ind e
pendent
of
th
e walls, so
vibration
or
expansion
and contracti
on of
the
E N G I N E E R I N
G.
metal will not affect
the
building.
The
bl
oc
ks
at
th e south
end
of
the
station marked B and D on
plan
co
mprise refres
hment and
dining-rooms, te le
graph offi
ce, lavatories,
and
station·mas
ter's office
s,
with kitchen
and
larders, telegraph operatives' room,
and other
offices, on the first floor,
and
commodious
wine
and
beer cellars in
the
basement.
Th
e walls of t he di
ning and
refres
hment
rooms
are lined with faience tiles, the
fl
oors are of ceramic
~ o s a i c
and the internal
fittings
and
finishings
are
m wa
lnut.
The decorative effects, notwithstanding
th
e limited size, a
re
very pleasing, suggesting
the
best of London restaurants . The buildings on
the
platforms
and
the
internal elevations of
the
east
and
west boundary walls are faced
with
various
colours of best glazed bricks
and with glazed vit reous
terra
-cotta dressings supplied
by the
Burman tofts
Bri
ck Company, Leeds.
The
buildings
are
surrounded immediately below
the platform level by subway s for
the
accommoda
tion of water, gas,
and
drain pipes,
and
electtic
conductors. These
are
5
ft
. 6 in. wide
and
6 ft.
high, affor.ling sufficient room for workmen
to
make
inspection
and
repairs without interfering wi
th
the
tra
ffic on the
platforms. Blocks marked B
and
Don
plan, which, as a
lr
eady mentioned, accommo
date
the
refr
es
hment and
dining rooms, &c ., are
connected
by
an undergro
und
passage for the con
venience of
the
culinary
defartmen\ on
ly,
and
from
Block B there is a similar subway, for
the
same pur
pose,
co
mmunicating
with th
e main luggage subway
across
th
e
stati
o
n. By
t
hi
s means supplies can be
brought
from stores
or
from public thoroughfares.
These subways are 14ft. wide and 11 ft. high, with
brick arch roof, and
are
served
by
hoists
at
each
platform
and
booking-office.
The
two
lift
s
in the
booking-office are 9 ft. 4 in. by 8 ft. 10 in., of
30 cwt. capacity, the
trav
el being 40ft. 4 in.,
and
luggage may be delivered
at the
basement floor,
intermediate between the booking-hall
and
subway.
The
hoists at
the
platforms, of a similar capacity,
have a lift of 18 ft. 6 in.
There
are
three ot
her
hoist
s
, 8 ft. by 4 ft. 6
in
., of 20 cwt. c&pacity,
making seven in all. Two of these are in
th
e
parcels
department to the north
of
the
booking-hall,
communicating from
the street
level to
the
base
ment . Th e seventh is in the left-luggage office,
with a
lift
of 20 ft. 10 in. to the stores in the base
ment. The power-house, it may be said, is
at the
north end
of the station,
the
machinery being
provided by Mr. R. Middleton, Leeds. A note
wo
rthy
point
is
that the
pumps
are
driven
by
gas
engines ;
the
working hydraulic press
ure
is 700 lb.
to the
squa
re
inch.
The roof of
the
station proper is in two
parts
;
the central part,
defined
by the length
between
the
outer
e
nd
s of
the
platform buildings, being roofed in
by principals which r
est
partly on
the
top of the walls
of these buildings,
partly
on columns in
lin
e with
these walls,
and on
screen walls
built
on
the
side
boundary retaining walls of
the
station (F ig. 2).
The
idea in carrying
the
roof
at
such a hi
gh
level
was to secure t he maximum of
light and
ventilation
within
the
station, notwithstanding that it is in a
deep cutting. The remainder of
the
platforms
north and
south of this main roof
are
covered with
awnings.
The
photograph r
ep
roduced on page 679
gives a. good idea of the central s
pa
n of
the
main
roof, and
on
o
ur
two-page plate t his week
there
will
be found d
eta
ils of this span,
in
cluding
the
main
standards
an
d girders (Figs. 4 to 19), roof t russ,
with details (F igs. 20
to
34),
an
d
the
purlins, with
details (Figs. 35
to
47) ; while on page 679 are
de.tails of
the
g
ut ters and
dow n pipes for surface
drainage, with the gangway provided for inspection
(Figs. 48 to 54).
We
defer
our
illustrations of
awning, roof, &c.
The 1nain roof extends for. a distance of 425 ft.,
and the full width of tho
stati
on,
or
245 ft. As
shown
on plan and
section (Figs. 1
and
2), it
is divided
into three
main spans, with two small
spans coincident with the width of
the
platform
buildings. This
arrangement
was adopted so as
to
utilise as far as possible the walls of these buildings
for carrying
the
roof principals
and
to minimise
th
e
number
of
co
lumns
obstruct
ing
the
platform ;
but as it was
not
desirable
to
build
the
walls of
great
er
strength than
the building itself demanded,
columns were
built
into th e walls for supporting
the
main principals, t he thickness of
the
wall being
increased
at
these points
by
octagonal pilasters.
The
west span, from the west,
or
book
in
g-office,
side of th e station to over the down platform, is
63 f t .,
the
main
centra
l
span
is 84 ft. 3 in., and t he
main eastern span 63
ft .
The two spans which
take the
place of
the
platform buildings,
a8
shown
on Fig. 2, are each 18 ft. 6 in.
The
space
interv
ening between
the platform
buildings is 150
ft., and
in line with
the
buildings
rows of columns have
been built at
30-ft.
centrei,
connected by lattice girders
to
continue
the line
of
support
for
the
roof principals. These main
co
lumns have a height of 41 ft. 6 in. from
the
base
plate to the top. They
are
built
up of angles,
channels, and plates, as shown in Figs. 8 and 9, and
are
18 in. sq
uar
e ov er all.
The
baseplate is 3 fli. 6
in.,
and
* in.
th
ick, with -in. gusset-pla
te
s
and
angles
to secure the t runk. They are carried on a bed
stone
4f
t. 6 in. s
quar
e
by
2 ft . thick, founded
on
solid roc
k, the
basepl
ate
being he
ld
down
by
1 ~ - i n .
le
wi
s bolts let 9 in. in to
th
e stone (Figs. 10
and
11).
The
base of the columns is
protected by
a cast.iron ornamental p
linth 8ft.
1 in. high from
the
base,
and
6 ft. 6 in. from
the platform
level
(Figs. 4 to 7).
The
girders which
run
longitudinally between
the
columns
are
of
the
lattice type,
the
bottom boom
being curved, so
th
at
\
hi e t he depth of
the
ends is
5 ft. 8 in ., it is only 2 ft. 8 in. in
the
centre.
They
are
built
in pairs, 11 in. apart,
and at the
ends are at tached
to
the main angles
at
the
back
and front
of
the co
lumns, as shown (Figs. 14
to
18).
The pairs are connected
on the
bottom flange
by
a
diaphragm plate 2 ft. 6 in. long,
but
on
the
top,
which is horizontal,
there
is a plate 18 in. wide
by in. thick for
the
whole length.
The two lines of columns along
the
platform
are
only
17ft.
6 in.
apart,
to
suit the
width of
the
plat
form buildings,
and they
-
are
braced in trans
verse dire"ction by somewhat similar lattice girders
riveted also to
the
angles forming
the
column
(Fig. 19). The
bot
toms of all these semi-ellipt ical
girders are finished by a small ornamental cast-iron
console.
The
system of drainage in connecti
on
with
these columns is interesting. The water is brought
down from the main
gutters
on each side of
the
columns in cast-
iron
pipes 5
in. by
3 in. in
ternal
dimensions
and
of i -in. metal. These lie closely
in to
the
channel irons forming the two sides of
the
columns,
and are
held in position
th
e
re by
cast
iron
strap
s secured to
the
main angles.
At the
fo
ot they discharge
into the
main drainage system
under
the platform
(F
igs. 48 to 54).
The
columns
built into the
walls of
the
plat
form buildings are of less dimensions.
They
only
reinforce
the
support given by the wall. These
columns
are
12 in.
by
12
in
.,
built
up of two
channels
at
the side 12
in. by 3
in.
by
in.
th
ick,
with two channe
ls at
front
and
back 5k in. by 3 in.
by
in. The lon
gitud
inal
and
cross-girders in
this case
are
rolled
stee
l joists
10
in.
by 4f in.,
bracing the whole
st
ructure together. 'l'hese
co
lumns
are
also based on Derbyshire gritstones,
l::S in.
deep, with lewis bolts to secure them.
The
principals
are
placed
at
15-ft. centres, so
that they
rest alternately on
the top
of the
columns
and on the
longitudinal g
ir
ders. We illus
trate in
detail
the
principals in
the
central
span
of
84ft. 3 in . (F igs. 20 to 34). The rafters are composed
of two channels 6 in. by 3 in.
by t
in., with a 4-in.
space between
them
.
They are
stiffened
at
intervals
by
channels 4 in.
by
2 in.
by
t
in . The
lower
member is
built
up of two 5-in.
bars
of varying
thickness-from t
in.
at the
springing to t in. at
the
centres.
Th
e principals
are
divided
into
nine bays,
the
centre one being
13ft.
and the others
8ft.
9 in.
The
bracing consists of ch
anne
ls
and
flat
bars
.
The channels forming
the struts are
stiffened
at
short
intervals by cast-iron distance pieces.
The
details are clearly shown in Figs. 21 to 34.
The
main principals
are
surmounted by l
anterns with
frames
at
7 ft. 6 in. centres,
the
ge
neral
design of
which is shown on
the
cross-section (Fig. 21 . The
ridge is of corrugated iron, 16 B. W.G., bent over
pitch-pine blocks, spaced 2 ft. 6
in.
apart and
bolted
to the
two angle-irons carrying
the
glazing
bars. The intervening space between the blocks,
of course, allows for
the
escape of steam, &c.
Louvres
are
provided at
the
sides of the
lant
erns,
and still
further
to insure effective ventilation
spaces
ha
ve
been
left over each bay between
the
purlins,
with
we
ather
boards fixed
to the upper T,
so
that
snow
or rain
is
not
like
ly
to
find
en t
rance.
The
purlins carrying
the
lantern frame (Figs. 35
to
40)
are
double,
and
are
compos
ed
of four angles,
with l
at t
ice bracing ba.rs connected
at
intervals
by
4 in. by H n. plates at top and bottom. The interme
diate
purlins are
single,
the
tQp and bottom flanges
being of T
's
with lattice
bars
(Figs. 41 and 42).
All
the
purlins are secured to
the
backs of
the
principals
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with i-in. bolts.
The
glazina
is on
Mellowes's
system, the thickness being t secured
to 2 -in
.
bars.
These
bars are of special d
ep t
h, owing
to
the long span
they
carry.
The main roof covers n.n
area
of 94 968
square
feet; the weight of steelwork which 'was
pr?vided by the Horsel
ey
Company: of Tip on,
being
about
587 tons, excluding columns, wind
screens, &c.,
or
13.8 lb. per square foot of
area
covered. The st ructure is handsome in
a p p ~ a r a n c e
and
it may be added
that
92 per cent
of it is glazed. ·
\Valking gangways
are
provided along each sido
of the l a n t e r n ~ and also over the main gutters,
and
these also are illustrated
on
page 679 (Figs. 48 and
49);
on both
standards ar
e provided carrying
1 -in.
steam
tube, which has been
preferr
ed
to
the usual
iron
gas-
piping
for durability.
I t
carries a cleansing
water
supply
to
all
parts
of
the
roof.
The
water
is
t a ~ e n from the
city mains,
the
pressure available
being 75 lb.
to
the sq
u
are
inch.
At
convenient
intervals
provision
has been
made for
the
attach
m ~ n t
of hose-pipes,
&c. The
main
gutters are
18 in.
w ~ e and
9 In. deep,
constructed
of
i n .
metal,
with outlets at
convenient
points into the
pipes
down
the
columns.
These
gutters
are
carried over
the
longitudinal girders
by
cast-iron shoes
3ft.
9 in.
apart,
and
on
the platform
building walls
they rest
partly
on.
the
brickwork
and partly
on stools bolted
to the
brtckwork.
The
quantity
of cast
iron in the
gutters,
bases,
and
columns, ornamental work, &c.,
is
about
183 tons.
To
be
continued.)
. -
THE
NEW
SUBWAY IN NEW
YORK
CITY.
By
CHARLES PRELtNI,
C.E.,
New York.
(
Oontilnued from page
637.)
.
THE
fourthsectionof
thesubwayextends fr
om33rd-
street
to 41st-street. Though one of
the
shortest,
it
is of special
interest
to
engineers.
The
whole
distance from
33rd-street
to 41st-street is already
tunnelled
for
the
trolley service,
the
foundation s
of
the
side walls being 10 ft. higher
than
the
roof
of
the
new subway. As
it was
impossible
to
drive
a four-tracked flat
tunnel
at
so small a
•
depth
below
the
surface, Mr.
Parsons
decided
upon
two parallel
tunnels
with two tracks each,
one on
each side of
the
Av_enue and
17 ft.
apart,
as shown
in
Fig.
43.
The tunnel
on th e
lef t will
be
known as
the
West
tunnel
and
will
be
for ~ o u t h - b o u n d trains, express
and
loca
1
while
the one on the
right
-
the
East tunnel
- will
be
for
the north-bound
service.*
•
As
the tw
.
in
t
unn
els
run through
a
bed
of com-
pact
mica schist,
one
is
at
first surprised to find
that
the
section which has been adopted is
the
poly
centric arch with
the
flattest curve
at
the
crown, a
form wen known to
be
the most
unreliable
and un
safe for
tunnels driven through
rock.
The
circum
stances of
the
locality, however, seem to have im
posed
this
sectional form, for
the depth
from
the
foundation of
the
side walls of
the
existing
tunnel
to
the
floor of
the
subway is small,
the
rock is of
good
quality
throughou
t, and
the
downward
pr
es
sures are unimportant.
The tunnels
have
been
excavated
by
means of
shafts
sunk
from
the street at
points corresponding
to the stations
located
at
33rd
and
at
41st streets.
The
shafts
were first carried down
the
whole way
to
the
floor of
the
subway,
and
then
the
work of
excavating was begun.
Tunnelling
through
rock may
be
carried on by
one
of two methods,
either by
a heading
or
by a
drift
.
For
a long
time
engineers were
in
do
ubt
as
to which was
the
better
method; but the
construc
tion
of
the
St.
Gothard Tunnel
showed
it
to
be
easier
and more
convenient
to
use
the
drift
when
the
rock
is
co
mpact and
homogeneous,
while
the
heading gives
better
results
in
the
case of non-homogeneous
mater
ials.
The
experi
ence of
European
engineers
has not
been ac
cepted in
America, where
the top
- heading
method has
prevailed
to the
exclusion of
the
other. In the sect
ion of
the
subway with which
we
are de
aling,
the
contractor,
Mr.
Ira A. Shaler,
h:
ad
a good
opportunity-of
which
he
fortunately
availed
himself-to
make a comparative
test
of
both
methods. Accordingly,
he
directed
the West
tunne
l
to be begun by the
top-heading method
------------------------
* Some
small
sections (Figs. 24
to
29), shown on our
two-page plate of October 11, were reproduced from tbe
Ne1w York Enpineering Record, and, by an oversight, were
not acknowledged.
•
•
•
•
•
•
•
E N G I N E E R I N G.
(N V. I
5,
I 901.
THE
NEW YORK SUBWAY.
•
l j fP ' / / .
d
)
-·
Fig.
43.
• •
I .
I I
.
-
EXISTING
MCTROPDLITAIY TRACTION
C
,TUNN£L
:: r
•
•
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17 0 ·- -- -
-
•
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# , • I
- - - - - - 0 : - -
.
1
· ·
PARK
AV£ TUNNEL
FnDitf
33' P
ro
41 ST
IT
L I I 11£
I
--
e5 •••
-- tO ·-- · . - ·
. -
fJ ---
IY
Diqgram showing
t-he
.
e ~ e n c c
oF the
e JICcavation
in the West.
tunnel- Top heaJin1 method.
•
•
2 I
2
3
Dia9r<1m showing sequenu 1
c:x.co.votion in the East
tunm:sl
Drift method
•
p ~ ~ ~ : F = = = = = = = = = = = = = = = = = ~
P ~ M
u ~ a ·
I
I
I
I
I
I
I
•
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I -:>a'
· - IV..J
•
I
I
I
I
I
I
I
.. _.J_. _______
,
....
. .
T r a v ~ l i n g
platform
for the excavation of the
upper
portion of he
tunnel w.iendriven by the
drift
method.
M
12, 1Z
•
; .
•
••
Fifj.47.
Fig.
•
1I
I.
H
........
•
4
.
V
•
y
I
I
I
I
YI
-
D
a9ram of
he
sequence of excavation
o.t
the Nort·h:end of he West tunnel
Top heading
method.
.
.
.
Strutting
a t the North end ofthe
West tun nel .
•
•
and
the
East tunne
l by
the
drift
.
After
proceeding teresting fact , a
nd
a very practical testimony
in
in this
way for a few mo
nths,
he came to
the
con- favour of European methods.
We
should like to sup
elusion
that
t
he drift
was
the
mo
re
convenient of
plement
this
statement by
giving
the
reasons which
the
two for his purpose, so
that it
was forthwith led
Mr
. Shaler to
depart in
such a signal
manner
adopted
for t
he West tunnel
also.
This
is
an
in- from
th
e common practice of
the
country ;
but,
•
7/23/2019 Engineering Vol 72 1901-11-15
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OV. I
5,
I 90 I.]
E N
G
I N E E R 1
N
C.
I LL ING
HI E.
ON. BY
l \ . 1 ] 'R· .
IITH AND
COV
. l
·
' I l
TRY, LIMITED, E G
INEER
' ~ I N C H E TER.
-
'
•
•
•
•
I
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
uu
fo
rtun
ately for the profession, Mr. Shaler is
ret icent and apparently unduly impressed wi th the
old sn ying
that
silence is golden .
But
to
pr
oceed :
Th
e sequence of the excavation
in
bot
h
tunne
ls is shown
in
Figs. 44
and
45. On
the \V
est tunne
l, a heading 10 ft . high
and
10 ft .
wide is excavated on o
ne
side of
the
axis of the
t unnel,
after
which
the parts
marked
II.
in
Fi
g. 44,
e1ch being
6
ft . wide and
7
ft. long,
ar
e removed.
About 50 ft . in the rear, part
III.
is next removed,
while
at
a di
sta
nce of
anot
her 50 f
t.,
bench IV. is
e x c a v ~ t e d
thus
throwing the whole wi
dt
h of the
t unnel open. n the east side, the excavation
begins with drift 1, which is 8 ft . wide, 10 n high,
and 7
ft
. deop. On each side of the
drift th
e parts
marked 2 are removed . About 50 ft.
in
th o rear,
pu t 3 is also removed, so that the lower part of
the t unn el can be freely excavated. On going back
50
ft . more,
the
upper
part
4 is next removed,
thereby clear
in
g the whole section of the tunnel.
'l'he heading
and
the
drift
are b
ot
h excavated
ac-
cording to
th
e " centre
cut
"
met
hod usually em
ployed in Am
er
ica, consist ing in removing at first
a central wedge of the same height as the head
in
g
or dri ft.
To remove part 4 of t
he
East tunnel, a travel
ling platfo
rm
is used, 10 ft. long
and
25 ft. wide.
The pl
at
form consi
sts Fig.
46) of two longitudinal
beams on four double-flange wheels r unning on
tra
cks 23 ft .
apart
.
Co rre
sponding wi th t he four
wh eels and resting on the top of the beams are
four vertical posts, 12 in. square, braced in each
•
•
•
(For es
;1·ipti
see
age 676.)
•
(
J
/./
•
•
.
•• •
,
•
•
direction to the framework of the pla tform. This
framework is formed of beams, some of which are
12 in. by 12 in. and
ot
hers 12 in. by 14 in. , the
pl
at
form itself being
built
up of planks
3 in.
th ick.
'£he platfo
rm
is 9 ft. above the floor of the t unnel,
and carries the columna that support the drills used
in excavating the u
pper
portion of the tunnel.
In
mou
nting the
co
lumna, the platfo
rm
is
st
rengthened
by
ot
her vertical props, as indicated by th e dotted
lines in the illust ration. They are so arranged as
to leave sufficient spaco for t he t
hr
ee
tr
acks needed
for the transpo
rta
tion of the material excavated
at
the fr
ont
.
All
the holes necessary for the excavation of the
more difficult parts of
the
work are made by drills
mounted
in
pairs on columns and working hori·
zo
ntally. Those req uired for the bench marked
IV
. in Fig.
43
are perforated by drills mounted on
tripods and
wo rk
ing vertically.
As
heavy blas
t·
inga give rise to severe sh
oc
ks that
mi
ght
interfere with the
st
ability of neighbouring build
ings, the holes are
but
lightly charged, and
the explosive used does n
ot
contain more than
40 per cent. of dynamite. Th e blast is effected
in many rounds, n
ot
more than four holes being
fired at a time.
More loose soil was
en
co
untered
at
th
e no
rth
end
of the
West tunne
l, which necessitated suppo
rts
for
the
roof of
the
excavatio
n,
a
nd
this new diffi
culty led to a mod
ifi
ca tion of
the
heading m
et
hod
generally employed . A cent ral heading, 10 ft . wide
and 10 ft. high, marked I. in Fi g.
47,
was first
•
•
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•
•
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•
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•
•
•
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•
•
•
•
•
I
•
-
excavated ; then the
pa r
ts
II.,
4ft. wide, wet e
romoved so as to permit the excavation of parts Ill.
When parts
IV.
were removed, th e roof of the
excavation was
rea
dy for
the st r
u
tt
ing.
Pa r
t V .,
which was excavated 50ft. from the fro
nt,
was only
2 ft. high, but extended nearly across t he whole
section of the t unnel ; when removed, the upper
portion of the t unn
el
was open.
Th
e bench
marked
VI.
was excavated in precisely the same
mann
er
at a distance of nearly 100 ft . from t he
front, or 50 f
t.
behind
part
V.
As soon as parts 4 were removed, the t imbe
rs
'
in
te
nded for the support of the roof of the excava
tion were
set
up. The kind of st ru tt ing used is
that
kno
wn
as the polygonal, in which
the
members
that support the poling boards are placed trans
verselyto the axis of the tunnel in the form commonly
called the three-segment arch. On the bottom of
the
excavation, fo
ur
beams, 12
in
.
by
12
in.,
were
placed lon
i
tud
inally in ord er to serve
as
tem·
plates. Upon these
the
inclined segments rested,
which, togeth
er
with a hori
zo
ntal one, formed
the three-seg
ment
o rch. Th e crown of the arch
was reinforced underneath, so as to be able to stand
the vertical pressures from above, the method
of support consist ing of a short beam carried on
two
struts abuttin
g agAinst
the temp
la
te
.
With the
exception of this short beam, which was 12 in. by
6 in., all the others were 12 in. by 12 in. The
poling boards were made of planks 3 in. thick.
'£hey were laid longitudinally and formed the roof
of the tunnel. The three-segment arches and the
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poling boards
are
ke p
t in pos
ition even
a[ter
the
tunnel
is
lined
with concrete.
With
the
excepti
on
of
l small part of the north
end
of
the we
st
tunnel,
no other
strutting was
required, the tunnel
being excavated
throuoh firm
solid
rock. .:) '
As soon as the excavation is completed
and the
tunnel.
open,
it
is
lined with
concrete, having
concrete
floors,
concrete side walls, with sheltering
niches at intervals,
and
concrete arches as
indicated in
Fig. 43. page
674. '
The removal
of the
excavated material is well
e f f ~ c t e d ;
and though in general the
n1ethod
em
ployed
is
nearly
the
same for
the
east
as
for
the
west tunnel, ret t h ~ r e
are
variations according
to
the nl'\nner
1n
whtch
the
excavat
.
ion has
been
carried
out. 'l'he floor of each
tunnel
carries three
trackEl, which reach
to the
front.
The
cars are flat
their
p l ~ t f o r m s
carrying large boxe3 5 ft.
s q u a r ~
and
15 1n. deep, p r o v i d e ~
with
three lifting rings
and
chatns. When filled w1th material, those boxes
" l " h br
SCl
es
are run to
t e otton1 of
the
shaft
where they
are
hoisted by a stiff-legg ed
derrick
and
dumped into the storage bins.
Bins
of nearly 300
cubic
yards
capacity are built at
34th-street
and 41st
street,
about 8 ft. above the s
treet
surface, where
they
are supported by
well-braced timbers and
with sufficient clearance
to
allow wagons easily
to
pass
under th
e
m.
They
are provided
with
chutes
and
trap-doors, so
that
when the wagon is in posi
tion, it is
lo
aded by
s
imply pulling
a chain,
without
any
handling
of
the material.
The
tracks laid
on
the
floor
of
the
tunnel
reach
the
front
when the excavation is done by the
drift;
but only reach
the be
nch,
100
ft.
behind the
head
ing,
when the tunnel is
driven
by the heading
method. In such
a
case all the material excavated
from
the
upper
portion
of
the sect
i
on must be
wheeled nearly
100 ft. and brought to
the
floor of
the.
t u ~ n e . l
by means
of an
inclined plane, after
w h10h 1t Is
l o ~ d e d
on
the
"
scales
" and
carried
away.
This
double handling
of
the material,
and
its
transportation
by wheelbarrows for over
100
ft.
on the top of the
bench
and
along the inclined
plane, runs
up the
expense
and
renders
the top
heading method
of
driving
tunnels more co
stly
than
the drift.
Work is carried
on
continuously
by three
shifts
of eight
hours
ea
ch. The rate of
progress
is,
on
the avera.ge, 90
ft.
per
month, the
delay being
caused by difficulties encountered
in blasting.
C o m p r e s
air
has
been
employed throughout.
The plant
1s
set
up at
a distance of
4000 ft.
from
the work, to which it
is
conveyed by pipes buried
in the
ground.
t
is
located at
42nd-street,
near
the
Ea
st
River,
and supplies power to
Section
Four
as
well
as
to Section Five A.
The plant comprises
two
horizontal
boilers
generating
steam
at 135lb.
pressure
and a ~ n d
cross-compound
steam
and air-compressor
with
steam cylinders
22
in. and 40 in. by
48 in.
and
air
cy
inders
24 in. and
39 in.
by
48 in.
The capacity
of the
compre
ssor
is 4320 cubic
feet of free air per
minute at a speed of
65
revolutions. The a ir from
the compressor
is
discharged into a
20-ft. by
5 ~ - f t .
cylindrical steel receiver located ou tside the
engine
room.
The
air is
conveyed from the receiver to
the tunnel through a 10-in.
wrought-iron
pipe
buried in the ground and running under 42nd-street.
At
P ark-avenue, a 6 -in. pipe branches o fr om the
main
t o
supply
the
fourth section, while
the
main
continu
es al ong
42nd-st
reet and up Broad way to
47th-street,
distributing power at various point:3 of
the first part of the
fifth
section.
The ventilation in the tunnel excavations has
given no trouble whatever. There
is
sufficient
draught at all times to enable the men to work
comfortably. The natural draught is
increa
sed
by
the air which
escapes
from the
drills.
During the
summer
months artifici
al ventilation has been found
necessary in certain sections of the subway .
In
such
ca
ses it
is supplied by
means of a 4-
f t
ex
haust
fan,
which sucks out the
foul
air
through
a
12-in. pipe reaching each front of the excavation.
When needed, the tunnels
are
lighted by electric
lamps,
except
while blasting
is
going on,
when
the
lamps and electric wires
are
removed, and g
aso
lene
torches
are used.
To
be
C
O fltilnu
ed.)
MILLING MACHINE.
A MACIJ INE
of
interest at th e late Glasgow E xhibi
tion is a.
vertical spindle
milling
ma
c
hine
by Messrs.
Smith and
Coventry, Limited,
Manchestel'.
t
has
been
design ed to do straight
and
cir cular milling,
and
E N G I N E E R I N G.
also t > tool the outline of objects having an irre
gular form. Compared with a slotting machine,
this
tool will
be
seen
to have
a
somewhat similar
kind
of frame,
and perh
a
ps this
comes
about
from
the
f
ac
t that it tools
similar work. The
table
has
p r a ~ t i c a l l y
identical
motions,
operated both auto
matiCally
and
by
hand; but,
as
the
cutting
action
is
continuous, there is a difference
in
the method of
feeding. Ju dging from the arrangements to be found
in various
ma k
es of milling machines, it is
evidently
felt that the feed motion should exe
rt
a steady con
tinuous pres
sure
of the work to the tool, and yet be
of such a na ture
that
in the
event
of excessive regist
ance be
ing
encountered there may be a possibility of
slipping
to
avoid breaking the tool. At the same
time there should be rea sonable provision for chang
ing the spe
eds of feed. In the
present
case each of
these
provisions is
met
by
introducing
friction
wheels into
the
mechanism.
The
first
and
last
wheels of
the
friction train are
in permanent positions;
but
a plir
of intermedi
a
te
discs are
carried up
on a
s w i n g i n ~
arm
to enable the variations to be made.
This device will be seen in the illnstratiou· on page 675
to be attached to the side of the main s
tandard.
To accommodate different pieces of work varying in
height, the lower bearing carrying the spindle is pro
vided with a vertical adjustment, so enabling the
tool to be rigidly held in all positions.
Irregu
l
ar shap
es
may
be milled,
and
for
this pur
pose a
former
is
ne
cess
arily
placed below the
work,
so
that a
projecting arm with
a friction roller
may
engage
it.
Ths
table
is released from
the longitudinal
screw,
and
it is then acted upon by a balance
weight at the
back of the
ma
chine
through
a system of levers, so as
to
press
the
former
to the
friction-roller on
the
arm. This
arm
can be detached when the copying
arrangement
is
not required to be in use.
20-TON TRAVELLING ELECTRIC CRANE.
THE 20-ton
travelling
electric crane
illustrated
on
page
682 has been i g n e d built, and erec
ted
by Messrs. George Russell
and
Co. , Motherwell, on
the wharf at the wor·ks of the N r t h · E ~ J . t e r n Marine
Engineering Company, Limited, for placing on board
vessels the
light
er portions of machinery, c. The
working
load
is 20
tons lifted at
a radius of 42 ft. 6 in.,
and
15 t o
ns at
50 ft. radiu s.
The derricking
gear
varie3 the
radiu
s from 25 f li.
to
60 ft.
When
at
42 ft 6
in. the height
of the
jib
pulley is 62ft. above
the
wharf;
and the
under
side of the jib is 37 ft. above
th
e edge of the wharf. The lifting hook has a vertical
range of 84 ft.. ·
The
carriage has eight whee
ls
(two
at
each corner),
with compensation balance levers to equally distribute
the
weight.
The
wheels have ce
ntral
flanges
and
rolled
stee
l tyres.
The
gauge is 23 ft.
centre to centre
.
The test
load was 25 tons at 40 ft. radius.
The
20-
ton
load is lifted at 25 ft. per
minute, and
slewed
at
150ft.
per minute.
The
crane
travels
along
the
wharf
at 60 ft. per
minut
e.
There
are
three
motors by the British Thomson
Houston
Company:
One 48 horse-power at 300 revo
lutions for hoisting
and
derrickiog, one 12 horse-power
at 550 revolutions for slewing,
and
one, also 12 horse
power, for propelling
the
crane along the wharf; all the
movements
and
gearing
are independent
of each other.
The crane
is supplied
with
power by means of a
flexible cable, fed from junction bexes
pla
c
ed
a.t in
tervals
along
the
wharf.
The
cables pass
through the
centre
of
the
post, and
are
connected
to
two slip rings
at the t op of the post, from which the curr
ent
is taken
to the
rotating
part. Four slip rings
arc
also provided
for transmitting the current to the travelling motor,
which, with the others, is controlled from the crane
man 's house.
PERSONAL .-lYir. J. A. Bedbrook, who was f0r many
years associated with ·the design and constru ction of the
machinery of o
ur
naval ships, as a member of Sir
John
Dur.ston's staff, has commenced business as a consulting
engineer and marine surveyor
at
211, lVIansion House
Chambers, 11, Queen Victoria-street, L-:>ndon, E.C.,
He undertakes the preparation of specif ications and
estimates for new mac
hinery; the
supervision
of the
construction of,
and
repairs to, machinery ; the sur
vev of hulls and machinery; and trials of marine
engines and boilera. - Having retired from the Govern
ment Geological Survey, after 32 years' service, Mr.
C. E. Hawkins,
of 23,
DalebQry-road, :Upper
T ~ o b ·
iog, S. W..
p r o p o
to practise as u l ~ m g
g e o l o g
- Schmidt/a Superheating Company,
L1m 1t
ed, of Broad
Sanctuary Cbambera, Westminster, S.W., have ap·
pointed Messrs. Willcox Brothers, of 15, Norfolk
streetJ, Sunderland, as their representatives for North
umberland Durham, and Yorkshire,
and
all inquiries
with regard to the application of the Schmidb system as
regards marine, locomotive, and portable engines should
be addressed to them. They have also appointed
the
Providence Enginee.ring Works, of
~ b o d e
Island, U .
S.
A·,
as their repre3enta.t1 ves for the Umted Stat es of Amer1ca.
- Dr
. A. B. W. Kennedy has recommended the London
Co
unty
Council to ac
cepn
Messrs. Dick, Kerr, and Co.'s
tender for continuous.currenb and t ~ r e e : p h a ~ e
plant
for
their tramways. Nearly all
the
leadmg Contmenta.l an d
American firm s C')mpeted.
•
[Nov. Is; 1901.
NOTES FROM THE NORTH.
GLASGOW, Wednesday.
Glasgow Pig-Iron
Market.-A
moderate amount of busi
ness was done in the market la s t Thursday forenoon, when
the bone was steady, and
at
the lasb Scotch iron showed a
rise of
per
ton.
0
nly some
5000
tons were dealt in.
Dealing was confined
to
Cleveland, which lefb off lid.
per ton down
ab
433. 1l d. per ton buyera. Otber
descriptions were quoted unaltered. There was compara
tively little alterat10n in the afternoon.
At
the close the
settlement prices were: Scotch, 54s. 9d. per ton; Cleve·
land,
4 4 ~ . ;
Cum berland hema.tite iron,
39
s. 4 ~ d . per ton.
At
the forenoon meeting of themarketon
Friday
the warrant
market
was very quiet, only about
5000
tons changing
hands. Cleveland was the turn harder
ab 44
s.
O ~ d .
ca.sb,
with buyers over, while Cumberland hematite iron was
the burn easier
at
59J. per ton cash buyers. Scotch
warrant8, which were
nob
dealb in, were quoted
1 ~ d .
per
ton down at 5 s. 9d. cash buyers.
In
the afternoon only
one lot of
500
tons of Cleveland iron c h a n ~ e d hands at
44s
. 2d. per ton one month, the close bemg 44s. 1 d.
per ton buyers- the same as on the preceding day. 'l'he
settlement prices were: 5 4 ~ . 44s., and 59s.
per
ton. Only some 30
00
tons changed hands on
Monday forenoon, when Scotch wa
rrants
were just
a shade firmer
than
on
Fr iday- ab
55.s. per
ton sellers. At the afternoon i o n about
5000
tons were sold, and priors were easier. Scotch was
down from the forenoon close, and Cleveland 1d.,
while bematite
ir
on showed a loss of 3d.
per
ton on
the
day. Cleveland was dealo
in ab
43.s.
1 0 ~ d . per
ton three
months.
The sett
lement prices were:
54s
. 44s.,
and 59.3. 3d . per ton. The iron market showed some
change on Tuesday, as in the forenoon some 7000 tons
were deal t in. Scotch was ra.tber bid for, and rose in
price per ton, while Cleveland was offered and lost
ptr ton. Hemati te iron, however, fell 2d. per ton.
ln
the afternoon some
3000
or
4000
tons chang£d
bands, and the close was flat,
p r i c e ~ :
being 1d. down
from the forenoon all round. The following were
the
sett
lement prices: 433. 1 0 ~ d . and
58s.
lO d.
per too. Glasgow pig·iron market was very idle tbis
forenoon, and only
1000 tons-all
Cleveland-were dealt
in. Scotch was quoted 3d . lower down at 543. 7 ~ d . cash
buyere, and hematiite iron was quoted at 58. '. 10d. per ton
cash sellers. On some selling in the afternoon the
market went flat. Business was confined to about
5000 tons of Cleveland, which closed 6d. per ton down
on the day. Scotch warrants were per ton down
on the day, and hematite iron was quoted 10d. per ton
down. The sAttlementJ prices were: 54s. 7 d., 43s. 6d.,
and 5
8s.
9d. per ton. Tne pa
.s
t we ek's market report is
very much a repetition of its predec
es
s
or
. Scotch warra
nts
were nob much more than mentioned, hub
their
prices
have been bid up to
55
3. per ton cash, while forward dates
remain unnegotia.ble except at heavy
d i s c o u n ~
West
Coast hema.titie iron warrants are a shade easier, but they
have been up
ab
59.3.
4d.. per
ton. Cleveland warrants
again claim
the
bulk of the i n e s ~ the quota.tions
varying between 44s. 4d. and 44s. per ton. Round
about
443.
a.
di
sposition
to
invest in these securi
ties seems to exist, especially as makers' stocks are
known to be very low.
