Engineering Vol 56 1893-11-03

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Nov. 3 1893.]

BALL

BEARINGS.

THE

use of balls to give an anti-friction bearing

is

of course a very o

ld

device

but

until

the

bicycle

brought them

into

use they

had

a

very

small a.ppliw

cation.

Th

e reason of this is

not

difficult

to

under

stand. In ord er to

g t

a good ball bearing several

points have to be secured

ot

herwise

the

bearing

may be worse

than

an ordin

ary

one.

In the

first

place the balls must be absolutely of one size in

order to secure the

best

results otherwise the

work is unequa

11

y distribuLed ; secondly balls

must be quite spherical ; thirdly

the

material

fr

om

which they

are

made

must

have

the

physi

cal properties necessary

to

sta

nd the

excessive

wear and tear. In bicycles the in

troduct

ion

of

ball bearings was preceded

by that

of roller bearings

in which cylinders w

ere

used

in

place of spheres

and for a long

time

the

rollers were

preferred

by

many riders on account of

their

greater accuracy ;

it

being naturally far easier to turn a

ser

ies of

uniform cylinders

than

a series of uniform

•

E N G I N E E R I N

G.

its

s p h e ~ i c a l

rollers

or

balls so interposed between

the

bea

rmg

surfaces

that the

only friction existing

Fig

J

I

•

'

'

•

•

1 t

1

1 1

t

•• t

I

I ' I •

I I I I I ..

I I I : I .

r J

'

\

'

I

I

i

)

The

Auto Machinery Company claim however to

have reduced this

matter

to a

state

of certainty so

that

natural

selection

is

no longer necessary. We

now propose to describe

the

method

by

which

the

balls

they

produce are made.

Our illustration Fig. 3 on the

present

page

shows

the

ball

-t

urning shop of

the

company where

the

principal machines are situated. F ig. 4 page

530 is a general view of one of

th

e m

os

t recent

t

ypes

of ball-turn ing machines whilst Figs. 5

and G

on the same page give the details. By

means

of

those machines a

straight

rod of

iron

or other

metal slightly

lar

ger

than

the size of the

balls to be made is

cut

up

into

a series of balls

which

are

true

spheres. p to the

present the

company has made balls from in.

to

2 in. in dia

mete

r, but

so much success has been attained with

these sizes

that it

is expected

that

considerably

heavier bearings requiring larger balls will

be

ultimately made. The wire

or

rod from which

the balls

are

made is of the best crucible

cast

steel

of the closest ;

it

is generally known as

•

•

-

F1o . 3. B-1LL- T t r ~ N O

SHoP OF

TIIE A Yro

MA

CHINERY

Col\IPANY,

CovENTRY.

spheres.

Impr

ovemen t in

the

ma

nuf

acture of is

that

caused

by the

poiut of con

tact

of each ball j diamond steel and costs we understand

about

balls however gradually led to the ou

sting

of th e with

it

s neig

hb

our.

Our

illustrations

Figs

. 1

and 190l per

ton.

Great

care has to

be taken in

the

roller bearing ;

and

to such perfection has

the

2

represent

a section

and

side elevation of

the

hardening but to this

point

we

sha

ll refer

later

.

production

of

steel spheres for ball bearings

been

bearing that has

been

designed to

meet this

view.

Th

e machine illustrated on page 530 is auto

brought that

a. broken

ball is almost an unknown The figures represent the bearings of a dynamo matic in its action the wire only requiring to

circumstance

wh

e

re

the ·

ery best

descriptions

are

which we rece

ntly

saw at work

and

which co rtainly be placed in whe n a new length is used; one

adopted. \Ye have

la t

ely paid a visit to

the

works

ran

with remarkable smoothness at a speed of over gir l

attends

to six of

these

machines

and

when

of

the Auto l\:lachinery Company of Coventry an 1000 revolutions a minute for a considerable a lengt h of wire has been used up

the

ma

establishment which has

been

started

solely for

time

witho

ut

a sign of heating. \Vhon ball bearings chine throws itself o

ut

of gear automatically.

the purpose of making steel spheres for ball bear- were first introduced for cycles the balls were I he mode of action is as follows :

The

machine

ings. These bearings are now being used for other made of case-hardened iron

naturally

an unsui t- has n. hollow mandril

through

which the wire is

purposes

than

bicycles

and

tricycles the perfec- able material a the case-hardeuing

must

have ren- passed

and

there is a traversing headstock which

tion to which

the

design

and

manufacture of ball

dered the task

of finishing

the ba

lls t ruly spherical feeds

the

metal

up to the

cutters

the latter

having

bearings have been carried having made pos- alm

ost

impossible.