Fr
om America ad vices still
call prices strong,
but
fresh orders are nob coming
forward so freely, and it seems conceded
that any
further advance in prices thera is impossible. Germany
continues her destructive competition, and pours her
surplus production into this country at a heavy loss
to
herself. Makers here find
but
little difficulty in dis
posing of their makes. The number
of
furnac
es
in b l a ~ t
is
83,
against
J
at this time last year. The stock of pig
iron in M e s s ~ Connal and Co. 's public warrant store.i
stood ab 56,726 tons yesterday afternoon, compared with
56
,
89
1 tons yesterday w£ ek, thus showing for the
past
we ek a reduction amounting
to
165 tons.
Carwdian Pig
Iron.-The
total quantity of Dominion
pig iron landed at Clyde ports since the importation
commenced now amounts to aboub
30,000
tons. Other
two steamers have just been chartered to load ab Sydney,
Cape Breton. One of them, the Inca, 1931 tons net
register,
ab
93. 6d.
per
ton freight, November shipments.
Su
lphate
of
A
m1non
i a.
- fhia commodity is in demand
up to
l per
ton for early delivery.
The
shipments re
ported for lasb week amounted to
2519
tons, making a
total to date this year of 119,782 tons, being
2070
tons in
excess of those for the corresponding portion of year.
Prompt business is quiet, but
a.
considerable amount is
being done for spring delivery. The shipments
ab
Leith
last week amounted
tJo
299 tons, and
ab
the same port
the
re
were shipped during October 3386 tons, against
3683 tons
in
the corresponding month of last year.
Mr. A lexander
Findl
ay
,
Br-d
geb
wilder, Provost o
Mo ther·well.-This gentleman, who is a native of Irvioe,
in
Ayrshire, settled in Motherwell somewhere abouo
twenty years ago. H e has been a member of the Par·
liamentary Cvmmission for about fifteen years, and during
the past eight years he was on e
of th
e magistrates of the
burgh. For some
ti
me prior to his settlement
ab
Mother
well he resided beyond
the
Atlantic, and learned
the
ways of the Americans. He does a large amount of work
in bridgebuilding ; he constructed all the steel bridges
- abo
ut
a hundred- on the
West
Highland Railway ;
He represents the burgh
of
Motherwell on
the
_Lanark
shire County Council, and he is a. Justice of
the Pea
ce .
A
N e
lv Lighthousc. -The Northern Lighthouse Co
m
missioners have decided to erect a lighthouse o
ff
the
Island of Canna.
The
benefits
of the
lighthouse
in
this
parb of the Minch, where vessels
in
large numbers run
for shelter, will be very considerable.
Scottish
So
ciety
of Ar ts
. -The
following is the
report of the Committee appointed by the R oyal Scobtiah
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•
•
'
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THE
\riCTORIA
STATION
AT NOTTINGHAM;
GREAT CEN
TRAL
AND
GREA
T
NORTHERN
RAILWAYS.
•
MR
.
EDWARD PARRY,
M.
IN
ST. C.E., LONDON AND NOTTINGHAM,
EN
G
INEER.
•
For Description,
see Pag
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Fi g.
52
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S
ECTION
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Natn
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•
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T
HE
VICTORIA
STA
TI
ON
AT
NOTTINGHAM.
'
E DWAR D
PARRY
,
M. I N T. C. E.,
L OND
ON
A ND
NOTT I NG H AM,
E N GI NE
ER.
(For Descript
io
n , see Page 672 .)
•
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68o
GYROSCOPIC ACTION AND
THE
LOSS OF
THE COB RA."
•
To
THE
EDITOR
OF
ENGINEERING.
SIR,-
hav
e read th e sneering
and
belittling rema
rks
regarding
my self wh ich appear on
page
647 of your last
week's issue, over
the
let ten
''
K. Y. ,
,,K. Y /
S I.YS:
In
the
controversy
in
your columns to which
he
rPfers, on
the
subjeob of
the drift
of pro
jectil
es,
Sir
Hi am, in
the letter
in which he imagines he 'set forth
plainly what the fa.ots
were,' gave
the wrong di r
ec t
ion
of moti
on
for ~ i v e n
conditions. He e
aid
that a right
handed
projectile, when acted on by a couple tending to
tilt up
the
nose, would turn to
the
lef t;
a s a
matt
er of
f
act,
it
would
turn
to
th
e
right.
At
th
e
time
I h
ad
the charity
to t a
ke it for granted
that th is waq a mere
slip
of th e p en ; bub I b ()gin to think
ot
herwi se."
My
art icle on •' Th e Drift of P rojectile3/'
to
which
"K. Y ." refers, app
ea
rs on
page 3 3
of
ENGINEERING
for
September
14, 1:900. As
your
readers will see,
what
I
rea lly say is as follows:
"When a
spinning
projectile is in the air, should any
force be
applied,
atmospheric or otherwi
se
, to move
the
point
up
or down,
the
project ile would itself move to
the
right or left, depending on
the di r
ec tion
in
which the
force
wa
s
applied,
and also on the direobion in which
the
projeobile was turning;
and it is this
sidewise
motion
that gives the projec tile all th e apparent stiffne.'\S, and
prevents ib from burning
in
th e air. Suppose that a. pro
jectile is fired from a gun with a right-hand twist, and
with
an elevation
of
about
15 deg.; as
the projec
tile
travels over
the traj
ectory,
its
axis is
neither
parallel to
its
original line of flight nor
to
the trajectory itself, but ib
ass
um
es a position between the
two
. The movement
fr
om
its original po
s
it i
on
turns the
poinb
of the projectile
t o
the
left , whilE>, as
the
atmospheric density is greater
on
the
underneath side than on the top side, on account
of
the
compression of
air,
it
has
a.
rolling motion to
the
r ight, so tha.b one influence
in
a certain
mea
s
ure
neutral
ises the other. As the
greatest
amount of atmospheric fric
t ion is on the
underneath
side of
the
projectiles, and as the
centre of gravity is considerably above
t h i l ~ ,
the point of
the
projectile
is
being co
nstantly br
o
ught
towards the path
in
which it is travelling,
but
which it never reaches. "
E N G I N E E R I N G.
When Prince
Bismarck was
asked what
his
opinion
was ot the.. Schleswig-Holstein question, he replied
that
the
only man who ever understood that question was L ord
Palmeraton, and he was dead. And it would appear that
K . Y."
lo
oks upon
the gyr
o3cope as a kind of scientific
Sohleswig·Holstein. I quote
the
l l o w i n ~ from
hi
s
lett
e
r:
"We want to know how strongly th1s curious instru
ment, which seems
to
resemble a sentient being,
resents
being changed
in
direction. I know
the
direction
of
change, and
am
nob likely to forget
it. I t
was given
me
by a man who understood the subject, but I do not know
where he is now. He also gave me the formula. for the
·rate
of
movement.
I
am
nob sure
that
I
underst
ood
it,
and
I have lost it. I was so glad to
get
a re ason for
the
extraordinary behaviour of the in
st
rum ent-as Sir H.
Maxim
says,
' lik
e a
pig with
a will of
its
own ' - that
I
did nob trouble about th e measure of th e rate
of
motiou."
H ow unfortunate
I K.
Y." admits th at he does nob
understand
the
~ y r o s c o p e himself, but he once
kn
ew a
man who did, though
this
man has now disappeared
What
a misfortune to thA scientific world May I sug
gest, however, that ' ' IC. Y." can console him self by going
to
a t > yshop and
pur
chasing two cheap gyroscopes, cost
ing one
shilling
each,
and that he should take these
to
the
local tinman, and have them both mounted
in
the same
wire frame. To ~ p i n them
in
opposite directions at the
same speed is an easy matter. Th is little inst rume
nt
will
pr
o
bably
cost 3 ~ . , and will do infinitely more to
put
"K.
Y. " on
the
right track
than all
the scientific reason
ing of Sir Hiram Maxim and
the
intricate
m a t h
m a t i c a l
formul
re
of Profeesor Macfarlane Gray, and
may
com·
pensate him
in
no
small
degree for having lost touch
with
the onl.v "man who underst ood th e subject, re
ferred
to
in his letter.
Yours
faithfully
London, November
13,
1901. ExPERIENTIA DooET.
To
THE
EDITOR OF ENGINEERING.
Srn,
-
In
reference
to my
lebter
whi
ch you
publis
h to
day, the
diagrams accompanying
it are
incorrec tly drawn.
The "new axis of M
1
" should be parallel to
R11
a
nd
the
" new axis of M
2
, should be
parall
el
to
not as shown.
In i ~ .
2
the arrowhead of h o u l d be in the opposite
di reob10n to
that
shown. The context of my
lett
er,
of
course, points out th ese errors. The diag rams should be
thus :
R1 =
C
+A .
= C +B.
R ;- R2 = 0.
The
direction of lateral gyroscopicdivergence as de pend
ing up on
tiltin
g in the vertical p l n ~ is he
re
set forth
with all the accuracy
of
definition to be fo
und in E u c l i d
enunoiations. Withoub
the
condition of di rec tion of
twist. the fir
st
s tatement is indefinite, but
as
nearly
all rifling is right-hand, a righb-handed twist is always or
under
atood when left-hand is nob stated. In
the
right
hand sense th ere fore I
wr
ote the sentences, and was care-
ful
to
write th e " up or down " tlo fit the
"r ight or left
"
- u
p, right,
and down,
left. I
then
go on :
., Su
ppose
that a
pr
ojectile is fired from a
gun
with a. right-hand
twis t , as was in my mind, "as the projectile travels
over the tr ajectory, its axis is neither parallel
to the
original line of flight nor to
th
e trajectory itself, bub
it
assumes a pos ition between the two ;"
that
is, the projec
tile is always turning, nose down, base up, buo more
flowly
than the
inclination of
the
trajectory
varies.
The
primary
tilting of the
pro
jectile is
therefore
no
se down,
and the
divergence thereby produced is stated by me to
C +
A)
- (0 + B) =
0.
C + A C B = 0.
F 0 1
be "The movement from
its
o r i ~ i n a l position turns the
point of the projectile to the left." I have nowhere said
that a "right-handed
proj
ectile,
wh
en acted on
by
a
couple
tending
to trilb u the nose would turn to the left,"
as asserted by
K.
Y."
I t
will therefore
be
seen that
K
. Y. " from
hi
s ambush
has
completely reveraed
the
facts,
and hi
s mis-stateme
nts
and depreciatory inference will be
read by
many who will
never see the subsequent rafutation.
I am justified, therefore, in demanding an apology from
K .
Y." over
hi
s r
ea
l signature.
Yours
faithfully,
HIRAM s MA XIM.
18, u e e n ~ Ga te- plac t-, S.W., N ovember 12, 1901.
T O THE EDITOR OF ENGINEERING.
Sm
I have read
wioh a great deal of interest the
v a r i o ~ s communications that h ~ v e
appeared
i.n
ENGINEER
ING from ignoramuses who know they a:re Ignoramuses,
and admit it and from
others
who are Ignoramuses and
do
n
ot kn
o
w' it,
as well
as th
e l
etters fr
om several
sc
ien
ti6
c men of r eputation, who a p p ~ a r to to have so sim
plified
the
matter as to make readily
u n d e r s t
by
honest ignoramus. But It seems that
ll
Jgno
ra
mu
ses are not hones
t.
G
F
b
•
G
c
R
c
7110)
I think thi s result shows
th
at the stresses caused in the
frame F by r
otat
ion aboub G G
ar
e only such as are
caused
by
its resi
sta
nce to the tendency of the axes a a
and b b
to
take up the positions shown in Fig. 1. This
disp
els
the
id
ea
that
the
Cobra,
when pi
ohing,
had
her
stern
"held
in
a vice" by
the
gyroscopic resi&
a
noe of
the turbines, and so broke in half .
Y ours faithfully,
H.
J.
BINGHAM P
owELL
.
L ondon, N. W., N ovember 8, 1901.
[We
are
n
ot
responsible for th e e rrors in the diagrams
which appeared wtth Mr. Po well'slet ter last week. Our
e
ngraving
s agree
with
the sketches sent by Mr.
Powell.
ED.
E.]
GAS-
ENGINE
RESEARCH.
•
•
[NOV
I
5,
I
901.
That much remains
to
be d es
ir
ed in
this
di r
ec t
ion must
be obvious to any member who regularly attends these
meetings,
and
a quest ion that I respectfully suggest
might well be considered by the Council is, whether a
refo
rm
cann
ot
be
intr
od uced
in the
manner of obtaining
speakers and regulating the discussions.
Th e prese
nt
system ap pears to be that of adding to the
no tice convening the m
ee ting
a. short re
quest
that those
de
siro
us of
speaking may send
in their
nam
es
before
the
date.
The
resu lts
are
not always
happy
ones. Some
members was te the very limited time
at
dispo.qa.l by inquir
ing
for information already given in full in the pap er, but
which th ey confess to
not ha
v
ing
read. Others
capt
iously
oritioise some detail foreign to
the
real issue, or describ3
at
quite
u n n e c e
length some appara tus empl oyed by
them
se
lves
at
some remote
date
on an
occasion differing
in
every esse
ntial
from
the one
und
er di
scuesion.
During,
at
least, two speeches at the last meeting, a member en
tering, and being unacquainted with
the
title of the paper,
might reaso
nably
have concluded that matters appertain
ing to steam engine::s, and n
ot
gas engine@, were engag
ing the attention of
the
meeting. Dnring all this, most
of
the
engineera whose energ ies have
made
the
ga
s engine
what it
is to -
day
remained s
il
ent, or
absent.
Now, Sir, I suggest that were the Council to instruct
the sec retary to invite certain members, whose experi
ence best qualifies
th
em for
the
purpose, to participate
in
the di
scussion, this re
ques
t would
in a. brief
time be
regard ed as an honour, and the resulbwould be to enhance
the value and in terest of the Institution's proceedings.
The
ti m
e limit
might
also
be
introduced
to
advantage;
for apart
fr
om
the
disco
urtesy of
s
ubdued
tapping of feet
at the
rear
of the hall, which, I unders
ta
nd, implies that
a spe&ker has been on his legs sufficiently long, it is quite
impoesible for
an author to
a.deq uately
reply
to long
co
nt r
oversial p e e c h ~ extending
over two
Avening£1 when,
as
happ
ened last
Friday,
less than a
quarter
of an hour
remains for the purpose.
I t is
to
be regretted
th
at
the
r
ep
li
es
do n
ot
always
follow
the correct
lines
of
deba te, and Professor Burstall
must have
disa
ppointed many insomuch that be,
in his oonoludmg speech, chose
to
make
many
fresh
statemen ts, which in
them
selves dema
nded further
notice,
rather than
confine his attention to
the
arguments of
pas t speakers.
I t would be interes
ti
ng to learn the corre
ct
interpreta
ti
on of the following sentences : " I am an engin
ee
r,
. . . I
am
not a gas-engine maker, if I were, I should nob
be reading papers here." Are th e "makers " incompe
tent then to
write
p ape rs for
the
In stituti on,
or
are they
boo
selfish to impart
to other
s the resu
lts
of
their
experi
ence ? A glance at past proceedings of the
In st
itution
disproves either contention.
lb greatly u r p r i
at
e a s ~ , one of
the
audience
to
learn
that
' 'makers "
nob infr
equently consult Professor
Buratall for the
purp
ose
of
oboaining greater efficiency
from the engines they have designed and built,
than
they
th e
mselves are able to do.
I may, perhaps, be pardoned if,
after
a. lo
ng
a
cq
uaint
ance with many lead ing "makers," I express doubo as to
the abso
lu t
e accuracy of th is s tatement in its general in
ference.
Made,
as
the
s
tatement
was,
af t
er some criti
cism by a
pract
ical engineer, i t ca
nnot
be conaidered to
apply to some small inconseque
nti
al firm, a
nd
I do
doubt if any "maker " of repute has ever applied to Pro
fessor Burstall,
or
any
other
professor, with this avowed
object.
In d
eed, the question might well be asked, "Why
should they ?" The improved Otto gas engine was evolved
in the workshops of the " ma kers, " a nd not in the la bora
tories of
the
professors.
A
lthough
I h
ave
several times
been
associa ted in
the
lending of gas engines to universi ties and
e g e £ ~
and in
ce
rtain
tests on an oil engine conducted by the author of
a well-known
t€
xb -book, I have never myself recei
ve
d a.
suggestion of any
practical
value wh
ateve
r, and, so far as
I recollect, have nev er heard of
any
improvement having
been adopted as a result of suggestio
ns
from such
qua
rt
ers .
An eminent consulting engineer,
wh
ose
great
know
ledge
and
experience of
in t
ernal combustion engines de
manded resp
ect
for his opiniont:a, receiv£d an open rebuke
from
the
r
eporting
professor for having suggested
that
better resu
lt
s might have been obtained
by
one coming
from the class, professorially st yled
"makers
; ,, but if the
statement
be co
rr
ect
that
the"
mak
ers"
were
all
applied to,
and
one
and
a
ll
refused to
trust
an eng ine for the purpose,
it certainly does appear th at the conclusion arrived at
by
this consulting engineer was not altogether an unn
atu
ral
one. I do not, how9ver, wish to aEsociate myself with this
view,
but must expre
ss doubt as to
the
absolu
te
aocuraoy
of
the
statement.
I have n
ob
yet the shorthand notes to refer to, but
und oubtedly Professor Burstall g1ne
th
e meeting to
understand that E nglish makers,
one and
al1, remain un
in t
erested spectators to th e advancement of scientific
knowledge, ~ n d that not until .American _ P h i l ~ n -
thropi
st p;ov1ded f u ~ d s wa.s
the B u m m ~ h a m
U m vers1ty
in
a position to o
btam
a modern ~ a s e n g m ~ . .
Suppose
that an
ignoramus should have asked what
would be
the
t-ffecb of passing a. current of r ~ c . i t y
th rough th e coils of an el
ec t
ro-magnet.
Any
eleotnman
would be
ab
le to
tell
him
the
r
es
ult,
but how
few would
abtempt to tell him what elec tricity was.
So in
the c
'3e
of the gyroscope. Sir Hiram Maxim, who was not called
upon
to ex
plaiD the gy roscope, tells us that ' ' th e
re wa
s no
gyroscopic action
ab
all ;
that
this force cannot be
dE: ·
veloped unless the shafts a re free to move to the or t ~ e
left " and that thP.refore, as there is no gyroscop1c action,
the 'mathematical formu1m
demanded
is ex tremely simple,
and the
answer -0 .
To THE EDITOR oF ENGINEERING.
SIR -The discussion on the Second Report to the Gas
E n g i ~ e R esearch C ~ m ~ i t t e e was o o ~ o l u d e d ~ a s t Friday
eve
ning at
the
In
st
1t ut1on of Mecha
mcal
Engmeers.
As
often happens, many of eng ineers
m o ~ t
cm;npe
tent to assist in the debate failed to find suffi.me
nt
mte
rest in the Institution's proceedings
to
prompt them to
spea
k· and
even of
the
few who had previousJy written
to the' secretary signifying their in te
nti
on of
S'l
doing.
several absent e :i themselves wibhout deeming a note of
exc
u
se
necessa
ry
.
The
fa
ct
t
hat
th
e
provincial
member
s
hip
of
the Inst.itution is
so large,
and that ~ a n y travel
long di
sta
nceJ m order to a b t e n ~ these should
stimulate efforts
to
encourage ~ g n ~ e e r a actively m te rest e?
in a su
bject
to give
th
e
Inst
itutlOn the
va
lue of
th
etr
The first parb of the
state
ment I3 well.ntgh mcredtblE>,
and I know positively of one firm (" makers " ) who would
ha
ve taken pleasu
re
in helping the Committee bad the
matte
r been brought to the1r notice.
That the
exper i
ments were, confessedly, made on an old ·faahioned and
unsuitable typA of e
ngin
e is d
ep
lorable, albeit
the
best
that
could be obbain£d, according
to
the reporter,
and
it
is to be h
oped that
the expe
rim
en ts will be speedily re
sumed on another engine, having a piston speed of some-
M acfarlane Gray, who is admitted to be one of
the
cleverest mathematician s living
to
.day, says th at ." Sir
Hiram hit
th
e right nail right
on
the head the first time."
Bub
ib
appears that a considerable number
of
you r readers
n.re
no
t eab isfied. I refer mo1.·e par ticularly to a rem
ar
k
able
l
ette
r sign ed '' K. Y. " in your asb issue.
I t
seems that
• K. Y."
ha
s been ex tremely economical
w i t ~
th
e t r u t ~ .
He
pretends
to
quota
from
a.
ce
rtain
letter wn tt en
by
Hiram
Maxim in ENGINEERING, September 14, 1900.
U pon n c e
to
that ~ e r , however, , I find" that
Hiram
d1d nob sa y
wh a
t IS Imputed
to
h1m by
K. Y.
,
bub exs.ot
ly
the reveree. .
obser v
a.t
ions.
thing
over
400
ft .
per
minut
e. . .
An anti.climax w
as
reached a.t
the
pomb m the r
ep
ly
when Profel sor Bu rs tall, taking cha
lk in a n ~ ,
pl.aced. a
diagram on the bl ack board, and boldly prophes1ed, m smt·
ab
ly impressive terms, that th e da.y would come when
the valves on gas
engines
would be placed as indicated
.
7/23/2019 Engineering Vol 72 1901-11-15
http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 13/31
N
0 V. I 5' I
90 I ]
in
the
diagram, in o
rder to
avoid
the -pr
esence of poc
kets
.
He
did not know
whether 'makers ' d1ffered from him."
'Veil, Sir,
through the
convenience of your columns
t ~ i a
point be settled, for not only do
maker.s,
not
dtffer from htm here. but they have
fully
recogni
se
d for
years that
poc
kets
in
the
valve
passages harbour
detri
~ e n t a l b ~ u n t u c t s ;
and
t h ~
principle
in
volved
in the
dtagram IS
s tud10usly observed
m
every £rat-class engine
of
recent
design,
although the
exact arrangement of
valves recommended has not been adopted owing to
~ a . s o which possibly only a " maker" would stop to con
Sider.
I am, 8ir,
your
obedient
servant
,
H.
B.
GRAHAM.
Automob
ile Club, London, S.
W.,
Novembe
r 6, 1901.
[With regard to
the
rema
rk
s made in the above letter
s p e c t i n g t ~ e
i
ssu ing
of a ~ i o n s
to take part
in discus·
stons, we think
1\t
r. G
raba
m will
£nd
that
the course he
suggests ha.s been followed by bo
th the In
stitution of
Mechanical Engineers and the
Institution
of Civil
Engi
neers for
the
pa st twenty years or more. - E o . E .]
To
THE EDITOR oF ENGINEERING.
Srn - I
have not
the
good fortune to be a.
member
of
the
i t u ~ i o l of 1 ~ e c h a n i c a . l Engineers, but,
li k
e most
~ n g m e e r s s ~ m d a . r l y ctrcumstanced, I take great interest
in
1ts
proceedmgs
.
From the restvme
of
the
discuss
ion on
the
Gas-Engine R es
earch Committee
's
report
in your l
ast
issue it would
appear
that
the
proceedings are nob at all
times conducted with due r
egard
for
the
dignity of
the
profession. I notice one member a.ctue.lly inferred that
the professor respo n
sib
le for the report did not
know
how
to run
a gas
engine, and that the professor says gas-engine
makers ofte
n a.sk
him
bow to
run their
engines
Of course,
there
are gas-engine
makers and
gas-engine
makers, jus t the
same a-s
there are professors and pro
fessors,
but
for my
part
I
have not
yet
come
across a gas
engine
maker who
required
to be shown how to
run
the
engines
he
builds.
In
fact, in
any
of
the gas-engine
e s t a b l i s h m e n ~
I
know
there is more
than one
working
£tter who, while quite unable to calculate
either the
brake
horse-power or
the
relative gas consumption, will
run the
engines
in
such a. manner as to produce
the
greatest pos
sible horse-power for the least consumption of gas in less
time than any expert inside or
outside
the establishment.
He
may
be
quite at a loss
to explain
his results, hub
he
is
quite
sure
of
th
em .
Ther
e is no myste
ry
about
the
running of
gas
engines.
Sheer pr act ice is all that is required, and of that the
fitters
have more than enough at times, more especially on
types
of engines
intended to
produce a
brake horse-power
for 9 cubio feet of
llas
per hour,
and
actually consuming 90.
Mr. Macfarlane Gray's contri bu tion to the discussion
will be of more use to the professor 's gas-engine makers
than the
whole of
the
Committee's reporb.
Yours truly,
J JUfES
DuNLOP.
206,
Gorton
-lane,
Gorton, Manchest
er,
Nov
. 8, 1901.
PATENTS IN CYPRUS.
To THE EDITOR OF ENGINEERING.
SrR,-I t may be
intere.
\bing to some of your reade
rs
to
lear
n
that Mr.
Chamberlain
has now u g g e ~ ' t e the intro
du
ction of a Bill in
the
Le gis
lativ
e
Council to pr
ov id e for
granting protection in Cyprus,
on
payment of the
proper
fees, to inventions previously patented in this country."
We
have received this information direct from
the
Colonial Office in a letter dated 5th insb.
We
are,
Si
r,
your obedi
ent serva
nts,
HARRIS ANB MILLS.
23,
Southampton
Buildings, London, W.C.,
November 7, 1901.
T E S T I N G D 0 W S 0 N G
A.
S.
To TIIE EDITOR OF
ENGINEERING.
SrR,-
With
rf ference to Stoker's " inquiry concerning
the simple method of tlesbing boiler flue gases,
the
writer, when speaking of this, had in mind Orsa.tt'd
appa
ratus. A description of th is
has
quite re
cently appeared
in
the Elec
tr ical Review
(October
18).
Yours
faithfully,
November 8, 1901. ANTHRACITE.
THE
ENGINES AT THE GLASGOW TRAM
WAYS POWER STATION.
To THE EDITOR OF ENGINEERING.
Sm, - We see in your issue of the 8th
inst
. a
no t
e
relative to tlbe engines
a.b the
Pinkston Power Station of
the Glasgow
Corporation
Tramwaye. You will
see fr
om
the
e
ncl
osed
cubtings
fr
om the
evening paper referred
to
by
you that Bailie Ferguson's
statements
were
made
without the
authority of the Convener of the
Tramway
s
Committee; and in order to represent
the matter
accu
rately, we would a.sk you to be good enough to publish
this further correspondence.
Yours
faithfuJly,
D. STEW.ART
.AND Co.,
LnrrTED.
November 9, 1901.
W. D.
BELt,
General Manager.
PrN
I\STON POWER STATION .
Th
e Queat
ion
of
tlte
En9ines.
(To the Editor of the
Glasgow Evening e w ~ .
Nove
mber
4,
190
1.
Sm
-
Enclosed we send you a copy of a letter addressed by us
to Bailie Walter Paton, Convener of the Tramways Committee.
Tbie letter was banded by one of our offic
ie.ls
to
Mr.
Paton, who
said tba.t Mr. e r ~ u e o n bad no authority to use his name in the
matter, and that he would pass tbe lettet to Mr. Ferguson.
E N G I N E E R I N G.
No public explanati
on
has been made, and
we
would therefore
ask you to be good enough to publish this and our letter to Bailie
Pa.ton. Yours faithfully,
D.
STEWAR.T AND
Oo. , LnnT
D.
W.
D. BELL General Manager.
· (C
opy
.)
Waiter Paton, Glasgow. October 31, 1901.
Dear
Si
r,-
We
see in last night's Evening News
that
Mr. Jobn
Ferguson has made certain
st
atements rega rding Piokston Power
Station and ou r engines there, wh ich are contrary to the faot.
We co uld not let tbie pass coming from a member of
yo
ur com
mittee, even if your authority were not claimed, much le
es
wben
Mr. Fergueon says that the statements are made with your
authori ty.
Mr
. Fergueon says :
Had
we not bad
two
[eng ines) from America, tbe
ele
ctric cars
would not bave run in Glasgow during May, June, July, and
Aug ust. There has been
a.
lo
ss
of
70,000l.,
it
now appear
s.
Messrs
. Duncan Stewart and Co. made two small or auxiliary
engines,
by
means of wbiob, aided by current from the Electric
Lighting Department, some 40 care were run o.t times, which
enabled the bea.rio
gs
of the main engines to be adjusted occasion
ally
at
tbe beginning, wben heated."
Tbe actual facts are that the Stewart auxiliary engines alone
were available to run oars from Pinkston S tation during the whole
month
of
May, and the number ot care run by tbem reaobed 80.
So it is untrue to say th
at
the American engines we
re
tbe first to
come to the help of t.he tramways and save tbe situation, and we
would ask you to ca
ll
upon Mr. Ferguson to correct bie statement
in the same public manner in whi ch be bas misstated tbe case, and
to sbow tba.t
it
was the Glasgow engines alone whi ch enabled the
car service to run during tbe month of .May.
We
are
at a.
lose to understand why this matter should be
fre
quently discussed in public
by
members of the Corporation. We
have hitherto avoided taking any notice of such statements, but
when they are put forward
in
a perverted form, and claiming yo
ur
authority, we think
it
time to protest, and have taken this p p o r ~
tunity to do eo privately. In tbe event, however, of Mr. Fer·
gueon
no
t makiog tbe desired pub
li
c
co
rrection, we shall be com·
l l e d
to publish tb
is
le tte r in Monday's pa
pers.
We are, &o.
,
D. STEWART AND Co. , LTD.
(Signed) W. D. BELL , General Manager.
S1n.,-Messr
s. D.
Stewart and
Oo.
challenge my statement.
My reply is brief. I read
it
over to Mr. Paton, and told bim I
was
going to
us
e
it
public
ly.
My statement
is
corre
ct
, and I've
confirmed
it
with Mr. Young. But for tbe American engines
70,000l. now in band would not have been made. But for them
tbe electric service could no t have been given. I am free to say
Messrs. Stewart'e two auxiliary engines, with ou r own power
from Springburn combined, ran not 80 care, but 70, duriog May ;
whilst the Allis engines were be:ng adjusted. During June till
now
the Allieemrines have run over 100 cars per day. The Eoglisb
engin es did some work in October, but are on ly
now
in proper
form. f Messrs.
D.
S. and Co. find fault with my on ly giving
credit to their engines for 40 oars, I
at once
admit
that
. figure too
little; probablY
60,
Mr. Young thinks, would be correct during
May ; but my points are simply these :
Tbe American engines did tbe summer
wo
rk, made us the
70,000l. ext ra profit, and without tbem no se rvi
ce of
ca
re
could
have been even attempted. Tbe service in May wM really nothing
as a. service, but we were indebted to tbe engines of
D.
S. and
Oo. for the appearance we were able to make
of
60, 70, or,
if
D. S. and Co. like, even 80 care upon the
stre
et sandwiched
between horse carij.
By a misprint I am made to say the loss was
JO OOOl
. instead of
gain. My argument
was
clear. I don't really know wbat our
good friends D. S. and Co. complain of. I don't know anyone
in tbe Corporation who would say or think i l l of them.
I
am, &o
.,
Benburb, Lenzie, No,·ember 6, I
90
1.
JonN Fsn.ousoN
SOME TESTS ON SMALL STEAM DYNAMOS.
To
THB1
EDITOR OF
ENGINEERING.
Srn,-Difficulty has
been
experienced in
ascertaining
the
results
to be
expected
from
small
steam dynamo
sets,
and
the
following results
obta
ined
by
tests
on
20 and 40-
kilowatb sets carried
out und
er
the
supervision of
the
writer at bhe maker's works, in connection with a con
tract
for the Poplar Union, may be of
interest:
1. A 50 · kilowatt Thames
Iron
Works multipolar
dynamo, direcb-coupled to a Rea.vell engine.
Governing
automatic expansion, with
throttling ab
light loads.
Speed, 500 revolutions per minute.
Steam pressure, 120 lb. per square inch.
2. A 20-kilowatt De La.val steam
turbine, direot
-con
necbed
through helical
gearing
to
a
twin armature
dynamo.
Governing,
throttling
throughout.
Speed, 22,000 revolutions
per
minute, turbine.
, 2,200 , ,
dynamo.
Steam preesure, 120 lb. per Equare inch.
.Re
su lts. Condensilng ; TTaouum, 24.5 In. M erc
nry.
De
scription. Load.
Pounds of Steam per
Board of Trade Unit.
kilowaUs
Reavell engine . .
• • • •
60
29.8
Ditto
• • • • • •
87.5
30
Ditto
• •
••
• . I
25 3
4.8
De
Laval turbine
••
• •
2 )
38.16
Ditto
• •
••
••
15
37.63
Ditto
• • ••
• •
10
40.5
Re
sults.- NO It-Oondensing.
Reavell engine . .
• •
•
50
:37.3
Ditto
••
• • • •
37.5
3>3.6
Di
tto
•
•
• •
•
25
45
De Lavn
l turbine
•
•
• •
20
6 1.1
Ditto
• • • •
• •
15
69.52
Ditto
• •
••
• •
10
84
In
each
case
the
weight
of
wa t
er
condensed
with, or
without vacuum, in a surface condenser was ca.refullx
measured.
With the De
La.val
turbine
it is t o
be
n
oticed that, both
condens
ing
a.nd non-condensing,
the
results
are better
at
three-quarter
than
ab full load. This is explained by the
fa
ct that
the
steam nozzles are arranged for a
higher than
• 681
the
nominal full load , whereas ab
three-quarter
load one
nozde
shut
down a llowed
the
turbine to deal with the
load with little throttling. The
steam-chest
presRures
were at full
load
95lb., and bbree-quartE r load 119.lb., so
the greater throttling
at
full
load {nommal)
explams
~ b e
loss of economy. f full load had been taken
as
25
kilo
watts, the resu lt would, of course, have been
better
at full
than three-quarter
load.
I would sa.y tha.b with regard to
the
aetual result t:a those
above given are
bette
r than the
guarantee,
and the
ra.ntees were at
least as go
od
as any
offered
by
makers of
all
the well-known high-speed
engines
and
other makes of
turbines .
In neither case was superheating allowed,
and
the
boilers were working ab
approximately
the proper pres
sures
,
so
there
was
no
p oss
ibility
of
superh
e
ating
by
throttling. .
These
figures may therefore
be
ta
ken as represe
n
tative
of what ma.y be exl?ected fr
om
small
sets
of
plant
by first
class makers of hagh-eapeed e
ngin
es,
and
of small steam
turbines.
I do not propose to go into figures per indicated horae
power, &c . They are not of much interest to electrical
engineers.
The
figures expressed
in
pounds per Hoard of
Trade
unit appear
formidable,
but as the dynames are
in
both
oases as good as can reasonably be expected, I think
it is well to expresssteam consumption in pounds per unit,
as it is units of electricity that are required .
J. J. WARDEN
·STEVENS.
PURIFICATION
OF
FEED-
W
ATIUR.
To THE EDITOR OF ENGINEERING.
SIR,-Referring to the notice under the above beading
appearing
in
your
issne of
the
25th ult., in
whi
ch refer
ence
was
made to the Bruun-Lowen
er
wa
ter
softener as
follows: The arrangement would
be
an
ideal
one if
the
quantity of chemicals discharged through the valve
each
time the
tip
moves
cou
ld
be made independent
of
the depth of the
milky
fluid, ''
we
should feel much obliged
to you if
you would
kindly bring
to
the
n
ot
i
ce
of yo
ur
readers that
this
difficulty
has
been fully
ove
rcome in
the
following way :
The
softeners
are
supplied with a special
mixing
tank
for chemicals, and provided with an agitator and a pump,
which latter
is
connected up to the chemical
r
eserv
oir of
the softener, and
d
elivers
a continuous
supp
ly of
the
chemical
reagent
to same. An overflow
pipe
brings
the
surplus of chemicals back to
the
tank, and thus a. constant
height of the chemical reagent above
the
valve in
the
chemical reservoir is obtained.
Youra faithfully,
S S ~ N
AND HJORT.
5
2,
Queen Victoria-street, L o
nd
on, E .C., Nov. 8, 1901.
TnE
Ri oHARDS OP
EN
SIDEPLANING MACHINE: ERRATUM.
- W e regret that
through an undetected
printer's e
rror
the
catalogue of
the Riobards Machine
To ol Company, of
Suffolk House, Laurence
Pountney-
hill, E .C., noticed
on page 598 of our issue of Ootober 25, was described as
re
lating to
openscale
planing
machines
in
place
of
open
side planing machines.
CATALOGUES
. - W e
have
received from the Pratt and
Wbitney Company, Hartford, Connecticut,
U.S.A.,
a
copy of a
new
catalogue of small tools. These consist of
taps and dies of different types
and
of guaranteed
accuracy, gauges true to
the in.,
milling
cutters,and
rea.mers.-The La.ngdon-Davies
Electric Motor Company,
Limited,
of 101, Southwark-street, S.E,
have
issued a
new catalogue of their single-phase alternate-current
motors. These motors
are
self-starting,
and
having
no
commutator or brushes, are claimed to
cost
little
for maintenance.-
Messrs. Rice and
Co.,
Limited,
of L
ee
ds,
have
sent us a copy of their
new cata
lo
gue
of
hydraulic
machinery, wh ich is printed in
English, French,
and German.
Dimensions
are
given
both on the English
and
metric systems, thus greatly
increasing
the
value of
the
catalogue to fore
igner
s. The
plant
desc
rib
ed
includes pumps, accumulators, riveter
s,
cranes, and hydraulic
presses of
various
types . -A
new
catalogue of clay-working machinery, grinding mills,
a.nd
brick
prooses a.nd acceeso ries
has been issued
by
Messrs. C. Wbittaker
and
Co , Limited, o£ Accrington,
Lancashire
OuR L ocoMOTIVE ExPORTS.-Notwithstanding com
plaints of dull
tim
es, and
dismal
s tories of American
competition,
this
will clearly
be
a good
year
in
the
hi
sto
ry
of our locomotive
export
trade.
The
value of
the
loco
motives
exported
from
the United
Kingdom in
October
was 206
,3
11 l., a-s compared with 124,671l. in October,
1900, and 118,7291. in October, 1899.
The
improve
me
nt
indicated by
these £gores
was
principally
attri
butable
to
the revival in the demand
for l
ocomotives
upon
South
African
and
Indian
account.
Th
e value of
the aggregate exports
to
October
31 this year
was
1,565,509l. , as compared wibh 1,178,076l. in
the
corre
sponding ten months of 1900,
and
1,156,946l. in
the
corre
sponding
ten mont hs of 1889. In
these
totals the exports
to South America, British South
Africa.,
Briti
sh India,
a.nd
Australasia
£gured for
the
following
amounts
:
Country.
h America
•
•
i
:l
b South Africl
Sout
Brit
Brit.
Aust
isb India.
• •
ralasia
..
• •
1
901.
- ·
£
••
2W,612
• •
2ll,'i85
• •
46
1,
252
• •
310,325
1900
. 1
8{)0.
£ £
200,422
168,779
i 2 35l
3.1
,722
343,861
569
,197
137,949
e7,726
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[Nov.
20 TO
N
TRAVELLING
ELECTRIC
CRANE.
CONSTRUCTED
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ENGINEERS
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-RiNG, NOVEMBER 15, 1901.
TI-lE \ T
ICTORIA STAT
I ON A T
NOTT INGH AM
OF
THE
GREA1
CENTRAL
AN
D GREAT
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ORTHERN
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SHOE
•
RAILWAY
COJVI PAN I
ES;
DETAILS
OF
lVIA
IN
MR. EDWARD PARRY,
M. IN . T.
C.E.,
LONDON
.
\ND
NOTTINGHAM, ENGINEER.
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7/23/2019 Engineering Vol 72 1901-11-15
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Nov. rs, r9
or.]
AGENTS FOR ENGINEERING.
V i e n M ~
:
Lehmann
and Wentzel, Kirntnerstra88e.
TOWN : Qo
rd
on and Qotoh.
DINBURGH: .J o
hn
Menzies
and
Co., 12,
Hanover-street.
o
B Par1s :
Boyveau and Cbevillet, Librairie E t r a n g ~ r e
22
Ru e de la Ba.nque ; M. Em.
Terquem,
31
bla, Boulevard Hauman:
Also for A d v ~ r m e n t s ,
Agen
ce
Havas,
8,
Place
de
la
Bourse.
BlUUNY, Be
rlm:
Messrs.
_. Ashe
r
and Co.,
5,
Unte
r
den Liuden.
n k f u r ~
am-Mam :
Messrs.
G. L. Daube and Co . (for
Adver ti
se
ments).
Leipzig :
F.
A.
Bro
c
khaus
.
Mulhouse : H. Stuckelber
ger.
: Willitun Love.
Calcu t ta:
Th a
c
ker,
Sp
ink, and
Oo.
Bo m
bay :
Th
ao
ke
r
and Co
. ,
Limited.
TALY
: U .
Hoepli, Milan
,
and any post
office.
POOL : Mrs.
Ta
y lor,
Landing
St&fre.
NCB&STKR: J o
hn
~ - w o o d , 143,
Dean
s
gate.
ORWAY, Christ iania: Cammermeyers, Bogbandel, Carl J
oh a
ns
Gade,
41
and 43 .
SO
UTH WALE
S,
Sydney: Turn
er
and Henderson,
16
and
18,
Hunter-
s tr
eet. Gordon and Gotoh,
G
eorge-street.
UBB.NSLAXD S o O T n ~ , Brisbane : Gordon and Gotob.
(NO RTll ,
Town
sville : T. Willmett and Oo.
:
H.
A.
{ramer and
Son.
AUSTRALIA, Adelaide: W. C. Rigby.
New
York:
W. H.
Wil ey, i3, East
19th-st
reet.
Chica
go :
H. V. Holmes,
1257-1258, Monadn
ock
Blo
ck.
e lbourne: Melville, Mulle
n,
and Slade, 261/264 Colli ns
street .
Gordon and Gotch, Limited, Queen
-st r
ee t
.
We
beg
to
announ
ce that
American Subscriptions to ENGINBBRI.NG
now be
addr
essed e it her direct to the Publis
her,
Mr. c. R.
OHN
SON, a t the offi
ce
s
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TRLBGR.APBIO
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TRLRPHONB NOMBBR-3668 Gel raPd.
CONTENTS,
PAQS
e
N o .
X.
(ll·
lustrated) . . . . . . 669
he
New
Vic to ri a Station
at r
ottingham ..
672
e New
SubWA.
Y in New
t or k City (l llus . ) . . .. . . 674
g M
ac
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676
PAGE
Puriftoa.tion of
Feed·Wate
r 681
Officers of the Ame r
ican
Navy
. . . . • . . . . . . . . . . . . . 688
T
in
::>upplies . . . . . . .
. . . . .
684
Sout
h Aus tr
alia
n Railways
and
Co l
onia
l
Trad
e
.. .
.. . 686
Trad
e
Libels
. . . . . . . . . . . . . . 686
Not188 •• . . •• • • • • • • • ••• •• • 686
MiA
ce
llanea
. . .. . . . . .. . . . .. 687
Notes from the
Unit.ed
States
. . . . . . . . . . . . . . . . . . 688
Tr
a ,·e
lling Electri
c
Oran e (/ Uvs tr
at
ed) .. . . .• 676
trom tJJe No r th .. . . b76
Notes from
South
York-
sh ir e. . . . . . . . . . . . . . . . . . . . 677
Laun
ches aod Trial Tripe . . 688
from Cl
ev e
land
and Tb
e El
ec t
rifioat.l
on
of the
the No
Tth eTn
Counties
. .
f\7
7
Metropolitan and
Me t r o·
fr o
m
thP South-West
677 poHt.an
District Railways
689
sco pic Ac t.i
r
n
and
the 16 ·
Ow t
. Steam Hammer
LoAA of t.he O
ob
ra. ' l· (l llu.8trated,)
.. •. •
••••
. ••
691
lw.t l ated) ..
. .
..
. ..
6 ~ 0
Indus
tri al
Notes
. . . . . . . . .. 691
gine ResParoh . . . . . . 6811 Test of Ptoduoer -Gas
En·
in 0y pr
us
. . . . .
. . .
681
gines
.. . . . . . . . .. . .. . .. 692
Dowson GM . . . . . . 681 I he Co
rr
ect
Trea
tme nt
of
he
Eog •nes a t the
G'as· Steel
. . . . . . . . . .
. . . .
.
. . . . .
693
~ r o w Tramways Po
y
e r
Tbe Institution
of
Junio
r
S t
ation
. . . . . . . . . . . . . . . . . 681
Eoilneers . . . . .
. . .
•. . . .
. 695
T
esta on Sma
ll
$team Engineerimr
Patent Re-
D.fnamos . . . . . . . . . . . . . . . . 681 cord (l llmtrated)
. . .
697
ith. a Two-Pagt Engtavnl l
of
THE VI CTORIA
STAT
I ON
A
T .NOTTIN G
B AAJ
OF l BE
GRE.dT OHNTRAL
AND
GRB.AT .NORl BBRN RAILWAY OOMP.AN IES; DB
TA i LS O F M Al
t
RO()Ji SP.AN:
•
E N G I N E E R I N G.
1
•
TRACTION
and TRANSMISSION.
(Publuhed on th e first T-tu.8M.y in eaoh month.)
PART VIU. NOW R•EADY.
PRIOB
28., Net ; POBT FRBB 28. 4d..
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86
and
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W.O.
CON r ENTS
OF
PA RT VI II .
: P ~ I U
Tho Inner Circ
le .. . • . . • . . .
.•. .
.
..
.
129
T
he
Hconomica of Street. Rnilwaytl.
B y t h e R ou. R< be
rt
P. Po
rter
:
l l . - lU\
J)Id 'l nmtllt
of New
Y
ork
(Pll\te'l XXX IV . to
XX
XVJlL , nnd
Ul ull t.rn
t.loo
I n
T ~ t )
. • • • .. . . . . . N O
li
icth ·Spl'e<l E lootrlc 'l'n\o
tlo
n In
GurmiUly (
Pl
nt.el X
XX
IX • X L. ,
IUld Ill us trn
t.l
ons
ill
Te
xt.). . . . . .
U 2
M
un
l oi)X\1 Trndlng :
(I) B)· W. Vnleut.iue Ball
.. .
. . 160
U) By Allotb
er
Borougb
Eugl·
1
1eer
• • • • • • • • • • • • • • • • •• • •
l&l
(k)
T
he Now<:Mtl
e-on -Ty no
lm ·
·brogllo . . . • . . . • • . . . . . . . . 166
The o : ~ t o
an
d Ll u
rp
ool
E lectri c B
xt>
r03S
Ra
il
way
. •• .•
1
68
P401.
Berli
n T mmwl\ys.
By J .
Z'\o
ha rlas 171
Tile
Kr16ger Eleot.ro mobile. By
W. Cooke, M.I. B. E.,
(Plate XL
I. ,
XL
U.,
a
nd 11luat.rn·
t.lona
In
Tex t.) . . . . . . . . . . . . . . . .
1
71
New
Looomot.lva
for
t he
Co
ntn.ll
London
Rnllwny
(P
lates
X
Lil i
.
XL lV., and XLV.)
. . . . . . . . . . . . . .
180
l 'he Nu'• Electr
ic
Power P ll\nt.
for
the llrookly
n
Rl•pld
T
ru
nslt.
Cow·
Pl
WY
(PII\te
XLVI.) . . . .
. . . . . .
19'2
The <7oldsobm ld t Process of
&lect.rlo R
nll
'Voi
di
ng (P la te
XLV
II
.) . . . . . . . . . . . . . .
. . . . . .
. . . 1
86
Tl
le
Croydon El
ec
tr
ic
Tr
m nwl\ys
and Llgllt.lng System ( P l l ~ t o
XL
VTI1.,
an
d
Dhatmt.l
oll.l in
Text) . . . .. . . . . . . . . . . . . . .. . . . . . l
SS
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NOTICES OF MEETINGS.
Tu I NSTI
TU
TION OF MECH
ANICAL
ENGINBERS.-Frida.y , Novem·
ber 16, a t 8 p .m .
Tb
e following paper will
be
r
ea
d
and
dis
cussed
:
Th
e
Balanc
ing of
Locomotive Engines
,
by Professor
W.
E Dalb\' (Momber), of London.
TUB INSTITU
TIO
N
OF
ENGISBE
R8.-Tueeday,
November 19,
a t
8
p.m.
Paper to
be
further dis cussect :
11
Tbe b a r ~ e of
Sewage into a T idal
Estuary,
by Mr.
W.
Kaye
Pa
rr y, M.A.,
B.A . I ., M. ln et. C.E., and Mr. W.
E.
Adeney, D.Sc . And,
time
perm
itting, paper to be
pr esent
ed for
di s
cussion : The Treat·
ment of Trad
es'
Waste
B a o ~ e r
a l l y , by
Mr. W11liam
Na y
lo
r,
Asaoo. M. ~ . o t . C. E.
S
OO
JET\' OF
ARTS.-Wednesday
, November 20, a t 8
p.m.
Open
ing
a d d r ~
of the 148th
sess
ion,
by
S1r William
Henry Preec
e,
K C. B., F.R.S., C
hairman
of t he Council.
TliR INS
TI
TUTE O
'
MA
RINE
ENGINEE
RS
-Monday, November 18, a t
8
p m., at
58,
Romford
-r
oa
d,
St
ra t for
d,
E.
Experiments
: Or
satt's
Gas Analysis P lan t and Glass-Blowing.
ROYAL ME'lBO
ROL
OGICAL SOC IETY-
Wednesda
y , the 20th inst . , a t
the lntltitution of
Civ
il En g
inee rs, Gr
eat
Ge org
e-st
r
eet,
West
minste
T, S. W
.,
a t 7.30
p.m.,
the following
papers
will
be
r
ead:
T he E vloratioa of t he
Atmosp
here at Sl'a by Means of Kites,
by A.
Lawrence Rotoh,
M.A . ,
F.R.
Met. Soc. Meteorolog ical
Ph e
n
om e
na
in Relation
to
the
Ch
anges in
t h e Vert
ic a
l, by
P rofe
ss
or Jo
hn Milne,
F
R.S.
TH
E IN STITUTION OP .1\fiNING AND METALL URGY. -
Thursday,
Novembt>r 21,
at
6
o' c
l
ock p. m.,
at the roomd of
the
Geologioa.l
Society, Burlington House, Piccadilly, London , W., the following
papers
will
be
read
and di scussed : 1. Th e Mi nin g and Occur
r
ence
of Gold in the Dutch
East
l
ndies
, by Mr. S. J .
Tr u
scott
(Membe
r). 2.
Notes
on Woodla rk l tlland
(Britis
h
New
Guinea.)
,
by Mr. 0 . R. Pioder (Associate). 3.
11
Notes on an Ore Fo rma
ti o
n
on Prince
of Wa les
(Sout
h -Ea.st Alaska), by Mr.
W. F.
A.
Thomae
(M
embe
r). 4 The
Hydraulic
In
stallation
a t
t he
Mines
of
the
Compania Minera de Panuco (Mexico), by Mr.
Horo.ce L. S
ho rt,
consulting P.ugineer to the
company
.
ENGINEERING.
FRIDAY, NOVEMBER 15, 1901.
OFFICERS OF THE AMERICAN NAVY.
OUR readers will rememher that on previous occa
sions we have
referred
to the
J
Jers
m nel
of
the
U
nited States Navy, mor
e especia
l1y
in regard to
the status of the engineering
br
anch. The posi
tion
of American naval engineers,
as of
any rank or
grade in the Un ited States Navy, must always be
in
teresting to
Englishm
en
as
affording
object
-lessons
for our
own
gu\dance in a way that the
navy
of no
ot
her
country
can do. Th ere have never been
two
separate
and independent St
ates
so a1ike
as
Great
Britain and the great American Republic.
In
many
t•espects the c
it
izens of the United States mor e nea1·ly
resemble
Englishtnen
than do the
inhabitants
of our
own colonies;
a.
fact largely due
to
t he old
er
deve
lopment of America which renders the conditions
of
li f
e in the great cities
mor
e
nearly
ak in
to
our
own. In any cBse, however, the navies of
Great
Br i
ta i
n and t
he
U
ni
ted Sta
tes are
so similar
in
their
organisation and executive
that
anything occurring
to
one must necessarily be of in te rest to the
other.
I t
is
for
reasons of this na ture that we have
fre
quently
given
much
space
to
recording the
progress of the American
Navy. Amongst
other
contributions on t hiR matter, in F ebruary, 1899,
we printed an article
on
the
subject,
and again
re
verted
to the s
ubj
ect a few wee
ks
later.* . In
* See
ENGINEERING,
vol. lxv1i., pages 149 and 553.
•
order to
make
t
he
present pos
it ion clear
we must
repeat
something of
what
we
sai
d
on
a
prev
io
us
occasio
n.
In the former of the two articles we
quoted
from the Annual Report of the Engineer
in-Chief
to the
United
States Navy
as fo
ll
ows:
For the past ten years it has been my duty, and a sad
one, to call attention to the urgent need of a. reorganisa
tion
of
the persorvnel
of
the Engineer Corps.
In
this
respeob, for the first time, I
oa.
n
sa.y
with grea.t pleasure
tba.t
a.
measure
is
pending
in
Congress, approved by
the depa.rtmenn, which, if passed
a.nd
administered with a
desire to ma.ke
it
a success, will not only
j
uatify the re
commendations I have made
to
the departme
nt
each
year
1
hub
wi
ll
go much further
a s
affecting the wh ole
serv10e, whose homogeneity and efficiency
will
be im
mensely increased.
I t is fortunate
that Ad
miral Mel
ville-who
was
t h
en
,
as he
is now, Engineer-in-Ch ief
to
the
United
States
Navy-qualified his prediction of improve
ment. The Bill ' ' to reorganise and
incr
ease
the
efficiency
of
the n n e l of
the Navy
and t
he
Marine
Corps of the
Unit
ed
States
was
duly
pa
ss
ed
on March 3, 1899, a
nd
has
been in ope
rat ion
ever since.
I t
is this measure
to
which
Admiral
Melville
referred in
his words we have just
quoted;
but so far from
impr
oving the p e 1 · s ~ e l of the
American Navy,
it has
had a di rectly opposite
effect. This, however, is from no
inherent def
ect
of
the
measure, but because its actual provisions
have
been
thwarted
and it
s
spir
it evaded.
As
state
d in
our
former ar ticle, the change
effected by
this
piece of legislation was of a radical
natur
e.
Th
e office
rs
of
the Engineer
Corps
were
transfened to the
lin
e (execut ive branch), and were
commissioned accordingly ;
in
other words, the
engineer and deck officers w
ere
f
or
med into
one
body, having similar t it les, and engineer
o f f i c e r ~
holding t he relat ive rank of captain, commander,
and
lieute
nan
t commander took rank in the line.
The
experim
e
nt,
as we have said, after being
tried for more than two years, has proved a failure,
a fact we have
intimated on
a
previ
ous occasion,
bu
t which is now confirmed by
Admir
al
Mel
ville's
last report
to
th e
Secretary
of t he Uni ted States
Navy.
Speaking on
the subject
of
engineering
pe1·sonnel,
he says :
Engineering
efficiency
in
the
Navy is rapidly decreasing • The outlook for
securing a
traine
d enginee
rin
g for ce for
fu t
ure
needs can
hardly
be
regarded
as satisfactory
There h
as
been retrogression, rather than advance,
along engineering lines during the past two years.
the numb
er of
trained
a
nd expert
engineers
in the
Navy
is being steadily reduced. The prac
tical working of the amalgamation schem e thus far
has
bee
n,
in great part, to take the junior half of
the old Engineer Corps and r,ransfer them to line
duties .
The miscarriage h
as
been rendered poss
ibl
e by the
failu re of the .Bill to lay down v e l y that the
duties
of officers under the new
rul
e should al terna te
between the engine·room and the deck.
We
fear
that the engineering du t ies are n
ot
popular with
even the American naval officer, and the Navy
Department
appears
to have failed in its manifest
duty of in
sist
ing that a
ll
officers
shou
ld take
their
share of engine-room duty and instruction . For
the present t here a re the men of the old Engineer
Co
rp
s who have been
properly
trained; and, we
are told, individual offcers of
the
o
ld
line have
conscientiously striv
en
to p
erfect
themselves
in
engin ee
rin
g
du
t i
es.
For
w
ork
so
important, as
Admiral Melville says, one cannot depend on indi
vidual effort to secure a sufficiently numerous body
of trained engineers ; as, indeed, events have
proved. ·
vVe are told that it w
as
an ti
cipated
by some,
at the time
the pe
sonnel
Bill was
intr
oduced,
that there would be a failuro
in
the supply
of efficient engineers, and it was urged
that
the Bill should be so
worded as
to give posit ive
assurance that there should be alternation of du ty
between the deck and the engine-room ;
in other
words,
that
naval officers shou
ld be
compelled by
Act of Co
ng r
ess to
acquire engineering
experience.
Th
ose who .had the Bill
in
charge
considered,
wrongly as 1t now appears, that such provision
was unn ecessa
ry.
The
regulat io
ns
needed could,
it was argued, be
better
framed
by
departmental
orders, which would be more
likely
to meet
the
somewhat
complex
conditions
than
a
ny
ha
rd
and-fast rules laid
down
by an
Act of Congress.
The fact that
engineering
experience
and
instruc
t ion
were
to be acqui red by naval officers was
so cl
early
the o
bjec
t of the Execut i v e - having
end
orsed
by t he
Secretary,
and even com
manded bf the Presidont-that i t was, as Ad-
7/23/2019 Engineering Vol 72 1901-11-15
http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 17/31
-
.
i r a l Meliville. says, ' ' presumed th
at
the _whole
Influence of , the Navy :Qepartment would
be
exerted in improving the status of
e n g i n e ~ r i n g
was ce
rt
a
inly
expected by
the
naval commi
ttees
of
the Hou
se and
Senat
e that
th
e Department by
,regulation would provide for the engineering needs
of the
future.
The presumption was c
erta
inly just ified, and it
is difficult
to think that the
naval authorities of
the Un ited States have not neglected a plain duty.
'Vh
at
has been the motive it is difficult to judge,
and
on
this
point Admiral Melville naturally can
give no guidance in a public report.
We
can only
c.onclude
th
.
at
American
naval
officers of
the
line,
hke too many of our own executive o
ffic
ers, have
an imperf
eet notion of
the
value of engineering in
a navy that is wholly engineering in regard to
the
ships of the fleet ; whilst probably, as in our case,
the political element shares .with the executive
branch these dangerous views.
Whatever
may be the rea so
n, the
result is
the
sam e.
' '
For every three commissioned officers
taken from the engine-room and transferred to
deck only one commissioned officer from deck has
been sent below. This does not completely describe
the extent
of
the
depletion
in
engine-room super
vision. The officers sent from the engine-rooms
we
re
transferred to
the
deck for permanent duty,
w bile in most cases the junior officers transferred
from t h ~ deck have only done engine-room duty for
sho
r t
periods.
Whether
a practical people like
the Americans will submit to see the st rength of
t
heir
navy whittled away, a
nd
vast
sums of money
spent on the fleet practically wasted because engi
nee
ring duti
es are unpopular, remains to be seen.
Unfortunately, polit ical conditions are such in
the
United States th
at
it is very difficult for popular
opinion to make itself felt,
and
abuses sometimes
grow very rank before they are suppressed.
Naturally, the
opponents to g iving any executive
power to naval engineers in this country will be
jubilant
at
the failure of the American legislative
attempt t o
advance;
and we are reluctantly com
pelled to recognise t h
at
m11ch-needed reform has
probably r aceived an
unf
o
rtuna
t e check.
It
is so
easy to point to the American fiasco as it must
undo
ub t
edly be described.
There
will be t
he
inevitable reply· to all common-sense arguments
that
may be brought forward as
to the
need of
having engineering directors for an engineering
navy- '' Look
at
America
If
those who framed t
he
pe ·so
nnel
Bill of
the
United States Navy would have looked to England,
they might, perhaps, have learned a useful lesson,
and have avoided the disaster t hat has overtaken
th eir efforts towards impr
ov
ement.
It
will be
remembered that a few years ago there arose a
demand for greater practical efficiency on the part
of our own
na
val officers. As in America, it was con
sidered by a few that those who had the control
of operations depending wholly
on
engineering
features should know something of engineering.
The agitation, if such it can be called, ultimately
proved
not
to be of a widespread nature? ~ n d
it never took much hold on popular op1n10n.
It
was
not
of a picturesque nature, such as would
be likely to tickle the public fancy; the newspapers
saw no great journalistic possibilities in it, and
probably very few people outside circles interested
ever heard
of
it. The naval authorities were, as it
turned
out, prematurely
disturbed;
but the
argu
ments
put
forward we
re
so logical that they felt
that
som
et
hing mu
st be
done.
Th
ey saw
that
the
executive b ~ a n c h were likely to lose prestige,
and
that
engineers would be more nearly adva
nc
ed
to
the
position and authority warranted by the
imp o
rt
ance of their work.
I t
was therefore pro
posed t hat exe?utive officers should receive .a
smattering a different word was used of engi
neering in
stru
ctio
n,
sufficient, as it was put,
to
.enable t hem to direct opera tions, whilst the
en ) in
e-
r
oo
m artificers were to
carry out
the work.
I t is needless to point out to
the
readers of
ENGINEERING the futility of such a scheme, but it is
exactly what has been
attempted
in America.
The
lack of t he engineering e l e ~ e n t a m o n ~ the officers
of t he Un ited States Navy Is not
to
be tgnored, and
we learn from Admiral Melville's
report
that 100
warrant machinists the American equivalent
to
our
en
<>
ine-room
ar t
ifice
rs
- have
been ap
po
inte
d
and e t ~ i l e for engine-room duty.
From what
we have
seen
of the
pe
so
nnel
of the
Unit ed States Navy, we have no dou
bt
that the
warrant machinists are, as a class, equal to o
ur
own engine-room artificers. The latter a valu-
E N G I N E E R I N
G.
~ b l e ~ r a n c h of the naval force, although the way
1n
whwh they have been treated by
the
Admira
lty
has kept out a large number of good men that
would otherwise have joined th e service. Bu t
good as
they
may be for
the du
ties which
they
are
in tended to carry out, they are not capable of
taking charge of the machinery
department
.
It
may be said, and has been said, that
the
executive
officers, with their theoretical attainments, will
t ~ k e charge direct ?perations. The expecta
tiOn th
at
th ey w1ll do so Js, we repeat, idle.
Engineerin g
is
not t o
be
learnt without
pr
actical
object-lessons carried out by the student himself.
No
man
can
become a mechanical engineer without
dirtying his hands, and also without devoting to
the subject several years of hard study accom
panied by
pra
ctical work.
It
is a matter of long
and special training both in theory and practice.
No
country that
cannot command a body of men
willing to undergo the disagreeable features inci
dental to engineering training will be able
to
main
tain
its position as a first-class naval Power under
the stress of war, however many ships and guns it
may possess.
Neither Great
Britain
nor
th
e
United States lack such men, and it will be only the
ruling powers of either country that will prevent
their employment.
Whether,
through rec
ent
events, the British Navy
or
the American Navy has the bet
ter
hope of im
provement in regard to the qualification of naval
officers for
the
stress of
battle
is a difficult question.
We have done nothing yet to advance the engineer
ing element,
and
have therefore given no example
of failure in commission; our non-progres :l ives have
no awful example, to fall back on . The Americans
have progressed further, but are
in
a worse con
dition. Their engineering personnel is in a less
efficient s
tate
. Of the two, perhaps,
the
Americf\ns
have the best prospect. They are in a worse
llJess, and
that
is the greater reason why something
should be done. They can hardly go back to t heir
former state of separa te branches, with the engineer
offi
cers in an inferior position; and probably, now
th
at
public attention has been been drawn to t he
m
atte
r by Admiral Melville's outspoken rep
or t
, the
Navy Office will be unable to withsta nd the demand
of the people th
at
naval officers should make them
selves competent for the work they undertake to do.
The chief danger is
that
the
warrant
machinists
will be accepted as efficient stop-gaps, a lthough we
think there is too much engineering knowledge
abroad
in
t
he United
States for
the
foolishness of
that u r s e not to be seen. If, however, such a plan
is accepted, the American Navy will be thrown back
at least a quarter of a century in its p
e1·s
o Y1nel The
old round will be t rodden once more ; the old fight
fought again. The warrant machinists- who are
of the same stamp as the original engineers of our
Navy-
-will claim higher pay and more exalted
positions as time goes on and they feel the im
portance of their pos ition. Late r they will insist
on commissions, and finally another pe ·sonnel Bill
will be inevitable.
In
the meantime the efficiency
of
the
American Navy will suffer ; and if it should
be put to the ultimate use for which all navies are
supp osed to be built, a very unpleasant awakening
may result.
TIN SUPPLIES.
TI;I
E annual
report
of the Acting
High
Com
missioner for the Federated Malay States contains
some information concerning the possibilities of
that part of Asia which will go a long way to allay
anxiety on the sco
re
of o
ur
future requirements of
tin. We have been told from time to t ime that
the alluvial fields w
ere
rapidly becoming exhausted
and as
the
Straits furnish considerably more than
half the world's annual supply, the depletion of its
resources would obviously
be
a serious
thing to
contemplate. For though other producers are
making headway, th ey are doing so very slowly,
and, in the nat ure of things, progress could scarcely
be rapid enough to offset the cessation of . the
shipments from the Straits. To be sure, 500,000
tons, of the value of 40,000,OOOl. ste rling, have been
expo
rt
ed during t
he
la
st
fifteen yeara.
But
does this
represent any material proportion of the whole
quantity of alluvial t in on the fie lds Sir
Frank
Swettenham is of opinion
that
it does n
ot
.
' '
No
doubt,, he says, the industry has gr
ow
n of recent
yea
rs
to very
lar
ge propor tion
s ;
but it would take
a long t ime to work out the alluvial deposits in the
lands already alienated, and t hese comprise
but
a
fraction of the unexplored lands, where there is
•
' [Nov. 15 1901.
every rea son to believe the mineral will be found
n
payable quantities. This
on
ly
app
lies to alluvial
deposits. No one can guess w
hat
are the reserves
of ore in underground r
oc
k formations
at
Kuantan,
in Pahang
;
Slim, in Perak ; and J elebu, in the
Negri Sembilan. The alluvials have to become
thinned out before any
great st r
ides will be made
with
the
ore ; and while it is not possible to
speak of the actual reserves of ei ther alluvial or
lode ti n, because of the inadequacy of explora
tion, Sir Frank Swettenham's views coincide
wi
th those of all who know the country. The
speculator who operates for a rise may talk
myste riously about the fields ' ' pe tering out,,, but
as he
kn
o
ws
nothing abo
ut
them, and is only
anxious, like t he parasite he is, to snatch a profit,
his opinion counts for nothing, t
he
more especially
as ne
xt
week he may be working on e x ~ c t l y the
opposite tack.
Nobody pretends that tin is scattered over the
various
parts
of the Malay Peninsula as thickly
as snow on a moun
ta
in top,
but
there seems
quite sufficient ground for assuming that it will
be a long time befo
re
there is real o
cca
sion for
fear concerning our supplies of tin from t he St raits;
and
it is incontestible, adequate exploration or
not,
th
at some of the localities are still enormously
wealthy in this respect, these including P erak,
which produced 21 ,166 tons o
ut
of last year's aggre
gate of 42,442 tons, and Selango r, which produced
16,041 tons. Negri Sembilan is probably good for
an increase upon its present total of 4300 tons with
the
introduction of more labour,
th
ough
Pah
ang
gives less promise. I t turned out 935 tons in 1900,
which the Commissioner describ es as notvery en
couraging,,, adding
''
it has long been anticipated by
those who know Pahang best , and are qualified to
judge, that as a tin-producing country this State will
never be able to rival its neighbours on t he West
Coast ; and the added knowledge of P ahang's
resources tencis to confirm this belief. The output
of tin from Ulu P ahang, including Bentong, during
1900 has exceeded all previous records, but the
nature of the stanniferous deposits , which are
found almost exclusively in the beds of streams
at
heights varying from 500 ft. to 5000
f t.
above sea
level, give no promise
Qf
permanency,
and
they
will probably all be wo rked o
ut
in a co mparatively
short period of yeara. It is not to tin, therefore,
t
hat
Pahaog can reasonably look for its fu ture
prosperity.,
Pr
o
fe
ssor H e
nry
Louis points
out
that
t in
mining hitherto has been almost confined to the
weste
rn
side of the mounta in range, which is
the more accessible, and which affords t he easiest
and cheapest means of transport to the seaboard,
but such produc t ive areas as Jelebu, Iras, Ben
tong, Liang Sempan, and others, show that
there is plenty of tin-bearing alluvial on the
eastern side. Indeed, his researches have brought
him to the conclusion that, having regard to
the flatter grades of t he eastern as compared
with the we
stern
declivities
...
larger areas will
be found to be tin-bearing on t he eastern side,
though they will probably never be as rich as on
the west , which is characterised
by
its precipitous
gorges and deep-river valleys., The professor is
not
sure
that lode t in will be found in the quan ti
ties ant icipated. The presence of alluvial proves
th
at
the r
oc
k mu
st
have ex
ist
ed
and
have been
d
est
r oyed on
an
eno
rm
ous scale, bu t it is possible
(though admitt edly improbable) t h
at
very little of
the rock may have escaped
the
destructive agencies
of air and water to which the existence of the
gravels is due. Still, as depos its of lode tin have
been found at Rin, in J elebu, Lahat, in Kinta,
Salak, in Padang,
Batu,
and elsewhere, there is
promise of satisfactory developments to be go ing on
with.
The islands of Banka and Billiton,
in
the Malay
Peninsula, are other imp ortant sources of tin
supply, but those in control have not been willing
to put on the market all they are good for, because
of the certainty that prices would
co
llapse. The
deposits on · these islands have been syste mat ically
tested by borings, and as the places themselves are
limited
in
area, it has been found possible to ascer
tain with tolerable closeness their possibilities of
alluvial t in. On bo
th
islands the pay gravel
averages 3 ft.
in
d
ept
h, with
an
overlay of some
thing like 30ft. Sum
at
ra has several known tin
producing districts,
but
s a ~ i s f a c t o result.s. at
Siak have prevented any great Influx Into locali ties
where better things mig
ht
be expected. Evidences
of increased tin-mining activity come from Australia,
'
'
7/23/2019 Engineering Vol 72 1901-11-15
http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 18/31
Nov. 15 1901.]
Shipm
ents
thence
do not go up
at any rapid
ra te,
but
that may be a
cc
o
unted
for
by
the
great
volume
of
p r e p a r a t ~ r y
work e c e s s a r y on new ground before
the productive stage 1s reached.
An
important tin
lode was recently discovered in the Wyalong dis
trict of New South Wales, and we learn that
this is opening up welJ,
and
that miners consider
that another rich
tin
field will be developed in
the
vicinity. A large area of land has been pegged out,
and some assays made
by
the Mines Department
show that the stone from the chief lode which is a
con.tact d e p o ~ i t lying between p o r p h y r ~ y and slate
schtsts, carries 73.5 per cent. of metallic tin.
P ortions of
the
conce
ntrates obtain
ed
by
panning
76.15 per cent. ~ l l i c tin, which is equal
to 96.8 per cent. of black t1n. Herberton which
m int? m i n e n c at t h ~
time of
the
iast big
r1se 1n ttn, 1s ta.ktng to tlus metal aaain. Tin
mining T a s m ~ n i a ma.ke.s good progre:s , but that
progress 1s due m the matn to the Mount Bischoff
p e ~ t y .
I t
w o u ~ be interesting to learn what
IS be10g done wtth regard to
the
alluvial de
posits, described by
the
Agent-General as " of
great richness and
depth,
"
not
long aao dis
covered
in
the pa
stor
al country lying towards
the east coast of the island. Meantime
i t
is
to be observed that the London
market
for tin
has recently inclined to weakness in sympathy
with copper. But the situation is controlled by
very few houses, who support and attack just as
it
suits
their purpose,
and the
only thing t o bring
about
a big fall
wiJI
be a material and
sharp
acces
sion
to market
s
uppli
es.
Th
e available
quan
t ity
is
in
advance of consumpt ion, as we have pointed
out before, and the discrepancy between the two is
enough to cause uneasiness among speculators, but
not marked enough to cause a slump. The demand
for consumption in
Europe
is fairly good, but
America has
not yet ab
sorbed
the
large
quantities
bought pr ior to
the
steel strike
settlement.
SOUTH
AUSTRALIAN RAILWAYS
AND
COLONIAL TRADE.
THE railway balance-
sheet
of a country such as
th e South Australian colony is a fair reflex of its
commercial condition,
and
of
its
state of develop
ment ; and
it is gratifying
to
note
that
the
report
of the Railway Commissioner (Mr. Alan G. Pendle
ton) indicates a steady advancement in the re
venue, although there has been no great increase
in the
mileage of
rail
way ope
n.
Thu
s,
six
years
aao th e system extended in all to 1772 miles, and
~ r n e d
986,500l.;
and
now, for
the
year ending
with
June
last,
th
e gro ss
revenue
is 1,236,616l,
while the line has
in
the interval been lengthened
by only 14: miles. In
other
words, the traffic over
the railways represented in 1896 freig
ht
earnings
of abo
ut
570l. per mile open ; now the amount is
712l. I t is true the former was not quite a satis
factory sum, in view of th e capital in vested,
because then all
the
colonies were
still
under
the shadow of financial embarrass
ment ; but there
ar
e evidences of a permanent recovery,
and
the
past year's working of the
South
Australian rail
ways shows a profit, after paying interest on the
capital borrowed, of 53,4:35l. odd, " to ,eo to t ~ e
credit of
the
general revenue of
the
State, and tlus,
too,
notwithstanding
that some 20,
OOOl
has been
spe
nt
out of the
revenue
for replacements in con
nection with
permanent
way
and
rolling
stock
.