The

grooves

in

which

the

balls no longitudinal motion.

The

headstock is fed

up

sible

the

application of

the

device

to

many

ran

were also badly designed as

they

were

turned

in this way

by

a long screw placed beside

the

bed

purposes of

e n g i n e ~ r i n g

construction whore it

to

fit the balls

and

there was therefore a consider- and this leading screw is actuated by a

toothed

was previously impossible; ind eed

the

.

\uto

able

amount

of friction.

Steel

was

afte

rwards qu

adrant

mo

unted on a.

disc

and

arranged

to

Machinery

Co

mpany

are

now making

b a l l ~

for introduced but

it \\ '3 not

of the

best

qua lity. In engage

with a

pinion on the end of

the

leading

bearings up to as much as 2

jn

in diameter.

There spite

of

these

dieadvantages th e use of ball bear- screw. In this way at

the

time

the

wire is

can be no

doubt

as to

the

advantage of

the

ball ings wa. found

a.

greaL

impr

o'

ement in

the

running

fed up so as to bring a new section to the

bearing for nearly all purposes supposing the balls of bicycles and

by

a course of

natural

selection

cutters

to form

another

ball the teeth of the

can be made to

stand. Th

e

Auto

Company say

due to taking

out

broken ba

lls as

they

occurred quadrant engage with those of

the pinions:

of

that

the

best anti

-fr iction bearing is one which has at l

ast

the

rider

might

get

a fairly good bearing. course at that t ime the cut

ters are

withdrawn

and

7/21/2019 Engineering Vol 56 1893-11-03


•

•

the

c ~ t t i ~ g o p ~ r ~ t i o

is suspended.

The

cutting

ope

rahon

Itself 1s In fo

ur st

ages, carr ied on by four

sets of ?utters. first thing done is to

turn

a .

e ~ k

In

the

wire ; when this is finished

the

w1re fed on , . a

nd

by another cutting tool the

neck Is

made

Into

tw

o

half

-circles

by

means of

one

cutter

shaped

for t

he

purpose. In this way

one half of two adjacent balls is made

at

one

cut..

Both

th ese operations are performed by

stationary

cutters,

and the wire is

th

en fed on an

stage, so

that

the roughly

turned

ball,

not

qu1te

s e p a ~ e d fr

om

its

neighbour,

is broug

ht

under a rotatmg crown

cutter.

As

this

turns round,

and the

ball t ~ r n s

at the

same tim

e,

a sphere is

produced: This cutt er does not, however, go right

to the

axis

of the wire, and the balls are thus le

ft

attached to each o

th

er. The

next

ope

ra t

ion is

to separate them, and for this the wire is fed

ig

B

--------

forward anoth

er

step. The balls are

cut

off one

by one, also by means of rotating crown cutters,

and as t

hey are

separated

they

fall in to a receptacle,

to be taken away for fut

ther

operations.

In the

sh

op

illustrated in Fig.

3

there are

150 of these

machines at

wo

rk .

Th e balls are turned out by the machines j ust

described to within < Y l > of t he finish ed size. Th ey

are next taken to the lapping depar tment, where

they are grou

nd to

an accuracy of

r } o ~

in ., by

means of

cast

-iron laps with grooves t urned in them.

I t is, of course, nccc3sary to keep

the

se grooves

accurately to size ;

that

is to say, they

mu

st be

turned

to a curve of the proper rad ius, for t he

grooves are not complete half-circle

s;

if

th

ey were,

i t

would be necessary that the two laps should meet.

The

laps

are

constancly being

tested byga

uge,

and are

turne

d immediately any vari

at

ion from

the sta

ndard

size is discovered. A lap will last about

th r

ee

months but during

that

time

the groove has con

stant

ly

to

be turned down.

Th

e material used

lappin () is powdered emery and a hydrocarbon ml.

Aft;r

the balls have b

een

ground in

this

manner,

th

ey

are

h

ardened,

and th i

s process has

to be

con

duct

ed w

ith

great care, so as to

get tl.

ll balls of

the same

temperature, neith

er too hard nor too

soft. An American

gas furnace is used for heating,

t he blast being obtained by a fan .