Various factors tended to greatly increase the ex
penses. The coal bilJ, as with almost all railways
throughout the world, was greater- by 15,OOOl.
largely owing to a rise in price, and partly, of
course, to increased business. Other materials
rails, &c., were co
nsiderably cl
earer. More un
remunerative work, too,
had
to be
done
because of
the drought,
and
"
in
connection with t h ~ declara
tion of the Commonwealth and the openmg of the
Federal Parliament, a much increased train-mileage
wa
s run, conveying guests of New South 'Yales and
Victoria, re spect ively, for which
the
ratlway de
partment rec eived no
return." The net
res
ult
of
the improved co
ndition
s
hould
be to encourage
not altog
ether
uncalled-for reduction
in
freight
rates, the
further
improvement of the alig.nment,
reducing grades, &c., not so of e x t e ~ d 1 n g the
mileage. VIuch that IS desuable r ~ m a 1 n s to be
done
in
making "
the
crooked
st
raig
ht
and the
rough places plain." We note, for inst.ance, that
the locomotive mileage bears a proportiOn to
the
train-mileage of 1.37 to 1.
There seems to be continued competition between
the railway departments of the se ,·eral col?nies
E N G I N E E R I N G.
for the traffic in
the
borderland, and
South
Aus
tralia suffers perhaps more
than
her neighbour
Victoria- and has attempted to obtain the adoption
of an uniform goods classification and rates, so as
to end hosti le quotations," but without success.
An in ter-State Uommission is to be appointed by
the Government of
th
e Commonwealth t o deal
wi
th
such
matters,
and much may be expected from
it.
It
would be advantageous, especially for
th
e
future, if the subject of gauges could al so be
brought within the sphere of the discussion. Un
fortunately, the principal railways runnin g out from
Adelaide, south as well as north, are on a 5 ft. 3 in.
gauge, one
trunk
line
extending for 104
f
miles
to
the north-east and
the
other to the Victoria
bo
undary at
Serviceton,
196
miles from Adelaide.
Much traffic
has
thus
to be transferred, the rail
ways
in
the extreme south and north of the
colony being on the narrow gauge. Thus 507
miles are on the wider, and 1374: miles on the
3 ft. 6 in. gauge ; and inconvenience and cost must
result by th e breaking of bulk in the case of such
through traffic; and sooner rather
than
later the
trunk
lines will require to be made of a uniform
gauge
;
and it might be well to create a fund for
such purpose out of the profits, rather than pass them
to the credit of the general revenue of the State.
They are thereby lost sight of, whereas if utilised
or ear-marked for such fut ure improvements and
developments on the railway, they would ultimately
react on the general prosperity of
the
colony.
Under almost all
departments
of traffic
an
in
cr
ease is reported upon comparison with
the
figures
of the preceding year, excepting only in connection
with wool and live stock, lower rates having had
to be quoted for the latter, owing to the continued
drought. The decrease in
the
wool trade is much
to be regretted, although under normal conditions
it
does
not bulk
so large as in
other
colonies, pro
viding in
South Australia barely 5
per
cent. of
the
revenue from all goods, as compared, for instance,
with 17 per cent.
in
New South Wales. On pas
senger service the increase in revenue is equal to
6 per cent., on goods traffic 5i per cent., and
together about 6 per cent. ; but the work done
showed an addition of quite 12 per cent
.,
and the
expenditure has gone up
lOt per
cent.
The
tvtal receipts were 1, 166, 987l.,
an
increase of
69,629l. ; but the expenses were greater to the
extent of 71, 198l. The ratio of expenses to the
total revenue has increased to 58.95 per cent., as
against 56.37
per
cent. in
the
previous
year
;
but
much of
the addit
ion is due to replacements. I t is
intE-resting to note that this is still lower
than
the
well-managed system of New
South
Wales ,
and
compares with 62 per cent.
in
the United Kingdom.
In view of this, it is
in
teresting, although of little
significance, to compare the results per train-mile
in such a sparsely populated
co
lony as South
Australia with
the Unit
ed Kingdom. The main
tenance of way is about double what
it
is in this
country, i .e., 10.12d. per
tr
ain-mile; tractive charges
absorb 16d., as compared with lOd.; rolling stock
about 3. 75d., as against 3d.; traffic expenses about
8.99d., as aaainst 1ld.; the total
per
train-mile
being, for S7>u th Australia, 39.83d., and for the
United Kingdom, 34:.62d.; but 3id. of
the
former
is due to replacement and extraordinary mainten
ance, a
nd it
is not possible to indicate how much
of
the
British expendit ure is
attributable
to such
improvements.
The total quantity
of goods
dealt
with was 1,628.444: tons, of which 349,573 tons were
minerals ; 51,094 tons grain ; 22,563 tons wool. The
average haul was
124:
miles, and the receipts worked
out to
the
somewhat high average of
ld.
per ton
per mile, which, as we have said, must admit .of
reduction, greatly to
the
advantage of
co
lomal
developme
nt;
which,
after
all, should be
the
main
aim of railway adminis
trati
on, rather than the
creation of a surplus. The average distance travelled
per passenger is un der 12 m i l ~ s and. he_ mean are
two-thirds of a penny per mile, which IS certa10ly
f a c t
r y .
TRADE
LIBELS.
E NG INEERS and manufacturers have but li ttle
concern with the law of libel as commonly spoken
of. Ordinary libels and slanders, if uttered, have
only a remote bearing
upon
the
character of a
man
as an engineer or a
m ~ n u f a c t u r e r _
and. do
not
therefore constitute a topic of professwna
l1n
terest.
There is, however, a
certain
kind of 1ibel which,
in days when advertising is carried to extremes, is
well calculated at times to do serious
injury
to those
68
.)
who
are
engaged in
the
multifarious industries of
the
country.
High
praise of one's own sometimes
merges into disparagement of another's manufac
tures. I t is at this point that the law steps in,
and, subject to certain conditions, decrees that
advertisements of this undesirable character must
be
suppre
ssed.
Yet the judges are chary of interfering with the
right of a
man
to use every means to exaggerate
the value of his own goods. Certain cases, to which
we shall presently refer, clearly establish that where
a plaintiff seeks to recover damages for, or to
restrain the publication of a trade libel, he must
prove malice (i .e., legal malice) on
the
part
of
the
defendant, and he must also establish the fact that
he has suffered actual pecuniary loss traceable to
the
defendants' wrongful action.
The
term "trade libel" is defined by Dr. Blake
Odgers to include: "All statements, whether
written or verbal, which do not attack a man's
moral character, or question his solvency, or
in any way affect his private or professional
reputation, but which do, in fact, injure his
business and cause him pecuniary loss-whether
by disparaging
the
quality of
the
goods which the
plaintiff sells, or by asserting that they are not
the goods whioh he represents them to be, or that
they are an infringement of somebody's patent or
copyright, or for any oth
er
alleged reason urging
or warning people not to deal with the plaintiff or
not to pay him, or to bring actions against
h im-
any
words, in short, which, though not personally
defamatory, are
yet
clearly calculated to
injure
and have, in fact, injured- the plaintiff in his
trade."
The nature of the words which will constitute a
libel upon persons in
the
way of their trade is well
illustrated
by
the following case.
n
action was
brought in respect of
the
following passage which
appeared
in
a paper. "The most wideawake and
spirited of American trade journals has recently
contained several references to the Empire com
posing machines, which were recently installed in
the office (of an American newspaper) with such a
flourish of trumpets. From these paragraphs, we
gather that five machines altogether have been
employed in this office, the first being introduced
some time
in February
last,
the
other four com
mencing operations
in
March. So short lived,
however, does this installation appear to have been,
that
we
learn the machines were discontinued on
Wednesday, April 29. This will be a ve
ry
se rious blow for this machine."
It
was decided
by
the Court of Appeal
that
these words, be
sides being a disparagement of the plt\intifts'
machines, which would not be actionable without
proof of special damage, were also, when taken
in
their natural and ordinary meaning, capable of
being understood by men of ordinary intelligence
as conveying an imputation upon th e plaintiffs in
the way of their trade, and
the
question of libel or
no libe l was therefore rightly left to the jury (Empire
Typesetting Machine Company of New York
v
Linotype Company, 79 L. T. 8). This judgment
was affirmed
in
the H ouse of Lords, when it was
stated that if the only meaning which can be
reasonably attached to a writing is that
it
is a
criticism upon
the
goods
or
manufacture of a trader,
it cannot
be the subject of an action for libel,
but
an imputation upon a man in
the
way of his
trade
is properly
the
subject
of an action
without
proof
of special damage."
It has been held in a comparatively recent case
(Hermann Loog v Bean, 26 Ch. D., 306) that the
pr·inciples upon which
the p u b l i ~ a t i o n
of a libel
injuriously affecting
the
property or trade of
the
plaintiff may be
restrained
apply also in the case
of sl
ander;
and
that
an injunction may be
granted
to restrain oral defamation, where it affects parties
in their
pr
operty, trade, or business. The jurisdic
tion, however, will in such oases be exercised only
with the greatest caution. Thus, in the case re
ferred to, the defendant, who had been dismissed by
the plaintiff company, in whose employment he
had
been as agent, after his dismissal made slan
derous statements to the company's customers as
to the solvency of the company, and otherwise re
flecting on their trade and business;
it
was held
that such statements, though merely oral, mig
ht
be
restrained
by
injunction.
Thus, whenever A accuses B of knowingly and
intentionally infringing A's patent
or
copyright, or
imitating A's
trade
mark
or
brand,
or
using A's
firm name, or passing off his goods as A's, this is
a p e ~ o n l libel on
B.
But merely to state that
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686
's p ~ t e n t .is
i n v ~ l i d ,
that a picture which he
IS
puacy, Is n o hbel on B pe rsonally, and is
act10nable If the
word
s
be publish
ed falsely
maliciously,
and
special da.maae has resulted
the
publicat ion.
0
The
same principl
e
applies
to cases for what is
slander
of t itle. Thus,
in the
case of
v. S o u t ~ and. Main
(58
L .T.,
516)
it
was
ed
that
an act1on ltes against a defenda
nt
who
ss
ue
s a circular stating t hat the plaintiff's inven
had
been proved to
be an
infringement,, of
s own, when n o proceeding had
ever
been taken
o
test
i
ts
validity.
For
there
was
no g
round
atever for
the
posit ive
statement
made,
and
clearly no reasonable or probable cause
for making
it
.
In
Hubbuck
v. 'Vilson
((1899) 1
Q. B.
86), the
t
of
Appeal laid it.down t l ~ a t a statement by a
er that goods
of hts manufacture
are s
uperi
or
those manufactured
by another
rival trader,
untru
e a
nd
made maliciously, is
not
t10na ble as a
def
amatory libel, nor does
such
a
a
tement
afford
ground
for an action for disparaae
ent
of goods, ev.en i f
the
plaintiff is damnified
0
by
and avers.speCial damage. The most satisfactory
provtded
for
those
who are subject to trade
is
an
injunction
granted by
a Ju dge of the
Court.
The
Court will,
in
its discretion,
in
a
oper case grant an injunct ion either"on interlocu
ory application, or
at
the hearina of the action ·r e
t
he defendant from
sla;dering the titie of
p l a i ~ t i f f s to, a ~ d publishing a libel upon, a
of thetr manufacture or
invention
Food Company v. Massam, Ch.
582). But in the
case of fah;e trade circulars
application is made
to
retra
in
t he publicatiOI;
f circulars impug
ning
the plaintiff 's labels
on
cer
ai
n
manufactured
articles, and
threatening
legal
the plaintiff must sa tisfy
the
Court to
om application is
mad
e that
the
statements in
n are
untrue.
Moreover, an
in ju n
ctio
n to
rest
ra
in
the publica
on of a trade libel is only gr anted in the clearest
es
, s uch as those in wh ich a j
ury
would un
oubtedly
find t ha t the mat ter complained of was
be
llou ;,
and wher
e,
if they
found otherwi se,
their
rdi
ct would be
set
aside as
un r
easo
nabl
e. ( Liver
Household St ores Association
v.
Smith,
Ch.D. 170.)
Th e
wrongful
use of a trade mark is
not
infre
made
the
subj
ect
of comment on the
part
of
tr
ue owner of
the
mark.
Where th
ere
is
any
oubt
as to th
e
validity
of the mark, great ca
re
st be
taken
before any accusations relat ing t
he r
eto
made
through the me
dium
of advertisements.
In the
Royal
B
ak
ing Powder Company v. Wr ight,
and Co. ( t 8
R.
P.
C.,
95), the facts
were
these. In
1
89
7
two t rade marks registered
the
R Company,
of New
York, were ex
from t
he
Register
of
Trade
Marks
by t
he
of t he Court, at
the
instance of
the
defen
ants. Both trade mS\rks were labels containing
ominen tly
th
e words Royal
Bakin
g
Powd
er .
r t l y
afterwards
the
defendant
s iss
ued
a circular
efe
rrin
g to the order, which circular and the
a
te ments
made
by travellers and agen
ts
of the
efendants were alleged by the plaintiffs
to
be an
on that the plaintiffs were not ent itled to
ll
baking powder
as
Royal
Bakin
g
Powder,
that the defendants in tended to proceed against
r
sons using the l
abe
ls, to
stop
the u
se
of those
ords.
Th
e plaint iff company
then commenced
an
to res train the def
en
dants from represent
t
hat
the plaintiffs were not ent itled
to
sell
R
oyal
Baking
Powder " in th e Unite d
gdom,
and
from maliciously threatening t he
the i f f ~ with proceedings
respect
of their
sa
les of t
he
plaintiffs ba
king
I t
was
decided at th
e trial th
at
the cir
ar represented what was not t rue with regard to
plai
ntiff's
baking
powder and trade, and was
ss
ued n ot
in
good faith
in
support of a claim or
aht really made, or intended to
be
exercised by
e defendants, but maliciously, and t hat it had
aused spec
ial and
substantial
damage
to
the
a
intiff
s.
An
in j un
ct
ion w
as
gran
ted
in
the
first
but on appeal (which was affirmed
in
the
u
se of
Lords)
it
was decided
that
th
ere being
no
rc
um
st a
nc
es to suggest
that
the circular had
secondary meaning, evidence to ex
plain it
s mean
g was ina
dmi
ss
ibl
e, and that
the
circular
did
not
ean
that the
def
endan
ts
in tended to proceed
persons
selling the plaintiff's
baking powder,
nder
the
name of Royal Baking Powder, " and
the c i 1 , c u was n at; in
respect
untrue.
E N G I N E E R I N G.
[Nov . 15 1901.
One very
interesting for m of a ' ' trade libel ,
r ema
ins
t o
be
considered.
I t
sometimes
happens
that a firm issues an advertisement to the effect
t h ~ t
some particular
article ha
s received
the
' ' f irst
priz
e m
eda
l "
at
a
particul
ar
exhibition
whereas in
fact
the
~ w a r d
in
question has been
b e ~ t o w e d
upon
a tra.de rival. T h ~
question
t h ~ n arises:
Can
pro
cess ts
sue
to
re
st
ratn
the publication of
such
a mis
l
eading statement
7
So far
as we
are
aware,
ther
e
has been no case on the point. In our view, if it
could be
shown
that such a statement was issued
ma.liciowdy, and
with
the
intention
to injure the
person
who
was
the true
ho
ld
er
of the
a
ward
th
e
statement would be
lib
ellous, and could be m the
subject-matter of
successful proceedings.
the piston, which
p u s ~ e s
up the cartridges, can
be thrown
out
of actiOn by a lever which re
leases a
spring
in the lock. The effedt of
this
is
the cart ridges can be dro
pped
in
to
the m
aaa
ztne,
and
do
not
require careful individual ins:r
~ i o n as
in
the ~ r d . They may be carried
1n any way ; In bandoliers or pouches, but it is
preferred
to
carry them in
a bandolier fi
tted
with
metallic clips which hold five each. These clip s
are held over
the
rr:agazine, and the contents
s e d o
ut
most d i l y .
I t
is not possible to de
s c r t ~ e the. e c h a ~ I m of
the
lock without drawings,
b u ~ 1ts chtef men ts ~ h a t it has no projecting
striker, t hat the cock
mg
Is do
ne on
the unlockinu
of
the bolt,
and that
the
bolt
cannot fall out
~ h e r.ifle is carried on a ga lloping horse. The rifle
Is
bem
g made by Messrs.
Bland
and Sons, King
\ V i l l i a m -
Strand,
W.
C.
Last Monday a
n.umber of t r i a l ~ were made of
the
speed of firing
atmed sho ts against a Le e-Metford rifle, with the
g e n e r a ~
result that
new
rifle o
nly
required abo
ut
t w o ~ h u d s
of the t 1 m ~ of the
re
gulation weapon.
P osstbly part of the ga in should be credited to the
marksman.
NOTES.
CoMPENSATION FOR CoMPULSORY P uRCHASE.
A CURI OUS point under the law relating to com
pen
satioJ fo
r. c o m p u ~ s ? r y
purchase
ha
s recently
been dec1ded 1n the Dtvtsional Court by Ridley
and
~ h i l l i m o r e , JJ .
I t
appears that the Bwlfa Col
hery Co
mp
a
ny
own
certain
seams of coal which lie
beneath a r eservoir. B efo
re
procee
ding to
work
the coal, they gave due n
ot
ice to the
water
company.
Th e wat er compllny immediately gave not ice to the
colliery to treat for the compulsory of
the coal lymg under th e reservoir. Th is notice
was . served on October
15, 1898,
and as the
partt
es were
unable
to
agree as
to the amount
of
compensation,
ar bitrator was
appointed
to
d
ete
rmtne the questwn. The hearin cr was for some
reason delayed until April,
1901.
A
0
quest ion then
ar
?s
e as
to
the upon which the purchase
P.riCe should
be
es
timated,
as the price of coal
had
risen enormously, and had again fallen since
t
he
da te of the notice to tr eat. In these circum
sta
nces, the
water
company
contended
that the
price should be est imated
as
at t he date of t he
notice, while the colliery owners su bmitted that
the arbitrator should
ta
ke
in
to
cons
iderati
on the
immense profit which would
ha
ve been realised
on
coal excavated a
nd
so
ld subsequent to
that
date.
Th
e arbitrator having estimated t he proper amounts
based upon each
fi
gure, stated a case for
the
opit;1ion of the High. Cour t.
Th
e
ir
lordships
hav-e
deCided that t he
arbttrator
was no t
only
e
ntitl
ed,
but bo
und,
to have regard to the enhanced price of
coal.
Th
e
rea
so
ns
for
their judgment
were
in
effect : ' ' The water company do not
purchase
the
coal or the land which contains
i t ; they mer
e
ly
buy the right to prevent the coalowners from
working it. A large quantity
of
coal
cannot
be
ex
cavated all
at
once, and therefore compensation for
prevent ing such excavation must be assessed
upon
th e basis of the price which the coal will fetch at
the t ime
when
it is excavated." The coalowners
the
ref
ore had
judgmen
t for the lar
ger
amount.
This judgment, which is of great import ance to the
owners of collieries, is consistent
with
a well-known
principle of the law of compensa tion- namely, that
c
on t
inge
nt
or
pr
o
babl
e profits s
hall be take n in
to
consideration. Any evidence,
apparently,
which
can be put forward
to
enhance the value of property
t
aken
compulsorily should
be
for thcoming
at
the
h
ea
rinc
.
0
T
E
H
YLARD AND
BIN
GRAM R IFLE
.
A new rifle, the invention of Mr.
John
Hylard,
of Me
lb
ourne, Australia, was shown
last
Monday
at
the St a
ine
s Range.
In this
rifle
th
ere
are
several f
ea t
ures which are both new and valuable.
The st riker is
almost entirely
co
ntained within
the
bolt, the only projecting part being the fine point
which hi ts t he
cap in the
cartridge, and its projec
tion is less than in. There is t hu s no dang
er
of
t
he
st riker being bent and re ndered u
sele
ss if the
rifle should be
dr
opped
on
rocky
ground
. The
re
is no coiled spring around the st riker ;
it
re
ceives i ts energy from a hammer ,
operated
by
a flat spring,
both hammer
and
spring
being
within the loc
k.
This spring is bent
to it
s
ac t
ing
po sition when the bolt is rotated previous to wit h
drawal, and is locked in that position until the bolt
is
returned to
close the breech. U
ntil
that action
is accomplished , t he rifle ..:annot be fired. Th us
t he effort
required to
cock
the gun
is
made
during
the
unl
ock ing of the bolt, and not
during
the
time
it is being
returned
to the
breech,
as in the Lee
Metford rifle. I t is stated
that
this renders it
possible to load and fire continuously o
ut of
the
magazine
without
removing the weapon from the
shoulder. The magazine
takes
five car trid ges.
The bott
om
can be remoyed for cleaning, while
E G LASGow ExHIBITION RESULTS.
.
The d ~ y
is past when great expectations are
tndulged 1n by the promoters
of
exhibitions but
t h e ~ e are, nevertheless, di rect advantages
to
be
realised from
such shows, and
it
is sa tisfacto
ry
to
record
that,
within suc
h reaso
nable limit
a
tions, the Glasgow Exhibition, which was closed
on
Saturday
last , can
be
pronounced an un
qua
li
~ e d success. The enormous a ttendance
pr
oves,
In the first place, that such a temporary addition
~ ~ e
gaiety of a
nation
is acceptable.
The
Ex
lubitwn
was opened
on
May 2, a
nd continu
ed
until
November
9, and during
that
period
11,497,220
persons attended, a
total
never before
re
ac
hed
by any exhibition in
this
coun try, and
fullY:
. o u b l t
he a t t ~ n d a . n c e
at the previous
Ex htbi twn
at Glasgow
In 1888. Th
e highest
at
tendance was on the closing day, when
173,266
passed through th e t
urn
st iles, while t he hiah
est
n
umber
achieved
by
any exhibition in this c o ~ n t r
was at the
1888
Exhibition at Glasgow, when the
total, again on the closing day, reached
117 901.
At the
Exhibition
in London in
18
51 the h i ~ h e s t
number
of admissions was
10
9,760.
There ;.ere
t wenty-four da
ys
when
the attendance
at Glasgow
exceeded
100,000,
and on t
hr
ee day s only did it fall
below 40,000. The
total
money taken at the t
urn
st iles, e x ~ l u d i n g , of course, season
ticket
receipts as
well
as
railway coupons, was
167
8
87l
., and it is prob
able that the
net
result of the Exhibition from a
f i n a n c i ~ l i n t of view, will be a
s u r p l u ~
closely
approXImatmg to 100,000l.
Thi
s sum,
it
is ex
pected, will be spent in purchasing pictures for
the
magnificent art gallery
buil
t
pnrtly
from the surplus
of
the last
Exhibition
and partly from public
sub
scription. As to the educational value, the
re
can
be no do
ubt
that many
ha
ve profited by a st
udy
of
the machine tools alone, than which few finer
collections of mechanical appliances have ever been
ga
thered toget
her. Ma
ny
employe
rs
wisely
sent
nu.mbers of their workmen specially to s tudy
this ~ ~ p a r t m e n t an d it was i f y ~ n
during
our
VI
Sits
to
find Scotch workmen
makwg
minute
examinations
in t
o
the
d
et a
ils of such tools.
As to the amount of business done by the exhib
it
ors,
it
is n
ot
possible to get any defini te es timnte ; some
mak e
no secret
of the fact that
they
have
been
able
to do
a
very
satisfactory trade
in the
sale
of the tools, &c., on show, while others state that
business has been very unsat isfact
or
y ; probably
so
methin
g be tween the two
extre
mes is t he ri
cr
ht
es timate, and certainly several firms a re
s a t i s f i ~ d
Th e re
lati
ons between the foreign exhibitors and
t
he Executive
Oo uncil have been most amicable,
and it
is
not
by
any means
the
e a ~ t satisfactory
indication of res
ults that
a number of the French
exhibitors' representatives spontaneously collected
oOl and
hand
ed
it
over to the Lord Provost of
Glasgow for dis
tribution
amongst th e infirmaries
and hospitalR of the ci ty. All conn ected with th e
Exhibit.ion are
to
be congratulated on a success to
which unusua
lly
fine weather, and t
he
loyalty
and
bu
s
in
ess
en terp
rise of
the
citizens,
contributed
alm
ost in equal proportions.
G.ERMAN
EL
ECTRICITY
wORK
•
The
stat
istics of Ge rman el
ec t
ricity work s,
published in
the Elec
t ·ot
hnisc
he
Zeit
s
hl ijf,
bring
the
data up to
the
end of ~ l a r c h ,
190
1, because
m ~ n y establishments cl<,se their
year
ly
•
•
•
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Nov.
Is,
Igox.J
with t he last of
March.
Th e statistics
2?
?a
ges . of t he journal. Al thou
gh
such
compllatwn IS undoub
te
dl y of h
ig
h ge
ner
al
teres t , 1
50
works- a
lm
ost a quarter of the num
of works which were in exis tence in 1900 -
ad not
r
et
ur
ned
the
in
q
ui
ry
sheets
.
Th
e
column
s
n ~ m e
place,
and
proprietor
of the wo
rk
s,
l
ation
?f
the place, supply
sy
st em, primary
~ ~ g 1 a
nd
battery
powers,
l
amps and
oto
rs .Joined, number
of
el
ec trici
ty
me te
rs,
da t
e
f
ope
n10g , r
emark
s,
and capita
l
in v
ested. Th is
atte
r
column
is n
ew
, a
nd, so far, ra
ther
un c
e
rtatn.
nly
318 of 7
86 works,
t he
tota
l number
of
ce
n
stations, have
ans w
ered this inquiry
.
Th ese
w
orks, of 137,508
kilowatts power h
ave
cost
81
marks (shillings)
. On
ave
ra
<>e
,
the kilowatt re q
ui
res
an
in vestment
0
of
628 mark
s
; and
a
ssu min
g t
his
aver
ag
e for the
l of
powe
r
available, 290,000
ki low
atts
we
e
to
a
tota
l cap
ital in
vestment
in
el
eot;ic
ity
orks of
472 million mark
s. An
ot
her
ba s
is
of
g
iv
es
640 million marks
; neither figure
s r elia
ble, but we
get an
idea
of t he
capital
unk
in .these
plants
. Th e
thirty-three Germ
an
wns wlth
more than 100,000
inhabitants all
at
l
east
one public el
ectr
icity
station
iel
alone not
supp lying y
et)
; m
ost medium·
size
wns
are
also p ro
vided, but
there
is
enough sco
pe
eft
for ente
rp r
ise
. The
76
8 ele
ctricity
stations
of
90
1 rep r
esent au
in
crease
of 122, or co
nsidering
that
works h
ave been
removed
from
la
st
year 's list, of
works o
ve
r 19
00
;
90
works are under con
struc
ion. The figures quo te d in the following lines
all
1
90
1 un
le s
s otherwise stated, and those of
are
added in br ackets. A
ltoget
h
er
1200 places
re supplied with el
ec t
ric ligh t or pe
wer;
one plant
shes
66
pla
ce
s within a radius of 12 miles ;
1.3 (80 .4) per cent. of
all
central
stat
ions, r epre
g in their engin es 4
3.8,
and in th eir en g
in
es
batteries 49
per
cent. of the to tal power,
upply exclus
ively
continuous current. The power
tages of last year
were higher,
47 .4 and 63.8
spective
ly
. The reason is t hat the numerous
plants are generally on the p ure continuo
us
urrent system, but not the recent large
additions.
ere are 43 (38) mixed triphase and continuous
plants aggregating 86,986 (41,757) kilo
in engine
a
nd 102,
5
11 (46,608) ki l
o
watts in
an
d
batt
e
ry power. Of combined
a
lt
e
rnating
nd
co
ntinu
ous-
curr
e
n t
s
ys t
e
ms we count 10
(6),
of
6874
(1599)
ki l
ow
atts;
their
batter
y
amounts to 10
5 (
100)
kilow
atts.
Triphase
p
ur
e number 45
(39)
, wit h 41
,634
(35,677)
l
owatts
power ;
the
m
ono or
biphase pl
an t
s
count
(42), w
it
h
17,5
48 (21, 572) ki lo
watts.
Mon
ocyc
lic
ra
to
rs a re
employed in two
plants to
gethe
r of
kilowatts
. On
ly
3.8 (6.
9)
per ce
nt. of
the pure
ontinous-c
ur r
e
n t plan ts dispense with accumu
tors.
The
accum
ulators
r
epresent 36 .2
(37.
9)
t
he
engine
power, and
26.6
(27.5)
pe r
cent.
the total p
owe
r of
th ese direct
-
curre
n t plants,
nd
t
he accumu
l
ators
of lighting
stat
ions
in
general
up
21.6 (2
0.
0)
of their eng
in
e
power,
and
.7
(16.7) of their c
om bined powe
r. As
regar
ds
power, we
find th
at
60.3 per
ce
nt. (58.6)
f all
central stat
i
ons,
r e
presenting 80.7
per
cent.
76
.5)
of the
total
p o
wer
availa
ble,
r
el
y
entirely
n steam. Water-power is not of general import
in Germany ;
apart fr
om
Rhein feld
en, with
ts 12, 360 kilowatts,
we
ha
ve 72
small
water-power
lants,
agg
regating only
3354
kilow
at
ts. Both
a
nd
wat er power-
one,
as a rule, as
reserve
re
em
pl
oyed
in
170
(144) works of 35,969
74
) ki lowatbs. Ga s power (
inclu
d ing furn
ace
producer gas) is now
so
lely relied up on in
central stations of 3106 ki lowatts. Gas engines
re, further, to be found in many wor ks ; bu t t heir
tal powe1· does not make up more th an 1.1 per
. of the total engine power of all the
centra
l
ns .
The
38 sta
ti
ons of the la rge to
wu
s and
the
Sil
es ian mining di stricts of
Oh
or zow an d
borze, ran
ging
fr om 22,
07
5
kilowatts (Oberspree
,
ear Berlin)
down to
2072
kilowatts (Hanover) are
ith their 1
92
,0
55 kilowatts
mo
re powerfu
l
than
t he
th
er 730 wo
rk
s a
lt
ogeth
er wi
th
th eir 160
,5
15
k ilo
.
Th
ere
wer
e conn e
cte
d
to
t he
768
(65
2)
s,
3,403,205 (2,623,893) incandesce
n
ce
lamps,
at
50
w
att
s,
64,278
(50,
070
)
10
-
ampere arc
mps,
a
nd
141,4
14
(
10
6,
368) motor
s,
not
r
ec
ko
n
curren t for e
lectr
olysis,
he a
t
in
g,
&c
. Th e
espective increases
over la
st
year
represent 17.8,
7, 28.4, and 33 p er cent . The central
stat
i
ons
126,
695
el
ec t
ricity
meters
.
Th
e
768 electric
s
menti
on ed are located in
749
diffe
rent
.
h
N G I N E E R I N
G.
there was, in most cases, some small
co
rner unfilled which
MI
SCELLANEA
would n
ot
have been
the
case with hydraulic rivet ing.
A
HIGHLY
remarkable wo
rk
is described in a recent Another member stated
that
in riveting toget>her six B-in.
issue of
the Scient·ific me
io
an
Ib consists of four cables plates wi th
g-
in. rivets driven by the large
so
size
Q.
and C.
spanning
th
e straits of Carquine z, between
the
Solano pneumatic hammer, the hol
es
on cutting through
the
and
Co
ntra
Costa. Counties
of
California.
The
horizontal rivets proved
t
be about as well filled ac3 is usual
by
span between the towers supporting the cables is 4427 ft. , other methods of rivet ing. Experiments made on behalf
and the height
ab
the centre abo'\'e the water is
206
ft. of
the
Chicago, Burlington, and Qu inoey Railway, on
the
Th
e oa.blE's,
of
which
th
ere are four, are used for
co
nvey·
obhe
r hand, showed
that
long holes were far from being
ing electric
ity
across
the
straits. The voltage on
the
line completely filled either by hand riveting or by steam
or
i3
40,00
0, and the insulators weigh
50
lb. each. The c9.bles air pressure·riveting. I n these experime
nt
s holes were
are
built up of
19
plough steel wires, and measure exter· drilled through iron pins, and these holes were
th
en filled
nally about g in. in diameter.
The
tension on each cable by rivet3. P ut ting
the
wo
rk
into a lathe, washers were
at the towera is about 10 tons. out from these pins right down to
the
shank of the rivet,
The pottery trade
arbit
ration
ab
Hanley, having ref
er
- and these washers invariably proved loose, with the
ence to a propose d series of rules regulating the character exception of those immediately under the heads of
of
the
lead glazes use
d,
was brought to an unexpected the rive ts. Hydraulic-driven
ri
vets were nob tested in
termination on
Tues
day. Lord James of H ereford. the this way. Where reamed holes are specified, it was
umpir
e,
proposed that
the
application of the new Home stated
that the
railway
co
mpanies now dema
nd that the
Office rules as to " fri
tt
ing " and
the
solubility of lead boles shall be punched in. small, and
the
reaming is
shonld be p
ostn
oned for eig
ht
een months, with a further
th
en effected by a twist drill, which costs
le
ss
th
an using
t
4
"f 4.h
4
f d d'
4
H h d a tap
er
reamer
wh
en so large an amount of metal has to
pos ponemenu
1
u au were oun expe Ienu. e a be removed
fr
om
the
of
the
hole.
t
was mentioned
been induced to r
eco
mmend this course, because
it
had
:>een shown that und
er
tbe existing rules lead
p ~ i s o n ·
incidentally that with t e multi.ple
p u n ~ h e s
now .largely
mg
had gr
eat
ly decreased, and he hoped
that
wtth a empl
ore
d there was often a. d t f f i m matohmg t
he
further observance
of the
general rules it would die
out
holes
th.
e web and
t h ~
angles, smce the amount of
altogether. stretchmg IS n
ot
the
sa
me m
the
two cases.
h
. . .
The
Vengeance, babtlesbip carried
out
her gun.mo
unt·
Le
Yacht
s t a ~ e s
t
ab
1mmedtately af
ter
the
la
unch of · ing
bri
aJs
at
Portsmouth on Saturday, sfber several post-
the
F rench crutser L
eo
n Gambetta, on Q ~ t o b e r 26,.work ponements in co nsequence of
the
fog. The Vengeance is
was begun
B:t
Brest the
firdb
of
the
stx b a t t of
the
first
batt
leship built by Messrs. Vicker£l, S o m ~ , and
14
,865 tons mcluded m
th
e programme
tb
e e a ~ e
1\IIax
im, and she is also
th
e onJy sh
ip
in
the
British Navy
of
the
~ a v y voted last
~ e a r
the
P d . r h a ~ e n t .
~ h i s which has been built, engined, armoured, and supplied
vtessel
W l ~ l be called
t ~ e
q u e and a .stster·sbtp- wi
th
her heavy gun mountings by one firm. She waa
he
Pa.t
r
e to be
b ~ l l t
m a
J>r
1
vate yard,
1
s also to
.be
ordered twelve months later t han her five sister
veeseJP
,
:>egun ~ h i s I t IS O \ ~ e v t ~ e n ~
t
hat
four
i D ·
the
Canopus, Goliatb , Ocean, Albion, and
Glory;
and
Sir
ng shtps wlll n
ot
be
~ U i l b
Wlthm the time ortgmally William White, profiting by his experience in
the
in
te
r.
~ n t e n d e
for the ~ O J ? 1 m t t t of ~ h e Budget for 1
90
2
has val was enabled to effect some important improvemen
tl3,
JUS
t refuse
d. the
Mtmster of Martne
the
crfdtts necessary such as
bette
r speed, greater prot
eo
ti vo strength, and a
for
~ h e
laymg down
of thr
ee of . t ~ e m nexb year . The higher
offe
nsive power. The chief difference, however,
D ~ n t may overrule
th
e 1 o n of the comm1ttee, between the Vengeance
and
her predece
f so
rs of
th
e Can
o
but
thlS
Is
n
ot ab
all
r ? b ~ b l e ,
and
1b
ma:r be
l >
oked upon pus class is the new type
of
heavy gun m
ou
nting, by means
as cer tam
that the
b u t l ~ m g of th&e shtps will be post· of which the 12-in. guns can be loaded at all firing posi
poned at least one year,
lf nob
more. tions, whether of training or elevation. The Vengeance is
Ac
co
rding to a telegram received by the
No
vo Vr
emya
also the la.sb ship to be supplied with the
Mark
VIII. Wool
from Vladivostok,
the
task of laying
the
rails of
the
wich gun
of
46 bona and
36
calibres in length, which, though
No
rth
ern Manchurian Ra ilway was completed on the 3rd n
ot
so powerful as
the
Vicke
rs Mark
IX.
of 40
calibr
e:.,
is
inst.,
the
anniversary
of the
Tsar's
co ron
a
ti
on. This line still a formidable weapon, as it
fir
es a projectile
of 850
lb.
co
nn
eo
t.s Vladiv
os
tok with the great Siberian railway. in wei
ght
with a muzzle velocity
of 2367 fo
ot-seconds aud
a
t
js
ex
pected to be open for
traffic
in a few monthP, and
mu zz
le energy
of 33
,
000
foot-tons. A
co
mplete broadside
will very much shorten
the
journey to the Far Eas t. from the
Ve
ngeance wou ld into action four 12 -in.,
Hitherto, travellers have had to take a steamer on the she 6-in., six
12
-pounder, and s1x Maxim gun s. These
Amur from
the
terminus of the Siberian Railway to 22 g
un
s would fire at one time 11,000 lb.
of
metal wi th a
Khaba
rovsk, which is
~ c t e d
by rail to Vladivos tok.
co
llective energy at the muzzle of over 600,000 foob-tons.
When the
new line is in working order
the
only break An importa
nt
advantage afforded by
the
new mounting
in
the
railw
ay co
nnection between M
osco
w and Vladi· is,
that
while
the
gun can
bs
k
epb
sighted on
the
object
vostok will be
ab
Lake Baikal.
The
wo
rk
of constructing aimed at, the gear is simplified
ra
ther than
co
mpli.
a line round
the
southern end of the lake will be begun cated
as bhere are no locking bolts nor apparatus for
immediately, but canno t be finished for several years. The workmg them. All
the
leading- operations are carried
line which connects
Port
A
rthur
with
Harbin
on the
out
by hydraulic power, but Simple fittings have been
Northern Manchurian]
Ra
ilway is already in working pr
ov
ided for
the
use of hand·power as an alternati
ve
.
In
ord
er
.
the
forward
turret
three rounds were
fir
ed from each gun
with practice and service charges from
10
deg. before to
Pro
fessor r n o w states that there are now some 25,000 10 deg. abaft the beam. The last two rounds were fi red
miles
of
logging rail roads in the U nited States alone. simultaneously, one gun being at
the
maximum depree
Some of these are laid with wooden poles, 6 in.
to
8 in. sion and
the ot
her at the maximum elevation, b
ut
no
or
12
in. in diameter, to ser
ve
as rails. They are laid damage
wa
s done beyond
the
breaking of a few glaes
without cross-sleepers,
but
are pinned toge
ther
at a 60-in. fittings. In
the
aft
er
-
turret
four rounds
we
re fired from
gauge.
The
cost is
but 100
dols. to
200
dols. per mile; each gun, to ascertain
the
maximum r
ate
of
fi
re obtain
ab
le
but
on
ly
light
loads can be hauled on
them
, and
the
with
th
e type
of
loading gear.
Th
e results were regarded
rolling stook
must
also be light, so that they are suitab le as highly satisfactory, as it was show n
that
wit>h a brained
only for level dist
ri
cts. In other oases
sa
wed wooden rails crew and the ma chinery opera ted under ordinary wotking
are used, the cost being
the
n from
300
dols. to
800
dols. t i o n E ~ , a rate of two rounds a min
ute
could be main·
per mile.
In
genera], however, repairs on these tained for a prolonged pe
ri
od.
roads are
eo
heavy
that
steel track is preferred in
spite of
the
h
ea
vier initial cost. On narrow·gauge
lines steel rails weighing 20 lb. to
30
lb. per yard fi
ll
alJ
the
requirements
of the
situation. With the standard
gauge. rails weighing
30
lb. to
40
lb. per yard are needed,
though in special oases 75·lb. rails have been used. In
the
Cornell forests 40-lb. rails are used on
the
spura and
46
-lb. rails on
the
main road, with an eng-ine weight of
27
tons.
In
constructing these roa
d:
,
whiCh
ser
ve
tem
porary requirements only, earthworks are reduced to a
minimum, and are often replaced by cribs bu
ilt
of unmar
ketable loge, whilst marshes are crossed by mattings
of brushwood. Steam loaders are employed, which
are
capable of picking
up 600
to 8
00
logs
per
day,
provided these are within 100ft. of
the
track,
Loe-s
at
greater dis
tan
ces
fr
om
the
track
ar
e usually hauled
w1t>hin
range of
the
loader by animal power; but wire rope
steam-driven skidding systems are coming in to use and
promise,
Pro
fessor Fernow states, to e
ntir
ely supersede
animal power wherever
lar
ge enough masses of hardwood
are
to
be lumbered.
Th
e logs are hauled by wire rop
es
,
which
are
taken
out
to
the
log from the hauling engine
by a horse or mule. A
st
eel nose is provided which steers
the
log over
st
umps, stones, or other impediments.
The
greatest length of haul is usually not more
than
1
500
ft.,
and each machine will haul on an average 140 to 160 logs
per day.
In
a discussion on " Mod
er
n Practice in Bridge Shop
work " at a recent meet ing
of the
Waste
rn
Society of
Engineers, some interesting notes on
th
e relative advan
tages of hand, hydraulic, and pneumatic hammer rivet·
ing
were contributed by diff
erent
members. I t was
co
nceded
that
when pressures of
70
to 80 were used
on f -in. to g· in. rivets,
the
best work
wa
s gtven by
the
hydraulic machine, and that
in the
se
condit>ions
holes as
much as 2 in. deep
co
uld be thoroughly filled.
With the
pneumatic hamm
er
f ·in. rivets
in
1-in. and
1 ~ - i n .
plates
showed some slight cavities when
cub
bhrougn, bhou&"h,
speaking generally,
the
boles were really well filled. St1ll,
COKE
IN
BEL
GI
Ul I.-The
quantity of
co
ke made in
Be
lgium last year
wa
s 2,4
34,678
tons.
The
co
rr
espond
ing oubpub in 1899
wa
s
2,
304,607 tons; in 1898, 2,161,162
tons ; and in 1
897,
2,207,
84
0 tono.
WH A
T IS A
SHOP ?
:J\Ifuch t rouble has been occasioned
in
co
nnec
ti
on with
the
interpretation of rece
nt
Acts of
Parliament by
the
o
mi
ssion
of
suitable definitions
of the
t
erms
used
th
erein.
f
the
etymologies. m
ea
ning were
always attached, but little difficulty would arise;
io
is the
gartial definition of a. term which vexes t he lawyer 's mind.
This was illustrated in a recent case before
the
Divisional
Court.
By the
Shop Hours
Act
, 1
892
, s.
4,
it is provided
that in
every shop where a young person is employed a
notice
sha
ll be exhibited
stati
ng
th
e number of hours a
week during which a young person may lawfully be
employed in
that
shop. "Shop," as defined in
the
Acfl,
means reta il and wholesale shop
s,
markets, stalls and
warehouses in which assistants are employed for hire,
and includes licensed public-houses and refreshme
nt
houses of a
ny
kind. In
the
case under notic
e,
a boy
in
the
employment of Messrs.
W.
H . Smith and Son, at
Redhill, was se
nt
over to Mersbham Station to sell papers
from a
sta
ll, which consisted of a board and trestles, for
3
hours a day. No n
ot
ice was posted at that stall speOI·
fying
the
number of hours during which the b_Qy was
eml>
loyed, in
co
nsequence of which
lVIess
rs. W. H.
Sm
tth
and Son were summoned and fined. On appe
aJ,
the Divisiona,l Co
urt
decided
that
it
wa
s n
ot
necessary to
have a notice at this place, as
th
e boy was in r
ea
li t
y
" employed "
at
Redhill, where
a.
proper notice was posted.
The Chief Justice, however, said that ·it would be
ri
di
cu
lous to hold that
the
st ructure in question wa s a " stall
or shop" within the meaning of tbe Act. What, then, is
a stall within
the
m
ea
ning of
the Act
? It is subtle
distinctions of this kind which render all grandmothe
rly
Acts of
Parliament
so diffic
ult
to interpret.
•
7/23/2019 Engineering Vol 72 1901-11-15
http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 21/31
NOTES FROM
THE
UNITED STATES.
PHILADELPHIA, November 1
THE situation in the Ameri c9.n steel market has
changed
for
the
be t
ter,
in
consequence
of
the ruah
of
large orders for de
liv
ery next year in most iron and
~ t e e p r o d ~ c t s . The vo
lume of business
is
percept
Ib
ly larg
er 1n
both crude and
finished a t e r ·
the
str ongest feature of the
en tire
market is steel ;ails
the
de
mand for
wh i
c
h,
for
next
year s delh
re
ry
the
o n s
of
three
months ago. The
produmng capamty Is about 4 million t ons per year ·
the orders, including inquiries now on hand amount
to
2 mi
ll i
on tons. Th ere is a rumour t o·day that
in
consequen
ce
pr i
ces
are
to
be
adYanced
from
28
do
ls.
produ
ced
to
30 do
ls. per
ton. Mr.
Ca
rn eg
ie
is
due
h ~ r e
in
a
day or
so,
and
, despite the
fa
ct t hat he has
wi thdrawn from a
ll
business, his advice will doubtless
be. sought concerning
the ad v
isabili ty of
adva
ncing
pr10es to
30
dola. Mr . Cnn
egie
stated some months
ago
that
Rteel rails could be ma de at a profit
of
15 dols.
and the present
prices
afford a
lib
er al
margin.
A
vast
amount
of
new rai lroad const
ru ct
i
on
work
is
coming
and
th? r a i ~ r o a d builders
are beginning
to appremate ·
the
situatiOn,
and
to recognise that
i
t h
ey
want to beg
in
t r a c ~ - l a y i n g in th e spring, i t will
be
necessary to place their orders soon. I t is
this
fact
that
is t he basis of t he rumoured
advance.
In steel
billets t h
ere
is a great scarcity ; productive
capac
i
ty
is
far
overso
ld, and
it will
be so
me
time
before
new
capacity will a ~ a i l a b l e .
~ h e r e large in
q
uiri
es,
or.rather negotiatiOns, pendmg this
week
for bill
ets
a 3 well as for Bessemer
and
basic iron.
I t
is
pro
bable
th
ere fore, t hat during the month of November
quantities
of
raw
material will be contracted for.
The
sam e sa tisfactory conditions prevail in all
other
b r a . n of
the ~ t ~ e l industry, and
it
would appear
much hke a repe t i tiOn to st at e the facts and condit ions
a 3
they are to ·day. The
bridgebuilders
and ot her
users of
st
ru
ct
ural material
are ve
ry
anxiou
s th is
week
t o secure la
rg
e supplies of mat erial,
and
i t is
sa
id, on
wh at appears to be good a
uthority,
that
there
will be
a.n
advance
in
shapes
within
a short t ime. I t is such
rumours
as
t hese,
co
up led
with the
knowledge that
eno
rm ous requiremen ts are ahead of us, t h
at
disturbs
the
market with rum our s
of
an adv
ance
.
Sh
ipbuilding
is also
calling for
much
more
material; q
ui
te a number
of ca
r
works,
in fact a
ll
t he la
rg
er
establishments,
are
working
at nig
ht
in order
to ac
c
ommodate
the railr
oad
s.
The
car
shortage ha
s reached such propor tions as t o
cause serious
in
convenience to shippe
rs
a
nd
manufac
turers.
In t he Pittsburg dist rict
there
is
at
pre sent
only
a.
half supply. In other districts
the
situation is
not very much better. In plates, s
heets
,
pipes,
and
sklep iron there is quite a. de
mand
for early de
liv
e
ry.
Th
e
situation all through is very
st
rong ,
and
the
a
ct
ivity
is
extending
to
coal and c
oke, which
some
conce
rn
s
are
endeavouring to accumulate.
The stee
l
makers
are
plan ning
furth
er enlargements
; the
largest
independent producers
a t
Pittsburg a re
putting
in
facilities to manufacture s
te
el rails. One
of
the
features of the rail demand is th e call for light
section
s ;
ano
th er feature is the call for very heavy
sections
-
from
80
lb. to
100
lb.
The monetary
si t
uat
ion
is
favourable,
and the banks a.re able
to
meet
all requirements;
no failures of importance
are
announced, a
nd
from
the
financial
standpoint there
is nothing to apprehend of a disturbing nature.
There may be some elements
of
weakn ess
at
work, but,
i so,
they
are beyond the range
of
vision. .
Th
e
great
coa
l combina tion, which has occupied a good deal of
attention, and which
controls
a quarter
million acres
in West Virginia
is
nearing com
plet
ion. The re
is
also
great
en terprise in bo
ring for new
depo
s
it
s
of ore
in the
outskirts
of
the
lake re gion ,
and
by
the
openin g
of u
ext
spr ing th e ore
area
will have been gre
atly
extended,
d
espite
the in t
erva
l of cold
weather.
November 6.
E N G I N E E R I N G.
[N
OV .
15 I
901.
of 200,000 acres of roal lands in West
Vi
rginia,
but
only secured a c r e ~ . The deal will eventually
go t h ~ o u g h a t a
hi
gher pr iCe per acre t
ban
was origi
nally Intended. P ri ces for
bas
ic steel have advanced
75
.c
ents per t ~ n Pittsburgh
in
the open mark
et
, but
fimshed material IS un chan
ged
. The most
in
teresting
feature of
the ma
rket is
the rush for
cars
. The
Penn
sy lv
ania
Railroad Company is
in
the ma
rke
t for a
num?er.
The
pre ss
ur
e for cars is beyond all record.
Bndge builders are once more in
the
market for
ma
~ e r i a ~
for winter delivery , a
nd
the
ques tion
of
an ad vance
m priCes for
beams
is n
ow
under
consideratio
n. The
general ~ d u s t r i a l s i t u a t i o n
is
st
ron g,and manufac turers
are see
kmg
to
pr
otect themselv
es
by
co
nt r
acts for
raw material
of all
kin
ds
. The m
ovement
of cotton
has again become very heavy. Last week s exports
rea ched 423,393
ba
les, of which 210,264
ba
les were
s h i p p ~ d t o . n g l a ~ d : The volume of gen
era
l mer
chandtse shtpments IS enormous, and some lines are
blocked. For i ~ s t a n at this wri t ing 30,000 tone of
flour now await transportation
at
t he head
of
the
Lakes,
for Buffalo. T his
requires
1500
cars
. There
are other la
rg
e
st
ocks besides.
:Mr. Oeo rge S. Gibbs, general manager, Philip
Burt,
g e ~ e ~ r a f f i c manage r, and Charl es A. Harnson,
c
h1
ef eng meer
of
t he
No rth-Easter
n
R9.
ilway of En g
lan
d, are here as guests of t he Pennsylvania, a.nd have
been
shown ~ n d ..
Among
other
rides
they
were
taken.
to Atlantic C
•ty from
Ca
mden,
54 miles in
46 m m u t They h
ave
bee n
looking at American
locomoti v
es
, and
exa
mining
numerous
fea tures of
Am
e
ri ca
n ra
ilway pr act
ice.
is two t b i c k n e . . q g e ~ the tb ioknees varying fr
om
2 in.
out side. of the range of armour to in. inside of
that
protect10n. main deck, forming a crown to the
armol_lr
ed
port10n of the veesel, is of two thicknesses
a.
nd
IS genertlly 1 in. thick. The in ternal arrange:
m ~ n t s f?ll
,o
w ~ b e usual Admiralty methods, the vessel
be
mg d1
Vl9ed m
to
numerous
watertight
compartments ·
the magazmes and shell-rooms b3ing provided for at
the ends of the vessel well under the water-line, while
the coal are carried along each ide of the
veese
J,
r m m g a.n additional protection in way of
the m a ~ h m e r y space.
Th
e normal coal capacity of the
vessel IS a ~ o u t 800. tons; but
by
utilising the reserve
bunkers thiS. cap
a01t
y can .be increased
to
1600 tons.
The
vessel will be
f i b ~
Wlth
st
ea
m.
and
hand-steering
gear
by Messrs.
Napter
Brothers, L1mited . Steam is
adopted for the forward a.nohor gear by Measrs Harfield
w h i ~ electricity is the motive power aft. sets of
a ld dynamos by ¥ essrs. W.
H.
Alien, Son, and
Co., L1m1ted, Bed ford, wtll be fitted of snit9.ble power
t?
produce t h ~ necessary for a complete in
sta.
Ua.
t ~ o n of hghtmg throughout the vessel, including
stx search hghts,
the
boat a
nd
coal hoists, the after
c a ~ s t ~ n
gear,. an.d
th
e necessary elect ric fans for the
artificial ventllat10n of the
ship
below lower deck. The
a r ~ a m e n t consists of two twin
6-
in. guns forward and
aft m
b e ~ t e s
f?ur 6-in. in casemates on upper
d ~ c k and stx s1mllar guns m casemates on main deck,
eight 12-pounder 12-cwt. guns, two 1 2 - ~ o u n d e r 8 cwt.
boat ~ n d field ~ u n s three 3·po
under qu
ick-firing guns,
~ n d eight
.Ma
xim guns ; in addition to which the vessel
1S
fitted wtth two
sub
me
rg
ed tubes, one on either side
for
th
e discharge of 18-in.
Whitehead
torpedoes. T h ~
he
a;vy
s-uns ~ r e so arranged that a heavy fire may be
mamtamed
m
any desued di r
ection.
The b ~ r b
t t e s
around the 6.in. twin guns are of 4-in. armour and are
well connected. to the c t u ~ ~ of the ship and efficiently
sup
po
rt
ed, whtle the a
mmumt10
n
to
these
gu
ns is served
through heavy armoured trunks from magazines a
nd
shell-rooms below. The casemate fronts
are
of hard stee l
4 in. thick, with rear
plat
es 2 in. thick; a.nd the co nning
tower,
f i t t ~ d
above forecastle deck, is of 10-in. thick
armour, w1th
a
comm
un
icating tube, 6 in.
th i
ck ca
rri
ed
down
to the
protective deck, containing
the
con nections
to all the gear throughout the ship. The side bulkhead
c ~ e m a t e and
co
nning. tower armou r has been
plied by Messrs.
John
Brown and Co., Limited, and
the barbettes by Messrs. William Beardmore a
nd
Co.
The
.m
achinery, which .will be
u ~ p l i e d
by the builders,
s ~ s
of two sets of triple.expansiOn fou r·crank engines.
T h ~ ~ 1 a m e t e r s of the cylinders,
and
the order of
their
postbions from o r w ~ are: .Low-pressure, 69 in. ; high
pressure, 37. m. ;
mt
ermed1ate pressure, 60 in.; low
e s s u 69
m ;
a
Jl
having a
st
roke of
42
in.
Th
e com
bmed
p o w ~
9f the two sets of main engines will amount
to 0 ~ 0 1 0 a t ~ d horse-power when running
at
140
revolutiOns per mmute. All the cylinders
are
fibt
ed wibh
steal? jackets; the liners of the high-pressure and inter
medtate pressure
are
of forged steel; tho
3e in
the low
pressure cylinders are of cast iron. There
are
four sur
face condensers for
the
main engines, a.nd two smaller
con.densers for
the
auxiliary en
gi
nes.
Each
of the four
mam condensers is provided with sluice sh
ut -off
valves
so t h a ~ any part of one may be overhauled while
1s
at
work. The tot al condensing surface in the
four 1s 23,000 square feet
;
all of the condenser casings are
of gun-metal. The main engine's air-pumps
are
worked
by levers off the high-pressure engines; there
s
one
pump
for each
set
of engines. The six main
and
aux iliary feed
pumps, two h
ot
well pumps, fou r fire and bilge pumps
one
latrin
e, a.nd. one
drain
ta nk pump, are all of
M ~ s r
LAUNCHES AND TRIAL TRIPS.
ON Wednesday, the
6th
inst., the steel screw steamer
Melobesia, builtJ
by lVIess
rs. Craig, TA.ylor, and Co.,
Stockton-on-Tees, proceeded to sea for her trial trip.
fhe principal dimension3 of
the
are: 332 fb. by
46 ft.
by 23
ft. 9 in. d
epth
moulded. The engines have
been
co
nstructed by Messrs. Bl a
ir
and Co., Lim
it
ed,
S ~ o c the c y ~ i n d e r s being 2 3 ~ in.,
39
in., and
64
in. in
dtarueter by 4 m. There are two large steel boilers
working
a.t
160 lb. pressure. On the run fr
om
the Tees
to
Blyth a speed of 1l
kn
ots was maintained. The
ship has been
built
to the order of Messrs.
Figli di
L uigi
Dufour, of
Ge
noa.
Messrs.
Ramage and
Ferguson, Limited, L ei th, on
Friday, the 8th inst. , launched a new steel steamer built
and engined by them to the order of the East Coast
Salvage Company, Limited, of Leith. The vessel has
been constructed
to
th e special design
and
und er the
supervision of
Mr. T.
N. Armit, manager of the East
Coast Salvage Compauy.
Her
prin
c
ip
al dimensions are:
Length,
110 ft. ; beam, 25 ft. ; dep th, 10 ft. She is of
light draug
ht.
Her engines are compound, with cylinders
18 in.
by
36
in.
in
diam
eter and
24
in.
str
oke, with boiler
power to give her an average speed of 10 knots. Her
equipment
in
cludes towing gear, steam winch, horn at
bow, long a.nd powerful derri
ck8
, steam digger, and
ot
her
appliances for salving cargo. The vessel was named
Belrorie.
On
Friday, the
8th
in
st .,
the
new twin-screw steamer
Alnwick Castle,
built by
Messrs. William
Bea
rdmore and
Co.
(late R . N a
pi
er
and
Sons, Limited), for
the
U
ni
o
n
Castle Mail Steamship Company, Limited, completed her
official trials on the Firth of Clyde, and fully implemented
all the
co
nditions of the cont ract . The Alnwick Castle is
the first of two similar steamers Messrs. Beardmore have
on
hand
for the U nion-Castle line, specially designed f
or
the company's
ext
ra cargo service to
South
Af rica, with a
carrying capacity of 7000 tons on a moderate draught of
w
ate
r,
and
a good sea speed. The gen
era
l dimensions
are
:
L e
ngth
between perpendiculars, 400 ft. ; breadth, 50
fb
;
d
epth to main
deck, 29 ft. 8 in. moulded ;
and
a.
{{ross
tonnage of
4800
t o n ~ . Very comfo
rt
able accommodation
has been
pr
ov ided for first-class passenger3 in a com
modious deckhouse amidships,
the sa
loon being finished
in
polished oak. A large number of thi rd -class p ~ s e n g e r s
and
emigrants can be ca
rri
ed in the 'tween decks. fhe
refrigerati
ng
space is on the lower deck a.ftJ,
with
suitable
machinery for maintai ning
the
va
ri
ous chambers
at
a low
temp
erature. The macliinery consists of two sets of
tripl
e-expansion engines, having cyli
nd
ers in., 35 in.,
a.nd
58
in. in diameter by 4 ft. stroke, with fou r single
ended boilers for
a.
working
pr
essure of
200
lb. per square
inch, fitted with Howden
s
forced draught.
Th
e results
of the trials were very satisfactory, a speed of 14 knots
having been easily attained.
The general dr ift is t owards stronger pr ices, but
t here is a shadow
on
the horizon
of po
ssible over
produ
ction, when
the cap
ac
ity for
iron
and
stee
l
making
is ready for
work.
The
immediate
ou tl
oo
k is f
or
high
er
prices, because of t he inability of consumers to
get
the mater
ial
they
want at once. R equi rements
for
the
in -c
oming
ye ar are pretty we
ll
covered
by
all
the larger consumers. Ju st now
the
bulk of new
busin
ess comes
from
foundry and bar-mill manuf
ac
tu rers,
cover
ing
malleable,
ch
arcoal,
forge, basic, and
Besseme
r
iron.
Foundry work
is
very
urgen
t . The
Ameri
ca
n
Ca
r and Foundry
Company
, for instance, is
earning on
its 30,000,000 dols. capita l 3,250,000 a
ye
ar. All mills are crowded wi th work,
and
the news
papers contain announcements of new mills.
Th
e
two founders
of
th e Pressed Steel Car
Vorks
at Pittsburgh have re signed , selling out a ll t heir
stook and have undertaken the erection
of
a
5,ooo:ooO-dol.
steel
car-
wheel pl
ant
sout h
-east
of
Pitts
burgh. The
Pocahontas Coa
l and
Coke
Co
mpany has
com
plet
ed its purchase of 300,000 acres of coal l
and
in West V irginia, by adding 70,000 acres to former
purchaseR. The proposition to advance Southern pig
another
50 cents has been defeated. An English
syndicate has been endeavouring to close a. pu1·c
hase
The London
and
Glasgow E ngineering
and Shipb
uild
ing
Company,
Limit
ed, Govan, launched on Wednesday,
the
13th
inst
.,
H.M.S.
Monmouth,
the fi
rst of the two
fi rst·class cruisers of the '• County " class they have ab
present on hand for the British Admiralty, the pri n
cipal dimensions being as follows: Length be tween per
pe
nd
iculara, 440ft.; moulded breadth, 66ft.; load draught,
24 ft . 6 m. ; displacement
at
load draught, 9800 tons.
The lVIo
nm
outh is oue of the vessels ordered in
18U9,
a.
nd
her
armour consis
ts
of a b elt between main
and
lower or
protective deck,
exte
nding from
the
bow
to
the
aft
e
nd
of
the
machinery space. where
it term
in
ates
against
an
armoured bulkhead.
Th
e main citadel armour is carried
the whole length of engine and boiler space and is
k
in.
thick, forward of the boiler space the armour is reduced
to
3 in.
thic
k, and about the bow
to
2 in., while the bulk
head armour is 3 in. thick. The lower
or prot
ective deck
G.
and J.
W en 's. special type.. The main circulating
p u m p ~
t 0 g e t h ~ r
w1th fire and bilge pumps, give a total
pumpmgcapa01ty of
5200
tons of water per hour from the
bilges. The crank, in termediate, and p ropeller sha
hing
is all of the usual
Admiralty
type, made by Me
s3
rs . Jo hn
Brown and Co., L
im
it
ed
. The propellers
are
of Parson's
manganese bronze. In addition
to
the main engines a
nd
auxilia
ry
pumps
in the
engine- rooms, there
are
two sets of
r s . Cai
rd and Rayner s
evaporator3; each
set
consists
f
two evaP.ora.tors a
nd
one distiller. the combin
ed output
of
which will amoun t to
200
tons hours from evaporators
and
70
ton.s per
24
hours from dtstt1lers; these a.re designed
to work wttb the exhaust stt3am of the auxiliary systemat
a pressnre of 25 lb.
per
square inch, or
with
boiler steam
at
the same pressure. The air compressors, of which
are
two se t; , a;re placed fo rward in the capstan
e
ngm
e-room. The bmlera
are
of the ordinary
Be
lleville
~ y p e
with ~ c o n o m i s e r s ;
there
are 31
in
number,
arr
anged
m three
o o m ~ Th
e forward
set in
each boiler
room is of the single-ended, and the after seb of the
double.ended type. As they have to work under a.ssist€:d
draught, there are four fans and two furnace air pumps in
each
bo
iler·r
oom
.
For
ventilating purposes there are two
fans each engine·room. The fans
and
engines were
supp
hed
by
Messrs. M
at
thew Paul and Co • Limited,
Dumbarton,
and the
air-blowing engines by Mes3rs.
W.
H. Alien, Son,
and
Oo., Bedford.
The fir3t-class torpedo-boat No .
108,
built by Messrs.
J . I. T hornycrofb and Co., Lil lited, for the Admiralty, has
successfully passed her offi01al full-power coal trial of
th ree hours' dur
at
ion. The engines developed a mean
of 2876 indicated horse-power, which gave a speed of
2?.359
kn
ots with v o l u ~ i o n s of the engines. The
atr
pressure was 2 m. to m. The coal consumption
was 2.
009
l
b.
per
indicated
bor
se-power
per
hour. This
is sa
id
to
be one of the best results obtained with either
destroyers or torpedo-boats.
The
boilers are of the latest
Thornycroft-Schulz type, in which the ga.se5 enter the
tubes attached to the lower central barrel, and then pro
ceed over the firebox down towards the wing barrels,
and
thence up the funnel.
7/23/2019 Engineering Vol 72 1901-11-15
http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 22/31
Nov. 15,
1901.]
'l'HE ELECTRIFICATION
Oli, THE
METRO
POLITAN
AND
METROPOLITAN DISTRICT
RAILWAYS.
(
ont ntud
jrO n
page 660. )
THE proceedings
with
regard to the
arbitration
were
n t i n u on Tuesday
and
We
dnesd_l.l,y, the
5th
and 6th
ms
b., and on Monday, Tu
esday,
and Wednesday the 11th
12th, and 13th inst. ' '
In
open
ing the
ce.se
on
behalf of
the
Metropolitan Rail
way ~ p a . n y ,
Mr. C.
A y r i p p ~ , K.C., ~ l . P . , stated
be
th ough it was already suffi.otentlyobvious tha.t on some n ice
points,
both
of e leotrioa.l science a
nd
of electrical working
t ~ e r e
be,
an? it
was expected
there
would be,
a. c o n ~
fhob of eVldence m a case of this kind. He said Mr.
Moulton
's s t s
wer
e safety, efficiency,
and
cost,
and that
he, Mr .
Or
1pps, proposed
to deal
with specific points
where
th
e
matters
of
saf
ety,_efficiency,
and
cost arose,
in
order to show
what
was the
v1
ew of the Metropo
litan
Com
pa
ny
under each
of
t h o ~ e heads. Just wha.t Mr. Moulton
claimed
on
behalf. of
the n t i n u u s - c u r r e n b
system,
bac
ked
up by contmuous-cu
rr
ent engmeer
s - i
f he
might
use that
expr
ess
10n-Mr. Cripps
was going to claim on
b e h ~ l f
of
the
polyphase systeru, backed
up by
polyphase
engmeers, and
there
would be, no doubt, some nice tech
ni
ca
l po
ints to
be decided
up
on by
the ump
ire. Before
coming, however,
to
th
os
e electr
ica
l
data,
he wished to
give one or two points as to the histo ry of the matter
and
the
pos
iti
on of
th
e
tw
o
parti
es
in the
case. I t was
hardly necessary
to ~ a . ~ that. th
e
Metropolitan
Company
took
up
no antagomst1c a.tt1tude towards the District;
this was a friendly difference, which
might
have been
sett
led
by
agreeme
nt.
In
a certain
sense,
the
Metro
politan claimed th ey were
the
predom:nant
partner;
they
had
a
great
er interesb both in
the
Inner Circle
traffic
and
in
wha
t
had been
called
the interp
o
la ted
,
or
outside, traffic. The
Metropolitan
portion of the Inner
Circle wa.s 7.1 miles long;
they
were
joint
ow,ners of
the
city
lin
es
and
extensions
1.
92 miles),
and the
Metropolitan
bad a. system of
exten
sions and branches which amounted
to more
than
50 miles,
without
counting
the lin
e to
Quainton Road,
pe.sb
Aylesbury.
joint committee w
as
appointed some time
ba
c
k ;
the
ad vi
sera of
the joint
committee were Sir
William
Preece
for
the Distri
ct
and Mr. Thomas
Parker for
the Metro
politan. Accor
ding
to Mr. Cripps, the joint committee
came to
an ag
reement,
and
a
tender
on
the
polyphase
system
wa.s
specifically
asked
for.
He agr
eed that
the
two
Boards were nob technically bound,
in
a legal sense,
but
th
eybad never
thel
essdelegated
their
power to a veryst ro
ng
joint
committee.
Th ab joint committee
came
to
a conclu
sion
that
would
have
been
carried
oub
bnt
for
the
in t
er
vention of
Mr.
Perks and his friends. What gave
thew
an oppo
rtunity
of in tervening was
the
financial difficul ties
of
the
District. The
Metropolitan,
on
the
other
hand,
hn.d
no economical or financial difficulty. The
jo
int com
mittee was appointed on
May 4,
1900; the two engineers
of
the
joint committee were
united
in thinking
that
the
best solution w
a<3
the polyphase system.
Their
first
report
was made on
the
tenders; a.ft
e.
r the tenders, they
went
abroad
aud inspected the polyQ_ha.ae method
. According
to
Mr
.
Cripp
s.
the
system
the District
proposed
to adopt
ought nob
to be
called a. continuous-current system, but
a.
mixed
system
.
They
proposed
what the other syst
em
did-namely, to
bring
a.n al ternatJing
current
at 10,000 or
11
,
000
volts
to the sub-stations;
and, subjeot
to the
qu
estion of
the power
factor,
up to that
point, given
the
same electncal equipment, but little difference
would be found between one system
and the other
;
it was
wh
en
distribution
was reacbe
:i that additi
onal
cosb was found on the direct -current side.
With
regard to the question of
heating
surface of
the
hoilers,
Mr. Cripps quoted
figures
he had
rece
iv
ed from
Profeswr Ewing; according to these, and allowing for the
superheaters in the
Ganz
boilers,
there
would be 73,000
equare feet
in the
latter, as
against
80,000
in
those of
the
British Thomscn-Houston Company. Besides this, less
bteam was
wanted
with
the
system
ad
vcoa.ted by
than
in the
continuous-
current
system,
the proportion bemg
11
to 14. The two engineerE-S i r W. H.
Preece
aud .Mr.
Parker
-
had stated
that
th
o
sys
tem advoc
ated
by Ganz
was
the
be
sb,
owing
to its ap p
a
rent adaptability to
th
e
pr
ese
nt
aud future
r
eq
uirem
ents of the
co
mpanies;
they a/tded that ib wag
mu
ch lower in pricE', seeing
th
at
Gl n
z could di
spe
n
se
with the
cos tly
sub
·
s t a t i o n
Mr.
Cripps
believ
ed the
saving
with
regard
to
the
rotary converters was something
lik
e 75,000l:;
nob only were
the rotary
converters necessa
ry ID
the continuous-curre
nt
system,
but they had to
be
supervised ; while in the alberna.ting-
current
system
thGe were
in the sub
-stations only transformers a.ud
simple, which re
quired
no
s u p ~ r v i s i o n , except ~ n s t
that
c a ~ u a l
supervision of a
mau
gomg round occastonally to
Eee
that mattera were all
right. In the
a.lte
rnatmg
current
sys tem
the weight
of
the
line co
nductor wa
s
reduced to a small figure.
With
this system one got
rid
of
the
human element as far as possible,
putting
one's
self on
the sa
fer basis
of true
science.
Another element
of sa.fety was th e placing of the conductors o v e r h e ~ .
Mr. Cripps
further
analysed
the report
m a d ~
by
Str
'Villi
am
Pree
ce
and Mr.
Thomas Parker on
their return
from
Budapest
and
from
the
So
ndri
o-Lecco line,
and
stated that
the
two engineers
bad
w11itten down
the
vario
us rea
sons why
the
three-phase syatem was
the
besb,
the
oheapesb,
the
most
economical,
most
safe,
and most
efficient. Th e engineers
had
.added that t h r e e - ~ h a s e
alternating
c
urrents
had
n
ob
h 1 ~ b e r t o
been
~ x t e
1 v e l y
used for
traction
because the1r u
se
necess1tat£d two
in
sulated co
ndu
ctors, which were objectionable in the
public streets;
th
e frequency
taken had
not
hitherto
given high efficiency, n
or
sufficie
nt
torque,
but by
dEISigning motord for a. much lower frequency Messrs.
Ganz
had
obtained
an
efficiency equal to
that
of con-
E N G I N E E R I N
G.
tlinuous-ourrent motors,
and
a torque q
uit
e beyond
what
efficient,
and
likely to be carried
out under the
mora econo
praotice demanded. Of course, condioions of inaocessi- mioal conditions, did not
appear
to
admit
of
doubt
. He
bility a.s rega
rd
s
the
overhead conductors should
be
c
la
imed that under each of those heads
the alternating·
secured.
As to the
question of efficiency,
Mr
.
Swinburne current system had the advantage.
had
pra
ctically
withdrawn
his criticism of the
Gan
z motor,
Th
e firat witness called
by Mr.
Cri
pps wa.s Mr. 0.
T.
and
no longer relied
on
ineffici
en
cy as a
criti
cism of
the
Blathy, manager of
the
elecbrioa.l works of Messrs. Ga.nz
alternating
system.
Mr. Cripps admitted
that
what
is
and
Co., of
Budapest
. Mr.
Blathy stated
that
the
use of
called
the
se
rie
s parallel control with continuous-current
tran
sformers
in England
was
not
new
in
1885,
but
that
motors const ituted a great econo
my in
acceleration of
their
s
uc
cessful use was for t.
he
first time demonstrated in
speed ;
there
was not
the
slightest
doubt
about
that,
but,
1885
by his firm.
They
began to
study the
application of
he added,
the
engineer3
bad met
that
point
by
stating
th
at
the
Ganz C.:>mpa.ny
had
completed
an
arrangement alternating currents to traction about six years ago, and
of two three-phase motors, known as
th
e cascade arrange-
in
October, 1896 ,
they had the
first line w1th
alternating
menb, which had brought
the
three-pha-se system up to or three-phase motors
in
Budapest; this worked a.t a.
the
same level
as the
continuous motor with the series tensi
on
of about 300 volts. Since then, a
great deal
of
parallel co
nt r
ol.
The alternating
-cu
rrent mot
ors needed
their
work
had
been devoted
to the
investigation
of the
no attention,
a.s
there
were no commutators,
no
brushes, problems connected
with
polyphase traction
and
to
the
aud
no sparking.
Instead
of five sub-stations first con- designing of apparatus,
mot
ors, controlling devices,
and
templated with
the
alternating-c
urr
ent system,
there
details which would come
in
operation on
the system
.
wou ld probably be 27, o
ne
a.t each railway station, for The
ir
short.experir:nental line at
Budapest had
always
more economical working. Mr. Oripps
had
no
doubt
worked s f l ' c t o r t l ~ ; the motors had never been
the Board
of
Trade
would cons
ider
wha.t
the bet5t syst
em opened for
p e c b l ~ n
before
t h ~ e x p e r ~
of
the
was
and
would
not
be regulated
by
the
ab
s
urd
doctrine two L ondon compames
went
to
mspecb 1t.
These
of
the
u
ntri
ed motors
had
worked for twelve months
in
all kinds
. . • . . . . of
weather
;
the liquid rhe
ostat
had
only occasionally
. At th1s
pomt
Mr. qrtpps e n t e ~ e d m detail mt'? a ques- been filled with soda. solution.
Mr. Blathy then
gave
t10n of dates,
and
l lto
the
ht
story
_
of_ the
.difference particulars of
the
problem
on the
U nderground, as
between
b h ~
Metropohban
~ n d the Dtstncb
w1th regard wo
rked out
b;r his firm.
T?ey
proposed
to hav
e
trains
to
the
choJCe of an electrlO
~ s ~ e m
to be used ~ h e made
up
of stx oars, of whtch
the
first
and last
would
Underground.
He
gave also.hts v1ews o_f
the
i n ~ n 0 1 a l . s1de
motor
cars;
the
four trailers would weigh
15i
tons
of the matt
er,
t ~ e
finan01al connect10ns whtc? ex1sted eaoh,
and the
motor cars 34 tons each
; total weight
of
between the D1str10t Company and. the Tract10n Con;t·
train
empty, 130 tons; .
with
its. full complement of pas
pany, as to
p ~ y m e n t
of, and. secur1ty
f o ~ , the e l e c ~ r 1 c
s e n ~ e r s , 150 tons; sea.t10g ce.pa.ctty of each car, 60
and
64.
pla.nti, t ~ e eqmpment and
work
mg
of
the
ra.Ih
va
y,
addmg
Of
the
130 tons, 30 tons would
be the weight
of
the
that owmg t_ t h ~
nature
of the g r ~ e m e n t s between electric outfib. The motor cars would be each fitted with
two compames, lb ~ a s absu.rd to
thmk
that
the
Tra.otic;m two groups of motors-four motors
in
all,
or eight on
each
C'?mpany were
takmg the
nsk of
t_he
f_uture of
the D t ~ -
train. Of these,
two
in
the
baok
and two in the
fro
nt
tr10t
C o m p a ~ y
•
lVI
r. Perks a ld h18 fnenda were w ~ r e main or primary mot'?rs ; these ? llY were
su
pplied
ca.lly commttted. to
the
contt?uous-currenb s y s t e ~ • lb with a 3000-volt current, while
the
auxlltary
or
Eecondary
not, a.ccordmg
to
Mr.
C r ~ p p s ,
that
they
q n ~ s t l l o n e d motors
had
a lower tension
current
supplied.
them
by
system was
t h ~
best one. t h ~ y were commttted by the rotors of the two first motors. The
auxthary
motors
trad1t1on
and by
pohcy
~ o . the
oontmuous-current y s t e m , came
into
operation only during
the
caacade working, in
a . ~ d they
were sufli01ent
ly
powerful. they o
bh
ged
the starting up fr
om reib to half speed,
and
ijley operated also
Dtstncb
Comvany to adopt tb
_e
stt.me att1 tude, ~ n d then, as electric brakes from full speed to half speed. The
mot
ors
for th_e first
the
antagomsm arose .
Refernng
to
th e
, would
be
geared motors,
and the
frequency would
be
25 .
tec
hm
cal
pomts
of
the
problem,
¥ r yrtpp
s
stated there There
would be sub-
stations in
all
the
railway stationsrou
nd
must
always
an
elem.ent of n sk 1f
the
contact con-
the
Inner Circle, to reduce
the
pressure of 10,000 or 11,000
duct?
ra are easily a c c e s s ~ b l e to
the
workmen
or
. to
the
volts down to about 3000.
No
attendance would be re
public, as
they w o u ~ d
be .m the case of
~ h e
contmuous-
quir
ed.
Mr.
Bl
athy
gave detailed explanations of
the
current
system, wht le w1th the al
tern
atmg t h ~ y would working of
alternating
motors ;
he added
that
i
a.
be
p l ~ c
O?b of
r ~ a ~ b _ . As
rega
rd
s
sa
fety,
1b
was a polyphase motor was driven by
an
outside force at
q u ~ t 1 0 n of IDa
coesstbthty_;
as
rega
rds b r e a k d o ~ n s , Mr.
a speed
a . ~ o v e its
synchronous speed,
it
would
act
as
grti?PS _quoted
Mr.
Swmburne,
w ~ o had
satd th?-t a brake; 1t would cease to be a motor, and become
S O l e n t l f i c ~ U y you were as sound
ID
one oa.s.e a.s
1
a
~ e n e r a t o r ,
sending
ba
ck
an
adequate
amount
of elec
the.
othe
r.
As
regards speed
and
acceleratiOn,
Mr.
tnoa.l energy
to the
line.
Two
motors
in
cascade would
Swmbu_rne
had
_also
stated
that the speed between act as an electric brake ab any speed above half the syn
two g1 ven statllons. would
be
the same whateYer chronous speed of
the
single motor,
or
above half
the
w o u ~ d t h ~ electncal
sys
tem re
so
rted
to.
In the
speed
of the train. This
gave a means of utilising part
spe01_fica.t10ns
tenders, the .
i r m ~
were . asked. of t ~ e kinetic energy, or work, stored up
in the
train,
in
prov1de for runmng_ round
the
C n : ~ ID 50 mmutes ID slowmg down from full speed, or
any
speed over one-half
order
to do
that w1th
~ h e
alteroabmg-currenb system, a full speed to half speed.
After
half speed
had
been
~ o t o r _ wanted whtch at sy?chronous speed would reached, they relied upon the air-brake for slowing down.
g1ve
?
m1les
an
hour.
The
25 mtles an
hour
and the rate 'fhe
advantage of cascade coupling came
out
only when
ab
wh10h
the m o t ~ r
could be
a c c e ~ e r a . t e d
.
and stopped the
motors
had
a very high power facto
r. The
powe
:
woulq all?w
runnmg
ro.und
the
Ctrole w1th.
the
Ga.nz factor of commercial moto
rs
was between 85
and
90 per
machmes
ID under
50 m m u t ~ . The
a . l t e r n a t m g - c ~ u r e n t
cent.;
the
main motors for the Inner Circle would have
motors oa l be gea:red for a
htgher
speed
~ b a n
25
m 1 ~ e s an a.
power factor of 9 2 ~
per
cent.,
and the
secondary ones a
hour_, the n ? r e n .
m
s y n c h r ~ n o u s _speed bemg a. q u e s t 1 0 ~
of power factor of 94
per
cent.,
the latter
power factor being
geanng; 1f tb. was t h o u g ~ b m thts.
a ~ e
that the 25 mtles the more
important
of
the
two. Messrs. Ganz now expe
would
not
gtve a S?ffiClent margm,
the motor
could be rience
no
difficulty
in
?onstr.ucting
t ~ e s e
motors, as
they
geared
to _27
or
30
miles. . . have
o u ~ d : the
exact
dtmens10ns
to
gtve
the
various
parts.
vir. Cr1pps further
pomted out
that
the
alternatmg- The quaht1es of a polyphase motor could be judged by
the
current
installations would be
much
cheaper
than the
proportion of
current
which
it
will ta.keon
short
circuit
and
continuous -
current
ones, owing
to the
absence of for magnetisation.
The
first was
the
c
urrent the motor
r
ota
ry converters in the
former;
besides this,
there
would take with
the
rotor short-circuited, the magnetis
ing
would
be
a leakage of 13
per cent
. more
in the
con-
current
being
the current
ib would
take
were
the
rotor
tinuous-
current
system
than
in
the
alternating, between
not
closed by
any
resi
sta
nce.
The
r
ec
uperation
depended
the
motor and the gene
rating
station; and the coat of upon
the
speed a.t which
the
oe.sca
de
coupling was put
in
coal,
and
so on, inci
dental
to
the d d i t i o n ~ .
13
per
cent. operation ; on
the Underground
it would
amount to a.bout
power generated
would always
be
lin add1t1onal expense 9
pe
r
cent.
of
the
ele
ct
ric energy supplied
in
starting
.
th rown on the continuous-current system. ' 'he power The
capa
c
ity
of
the
motors acting as generators would not
factor put
both
systems on
the
same f0oting, but
the
con-
be
of much 1mportance
on the
Circle, but it would have a
tinuous-current system wou d
hav
e
to send a. c ~ r ~ e n t
of
certain importan
ce
on
outgoing lines, where longer
in
clines
113 to
the
100 of the alternatmg system. The pos1t10n was occur. All the moto
rs
would be four-poled for 25 periods;
n
eut
ralised so far as
equipment
was concerned, but as
the
synchronous S\leed would be
about
750 revo
luti
ons a
regards
the
continuous
current; there
would always be
the
minute,
with drivmg
wheels of 36
in.
diameter, a.nd
the
additional coal to produce 13 per cent. more to get
the
same gearing ratio, of 20 to 64 teeth, would sive a
running
effective power as
the
a
lt
ernating-current system in the speed of nearly 25 miles an hour.
The mam
motor would
mot
o
r. He
suggested an
annual
saving of six
or
seven thou- have a
rated
capacity of 300
horse-power; its
efficiency,
Eand pounds snarling of coal with
the alternating
system; '8xcluding friction, wou
ld
be 9 4 ~ per cent. at full load ;
the
less attendance with the
latter
system would mean including bearing
and
gearing friction,
it
would be
89
a
further
saving of 2500l. a year; he
did
nob count
per
ce
nt.
Its power faobor would
be
921
per
cent. When
the
less wear
and te
ar. Summing up the consideration
put
in cascade, the efficiency would
be
80 per cent., inclu
of co
st,
Mr. Uripps
stated
that
with
the alternating- sive of gears and bearings, and the power factor
per
current
system there would
be an annual
saving of cent. The motors would
be
completely
enclosed; there
15,000l.,
and an initial expenditure
which could
be
would
be no
opening for air,
dust,
or g
rit to get in.
In
ta
ken
as 115,000l. less
than with
the continuous-current the continuous
-current
motor,
the
commutator would
be
syEtem.
As
to
the
difficulty ab
Aldgate and other point
s, inside
the
casing of
the
motor,
and the carbon
dusb would
the
continuous-current
system had to
d
ea
l
with
it
as
get
depos
ited
on
the
mot
o
r ; there
would nob be, however,
well
as
the alternating,
and
the latter proposed deal- a very serious dang
er
from
this
in the most modern
types
ing with
it
by having a break
in the
overhead conductor of continuous-current motors. For a given speed
and
a
of the length
of a carriage
- o
f
about 50
ft.,
and there
given
o u t p u ~ , the
polyphase
mot
or would
be lighter than
would
be
no diffioulty
in
working the
trains
under this
the
continuous-c
urrent
one. The 300 horse-power motor in
break. Wibh regard to
the
beighb available under
the
g,uestionwouldweig
h2.7tons,and with
theg
ea
ring2.9tons.
tunnel ab
cerbain points,
the
level of bhe rails a.t those points
I he total
mo
tor
ca
pacity
in
the train pr
oposed
by Ga
nz,
would have to
be
lowered by about 4 in.,
and
this could
be with
30 tons
total
weight of electric outfit, would
be
don e
without any
difficulty. Th e overhead wires, far from 1200 horae-power.
The
total ontfit on
the
continuous
caus
ing
a
ny
diffic
ulty in the
sidings,
shunting
lines,
or current prin
ci
ple
would
be
abo
ub
30 tons
a l s o ~
but for a
yards, were
the best
so
luti
on.
In
short,.
the
1VIet
ropolita.n
total
of o
nly
JOO
h o r s ~ -
power.
the
alterna.tmg-c
urrent
Company
had
been
actuated by
one destre only,
and
that system, when
the
ma.m
and
auxiltary motors were put in
was
to get the best P O ~ i b l e
s y s t e ~ for
t ~ e
Inner <;Jirole, cascade,
the
power would be somewhat 1200 horse
they, of course,
hav1 lg
v1ew their u t s 1 d ~
traffic
the p o w e r - s ~ y about
1080 horse-P.ower;
th i
s, wtbh
the
speed
same
way
that the D1str10t Company
had
bhe1rs. Wh1oh of of 25 mtles
an
hour for a s10gle run, would give
a.n
the
two sysbems was
likely to be the
more certain,
the
more ·acceleration of 1.44
fb. in
the second ha.lf
the
accelera-
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7/23/2019 Engineering Vol 72 1901-11-15
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N
0\
.
I
5.
I 90
I.
J
E N G I N E E R I N G.
15-CWT.
STEAM
HAMMER.
ClONR
TRUClTF.D
RY
1\fR . .TORN f10C HRANR
J
E N G T N ~ F . R
1 3 A R R H 1
~ A n
N.B.
•
•
• •
Fig
2 .
•
S£CTION
A B
WE
illu3
trate
on this page
a
very convenie
ntly
a r r a . n g ~ d
steam hammer exhibited at the late Glasgow
Exh
ibition by Mr. John Cochrane, of Banhead, near
Olasgow. The piston head and rod
are
forged in one
piece,
and
weigh 15 cwt. As shown,
the
rod has fiats
planed along its whole length, and the buehes
and glan
ds
of t he
st
uffing-box be
in
g
~ h a . p e d to
fit,
no further guidance of
the
rod is necessary, as
it is impo3sible for the hammer t o twist rou
nd
.
The hammer head is of cast steel, and is Ee<;ured to
t he rod by a dovetail
and
k
ey
as shown. The anvil
block has
a
cast-steel face, secured iu a Eomewha.t
similar manner. The cylinder is 16 io. in diameter
by 36 in.
stro
ke. As shown,
the
st£am p
or t
a
are grouped near the
top
of t he cylinder.
Th
e
steam is distributed by means of
a
piston valve
working in a valve chest bolted to the cylinder.
This chest is bushed with gun-metal. The atop-valve
is fixed ne
ar the
upper portion of
th
e steam chest,
but th e handle operating is car
ri
ed down within easy
reach of the hammerman. A se
f-act ing gear is pro-
•
•
I
I
I
I
I
I
I
I
I
•
I
I
I
I
I
\
I
I
I
I
I
I
I
I
I
I
•
•
•
vided, which, however, ca.n be thrown ou t of use in a
few minutes when desired . The tot ll weight of the
tool is
10 tonEJ, and it oc
cupies a floor sp1ce of
11
ft.
by
4
ft. 10 in.
INDUSTRIAL NOTES.
Tn E
third
report of proceedings under
the
Concilia
t ion (Trade D:sputes) Act , 1896, has been h E ~ u e t
noted
that th
e first re
port
only coven:d a period of
ten
months ;
the
s£ oond, of two year
s;
and now the
third, two years-from July 1, 1899, to the end of
June
of th is year. Why the usual form of annual
rep l
rt
s should be dep
arted
from
in
this case is n
ot
clear . The subject becomes stale if
the
facts are of
old
dat
e- they lose t hEir interes t. I t is noted that
there
has been an increase in the number < joint
applications to
the
Boau.l of Trade
to in t
ervene, as
comp
ared
with ex
pa
lrte appli
cat
ions previously. I t is
also shown that voluntary boards embody in t heir
rules a provision to appeal to the Bond of Trade to
gr
ap
point umpires in cases of deadlock. All th is indi
cates a growing
te
ndency to use the A
ot
of 1896 in
oases of labour dispu tes.
The Board of Trade, und
er the
Conci
lia
tion
Act
, in
a
dditi
on to the registration of voluntary conciliation
boards, are authorised to take action in certain cases
where a dispu te exists or is pending, either as between
employer and workmen, or
bet
ween diff rent bodies
of workmen. Th ey may, of
their
own ini tiative, inquire
into t he circumstances, or
ta
ke steps to promote a
conference; and, on th e application of e
ith
er
party,
t hey may appoint a conciliator, and, on app
lica t
ion from
both sides, an arbi tra tor to deal with the dispute.
No s
pe
cial form is prescrib ed, so
that
there
is no d iffi
culty in approaching the Boa
rd
on
the
ground of in
formali
ty
. Of oourae the application must be in
writ
ing, and the applicant must state clearly and
concisely the poin ts at issue, and the section under
which
it
is suggested that
the
Board shall take action.
As to fees a nd expenses, th e Board pays those whom it
appoin ts; local expenses have to be paid locally.
The total number of cases under the
Act
has been
113
; of these
35
occurred in the first ten months,
32
in
the n
ext
two years, and 46 in the two years to
July
1, 1901 :
I
Ten
Two
Two
Source of In ltiativt .
Months. Years. Yea1'8. To
tals
1896·7.
1£97-
99.
1899-1901.
Applic
ations
from both eides
..
6
12
24
42
Ditto from employers only
9 4
8
16
Ditto from
workmen
only 16 14
16
46
Ac
tion
without applioation ..
4
2
3
9
Tot als of cases
• •
• •
35 32
I
I
6
113
Growp
s
of Trad
es
.- Those involved and affected:
Bu ilding t rades . . . . . . 7 9 24
I 40
Mining
and
quarry
ing
. . . . 4 9 3 16
Engineering, ship buildin
g, &o.
12 6
1
• 7 26
Clot hing . . .. . . . 4 .. 2 6
Transpor
t .
. . . ..
..
4 8 6 13
Ot
her trades .. . .
..
4 5 4 13
Tot als of oases ••
••
35
32
46
113
T h e ~ two Tables afford
a
bird s-eye view of the
operat
10n
of the Ac he eo
ur
ce of initiative
in
the
several cases, and
the
t rades, or groups of industries
The record is not a great one, and may a v ~
d 1 s a ~ p o 1 n t e d some who put implicit fai th
in
Acts of
r h a m e ~ t . B
ut the
res
ult
is neither disappointing
n?r unsa.t tsfacto ry to t hose well acquainted
with
labour
dts
p?tes
and w h ~ k_now the almost insuperable diffi
u l ~ I e of negot1at1on between the pa
rtie
s. I t is
ola1med
that,
at least, seve
nty
disputes ha.ve been
set tled un
de
r
the
Act, while in other instances
the
e e t t l e m e ~ t
was an outcome of
the
action
tak
en, though
the
fin9:'l
1s
sue was effected by n egotiation
ot
herwise.
There 1s s
om
e reference
to
cases where conciliation
failed.
The November number of the I ronwo·rke?·s Jo1wna
reports
the
usual meetings of t he Board of
Co
nciliation
a.nd Arbitration for
the
Manufactured Iron and teel
Trade of the North of England, and of the Midland
Wages Board.
Th
e first-named Board
had
some cases
?f
dispute before
it
- one relating
to
extras paid
to
men
m
the Stockton Malleable Iron Works
fo
r piles of
1700 lb. and over, which the firm claimed should cease.
The men
s e d
as
the
alterations made in the fur
naces a
nd
the blo
om
ing mill rolls had increased their
~ o r k A special committee was appointed to inquire
m
to
m1tter a
nd
to
report th
ereon to the Standing
Committe
e. Anot
her case ha d reference to 20-in. bar
a.nd
angle mill at
Jarrow,
t he ope
rati
ves claiming .
ton
m ~ r e
than the firm .Paid.
Th
e Standing Com
mit tee demded for
th
e cont muance of
the
rates paid
with a guarantee of 10s. per
shift
to the end of
Ma.r
oh
next, when, at the request of ei t h
er
side, a revision
might be made. In another case a.t Jarrow, an
agreement was t
ffe
ct
ed
by
th
e manager of
the
firm
and
an opera tive represe
nt
ative for
the
men. The
agreement was confirmed Eubject to the omission
of
the
l
ast
clause- the non-appli
cat
ion of
the
eliding
scal
e- the mat
ter being referred back. A dis
pute
at
Monkwea.rmou
th had
also been mutually ar ranged, the
agreement being signed by the managing di rector and
the
works manager and two
representat
ives of the men.
The operat ive members of the Board are as much on
the alert to prevent any infraction of the sliding scale
arrangement as the employers, showing that whatever
theoretica l fa u
lt
s may be found with
the
scale,
it
works
out fairly on
the
whole to all parties concerned. There
are casE's in which, instead of a
de
cision by the Stand
ing Committee being insisted on, the complainants
so
metimes
withdr
aw their claims; there was one
su<:h
case at Jarrow repo
rt
ed. ih e firm in
th
is instance
wit
hdr
ew
their
claim.
The November report of the
Ir
onfounders of England,
Ir eland, and Wales statE s that the general position of
trad e shows but
littl
e change. Employment m
ay
be
d ~ s c r as moderate rather than good . "The ship
building industry
continu
es to
l.
e well employed;
7/23/2019 Engineering Vol 72 1901-11-15
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new contracts hav
e been recently pl aced ; this
to be one chief mainstay
at
pr esen t . , The
e machine·ma
king indu
st ry is bad- getting worse
that moulders in this branch of engineering are
larg
ely idle.
Out
of sixty
branches
of
the
society
hi
ch h
ave
dis cussed th e dispute
with
the Liverpool
rassmoulders, and
the
consequent
suspension of the
union
from
the
Trades
Congress, fifty-eight
approve
of
the
action
of the executive ; one
regr
etted that the
resolut ion of Congress was not
provi
sionally accepted ;
and
one
asks
for a full repor t. The Council refuses to
publish
the
arbitrator's statement of
the
case. The
to
ta l
number
on the funds
was
2689.; increase
over
last
month,
31. Of
thos
e, 1130
were on donati
on
benefit- increase, 41;
on
sick
ben
efit, e a ~ e
15; on superannuation
benefit, 966- increase, 8 ; on
other trade
benefits, 143- decrea
se
,
3 ;
in
dispute,
2 only
-Ea
me as
la
st month. The cost of benefi
ts
was
8731. 16s. 10d. per week, or
11 id
. per member per
week. The balance in
hand
was 105,562l. 163. 9d.,
increase
in
the
month
of 428l. 2s. 6d.
The returns as
to
the
state
of
trade and
of employment
show
that in
90 pl a
ce
s, with a.n aggregate
of 12,056 members, em·
ploym
e
nt was
from
very
good
to dull;
t
he sa
me de·
sc
ription appli
ed
to
95
pla
ces,
with
a total of 13,033
members last month. In 37 pl aces, with 6211 members,
employment was from short
time
to bad
and very
bad;
la
st
month this description applied to 32 places, with
5272 members.
Th
e position
therefore
is not so good
a<J it was
a
month ag
o,
although
the actual inc
rea
se of
memb
e
rs on
the funds
was small-namely, only
31. A
twopenny levy
in support of the
Halifax di
spute is
decl
ar e
d
to
be due,
and must be
c
ha r
ged
to all
members.
E N G I N E E R I N
G.
of 3498 members
wer
e unemployed.
The trade
mark
of t he A m a l ~ a m a t e d Woodworkers of America is
given in f c St mile
so th
at
joinery so
marked
will be
fixed without demur by
the
English unionists.
The report
of the
Cotton
S
pinners
shows a
de
c
lin
e of
16 in the full·me
mb
e
rship
class, but th e
number
is
slightly
above that of a year ago. The
number
of
unemployed in
receipt
of benefit w
as
387 on the
average,
or
6.16 per
cent.,
as compared with 9.35 per
cent. last month, and 17.14 per cent. a year ago.
This
shows some improvement in this branch. I t is hinted
that the
high
scale of
pay
helps
to in
c
rea
se the
list
- a
question
to
be
considered.
Th
e
united memb
e
rship
is
13,568,
or
87 less than a
month
ago,
and
588 fewer
than
a
ye
ar ago.
This de
crease is in the
pi
ece
rs'
sec·
tion.
The number
of
disputes
attended to in the
month
was 35,
most
of which we
re settled.
The
strike at King Spinning Company ha.s been arranged
agreeably to
the
operat ives. Thirty-two accidents are
reported; in
one case 100l. was
voted. There
were
also 21 claims
under the
CompensationAct;
where the
insur
ance companies
di
s
pute the
claim,
the to
ci
et
y
figh
ts it out
in
court.
The
position of the iron trade in the Wolverhampton
dist rict may be described as steady generally. t is
quiet as regards negot iations for fresh contracts,
and
buying is limited to immedi
ate
wants ; but makers are
m
ost
ly we
ll
booked forward,
and
do not
care to pu
sh
business at
reduced
ra tes. Moreover, consumers are
pressing for deliveries
on quarter-day contracts,
mills
and forges being in full operation.
R i.w
iron is in
demand, and
extras
from 6d. to ls. per t on
ar
e
de·
Th
e Novem
her
repo
rt
of
the Iron
moulders of
Scot
·
manded on
current
sal es for
early
delivery.
There
has
l&nd say s
that the
past month has been of a very been a fair demand for marked bars at full rates, but
fa.vourable characte r, trade being still well main
ta
ined, unmarked iron has been in slow eale. Black-eheet
and wi
th eve
ry
prospe
ct
of holding
on." Oa
t
he mak
e
rs report regular
bookings, but galvanised cor·
ques t
i
on
of low
fr
eig
ht
s,
and
t he compla
in t
s of
rugated sheets
have been
in
limi
te
d r
eq
u
est
. Gas
" bad trade setting in, "
the
re
port
refers
to shipbuild· st rip is
in demand at advanced r
ates
. S teelmakeraare
ing
on th e Clyde, to
th
e Pa tternmakers' report
and to
well supplied
with
orders, but complain of foreign
the BlackEmiths' report,
all
of
whi
ch show that in co
mpetiti
on in the matt er of ra tes . The engineering
Scotla
nd, at
leas t, t hose sections and the engineering and allied
industri
es continue fairly busy in most
and boilermaking branches are all well employed. branches, especially boilermakers, t ankmakers, bridge
The same is still reported wi th
the
ironmoulders. •
and
girder constructors,
and
those engaged on railway
The fa
ct that
th
e
re was
a
gain in
fund s of 1025l. 2s. work.
The
ha
rdwar
e indus
trie
s also
are
fa
irly
off
in th
e
month
is
an
evidence of good emplo
yment
for w
or
k.
Sla
ckness is exceptional,
but
some branches
gene
rally. The i
dle
benefit pa
id
in t he month was
the
are b
ette
r supplied with
work
than oth
ers
.
Oa the
low
est in the
year. Th
e negotiations as
to
an ad- whole the position is not unfavourable,
an
d the pros·
vance in wages
have
been h
l \
ngiog fire. In the las t
pact
s are not discouraging.
There a.re
no serious
reply
of the fed erated employers they
sa
y that th
ey
lab our
di
spu tes on.
regret that the position and
future
prosp
ect
s of t rade
do not warrant an increase in wages."
This
was
followed by a conference between the two moulders'
unions,
when, as no
further
reply was to hand, it
was
ag r
eed
to
meet again
in this
month.
I t
is only
in·
tended to take
a
ct
ion, if
at
all,
against
those em·
play
ers
who reduced
wages in F eb
ru
a
ry last, to
regain
the r
ed
uction. Members are
urged
to remember that
the proposed action,
if any,
will not affect the em·
players w here wages were not
redu
ced. The Scottish
Workers' Parliamentary Elections Committee have
con
vened their
second a.nn
ual
conference, to
be
he
ld in
Glasgow,
on January
4, 1902. I t is not merely a
trad
e
union conference, as Socialist
bodi
es a
nd the Indep
en
dent
Labour P a r ~ y
a.re
entitled to
send dele
gates
- t wo
each·
Trade
Co
un
cils four each.
Another
conference
.
precedes it-namely, of
labour
r
ep
resentatives on
pt1blic bodies ; these will meet on the day before,
J anua.ry 3, so as to be able t o
tak
e part, if so de·
sired,
in the
la
rger
conference on t
he
4t
h, the day
following.
Th
e report of the
Amalgamated
Soc
iety of. Ca
r·
penters and J oin
ers
shows a
tota
l membersh1p of
67,511;
of those, 1794 we
re
on unemployed ben
e? t
,
1246 on sick benefit,
and
1060 on
sup
erannuatiOn
allowance. A gradual slackening down. is o b s e r v a b ~ e
in
t he building trades generally, but 1ts advance 1s
slow.
The
dispute3
in
various p9.rts of the cou
ntry
indi
cate
that
work is
not so
plen
t iful
as it
w
as
,
or
tho
se co
nt ests
would
not be
prolonged. Members
a
re
requested
to keep away
from 14
towns;
in 15
ot h
ers they
have
to cons
ul
t th e local officers before
accepting
work
; in t hree
others the
branch secretary
has to be seen in reference to some p i.rticular firm or
job. In Ivfanches
ter
400 men are on strike at
the
wo
rks
of one co
mpany,
because of
disput
es
as to
meal
times and the time
of leav ing
work
at
night
co
ndition
R observed
by
other firms
in
t he distri
ct
.
Reports
are
given
of special audits of the accou
nts
of
708 branches. These
audits
e
ntail
ed an expense of
3041l. 161 . 2d.,
or
an average of 4l 6s. 2d. per audit;
but the net loss was only 309l. 19s. 4d. I t would
appear
that
payment of benefits i.s the chief
faul
t
in
the
bran
ches. In one case alonA It w
as
25l .;
reduced
arrear
s placed
to credit
37l. 1s. 1d.; cash
dehc
it only
ll 12s. 10d. In that insta nce
the surplus
to
the good t hro
ugh
t he
audi
t w
as 53l.
14s. 2d . In
five
towns
employers are e a ~ o ~ r i n
to
reduce
wages, whi ch the members are res1stmg. ~ o m e other
employers in the same t owns are not reducmg wages.
Employment
in
America is so good that only 25 out
In
the Bir mingham
di
st rict the iron t rade has been
dull ; business confined to immediate requirements.
Co
mplaints
are
st
ill h
ea
rd of high pr ices of fuel ; and
the
cost of
pr
o
du
ct
ion is such as
to
leave
no margin
for profits. But the mills
and
forges are kept fully
employed
wi
th
order
s on hand.
P
ig
iron
is scarce
and
prices firm. Best ba rs are in request, common
iron not so ac tive.
There
is fairly good inquiry for
steel fo r structural purposes.
The
engineering
and
allied trades a re moderately employed, as a.re for the
most
part
the
other
iron, steel,
and
m
etal·u
s
ing in·
dustries. The po
s
ition
is qui
et
, but not depressing.
The posit ion of the enginee
ring
trades
throughout
Lancashire h
as un
dergone li tt le change. General
act ivity is well mainta ined in the locomotive
and
railway ·carriage and wagon-building branches,
and also in electrical engineering in all sections.
Estab
lis
hments
eng-tged
in hydrauli
c
and
con
st
ru
ct
ive
engineering
work ar
e well employ?d: Boilermakers
are
busy
with
orders
on hand; but
It
1s re
port
ed that
new work is
not
coming forward freely. Toolmakers
also complain of scarcity of orders,
and
some that
orders
on
hand are
being compl
eted without adequat
e
prospects for the u ~ u r e some o ~ h e ~ branches, a.nd
especially in the texttle machme-makmg mdustry, slack·
ness is sad
ly apparent; and
it
is ex
pected
that
a
n u m b
of
men
will b" discharged from several
larg
e firms m
consequence.
The
iron
trade
continues
qui
et,
wi
th no
mater
ia
l c
hang
e either
as to
dema
nd or pr i
ces.
Th
ere
has been a moderate demand for bars ,
and
local makers
are well engaged up
to
the end of t.he year..
Th
e
steel trade is ftA.irly steady; but not qmte so bn sk as
of late. Generally, the outlook is regarded as un
favourable in all lihe abovo
br
anches, except those men ·
ti oned as be
ing still busy with orders on hand.
There
was
ano
ther
sto
p-day in t he
Sout
h
Wales
and Monmouthsbire ccal
districts
l
ast
wee
k ;
but t hese
in te
rruptions
have now been suspended. I t looks as
tho
ugh th
e miner3
had
been
pl
ay ing a double game;
but altogether into the hands of the coalowners. I t
is
rumoured
th
at
t he proposed
su
mmonses h
ave
not
been
applied for, but.
that
act
ion may be
t aken
a g a i ~ s t
t he
Fe
deration.
This ca
nnot we
ll
be.
Th
e Federat10n
d id not
order
the
strike
; i t was the
operative sect
ion
of the sliding-scale com
mitt
ee. Could that commi ttee
be prosecuted or wou ld an action lie
against
it as a
corporate bo
dy
? Now coalownors and miners are
asked to confer.
About
what ? To see how
best
to
[N ov. 15 , 1901.
inflate the price of coal t o the disadY n
tag
e of the
public.
At the end of last week a further reduction of 5 per
cent. in the wages of the Durham miners was decided
upon,
to take
effect as from l
ast
Tuesday.
This
is
the
t
hird
re
duction
in
the ye
a
r ;
in
May,
ll
f
per c
ent.; in
August,
7 per cent.; now 5 per ce
nt.;
total reduction
in the present yea r, 24 per cent.
Ther
e is a
kind
of
triangular
duel going on between
Mr.
Benjamin
Pickard,
M.P.,
President
of the Miners'
National Federation,
and Mr.
J ohn Wilson, vi
P.,
Secretary of the Durham Miners' Association, and Mr.
Thomas Burt,
M.P.,
President
of
th
e
Northumb
e
rl
and
Miners'
Association, t
he President
of
the
Fed
er
at
ion
having
declared
that the Fe
d
erat
ion would absorb
the
ot her two organisations in batohes, having failed
to
do
so
en
blo
c. The di
s
pute may
lead t o an open rup
ture, disastrous
to
all.
The
French Ministry have proposed measures to
pacify
the
discontented miners as re
gards
pensions,
but
it
seems doub
tf
ul
whether the prop
osed general
st r
ike will be averted.
Already it
seems
that
a l arge
section of
the
men
are ou t
, and efforts are being made
to extend
the strike. On the
other hand,
efforts
a.re
being
made to
avert
it, and
to effect a settlement of
the questions
at
issue.
The State of California. has decreed in favour of an
eight hours' day
for
all
employed on
publi
c, St
ate
,
and
munic
ip
al
work. I t
has also passed a law for
bidding employers
to work
t he
ir
employes more
th
an
six
days
in any one week.
TEST
OF PRODUCER-GAS ENGINES.
WE have received from Mel?srP J. E. H . Andrew and
Co.,
Limited, St
oc
kporb, the
fo
llowing translation of
a
rep
orb
, by
R.
Ma.thot, of Brussels, on one of
th
e
ir
Stockport
ga.s
engines working
in
conjunction with a fuel
ga.s
plant
. l will be seen
that
the total consumption of
anthra
c
it
e was ex
a
cbly lib. per brake horae-power per
hour, and the cosb of fuel .145d.
B•
July
13, 190 I.
On June 27, 1901, a.t the requ
esb
of J.\IIessra.
"The
Material et Installations Electriquea G. Boty
,"
Brussels,
we
have,
in
view of final acceptance, tested a power
plant installed by Messrs. Ktderlen and Co., of Amster
da
m, in the
works of the mentioned company at Cureg
he
m,
near Brussels, and comprising a
D
owson " gas
producing
plant and
' 'Stockp) rt " (producer gas
type)
ga.s engine, in conformity wioh an agreement made be.
tween the two fore-named p
a
rti e3.
Th
e Dowson ga
s-
l?roducing plant is composed of:
A. A small vert10al boiler wi th inner
fu
rnace and
cross tubes of 2.5 square me
tr
es
(2
7 sq. H.) surfllce
a.nd
stamped
at 7
atmospheres (
102
.n
b.).
B. A generator worked by a steam injector fed
fcom
the
boiler.
C.
A c
oo
ler provided with
an
overflow tank.
D. A coke scrubber.
E. An
hydraulic box.
F.
A sawdust scrubber.
G. A bell-in·cup gasholder of a capacity of 22 cubic
metres
(777 cubic feet).
Part
s A, D,
E,
F, G, being of such a as required
for the feeding in
th
e future of an installabion capable of
three times
the
power at present require
d -
i.e.,
165
horse
power instead of 55 horse-power, a s specified in
the
pr
esent agreement.
The engine is of hori
zo
ntal type, with single cylinder,
built by Messrs. Andrew a.nd Co., Limited, of R eddish,
England, under the name of " Stockpo
rb,
" and fitted with
distribution valves a.nd with
a
tu be burner heated by
town gas. She
is
of
the
special elec
tr i
c lifrht ing high
speed pattern, with
ext
ra heavy flywheel and outer bear·
•
mg.
The
principal dimensions are as follo
w:
Di
ameter of piston . ... D 39 mm. (15.47 in.)
St
roke .. . . . . . C
559
11
(22
, )
Diameter of flywheel ... D 2.44 m.
(96
in.)
Width of flywheel . . ... L 0.33 11 (
13
11
)
A starting gear is fitted to the engine. I t is composed
of a pump, by
the
work of
wh
ich
the
mixture is deli
ve
red
to
the
cylinder with
out
compression, and previous to the
first explosion that will s
tart
the erlgioe.
A small rotary pump ac
tuat
ed by a be lt from
the
crank·
shafb
pr
ovides the necessary wate r for the
coo
ling of the
cylinder.
The engine drove,
by
means of
be
l
hs
, two dynamos of
continuous cu rrent, one being manufactured by the Union
ElectricitiitsGesellschaft, Berlin, driven direct from the
flywheel; t
he ot
her made
by Br
eg uet,
Parif:l,
driven by a
pulley
fi xe
d on
th
e opposite end of
the
cranks
ha h
.
Th
e (Swinburne) efficiency of both these dynam
os
had
previously been established and ascertained under respec.
tive loads of
70
amperes by
110
volt s, and l GO amperes by
110 volts.
After having firsbsettled, during
bwo
hours of previous
running under load, the normal working state of the gas
plant a.nd engine. we mounted on the flywheel
a
band
brake made of a leather belt,
the tight
end of which was
connected with an accurately tested "
Sa
lt
er , balancf, on
which
wa
s shown
the
total tensio
n,
while weights were
hanging from
the
opposite, or loose, end in order to
ob
tain sufficient adherence
to th
e rim.
By means of this brake we have regulated the load
so
as to maintain during
45
minutes 55 brake horse·power,
with th e following figures :
•
7/23/2019 Engineering Vol 72 1901-11-15
http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 26/31
Nov.
15, I901.]
· Average diameter of fly-
wheel D. ... ... ... 2.472 metres (97.32 in .)
Th i
ckness of
brake
belt ... 6 millimetres (.24 , )
Ra.dius of
brake
to reckon ... 1.24 metres (48.9 , )
Revolutions per minute .. . 210
We subsequently o ~ d e d th .e e
ngin
e with a ma.ximum,
the number of r
eyo
lut1ons bemg 212 per minute, and the
t o ~ a l load 170 k1logramm es (375 lb .), with 5 per cent.
m i S S ~
The corresponding work wa-s as foll
ows
·
Efficien b work : ·
2
4500
x 1.24 x 212 x 170 = G brake hor.:e-power.
In
co
nsequence of
this
excess
on the
power contracted
we decided to reduce
the
speed from 210 to 200 revo
lutiO?S, and now o a d ~ d the engine with
the
two dynamos
work1ng
on water e s i S t a
c ~ s . These
resistances
were so
re.gu
la ted
as
to th
e
engine
run at 200 revolutions
wtth only 85 per cent. o the total explosions i .e.,
und
er
exactly the same condttions as under the
above brake
test,
under
55
brake
horse-power.
data
have been .
s o e ~ t a i n e d by
the
use
of our
spe01al recorder for graph1c
regt
st rabion of explosions.
The
work of the dynamos w
as
respe
ct
ively
equa
l
to
U nion Elec. Gesell. Breguet.
Amperes ... ... 70
IGO
Volts ... ... ... 210 110
Watts
.. . ... ... 14,700 17,600
Effi ciency .. . .. 89 p.c. 85 p.c.
Power in brake
hor
se -
power... ... ... 22 5 28
By
adding
to the
work
produced under the
aforesaid
conditions, or 50.5 brake
h o r s
e - p ~
w e r
the work
abs
orb ed
by the
belts,
which we reckon at 5 per cent., the total
power
on the shaft of the engine
would
sensibly be the
same
as
that
n
oted
under the brake test
of 55
brake
horse
power.
During the last four hours of this
latter
experi
ment
we have,
ab equal intervals, taken indicator and
recorder
cards,
a sample of whi ch is
herewith
enclosed.
We have also noted at several moments of the s t ~
the average
heating
power of the D owson gas by eight
analyses made wlth "Junkers " apparatus, the outcomeof
which has been an average superior heating power of
1170 calories under a pressure of 30 millimetres and tem
perature of 19 deg.
Cent.
Hereafter
is given a lis t of the various
data
of our test :
Nature
and origin of fuel : anthracite from the neigh
bourhood of Oharleroi :
1. Heating power of men-
tioned fuel . . .. .
2. Cost of
fuel
per ton at
p itmonbh
...
. ..
3.
Cost of
fuel
per ton at
producer .. .. . .
4. Consumption of
fuel
per
hour in producer
...
5. Consumption of
fuel
per
hour in
boiler
. . .
G Amount of ashes in
anthracite .. ..
7.
Amount
of
steam
pro
duced ab 4.5 atmospheres
per
hour... .. . . ..
8. Average
~ i v e
work
on
shaft .. . . . ..
7520 cal.
27. 50 fre.
2 2 ~
)
31.93 " (25s. Gj,
21 kgs. (46.3 lb .)
3. 18 ~ 3 . (7 lb )
6
per
cent.
19 kgs. (42 lb. )
53
H.-P.
9. Consumption of
fue
l for
gas producing per
brake
horse-power
hour
... 0.396 kgP. ( 87 lb )
10. Consumption of fuel for
steam producing
per
brake horse -power hour
11.
Total
consumption of
anthracite
... . ..
12.
Corresponding steam
con
s
umption
at 4.4
atmo
s
pheres
. . .. . .
13.
Pressure
of gas a.t engine
14.
Amount
of water
for
cool
ing of cylinder, flowing
in
at
20 deg. C.
and
run-
ning out at 45.5 deg. C.
0 060 "
(.13
11
)
0.466 "
1
11
)
0 366 ,,
30mm
( 8
l )
L.2
in .)
par
brake horse-power
per hour
... ...
. . 23 25 kgs. (52 lb . )
1
5.
Amount of hea.t ab3orbed
by coolin g .. .. .
692.8 oal.
16. Average of initial
exp
lo
sive press
ures
on piston 22 kga. p. sq. cm (3131\:-.)
17. Mean average of average
pressures on piston .. . 4 9 kgs. per sq. cru.
(69.
7
1\:-.)
18. v e r a ~ e
indi
ca ted work
wibb 86 per
cent.
of ex
plosions ... .. . . ..
19. Corresponding
m
echani
-
cal efficiency . . .
2·). Correspo
nding
effective
electric work .. ..
21. C >St
of
horse-power for
anthracite ... ...
22
C.>Sb
of kilowatt-hour in
anthracite
.. . ..
23
.
Effective
electric work
developed
per
each
brake
horse-power
...
2
Thermical efficiency with
53 brake horse-power
63 I.H.-P.
84 per
cent.
31.950
kw.
0.0146 fr. ( 145d.)
0.024
fr
. (.24d.)
602.8 watts.
under 85 per cent. of
explosions ... ... 18.5
per
cent.
During the whole of this test the cyclical reg
ulatiby
of
E N G I N E E R I N G.
the e
ngine
r
eckon
ed
on
unperiodical ' '
voltmeters
has
been
suffic
ient to
maintain
the
variations in
the
t ension
within
the
limits
of
volts
as an average.
Several
months
of
work
of
this plant
and
engine,
under our personal supervision and previous to our tests,
have
sh o
wn:
1. The
ignition
valve,
inlet
and exhaust valves
do
not
require cleaning and grinding more than once a week,
w h i l ~ the gas valve, the hydraulic box and overflow tank
requue n i n ~ out twice a week. Th is relates es
pecially
to the hydrauhc box, in which the dus t drawn from the
cooler lies in the bottom mi xed with water, thus forming
a thick mud.
2.
The
fires in the
boiler
and generator can be bank€d
every night, and the
latter
requires drawing twice a
week
o
nly. Afte
r
thist
some 20
lb
. of wood
and
a
little
oil will
suffice to revive tnem both.
One man will suffice for
looking
after the whole
plant.
His
work is hardly more than feeding ooal to the
fires two or
three
times l'er hour.
\¥ ood fibre is ueed m
stea
d of sawdnst in
the
first
scrubber, and this requires replacing every fortnight,
while
the
coke in
the second
scrubber will be good for two
months
with
out renewing. Both fibrJ and coke can
be
used again
after
drying
out
.
t should be borne in miQd that thes9 three latter
p ~ a
ra.tus are of a
designed
for producing a quantaty
of gas treble of
that
ab present required.
The
plant has besides been working
well during three
months, and, pr
ev
ious to
our t ests, we had n
ob
allowed
any cleaning
of the scrubbers
nor the
engine to be
taken
to pieces
and retouched. The outcome
of our tests
can
accordingly
be
considered
as
industrial results.
.
The
compression diagrams
showed
a fall of 300 grammes
m
the pre
ssu
re to th
e square centimetre
(4.3lb.
per square
inch),
owing to certain leaks in
the valves,
undoubtedly
due to
the
long
time-six month
s -during which the
engine
had
been
running without
retou
c
hing
as well.
No twithst anding
this,
the guarantees given
in
the
agreement
with respect to gas consumption and good
working
were
fully obtained. Even
when
adding to the
net cost
in
a nthracite of the
brake horae-power
that of
town gas
for
the burner, and of
lubricating
oil, it can be
safely
stated that the cost of the
brake
horse -power is
obtained in current industrial work at the rate of 1l
centimes ( /of a farthing} when the engine
runs
under a
load from 45
to GO brake
horae-power.
(Sig
ned)
R. MATHOT.
THE
OORRECT TREATMENT OF STEEL.*
By Mr.
C. H.
RI DS
DALE,
F.I.C. (M
iddlesbrough).
Concl
uded from
page
634.)
Sheets, BlacJ:plates, amd Tinplates Much the same
applies to these as to thin plates ; being thinner, they
t ~ n d to be fiJ?ished cold er,
which,
though often done inten
tiOnally to gtve them a better surface, r
esu
lts in greater
rolling
hardness.
Hence
for
ma.ny purposes they are
"annealed, " the treatment generally consisting in packing
them in large piles into
boxe3
which are
intended
to
ex
clude the air from them whilst
they
are heated
(but
which
are generally cracked and
let
in quite enough air to burn
out a. good deal of the carbon from parts ab
least
of the
sheets}. A st
rip
of varying width ro
und
the edges shows
airing by its colour . These boxes are heated up slowly,
which may
take from a few hours to a day, according
to
size, and
th
en maintained from
eight
to
twenty
-four hours
or
more at full red heat
and
allowed
to
cool down very
slowly,
heating and
cooling
taking
altogether
from
one
to
three days. This
gradual
heating and
cooling,
if
carried
at all
to excess
as to
temperature
or
length of
time,
will
undo the
go
od of re·hea.ting by promoting
the
growth CJf
grain,
1 and if
too much
air gets in, by
burning
out
the
carb on,
so that
in
either
case the sheets may be mo re
brittle than before.
The more rapidly
it is possible
to heat the
sheets
up, and
the less
the
time
they
are kept
hot
once
they
have
reach
ed
che
rry-red,
the emaller the grain and the tou gher they
will
be.
All sheets that
are
paired or
folded
two or more
times
a.re liable to get foreign matter,
such
as scale, coal-
dn
st,
or as b, &c., between them, which may stick to and be
come
im
bedded
into the
plates,
and
form
streaks
of
various ~ h a p e s sizes, and colour, or, if they afterwards
come away, leave the corresponding roughne
ss
and in
de
ntations
on the surfaces. Th ese streaks, if only small
and thin, may be removed by the pick
ling
which usually
follows, and the roughne
ss
obliterated by q u e n t
operations, such as
cold
ro1ling, tinning, or galvanising.
The
foreign
matt
er is always present to a. greater or le
ss
degree, and it is rarely that slighb streaks may not
be ob
served
on
such sheets; but when
they
are rolled a little
hot
ter
than usual, so that the surfaces are eofter,
the dirt
sticks and is rolled in mo
re
easily, the
re
sult being
wa
ste rs.
No
streaks
of
this
description are ever the
fault
of the
steel
maker
.
The writer
was Ro
me
years ago afforded
the opportunity
of inves tigating th is matter thoroughly ab several works,
and
was able to d u o e at will all kinds of typical
streaks a.
nd indentatiOns, and
thus to
demonst
rate clearly
to
the complete satiefllobion of the principals
how they
were
brought about,
and obtain their full admission that
th is was so.
The matter is also referred to
later.
(See "Faults, ,
Sect ion V I.)
The
chief
treatment
which
s
heets may
have
to
undergo
are for:
* Ptlper read before the
In t
ernational E n g i n e e r i n ~
CongresP, Glasgow, 1901. Section V. : ron
and SteeL
t Stead, "
Brittleness
in Sc,fo Stet:l produced by An
nealing, " Jo1trn
al
of the b ·on and Steel I nstitute, 1898,
No. II .
1. Rolled.
Tinniug.
2.
Black pickled and sw
ill
ed.
3.
Annealed in boxes as de.
scribed.
4. Oold rolled.
5. Annealed again,
but
more
li
ghtly.
6. White
pi
ckled and sw illed.
7. Tinned.
•
Galvaois'ng.
Rolled.
Annealed (not always for com·
moo
sheets).
Black pickled and swilled.
Galvanised in molten zino at a
temperature of
41
2 to 600 deg.
Oent.
AfLerwards stamped, pressed, c.
Blisttr.s
are described under the
head
of "Pickling,"
Strips being s
imply narrow
thin plates,
mu
ch the
same
applies
to
these
as
to
the latter.
For st a
mping,
shearing, punching, or
similar purpo
ses
they should be very
soft.
They are
used
either in the
sta te as
roll
ed or as cold-rolled bright s
trip.
This latter,
th ough
materially
hardened and sometimes rendered
brittle by the pickling and subsequent cold
rolling
it has
undergone, ca
nnot be annealed after cold rolling, be
cause this
would
spoil the smooth bright surface. In
ei t
her
case, that
they
may be as soft as possible ab th e
outset-if
rapid re-heating to cherry-redness
for
a minute
or two and allowing to cool naturally in
air
1
or an
ordi
naqr annealing as
for
sheets is nob practicable-finish
rolhng ab a good che rry-red and
allow
to
cool slowly in
large heaps.
S,trips
for "fV
cld
i i
g Tu
9es
, 01'
for any purpose in
whwh
there
1s
further
re -heattDg, should receive as little
hea ting and be rolled at as low a
temp
erature
as
prao
tica.ble, since
they
have in
all to
stand a lot of fire, and
rolhng
hardness in them does not matter,
as
it is ab once
removed by the nexb heating.
H oops,
being s
imply
smaller strips, come
under
the
same category.
There
is
sometimes
a tendency,
as they
are
so
thin
and
cool rapidly whilst rolling,
to
heat
the
m to
a v e ~ y
high
initi
al
t e m p e r a t ~ r e
and
perhaps
~ u r n
them,
causmg
red·shortness.
Agam, a good
de
al of 1mportance
may attach to
the degree of stiffness
they
possess
and to
their colour,
on
the one
hand
(as in baling hoops)
;
whilst
on the other, if they are
of 0.2
per cent. to
0 4
per
cenf .
carbon,
they may be brittle if
ro
lled
a.t too
low a
tem
perature.
A
good
deal
may
be
done
to avoid
all the troubles
named by rolling
at
not too high
an
initial te
mperature,
so as t?
avoid
red-shortness, but cooling
slowly
in heaps
to avmd
too
great
h a r d n e
Wire Rods
and
Wir e.
-Though
the
area
of theee is
relatively small, wire rods are generally rolled fastJ,
especially
in
continuous mills, that they finish ab a good
red heat ; and being wound in compact coils, which are
often stacked in large
heaps,
they cool slowly, and are nob
so hard as might have been expected.
At
the same time the rolling hardne
ss
is considerable,
as can be
seen
from a comparison of the twisting test on
wire as it leaves the rolls, and the same after
rapidly re
heating to cherry-redness and allowing to cool.
The
hardness id
no
doubt increased locally wherever the rod
t
ouc
hes a cold objrct, such as a
part
of the reel, a floor
pl
a
te, or
co
ld
coil,
or if put outside in wet weather, and
may sometimes
amount
to brittleness.
H igh carbon steel is, of course, more
affected
by
all
hardening influences than low carbon
steel.
t is not often
that
wire rods are finished hot enough to
render
them, even with slow cooling, brittle or "rotten ,
from
this
cause, but cccasionally in the thicker grades,
such
as
guide rods, in. in
diameter
and upwards, in
stances have been
met with
vide sample 4a exhibited by
the
writer
in May, 1898, when reading his
paper on
"Brit t leness in Sofb
Steel"),
though it
is
more than
probable
there
has also been
"soaking"
of
the
billets
before rolling when this occurs.
Wire Rods
jo1· D1·a
/wing are
nsually first
pickled,
swilJed, lime-washed, and a
nnealed,
and then,
after
every
two or
more drawings (according
to the
redu
ct
ion,
the
carbon
contained,
&c.),
re
-annealed
lightly.
There
i t ~ ,
no
doubt, a tendency
to
draw through as large a
number
of
boles
as
possible, and
minimising annealing.
Cold
drawing has, of course,
a very marked
hardening
effectl and,
if carried
a
little too
far,
may easily
make
the
steel
orittle.
Wire
rods
and
wire
for galvanising,
after
pickling,
are
usually passed
through
a. long red-hob furnace at such a
rate that they are nob scaled, but just dried and
heated
up to about the melting-point of zinc before
entering
the
ba.th. Z
inc
melts at 412 deg. Cent. (which is just above
blue heat), and to avoid loss of
zinc
it mu st not get too
hot, so that the wire, with its pickling hardne
ss perhaps
not
completely removed , is far a short timll, both before,
during, and a fter galvanising, kept ab or near blue heat
whilst
under
tension and vibration.
t
s not surprising. th er efore, that hardness or brittle
ne ss is more freque
ntly met
with,
especially
in guide-rodd
and large sizes, in galvanised than in ungalvani sed goods.
Pi
o
kl ing. Ib is
pretty
well recogni sed, and there is a
good deal of published evidence, that pickling causes
hardness and brittleness, sometimes to a very
marked
extent, whi
ch is generally attributed
to an
alloying of
hydrogen with iron,
and this
is no
doubt
substantially
correct.
The writ
er
has several
times heated pieces of pickled
wire rod of
various
age s
that
were bard in
an
atmosphere
of
carbonic
acid contained in a
glass tube sealed
o.t one
end,
and obtained particularly
between
barely visible red
(say 500
deg. Cent.
)
and
low cherry-
red heat,
to whi
ch
the
heating
was
continued, an
evoluti
on of gas which
(besides the carbonic acid
gas
used
),
on testing, proved to
be hydrogen.
As
soon
as this ga s was
liberat
ed the sample became
quite sofb.
The
writ
er has
never
seen
conclusively
ex
plained why or under
just
what conditions the hydrogen
is
absorbed
; whether it is a qu estion of strength of acid,
7/23/2019 Engineering Vol 72 1901-11-15
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E N G I N E E R I N
G.
~ ~ ~ J i ~ ; t d ~ ~ ' s ~ r
g ~ ~ y
~ ~ ~ ' t ~ ~ t s ~ ~ ~
~ ~ ~ t c e r t a i n that
1 htd
bndom. ~ l o d m . a n u m b of
pa
cks of
Ob
se
rvations
could
probably be best made
.
I
lC
bl' at
een ptc. e m
th
e
ordmary
course With
out
wo k h ·
kl'
· . so
me
IS
ers
appeariDg),
and bung
over
th
e s
ide
of a
be e ~ ; ' i : : : r ~ ~ ~ i n ~ n i ~ ~ ~ : ~ ~ ~ ~ o ~ i d r t ~ t ~ D t h l ~ ~ p l b
would
k t l i n t ~ vatth,
so
1
that
bthe
1
y
dipped
half-way in,
and
afber a
Ib is 1 ·tt . 11 · . . • s or 1rue e ower a. ves of the
plate
s were all covered
b l i s t e r s & ~ ~ fh'in
: b : e ~ s r e T : ~ ~ t ' t
P b f l ~ n g may
a ~ s e
"'bith pickling
b1i
sterfl,
the
lin e of demarcation being
quit
e
di
sti nct
from o
rdinary.
blowho
le bl
'
Itng
1Sdera
are qu
lllte s
arp. In tbt
s case
th
e
extr
a
pi
ckling was
the imm
e
diat
e
1
. . .
1s ers,
an are
usua y c
1
use
~ h ~ o : l i e
; ~ ~ i ~ ~ ~ a d v t e ;
t ~ ~ ~
~ l ~ t e ,
a n ~ r h a . n g e
from
a
be
ut
I t
pr
o?ab
le
that
the r a . i ~ s .
whi
ch
in
thin
sheets
until after pic
kling
and often pea. d
er
ne; hr app
ei
r
are
flattened mto _ hkes or lammoo, become
sepa
ra.te j,
ing
which follows '
it Such
upd urhmgt e a.
nn
e
la
.
ph
e a . p ~ .
by the
actiOn of .the .acid, and,
wh
en sufficie
ntly
brittle
· lS ere s ee s
are
a
t.
m,
th
e film of me
tal 1s
dts
tended by the
hydrogen
Th
·
't
h
b . . etther
at once
or
by
the h
eat whilst
annealing. '
d e
w r ~ er ads i r r
e
dd
suc
hb b l ~ s t e r e d
sheets m
t?
s
hr
€ds
From
expP.rime
nts
conductGd by
th
e
writer
(
th
ough
be
u.n
er
wa.
er, eo ecte t e
It
berated wb10h con- cannot consider th em final ),
it
seems
stron
1 robable
BlStei est:e
nt l
a
lly
of
hydr
ogeu,
as
obtamed
from
the that
blistering is
by
a higher
teJJefature
of
SECTION VI.-MANIFESTATIONS.
[NOV . I 5, I 901.
large s n ~ e s ,
as
the work
pe
netrates the mass still lees
the
compression
and
disto
rtion
of
the
surface sets up
a
s t a ~ e
of.st rain
and
sometimes
minute
transverse cracks,
p r e d t ~ p o ~ 1 to
fracture..
The
e
ff
ects of
co
ld ba.mmer
IDg,
as
se.en th e microscope, have been described
by
the. ":11ter m a former parer,*
and
cold-drawn rods
show stmtlar effect?.
As
.both
th
e pickling whi ch preceded it
and
the co
ld
dra.wmg hav e such
b a r d ~ n i n g
effects,
ibis
most d
es
irable
that the s
te
el should be m a very soft condition prior to
these operab1ons. Therefore, where possible
it
should be
a ~ n e a . l e d by
.rapid re-heating to
d ~ e e s , as
pre.
v t ~ u s l y c;>r by the ordinary
m
et
hods ; or, failing
tbts,
h e d u f f i 1 ~ n b l y h ? t ~ or
cooled s
uffi
cie
ntly
dowly.
after
rolhng to (whtlst avo
tdmg
large ~ r a i n ,
and
want of
toughness on
that
score) also avo
id
ro
lhng
h l.rdness.
Class ified 11nde1 H eads of J a ults of cl ffenn t T11pes, appeari·ng aft
e,
· Treatment
by
th e User, f oJ T·raci
11
g th eir P·robable
Sou1·ce
.
Type of Fault and
Manifestation.
Unsoundness
:
Hollowness
• • • •
• •
L ~ m i n a t i o n . . . .
Se ami
ne
ss (when machined)
Split en
ds
.. .. ..
{
Laps
• •
• •
••
•
Su
rfa
ce de fects :
O
ra
oks
• • • •
•
•
• •
Scabs
•
•
•• •
•
•
•
Spilliness
(wire)
• • • •
Blis te rs (she ets)
•
•
•
Ditto
• •
•
Ditto
• •
•
St
reaks . .
••
• •
•
Ind
entations
. . . .
•
Rou g
hn ess
or
pitting
•
•
Dr
y ne
ss
. . . .
•
0 peni ng at ends . .
•
By .whom i n a t e d (probably),
proVlded Materull ns se
nt
aw a
y of
Composition within Limits Specified
and Fr ee
fr
om Visibl e D e t e c t ~ .
Occasio nally (if clean) . . Use r
Ge
ne r
ally
(a lways
if
en cloeed sla g
or
dirt
fou
nd
) . . . .
Maker
I f clean, roller,
whether
maker or
us r . . . . . . . . .
I f dirty, or other signs
of
un ·
so
undness . . . . . . Maker
PR
OBABLE
0A U R.
~ ·
{
Work a t too low tempErature, no t
penetratin
g mass evenly
and
a . ~ s " cree l;>." of
~ a t e l ' i a l ,
t partic
ularl
y in forgings.
t
Seg
rega.t10n and (or) msuffi01ent cropping . . . . . . . .
Rolled from co
ld.sheared
bare some of
ends of
which
hav e
split and not been
n
otice
d '
Pipe in in got imperf
ectl
y cropped, or crack no t
wor
ked out
•
Generally
(a
lways if enclosed dirt) }O ra.cks, &c., imperf
ec t
ly rolled up bu t closed
up
enough to
Mak
er
escape noti
ce '
I f . bright
in
si le,
but
la rge a
nd
} e : ~ t i ingtott top }
Insufficient
c
rop
ping
\ 1solated, or
1
g roups
..
Maker ow o
es
mgo op
If bright in
sid
e, but
sm all and f . ·
•
•
• •
•
•
t.h ick ly di st
ribute
d, probably Improper piCk lin g . . . . . . . . . . . . . . . .
user
. . . . . . . . . . , ,
pr
eceded by overh ea ting or soak ing . . . .
Occasio
nally,
ma ker . . . . . . Spong
iness
;
insufficient
cropping . . • • . . . . . .
(Unless
a
ccompani
ed
by
lamination Foreign sub
stances.
coal, coat ash, S:}a
le
,
&c
. , roll
ed
into
at
edges
of
st
r e
aks) Use
r su ·face
th
roug h
gettmg between
rolls
and
piece, or
between
patr s or fo
ld
ed eheets. F requently st icks mere if €heet s
ho tte r, and hence softer than usual.
} l..eft
when
for
eign
substan
ce
s become detached . . . . . .
~ [ ) . k e
{Red
€hortness . . . . . . . . . . . . . . . .
· · ' Segregated
parts in centre
(l
eM
L
cohesion
) not a ll c
ropp
ed c
ff
.
. . U.ier
O'
•e
rh
ea.ting , s ticking in rolls, &c. . . . . . . . . . :
G t>
nerally
• •
• •
O c c a s i o n ~ l l y ..
• •
Use
r
J ve
rh eated or
soake
d "
too
long
R ed shortness ..
• •
. . F req
ue n
t ly ( to
some
ex tent).§
•
• • •
• • •
•
•
\ W
an
t of a 6ux . . . . . .
t Unsuitable qua
li
ty specified . .
• •
• •
• •
• •
. . D:tto
Ditto
on't weld we
ll
..
• •
• •
• • •
•
• •
"
body
"
••
• •
•
l'
OR IOB NT
IYYIN
G 0 A
US
E.
} Micros cope showa abn ormally d istort ed grain, &c.
Presence of sla.ggy matter high in
ma
nganest-.
}
Examine en
ds
of unrolled
ba
rs
l
Ef li
c
arefully.
Eye or micr
oscope
can generally discrim inate
Eye
or
mic roscope shows lapping,
and
gen erally or di rt .
Co
nhin CO and N if
formed
before annealing.
{
Microscope
shows normal
·si
zed grains,
a
nd
sou
ndn
ess
be
fore
p ick ling , or in parts other t
han
ac
tu a
l bliste rs .
Microscopic examination shows large gra in or ba nds.
{
Microscope s
hows
unsoundness before
pi
ckling, or in p1
nts
other than
actua
l blisters.
If scraped
ofi'
, sheet underneath
so
und .
Co
lour and s
imple
tes t
shows
what
it
is. Goal
(bla
ck)
bu rn
s
brown
or
white
·
coa l ash b own (oxidised) ; coal
ash
white
(not
oxi
di
sed):
Scale contams
60
to
70
per cent. iron.
Microscope shows la rger g rai n if hea ted ho tt e r. t
Analysis shows
S and
.Mo.
a
nd
hen
ce
if t h
ese
are at faul t.
Exce
ss t
impu
r
ities oo
insides.
Colo
ur
and sca le s ho ws this
, and
if composition
quite
suitable
tor purpose, overh eating probable ca use .
l l y
m p a n by thick sca le . Microscope sh ows
la r
ge
g ram or bands
outstde,
good norn11l g rai n
in
side if
piece
th ick
enou
gh.
Make we
ldin
g
test
wi th ftux.
Analysis in
conjunct
ion with purpose shows th is.
Ditto Ditto
Ro
ug
h ( saw ) edges
Won't
forge
well
• •
{
Occasionally.
Mak
er if all
pi ece, or user
e r } Q1Jality has not sufficient
ma r
gin of
Burnt
.
•
If only part,
say
on
e co
rner. User
•
•
• • • • •
•
•
• •
• • • •
JG e
ne r
ally
a
cc
ompanied by thi ck scale. Mioroscop
et
shows
. .
\.
lar
ge
gra.io or
ba
n
ds outside, good
no
rmal
gr
ai
n
inside if pi
ece
t-hick
eno
ugh.
Brittleness :
B reaks short off . . . .
C racks in punching, stamp ·}
ing , or shearing ..
Ha rd ne
ss
:
Won't bend enou gh . . . .
, twist , . . (wi re)
Pu nches
an
d shears too
Tensile test too ha
rd
.
0\ e
r-softnees :
Ge
nerally (unleEs
se
riou sly a t faul t)
Ditto
D
i t to
Ditto
Ditto
oompo3ition
. .
Use
r
D
itto
Ditto
Ditto
Ditto
b e r one or more of t he foll owing ia greate r or leAs
degree:
. Fu rn ace too bot . . . . C
1
d
I f
oon.rse
grain
Fini
shed too Rolled hot to spare machi·
0 0
e
bo t or n ery . . . . . . ve ry
Rolled
very
qu
ic
kl
y slowly in
r
. · lar
ge
~ u g e
sect1ons . . . .
b
soaked
J
Delay in mill- steel l
eft
in ea.ps,
too lon g l furnace or
ove
rni ght . .
Over ·annealed
Finished Fi rst
pie
ce . . . . . . .
too cold
or
Stalling
" of piece, or other del
ay
If
fine
c
hill
ed
Thin se
c
tion
s . . . . . . . .
Cool
ed
rapid ly
whilst at Co
ld
floor, &c . . . . . . . . .
g ra in blue
heat
Spr ead
too
mu ch . . . . . .
Rain or inten tional waterin g ..
Om
itting l i n ~
wher
e requir ed.
Exceptionally
se
vere pi
ck
ling; cold drawing, rolling, or hammer ·
iog ;
or
ga l
vani
sir,g.
Tools too blunt or cut l3efore asking for ha
rd
er :
stee
l, make
t 'lo heavy su re it \vill not d o h arm in ot her
I Fr act ure g enerally
shows
c
oarse
grain . Mic
ros
cope sh ows
J
l la r
ge
r gr
ain
than
normal for
t hat
se
c tion , or st ru ctur eless
bands,
es
pe
cially
at outside
of piece. t
•
} Mic
roscope
sh
ows abnomu.lly diato
r
ted
g raio,
&c.
t
Io samples render ed br
it
tle by any of causes named, heating for
a mi nu te or two to cherry- red and c
hillin
g in water if 0 not
over 0.
10 per cent., or c .:>olio g in ai r if abo,·e t his,
re
sto r
es
toughness, unless
sam
pl
e has
been
t horoughly
spoiled. Mi
cr
o·
scopic e
xaminatio
n
also
sho
ws
grai
ns re
s tor ed
norm
al.
W
on't
cul
' ' Lugging " crisp and
Generally
• •
• •
• •
UJ
er
Unsuitable quality
way.
Try sharp er t ools or lighter
specified
out first .
Comparat ive tests, using same to ol or drill with pieces con·
sidered righ t, will
show
whether steel is soft or
tools
blunt .
turn smooth
Tests too
so
ft.
Di
tto
I
{
Finish
ed
rathe r ho
tt e
r or cooled slower than
usual,
sufficientJy
to make stee
l
softe
r.
Mi
cr
oscope
may show la r
ger
r ~ i n .
I
Excepting most fonns of un so
undne
s3, i t is
pr
obable
that
faults
whi
ch
affect
only a. sma
ll
propor tion of the steel, and
no
t a. whole oast, are not due to the maker ,
but
to
th
e u
se
r· for t he
o s i t i o n , if
.
w o n ~ ,
is
so
in a whole bl
ow,
as ~ e r e is no ma te
rial
variation b e t ~ e
n o n ~
part
an
d
of
t h e same blow, exce pt that
occ
urring
from
t he .
inwards,
du e t o
s e g ~ e g a t i o n ,
wh1lst
any va.
rtat10n
10 the
heat
and treatm
e
nt gtve
n by maker
does no
t
cou
n t, as tt 1s
obht
er
ate
d on re·hea t
tn
g by
user. 1\
la.ny fa
ults
a re,
ho wever, du
e to a comb10a.t10n of
causes
for
which bot
h
ma ker and use r
are in
va r
ying
d eg re
es
responsible. I f (1)
the
steel is no
rm
ally taxed almost to the
limit
of i
ts
eo durance by the
pr o
cesses i t ia mad e to go t hrough ; (2)
Th
e
maker
h a ~ n
ot
bee n
clearly informed as to t he purpose for whicn it is intended or treatment i t will r eceive, particularly as to so
undne
es wh en worked 1nto machined a rticles, the ~ h t e s t speck or seaminess in which
will con d emn them; (3) the characte ristics of each make of steel are not studied by t he user, but all worked
indi
scriminately ; the maker's r
esp:m
sibility for t ro
uble
should be less.
t Except
in
t he oa.se of ingots or large o o m E ~ , sli
ght
sur face crac
ks if
chipped d eeply.
t
Dixon
Brunton, ' 'Wi
re
and Wi
r
e-Dr
a
wiug,
J ou.rnal of
the Tl es
t
of
Sc otland J.
ns
tttute, No. 4,
Janu
ary,
1900, pnge 119.
Also M 1 n n e ~ m a n n is an ex a
mp l
e.
t Rid
s
dale,
11
Pra
c
ti
cal Mic rosc
op
ic
Analysis,
J ou·rnal of
the
I ron an
ti Steel Institute, 1899,
No.
11.
§ Maker for his own sake will
keepS
and other impurities low, as, if seriously at fault, heavy draughts on i
ngots
at once reveal red-shor t ness, and will no t roll down clean, so gets t hrown
out
ns d e fective, and does not lt:ave
works.
pio
kled
wire rod ; whereas blowhole bli
ste
re, euch M
are
occlsionally
met wi
th
in the
sheets when firsb rolled,
are
generally
larger (eo
meti mes
qui
te large
),
r ecur isolated
or
10
sma
ll
groups,
and
cons
ist
ch
iefly of ca
rb
o
ni
c oxide
and
nitrogen, no hydrogen.
Pickling r a ,
if
they
only con;e
up
after an nealing,
have lost
their
h
yd
rogen,
it
having been
exp
elled
by beat
and
replaced
by
a
ir.
F r
eqnE"
ntly a
sma
ll hole is
vi
s
ib
le
in the
bead
of each blis
te
r where ib has
bur
st a
nd
the
a
ir
entHed. As with pickling e ~ s so wi th
pi
ckling
blisters;
the wri ter
cannot
exact
ly say what
are
the
con
ditions
under whi
ch
they are
produced.
At
some works
th ey are recognised
l's being
solely
the ~ o d u c t
of pickling,
whil
st at
othe
ra,
w1
th e
xemp
la
ry
consiStency,
the
steel·
maker is blamed for them.
So
me yea
rs
ag
o, at
one
0f seve
ra
l wo
rk
s where the
wt iter
w
ll
s ass
ur
ed that pickling w
as
solely respon
sible f·)r them, to
prove it
abo
ut
a do
z<3
n
plat
es
were
the
heets when rolled, or
by
them longer
than
usual, such tr
eatme
nt tending to
burn out the
carbon
and
permit
s
eparati
on of
the
fibre.
Ua lvanising. M uoh the
same applies
to
o
th
er nrhicles
as
has been described
under
th
e head of
ga
lvanising
wire rods. Ill is pretty generally rEC)gni sed that
it
te
nd
s to produce bribtleness, mainly, no doubb, from
the
causes
menti
oned,
and
possibly also from
the britt
le
natur
e of
the
zin
c- ir
on alloy which fo
rm
s
at th
e junction
of
th
e
two
metals when th
ey are
properly unit€d.
R ods predispoeed to brittlenes3
ei t
her
by
finishing
ab
ove critical t emperature,
and thus
leaving the grain too
coarse, or by finis
hing
at or n
ea
r blue b
eat
, are, when sub
jecbed
to
th e
furth
er
hard
ening
and
st raining t-ffects of
pic
klin
g
and
co
ld
drawing, almost certain to become
Vt
ry
brittle.
Tbe
3e
few examples should suffice to illu
strate
some of
the di r
ections in which to look for
o c ~ o
s e s for unusual
behaviour;
bub, of course,
the num
ber of possible causes
which
might
bring aboub a res
ult
is very l
a.
rgP, though a
oareful c .msiderat ion of each particular case bhould fllcili
ta.
te
a co
rr
ect
solution.
ll
that
ca
n
be
done
is
to
k
eep
the stee
l as so
ft
as
pos·
s
ibl
e
up
to
the
stage of pickling ns describ ed for wir
e,
and
b
eat the
goods ns hob
as
possible u
ft
er k l i n ~ of
oxidis
in
g the surface
and
preventing the
adbes
10n
of
th
e
Rr ;crroN VI. Te sts- Sta;nda ra R
cqu.
i1ed.
zi
nc) so
as
to expel hyd rogen
an
d restore softness,
and
'V ith
reference t ) steels being
tann
ed '
'b
r
it tl
e,"
un-
a
void
a
ll
ohilliog,
and
cool as slow
ly
as possible. af ter
j
leaving
the bath
. . * Jou:nal of. the Ir <Yf '
a;nd
S t e ~
[n
stitute, 18 >9, No. I I.
old or Rolhng has
been referred to.
In a c t 1 0 ~ M 1 0 r o c o p 1 0 A n a l y H ~ .
'
•
•
•
7/23/2019 Engineering Vol 72 1901-11-15
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7/23/2019 Engineering Vol 72 1901-11-15
http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 29/31
•
6g6
E
N
G I
N
E E R
I
N
G.
•
[Nov. 15,
I90I.
States
with
a view of controlling certain
raw
m'iterials neer, however, one of
the
m
ost
distinguished past presi- say pub character above everything; be sure in your
and industries. This policy I cannot agree with.
For
dent3of the Institution of Civil Engineers, died
an
honest work, whatever
ib
is, that it shall bs work for God and
my
part I
have
no
sy mpathy
wi
th
, hub
am
albogether man.
not
for
the devil; then
you will find
in the
end, when
against, what
I
may term any cut-throat
competition Should you
be
called
upon
to
give
evidence, while you y{)ur time comes
to
leave
this
world
and the
true value
amongst produce
rs
or manufa.cturers, which I am sorry
to
would
be quite
jusbified in avoiding reference
to the
weak of your
work
comes o u ~ that there will
not
be a prince
see so much of amongat contractors; hub,
on the other
points of your client's case, do not damage your character or a mjllionaire in
the
land who would be justified in
hand,
I would look
up
on such combines
as we have
m
the
eyes
of men
of
integrity by
saying
anybhing
in the
looking down upon you.
recently
seen
set up
in
the United States, and
suggested
interests of your
side which is
not
true. You may imagine,
as most young
men
at
some time
in England, combinations against
the 'public
weal,' While not for one moment
suggesting my
remarks imagine, that
the
world is hostile
to
you, hub you will
which should
be
prevented so far
as
possible by
alllegiti-
would applv
to
the ma.joriby, for whom we must have a I arely if ever find anyone designedly doing you harm.
mate means. Our American friends may
talk
of economy high regard, I fear, with my, perhaps limited, experience,
If,
however, you should find some miserable wretch of
of
working
through such
combinations,
and
pub before I
hav
e nob
the highest
opinion of some of
what we may humanity
designedly
hard upon
you,
leading
you
to
think
the
public such-like blinds, but I venture
to think
that
term the expert
i t n e ~ s e s of
th
e present
day. In point
of
the
world cruel
and
cold-hearted, you will also find, as
before long
the
intelligence of
the
American people will fact,
there are
many men, even well up in
their
profes- I have found, those sympathetic noble souls who in a
cause
them
to realise, if
they
have nob already begun to sions, to whose evidence, if I were sitting, say,
on
a
Par-
sincere
and wanly
way will look kindly
on
you, and you
realise.
who has
to pay the
piper.
In
the
p a s ~
legislation
liamentary
Committee, I should nob
pay the
slightest
will
learn to
value
their
good opinions
and
their
assistance
in the United States appears
t
me to have
been
mostly
in regard.
in anything you
may have
to do
beyond
all
price.
the interest
of
the
milhonaire,
or
I may
say the
billionaire,
I t
mn.y not be, and, in fact, is not, always desirable to " y e s h o u l ~
try
in our relations, b u ~ i n e : s >r otherwise,
but a change may come. The
spirit
of a h
ealthy,
but not speak all the truth that a man may know but whatever partiCul arly wtbh those who are w v r ~ m g w t ~ h us, to be
undue, competition,
in
my
humble opinion, is a spirit you do speak, let
it
be
truth,
even if ib be ab the risk s y ~ p 9 . t h e t i c
and
open as far practicable t ~ h a ~ l men.
far
preferable for
the
benefit
of the nation to the one now
sometimes of
shaking somewhat
fiercely
fair authority
SoCiety would
better
for
1b
.
My great WlSh IS that
in vogue across
the
Atlantic. by
the
beard. when
my
work
S
done,
whatever
else
peC?ple
~ a y
s ~ y
of
Speaking more particularly to those of you who may
be
I was interested in
an
arbitration, before another of
the
me, ~ h e y may speak of. me as
one.
who m his bu3mess
at some
time
engaged
on
the staff of a contractor, or even
past
presidents of
the
Institution of Civil Engineers to relatiOns at any
r a t ~
tr1ed to do hts duty,. and aJso,. to
be contractors
yourselves, I would
remind you
of
the ttl tt
f d'ff ·
t'
•th 'th
quote
from a memor1al
card
of
a.
d
ea
r old
fnend
of mme
great
loss of life, which, sad
as it has
always been, is
fe
e ;ome
ma
era
0
I erence
10
coMec hn
Wl Sh e who
recently died
in
the North
of England
that th
ey
unavoidable
on
public work(3, in
the
hope that
we
may a :.i
c ~ ~ t t t ; : : : n t : E ~ c h ~ i d : t ~ a ~ ~ r a u ~
t h ~ ~ ; h : s : : ~ h o u ~ ~
might
, write me
aa
one who loved his fellow
~ e n .
,
realise how all
important
it is, in whatever position we have done better, but I a.m sure neither aide would ever
may be
placed,
to
use
our very
utmost
endeavours
to
have suggested that
in
every
detail
the
award
had
not
reduce this
loss of
life to
a
minimum.
I
think
I
am
ris-ht been given
in strict
accord
with the arbiter's
conscientious
in
stating
thab, according t the
insurance
compames'
judgment; but, further,
ab
the
end of
the
inquiry, before
returns,
the
lives of no less than
three
men
are
lost
by the
award w a ~ given, the lawyer on
the
company's side
accident for every lOO,OOOl. value of work carried out; told my lawyer that
he
could
pay
us
the
compliment of
and yet
I
am told the mortality
from accidents
in
coal
and saying that, without
exception,
the
witnesses on
our side
other mines where
explosives
are
used is even
higher had
every one of
them
given their evidence truthfully in
than that on
public works. The sbrange
thing
in regard a
way
that his
side
could find no fault with,
and
we, in
to our accidents is that
they
do nob so often happen to our turn,
had the
satisfaction of being able to reciprocate
men engaged
in
work
that
is known
to be
dangerous
as
these feelings
to the
full. I fear
that
it is
in
few such
with
work of a
more ordinary nature.
For instance, inquiries
that
expressions of
the kind can be
made,
and
it
during the
twenty-five
years
I
have
been a
contractor
I should nob
be
so.
have employed many men as divers, and yet I cannot Again, if, as an engineer, in carrying
out
a work you
recall to
mind
one sins-le fatal accident t hat we have had should make a mistake-and the best of men make mis
to a.
diver.
The calhng
is
prinn d f acie
a dangerous one,
takes-do
nob
try to
pub
the
responsibili
ty
on
others;
and consequently those
engaged
in it are
cautious,
and
say, for instance, on
the
contractor.
I f
you
are ever
so
take
every ca
re;
while with
other
work, such
as
weak, you will
a.b
once put yourself a.b
the
mercy of that
excavating in timbered trenches, traffic work
on
rail- contractor, who
will-and
I think
excusably-make
capital
ways,
quarry
work, and so forth, where
the
dangers are out of you some
day
. In
my
experience I have found it
nob so
apparent, men get
careless,
and
often,
with no
has been
the
able
man
who
has
been
the
most
ready to
doubt
commendableanxiety in their
work
,
run
ris
ks
which own up
to
a mistake,
and
in
99 c a ~ e s out
of 100 his clients,
are
unnecessary,
and
end in
the
loss of life. We do nob where
they
have been men of intelligence, have thought
wa.nb the na.mby-pamby man, who is always afraid of
him-j
all
the better
of him for it. I have noticed that it is
self, but
we
do
require that,
while
to the best
of
our
usually
the
empty-headed
fellows who
are
so afraid of
abilities
we take
care
that
every
arrangement
of
our work
admitting a
mistake or
of changing their
plans wh
en a
is a reasonably safe one,
we induce
our men
uot
to incur
better plan has
come to
their
knowledge.
risks which
are
unnecessary in
the
proper carrying
out
of I well remember an occurrence in connection with the
their avocations. extension of a dock for which another
past
president of
Now,
although
I fear I
am
trespassing too much upon
the Institution
of Civil Engineers was
the
engineer-in
your
time, before concluding I should
like to
ask you
all,
chief.
It had
cccurred
to my
engineer-in-charge that
each one, in whatever line of business he may
be
engaged, there might be some risk to
the
new work owing to our
to do his
best
to uphold
the
old-fashioned high character uncertain knowledge of
an
old wall, part of
the
old work,
of
the
Nnglish engineer.
To
use, I
think,
the
words which
an
extra. cofferdam
might
prevent.
The
pro
v
iding
of
St.
Paul, ' Quib ye
like men
; '
this
means honest of such a dam in
this
case would have been a
matter
f
or
manly men. Leo your word
be
your bond; respect every
the
company. I
made the
proposal
to the
engineer-in
verbal promise as if it were.
c o n t a i ~ e d
in the most formal
~ h i e
who, however, chose to
run the
ri.sk ra
ther than
legal document. To
my mmd
the Idea of a.
man
suggest- mcur the x ~ r a e x p e n ~ e . The old wall fatled, the ~ a t e r
ing
an
obligation is
not
binding, because
it
is
not in came
through
and
flooded
the
whole of
the
new workmgs.
writing, is beyond
contempt
. I sometimes
think in
.
th
ese
This grand ~ I d
man, however,
did not
s ~ e k
to
burden
the
days, with some of us, there IS t oo much of
the
feehng of
contractor
wtth
the
blame, but at a. meetmg on
the
ground
anything
for peace
a k e - a n y t h i ~ g
althou.gh a bib against with
the
directors at once said to me' ~ l l M r . Jackson,
conscience, for the sake of pleasmg those m power, or for whatever the consequences may be, th1s IS no fault of
saving our pr
ofessional
reputations.
yo
urs-if
anyone is to blame, I am
to blame:' That
was
I
think,
with one of
the
ancient writers, that
'A
lie is an x p r e s ~ i o n of honest feeling I sha.ll never
o r ~ e t .
a
thing
naturally hateful both to ~ o d s and men.' Young Conceit,whiCh, on n.ccounb of the1rless experience, may
men at school or college are, I thmk
1
naturally
truthful
; be more natural t younger men, is cer.tain to
get prun
ed
but sometimes
in later
life
our
anx1ety for professional
down;
but I am
sure if
a young
man
will
b o n e ~ l y
confess
repute the prospect
of
monetary
gains,
or
a feeliug of his ignorance,
be
will
in the
long find .hi Dse)f
the
vanity'
may sometimes check
this
noble
instinct. gainer
;
r ~ i s e , the
very
a?t
of vei.hng
h1
s. 1gnorance
I f any
one of you comes to sit
as an
arbitrator, as you from o b h ~ r s wtll bec<;>me hab1b .bY
he
wtll ?Onceal
would value your life never allow
the thought
as to how It from h1m st>lf, leadmg h1m to hve a life of shams mstead
your
decision will
in the future
affect
your
personal of realities. · .
interest
ever
ente
r yo
ur
head. . . Now, I fear some of.
YC?U
may
thmk
I am
to<;>
down on
I would
point out
how
unjust
1t IS on
th
e part of
an the younger m e n ~
Tb1s IS nob
the
If 1t werE\, I
engineer in drawing up conditions of c o n t r ~ c t to . p p o ~ n t should be down
~ p o n
l lyself, for although I have had
himself sole
arbiter
for the
settlement
of
dispute
s twenty-five
yea
rs
e x p e r t e n c ~ as a contractor,
and
more
may
arise between his principals
and the
contractor.
In than twenty years
ago carrted
out
som.e contracts
then
most cases,
any
such
disputes originate
through differ· spo
ken ?f as
g r e a ~ works,
I
am yeb only. fifty year s of age,
ences arising between the engineer
and
the contractor an age m these times of old men makmg me a compara-
very often through ambiguity in the specification; hence ti vel v young man. . . .
such an
engine
er puts
himself
in th
e
i t i o n
of
judge With
refere
nce to the
older men, I
thmk
1t a
great pity
upon
a case
wh
ere he is
pr a
ctically one
of the
dis
putant
s, that some of those now o v ~ r seven
ty e a ~ s
of age, who ~ o r
the
fitness of whioh course can bear no enquiry
whatever
years have been leaders m
the
professiOn, do.not retue
from a fair and moral
point
of view.
It
has been argued nnd make room for
the
greater e n ~ r g y
and
qmte enougp
that
in
such cases contractors should decline to come experience of
the
o m p e t ~ n b men
tbuty years
or
more then
under
such conditions,
nnd if contractors
would, junior,
many
of whom m c,on
seq
uence of
the
greed of
in
standing out against such
conditions, only stick their elders
obtain
~ u . t very hbtle work. I should
be
very
together and decline
to
sign ~ u c h docull?e.nts, ther would glad if
by
some l e g ~ t 1 m a t . e means these elderly gentlemen
form a combme of a very
fau
and legitimate kmd. I t could be compulsorily rettred. . .
may be
said,
and in this
I e
ntirely
agree, that with
~ e n :'Now to
you, who
may be
m
the
full
swmg
of
great
of
high
character
and
position,
contractors are fauly
t h i n g ~ ,
to
you .men of gemus, I say, do
not
rely
boo
much
safe
under
such conditiOns,
and
I
my
self have ofte? upo?
y ~ u r
gen.ms; .for I have
known
ml\ny m e ~ of great
accepted such conditions for
the
very good reason bbat If gemus m e n ~ n e e r m g .
wh_o,
on of theu
want
of
I bad not, some eager competitor would have
put
me out· steady, practiCal. apphcat10n to the1r w o r k ~ have made
but
the prinoipl.e
is a
~ r o n g
one,
a ~ d in England
should
b u t ~ poor show
m .the world.
~ e a l
success
IS
more.
often
be done away
w1th
as It
has practically been do
ne awa
y
obtamed by
contmuous ploddmg, steady
work, and
with
already in S c ~ t l a n d .
In the
views J have exp
re
esed therefore I
say
to those. ?f. you who may
not
have suo.h
on this cu
sto
m I know I have with me some of the best of exceptional natural a b i h t ~ e s , but w ~ o yet possess
f ~ t r
Eoglish
engineers. power8,
take
hearb,
and
with self
-re
hance
work steadtly
'
'S o
me
years
ago, I wa
.s
o n ~ of
the
parties
in an
arbi tra-
and
. honestly,
and
you
are
almost sure
to
succeed,
and
tion where
the
consulting
n g m e e ~
to
the
Board
f.or
whom e ~ b l y .make a. fortune.. People t
c:ll
us
tb
:b
~ e y
I was w
orking
sat as judge. His
a w ~ r d
w ~ given con- makmg 1s . not
an
ennobhng occupatiOn, but m this I
scientiously
entirely
in
my
favour, but Immediately f t e ~ - a n n o t l qmte s.gree. I t depends t?POn how
the
money
ward
s,
some say by c o i n c i d e n ~ e , but
ma?y
say
not,
h1.s
IS madP.. A
nch man
has ce
rtamly .g
r.eat.
power
f?r
services
to
that Board werP
dispen
sed w1th. That engt- gcod whiCh a poor
man
can
never
ha'
e
sttlJ, I wou cl
Oun
RAILS
ABROAD.-
Our export rail trade
appears
likely
to exhibit moderately
good res
ults this
year,
the
shipments in October having been 41,261
t o n ~ .
as com
pared
with
36,896 tons in October, 1900,
and
47,181 ton3
m October, 1899.
The
principal exports last month com
par
ed as follows
with the
corresponding
exports
in
the
corresponding
months
of 1900 and 1899:
Country.
Sweden and Norway
• •
Egypt
.. ..
Argentina
. . . .
British South Africa
• •
• •
British India ..
• •
Au
st
ralasia . . . .
• •
Canada . . . .
• •
-
Oct., 190
1.
tons
3721
3855
9782
1667
5107
9297
7476
I
t . , 1900. Oct., 189
9.
tons
6033
358
6411
3183
9728
8724
3
57
9
tons
2,377
5,929
4,948
663
10,651
6,669
9,119
The
agg regate
exports in the ten months
ending.Ocoober
31
this year
were 386,866 tons,
as
compared wtlih 314,705
tons in
the
corresponding period of 1900,
and
401,918
tons in
the
correeponding period of 1899.
This
year's figures would not have been so favourable
but
for
the larg
er
demand
for
our
rails
in British
India,
Argentina,
and
Canada.
The
value of
the
railc1
exported from
the
U
nited
Kingdom in
the
first ten
mon he of this year showed a
l a r ~ e
increase; they amounted
to
2,309,108
l.
, as compared
with
1.951,624l.
in
the
corre
sponding period of 1900.
and
1,947,572l. in
the
correspond
ing
period of 1899.
The
dearness of coal has, however,
of course increased
the
cost of production.
OuR
CO
AL A.BROAD.-The
export
duty
of 1s.
per ton
impo
sfd by Parliament upon coal Exported from
the
U nit ed
Kingdom appears
to
l:
e telling, to some extent:,
upon our coal exports, which amounted for October to
3.985,234 tons, as compared with 4,110,668 tons in October,
1900,
and
3,610,090
tons in
October, 1899.
The
contrac
tion
observable in
the
demand i ~ , however, by
no
means
universal,
the
ehipments made last month to Sw€den
and
Norway, Denmark Spain,
It
aly, Brazil, and British
India
showing
an
mcrea
se
, a.s compared
with
October,
1900.
Tbis
will
be apparent
from
the
annexed com
parison,
illustrating the
principal
shipments
of
the
months in question:
The
a g g r e ~ a t e
exports
for
the
first
ten months
of
this
year
were 36,865,214
tonE , a.s
compared
with
38,443,491
tons in
the
corresponding period of 1900,
and
36,107,649
tons in the corresponding period of 1899. The principal
shi pments made this year compared as follows with th ose
effected
in the
corresponding periods of 1900 a
nd
1899 :
Co
untr
y.
•
•
••
ussia
Sweden
an
Germany
France
Spain
. -
Italy •.
d Norway
• •
• •
• • • •
•
• ••
• •
• •
•
•
• •
: I
• •
• •
I
-
- - - - -
I
1900. 1899.
901.
tons
tons
tons
2, 339,732
2,976,965 3,187,379
3,622
,2
85
3,675,306 8,851,658
4
,9
46,449
6, 039,646 4,268,736
6,504,735
7,013,400 5,616,470
2,241, 593 2,127,910
1,844,361
4,711,487
4,4
(6
,396 4,644,3
63
Although thE re b.een .a Ret:sible reduction
the
price
of coal this year, It IS st1 ll much dearer than It was two
years since.
This
is shown
by
th e facts that
the
36,865,214 tons of coal
exported to
OotobPr 31 this
year were valued ab
2 5 8 ~ 5 . 4 2 0 the
38,4t3.
491
tons
shipped in
the
firab
ten
months of 1900 at 32,019,626l.,
and
the
36,107,6-19 tons shipped in
the
first
ten
months
1899
ab
18 886 407l.
In the
first
t£n months
of thtR
year coal ~ a s
shipped
for
the
0f
~ t e a m e r s
en·
~ a g e d
in i ~ n t r a ~ e to t h ~ extEnt of 11,282 557 t o ~ s .
The o r r e E ~ p o n d i n g shipm ents m
the
corresponding penod
of 1900 were 9,757,233
tons; and in the co
rrePponding
peri
' d of 1899, 10,003,440 tons.
•
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Nov. 15, 1901.]
"ENGINEERING" ILLUSTRATED
PATENT
RECORD.
COMPIT EO BY w. LLOYD WISE.
SBLEa.rED AB
.STRAUJ
S
OF
REOENT PUBtlBHED 8PEOIFIOATION8
UNDER THE AOTS OF 1883-1888.
TM number oj vie WS given
in
the Specification 1 · a ~ s is stated
in each case
;
where none are mentioned, the Specification is
not
illust·rated.
Where inventions are communicated from abroad,
tM
Na.m.es,
d:o.,
oj
the
C o n t m w ~ i c a t o r
are given in italics.
Copies
of
Specijicat iO M may be obtained at tM Pa tent O
t/lce
Sale
Bramch, S6, Southampton BuiMi·ngs, Chamcery-lane, W. C. at
t h ~
ttni/orm price of8d.
Th
e date of the
culvertisente? l.t
of the acceptance of a Complete
Specification
is,
in
each
C l,8e,
given after the abstract, unless the
Patent has been sealed, when the date
of
sealing
is
given.
Any person mav, at any tim.e with
in
two months
r o n ~ >
the date of
the a.dve1·tisement of the
acc
eptance
of
a. Complete Specification,
give ·notice at the Pa.te·nt 0{/lce of owosition
to
the grant of a.
Pate11.t on any
of
the grounds mentioned
in
tM .A
cts.
ELECTRICAL
APPARATUS.
16,3'10.
Siemens
Brothers
and Co., Limited,
Loudon. Siemens a11Ct
Ha
lske Company, Berlin. ) Elec
tr ic Meters. [4 Figs.)
Ju l
y 20, 1901. - ln volt or ampere
meters of t
t.
e kind in which the scale divisions are approximately
proportioned
as
in the lower of the th r
ee
scales illust rated; a small
adjustable we
ight is added to
an
extension
from the horizontal
ax
le of the indicating needle, and in such a position t hat the
tends
to aid t he current in producing deflection on the
Pig. I .
•S Jl fl}
N
•
first half of the scule and to oppose deflection on t
he
second, io order
that the scale divisions may be P.roportioned more
nea
rly as shown
in t he
upp
e
rmost
of
the
t hree tll
ustrated.
Instruments
to
whi ch
the
invention is applied are more useful for measuring widely
differing pote ntials or cur rent strengths than for indicating small
differences in a value normally requiring nea rly t he whole scale
for ita ind ication, in which case the lowest
sca
le of t he th ree
shown is t
he most convenient. Accepted Septenwe1·11,1901.)
15,8'10.
T. J .
Rlcaldoni, Buenos
Aires,
Argentina.
Hertz-Wave
Radiator.
[1 F
ig.
) September 6, 1900.- In
the Her tz·wave radiator, according to this inven t ion, and which, the
inventor
states,
is with like discharge
ene
r
gy
, from ten to twenty
{ls,4TO.) ~ _ . . . . . _ ~
tim£S as effeoth·e as t
ha
t of Rig hi, the spark djsc
barge
pa th through
viscid
or
other liquid dielect ric is interrupted
by
one or
more
m
eta
llic ha
ll
s. The
variou
s
balls
serving as
di
sc
harge
electrodes
within
the
liqu id dielectric, are made
adjus
ta ble as to their dis
tances apart. Accepted Sep tem1.Je1· 4, 1901.)
19 ,4'10.
Crompton and Co., Limited, and S. L.
Brunton, Chelmsford, Essex. Motor Switches.
(2 Figs .) October 3l, 1900 . In liquid immersion switob apparatus
fo
r motor circ
uits,
and in order to prevent u
se
of t
he
switob sh<?uld
the liquid have been allowed to evapo
ra
te to an extent suffiCient
to permit a dangerously mpid inc rease of current st rength in the
motor should t be
sw
i
tc
h
be
us
ed
in this
cond itio
n, an
el
ec t
rc ·
magnetically
withdrawn
catch is provided, which
se
rves
to preven
t
t.he
mo,
•able elec trode fro m b e i n ~ lowered beyond a cer
ta
m poinL
if current is then not o.lready flowing through the switch
and
mot.or cirr ui t. .Accepted September 18, 1901.)
GUNS AND
EXPLOSIVES.
17,83'1. B.
Barris,
Congleton,
Chester.
Rifle
Magaaine. [·J Figs.] October 8, r ifles of
E N G I N E E R I N G.
the kind in which t he cartridges lie aide
by
side, a
nd
in ord er
to
prevent ' ' piling of t he
ca
r t ridges during the oper
ation
of l
oa
d
tug, the two aides of
the
magazine ar e made ofdifferent conflgura·
Fig .1.
F ig.8.
tion, the several shapes
illustrated
having been
determin
ed ex·
perim
entally.
The
mven tion is a
pp
licabl e
to
magazines of the
kind described in Patent Specifloat10n No. 1
6,284
of 1900. A
c·
cepted Se
pt
embe
t·
4, 190 \.)
8016.
J .
F.
Choles, Pietermarltzburg.
Natal.
Rifle-Sights.
[2
Fiq
s
.]
Ap
ril1
8, 1
901.
-
ln this
back-sig ht for a
r ifle according to
the
m vention lateral movement is obtained by
means of a wormwheel t urn ab le in bearings
upon
t he
barrel
and
en
gaging
o ~ a
at the rear end
of t he eight-bed, which
is pivoted at
ita fore end. A set screw is provided to fix
the
sight-bed when
adjusted. (.Accepted Se
pt
embe,. 4, 190 1.)
13
33'1. A. T. Dawson
and
G. T.
Buckham,
London.
Gwi-Breech Mechanism. [7 Figs. ) J uly 24,
1900.
According to t his invention breech-blocks or l u ~ a which engage
with the breech
inte
rior
by
means of
stepped
series, of t
hread
ed
Fig
.
.
·
I
•
•
or like engaging portion s, are with
th
e breech inter ior so form ed
that they
may be
t urn ed th roug h a g reater
dist a
nce than has
heretofor
e been usua l,
apparentl
y in order that
the
blo
ck and
lhe breech t
hr
eads may so far clea r one
anothe
r that the bloclc
may be
simp
ly
swung
fr
ee
from
the
breech. ~ e a n a are
p r o v
for
tu
r
ning an
d
wit
hdrawing t he block, or
Vtcc verstt,
the
w 1 t ~
dt awing movement beginning before tbe tu rn
ing
movement ts
completed. (.A
cce
pted September 4, 1901.)
8365.
0.
lmray
London.
G.
L
N or
ri
s_ Washino.ton, D .C. )
Explosive. April 23 , 1901. A
n i t r o ~ l
r m e . exp l?stve w h l ~ h ,
it ia stated cannot be fired except by d etonatton, 1s a c c o
to
this ~ n t i o n
compoun ded from ni troglycerine with a p p ~ o x t ·
mately
30
pPr cent.
by
weight of a mi xtu re of
equa
l parts of hght
oil of wood tar
and
oil of mirbane. The com
pound may
be usert
absorbed by or gelatinous subst ances if des ired. .
t
is
stated that t he compound does not dec ompose or e,
and that it ia n
c:-t
subject
eithe
r to precipitation or oozing.
A
cce
pted September 18, 1901.)
14,5'16.
0. B.
J .Krag. Chrtstiania, Norway. MaJazlne
for Small Arms
[8
Fiqs.]
Au
gust
14,
19
00.
(Oonvent10n
date
August
4
1900 ) Tbe' magazme according to
this
invention is sh
aped
as
a S t g ~ e n t of a parallel
or
conical-si
ded
~ o l l o w cyli.nder
.
and
the
car t ridge feed is effected by means of a s
pnog
conto.tned 1 a le·
tach
ab
le oase he ld cent rally io the cylinder, the said sprin g servrng
Fi..g
.1.
FifJ..2
•
to rotate a " wing " which presses against the cart ridges. On e
portion of the ou ts ide wall of th e. magazine is hinged to t ~ e
lid,
and
h
as
a cog attachment whtch engages cogs
on
the wmg ax1s
io
order
th
at
wh en it is opened for int roduct ion of
ammunition,
the
wing may be drawn m to its fully ret racted position. Ac
cepted September 18, 1901,)
MINING, METALLURGY, AND METAL
WORKING.
13,3'19. G. Taddei, Turin, Italy. Aluminium Be·
duotion. July 1, 1901.- Ac cordlng to t his invention
a
process
by means of wbich, it is stated, metals whose c
hl
orides are less
exothermic than chloride of sodi
um can
be obtained from their
oxides is as follows : Fused chloride of sodium i.a elec trolysed
at a
temperatu
re of 1
000
deg. Oent. by cu rrent, at a potential
of 4 volts, and the chlorine evolved is passed into a second recep
tacle
containing
oxide of the met al to be obtained which
has
been
mixed
wi
th
ta r
or
some other form of
ca
rbon in
combining
pr
o
portion,
and
is maintained at a temperat ure of about 1400 deg.
Oent. The chlorine, it is stated, then un ites with the meta l,
ca
rbo
ni
o oxide being liber
ated
and the
ch
lorid e
vapori
sing-.
Th
e
vapori sed metallic chloride is t hen led into an unheated vessel,
into
w
hi
ch
is
also conducted vaporised so
dium
from
the
ele
ct
ro·
lysing bath, the sodium
and
chlorine combini ng to form common
salt, with which the metal to
be
obtained is mixed, and from
which i t can afterwards be sepa
ra
ted , t he salt being returned to
the ele
ct
rolysing
ba t
h. The
pro
cess
is
described in referen
ce to
obtaining alum inium from alumina. Accepted September 18,
1901.)
RAILWAYS
AND TRAMWAYS.
15,369.
Siemens Brothers aud eo., Limited,
London.
(Siemens
and
Halske Company, Berlin.) Electro·
Pneumatic Brakes. [2 Figs.] Ju ly 29, 190 1.- In elect ricalJy.
ope
ra
ted Weatinghou
se brake appa
ratus of the
klod des
c
ribed
in
Patent
Specification No. 20,186 of 1900, ncco
rdin
g:
to
this inven
tion a combined
band
oper
ate
t elec tric switch
and
pneumatic
valve
de
vice is provided wherein the switch leve r for the electric
circuit is pivotally mounted on the
handle
of the driver 's br
ake
.Fig
.
.
valve, and ia so ar ranged th
at
wbeu the
driver
's bra
ke
valve la
in the position closing t he t rain pipe, the Ewitch leve r can
be
operated
by band for ac
tuating
t
he brakes hy means
of
the elect
ric
01 rouit, while when the driver 's brake valve is t ur ned so as to
dis cha rge the a
ir
under
pre
ssure from the t rai n pipe for operating
the bra.kee, the swi
tc
h lever is at the same time
automatically
made
to close t
he
t rain c
ir
cuit by means of a
cam
s
urface
, so as
to operate the brakes
also
by
th e elect
rically-actuated
vah·ea.
A ccep ted r m b e > · 19(
11.)
•
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•
20,887. J . Brown, Dunmurry,
Belfast. Working
Railways. [2
Figs.]
November 19, 1900.-A method of C')n
r k i n trains, and which is specially applicable to the
~ m t
system
of ele
ctric
traction, according to this inven
on provtdes
that
one car shall
be
picked up
at the front
and
from the rear of the train for each station
The
car
to be picked up is started in advance of the
and
that dropped is
brought
to a standstill by its guard.
ssengers change from
the
car
picked up
to that which is to be
at
the
station at
which they wish
to
alight.
Accepted
er
11,
1901.)
SHIPS AND NAUTICAL APPLIANCES
•
19,134.
J . S. Berrtott ,
Atgburth
Vale,
Lancs.
Packing.
[2
F igs.] Ootober 26, 1900.
propeller shafts according to this invention has,
11
combi
nation
with the main J;tland which surrounds
the shaft,
outer
gland within
the
stuffing-box
and
contain
ing ordinary
the innu gland presses, and a ring of
~ -
· ·- ·- ·
Pin '>
-
J '·
r ubber
or
ot
hEr re
silimt
material
abutting
a g a i n
the
bottom
of
the
stuffing-box,
and
so arranged as to lie just clear of
the
shaft except
when pr£seure is applied by the outer gland
to
com
press the same."
Th
e ohject of the invention is
to
provide means
for the prevention of leakage alonir
tb
_
shaft
when repaoking the
main gland. (.Accepted, September 18, 1901.)
STEAM ENGINES, BOILERS, EVAPORATORS, &o.
1541. T. White
and
C.
Rainbow,
Luton. Steam
Boiler. [5 Figs.] January 23: 1901.-ln this boiler for steam
lorries and the like, and in
orde
r that
such
boilers
may
be readily
taken arartand put together
again, the walls of the water space
are formed of separable parts connected with one another by
•
•
•
•
•
• •
cou ling rings of variable ~ l a m e t e r , and formed w i t ~ w e ~ g e - l i k e
o r ~ o n s adapted to
act
8.Jla1Dst o t h e ~ wedge-like porttoos m such
~ a n n e r as to
bring
together
OJ?postng
fl.anges on the s e p a r a ~ l e
ar ts
to
be connected. By
altermg
the d :a.meter of t b ~ couphng
rings when in position the separable pa r ts .can he QUIC
kly
COD·
nected or dis connected. Accepted Septembe1 4, 1901).
12 701. J . M. Burd, Wolstanton, Staffs. W a ~ e r ·
E N G I N E E R I N
G.
and the other similarly parallel with the other
upp
er one, two
rows of straight tubes c o n n e c t i n ~ each
upper
header with a
corresponding lower header which is parallel with it, the tubes
0
0 0
0
0
0
0 0
•
•
in
ca.cb
row b e i n ~ ranged ver tically one above the other. Hori·
zontal cylinders s1tuated below are connected to the lower ends
of the lower headers.
(.Acc
epted September 18, 1901.)
TEXTILE MACHINERY.
18 701. A. G. Bloxam, London. J.
P. Be>
nbe>·il,
Oehde, Germ
any
.) Chain
tor
Stretching ~ n d Drying
Machines. [5 Jigs]. Octo?er 19, 9 ~ 0 . T h e cha1_0s u s u ~ l l y pro
vided for stretcbmg and drymg ma.ohmes for
textile
f
ab
n cs, and
having hooks
or pins
for holding
the
f
ab
ric, are,
it
is
stated,
so con
structed that they are c a ~ a b l e of moving only in a t o r i
z o n t ~
or
a vertical course a.ccordtng as the means by wh1ch the hnks
are united (such: for e x a ~
p l e ,
as
b i n ~ e ~ turning.
o.n pins). are
arranged vertically
or
horizontally. .Tbts
i n v e n t t ~ n
provtdes
such a obain capable of moveme
nt
horizontally, vertically, or
at
an angle. For this
purj>Ost>,
instead of being hinged together, the
- -- -
•
- -
_
..
..
.
Prrr )
~
\
·f ls·
5.
•
•
LNov. 15.
1901.
on guides in the wheels a n ~ tilting cog-pieces, and c
o.ne·
shaped sheaves of rods shdm(r on the shafts, the rods p 88tng
through the blocks and serving to move them in the gu ides. The
cones a re moved
in
reverse direction by means of levers, so that
•
the diameter of one wheel becomes proportionately less as the
diameter of
the other
becomes greater. The t ilting cott·pieces
are smooth on the
outer
side, so that only
the
piece or p1eces on
which the chain
preBBes
unevenly are tilted in such a manner as
to give positive engagement. (.Accepted September 4, 1901.)
18,810. G. Watson, Leeds. RefUse
Destructors.
[6
l igs.]
0 Jtober 22, 1900.-A portable refuse destructor accord
ing to this invention has a firebrick lining within a metal sheJJ,
there being an air space between the firebrick and the metal.
. .
-
There
is a small fire tube boiler on the flue in fr
ont
of the furnace
in
order to
supply
steam tor
a forced -d
rau
ght
injector
furnishing
air
under
pre11sure
to the furnact>. There is a dust eeparator and
settling chamber in connection with the emoke-box. .Accepted
.Attgt.Ut 14, 1901.)
16.603. F. Wlndhausen, Berlin. Obtaining Motive
Power.
t2 Figs.] September 18, 1900.-In order to obtain
motive power from waste beat by means of the evaporation
of very volatile liquids, the
inventor
employs a combination of
a turbine motor,
an
evaporator, and a condenser. It is
stated
that : " The advantages afforded by utiliaing
the
difference in the
pressure of the cold vapoura as between evaporator and condenser
in a steam turbine, as compared with the utilisation in a piston
engine, consist in
the
gr
eat
simplicity and cheapness of the tur·
bine motor
and
in the presence of only one stuffing-box (t
ha
t of
the shaft) to be rendered tight·. A further very important advan·
tage is the omission or any internal lubrication . As in piston
engines internal lubrication is indispensably necessary, and t·he
l u b r i o a t i n ~ material <.irculates
with
the oold va.pouJB ,
such
materi al wtll gradually collect in the evapo
rator and the
condenser
•
and
form a solid layer on
the
walJs of
the
pipes, and hence the
beat-conducting power would be considerably reduced. Thus
1
great difierences of temperature between the spaces. inside and
•
outside the pipes would be necessary, whereby the dtfferences of
. . . temperature and pressure between the evaporator and the con-
links
of the
chain
are united by books of mroular se9t10n wbtob denser would be reduced. A further
advantage
lies
in the
greater
behave as
b a l l
a n d - ~ o c k e t joints, allowing movement 1D all di.rec- useful effect n.nd the P oportionately number of
re
volutions
tions. The slit openmgs of the books are so r r a ~ g e d t hat the ~ n k . e of co
ld.
vapo
ur
turbmes. The effect ts the greate r and the
can only be put together by means of these shts when the links number of revolutions the smaller as the density of the vapoura
are at right angles to each other. It o l l o w s ~ of s e ~ ~ b a t the used is the great
er
; sulphurous acid, on account of
the
denstty of
links can
only
be separated when they a r ~
I?
.tbts po.stbon, and i
ts
vapours, appearing to be specially suitable for cold-vapour
that
an
accidental dismemberment of the cbam tstmp
oas
tble so long tu rbines " In order to seal the shaft gland , what is called a cen
as the latter is in tension. With a chain of this kind it is p ~ S · t rifu
ga
l s t u f f i n ~ · b o x is used, in which, when the apparatus is in
sible in
putt
ing the fabric on or off, to
m<?ve
the two cbam s motion a liqmd for example, oil, la maintained by centrifuglll
n e a r ~ r together or farther apart, as may be.destred i lnd w b e ~ the force u; an annuiar channel
in
the casing casting and around
the
fabric has been removed,
to
tu rn the obatns back e
tther
bor1zon- periphery of a disc on the shaft. (A
cceptedSeptember
26, 1901.)