I t

has been

found

best in order to get th e right temperature,

to

trust

t

the

eye

of a sk illed opera tor: wi th a

E N G I N E E R I N G

[N ov. J,

I

8gJ.

SJ.?ecial apti tude for the work, and to assist him in

Ius. wo

rk,

the harde

nin

g room is always kept in a

uni

fo

rm

state

of illumin

at

ion. When

the

steel balls

have been properly heated, they are thrown

in t

o a

a r ~ e tank of water.

~

t ~ i s they

are ground

agam,

the

final oper

atw

n bemg conducted with

great care to brin g them to the exact size. The

last operation is the :polishing, whi

ch

brings the

balls up to a very beautiful Eurface; it is performed

by means of :wooden laps, c.onsisting of beec.h wood,

placed endwtse of

th

e g

ram,

rouge being used as

the polishing material. Th ese laps run 1500 revo

lu tions a minu

te

.

An .important ?ar t of the

wo

rks p rhaps the

most Impo

rt

ant -

Is the

tool-room for it is on the

.

accuracy of the machmes

that

the work produced

depends. The Auto Company

make

all

their

own

machine too

ls

-

i.

e., all used in

the

production of

balls-:-and in t ~ i s department they have some very

beaut.iful machme tools, such as lathes, planing

maclunes, c ·

c.

; many of these are American pro

son e of them very costly tools, but the

add1t10nal pnce, we are told, is more than compen-

sated for by

the

accu

ra

cy of the machines and

the

perfect

ion of wo

rk

they

turn

out.'

a statem.ent w:e hear more often than is pleasant

1n connectiOn with

the

finer kinds of machine tools

that

come from the United States. t is a matter

that English machine tool makers might well turn

th eir attention to . I t should be sta

ted

$hat

the

steel used for cu

tt ers

is of exactly the same descrip

tion as

that

used for the manufacture of the balls.

During the

pr

ocess of manufacture, the balls

are tested by

automatic testin () machines

these

c?nsist in

.g

of two bars of e ~ e d steel, piaced a

g1ven distance

apar t

. Th e final testino- how

ever, is t he principal one,

and

is an o p e ~ ~ t i o of

Iig

.

ig

I :

0 •

•

• 0

•

.

some magnitude, the testing-room being

({

U te a

large place, co

nt

aining a good many machines. In

the first machioe

stee

l bars are placed a di

sta

nce

apart

not

greater than the required diameter

of

the

All, therefore,

that are

too large do

not pass th rough, but roll down the bars , which

are slight ly inclined for the purpose, into a box

placed for their reception. The machine will in

this way search out balls

that

are half of a thou

sandth part of an inch too

lar

ge, allowing balls

that ma.y

be of

the

exact size or too

sma

ll to pass

between

the

bars in to a. receptacle placed below

them for the purpose. In this way all balls that

are too large have been disposed of, and

it

now

remains to elimina

te

those too small.

In

the next

machine the bars are placed half of a thousandth

part of an inch closer

toget

her than the requi red

diameter of the balls ; therefore balls of the exact

size, within the limits assigned, are re tained, whil

st

those too small

dr

op th rough into the box beneath.

The

ope

ration

may be divided

up

into several stages,

so as to

get

a gradual and more accurate sifting,

but the limit of error g

iv

en is ' ; ] . ( l o ~ in . The

testing

instruments

hav e

naturally

to

be

very

car

ef

ully looked after, and they are tested con

stantly by means of a micrometer gauge. Aft er

this a microscopic examination

is

made of every

ball in or

der to discover flaws

that

may exist,

and which are at once reYealed by means of

th

e

polishing.

The number of balls made at the se works is

a ~ o u t 80,000 a day, mostly,

of

course, of

the

smaller

s1zes, although, as stated, the larger sizes are

fast

coming

in t

o requisition. The success

that

has

attended

the manufacture of balls is chiefly due to

the

~ x t r e m e care taken

in their

production, not

only In

th

e process of m a n u f a c t u r ~ but in material.

the Auto Com

pany

point out , it is of the

fi

rst

Impo

rtanc

e that all the balls in a bearin g should be

oi

ono size, and if one be nt\JTJ in. larger than its

fe

ll

ows,

that

ball

not

only sustains all

the

weight,

but has to push all the remaining ba lls of the

set

round . F or high speeds and light loads small balls

should be used, the diameter of the balls increasina

wi th the load.

0

what

has been said,

it

will be seen that

the

chief secret of success in ball bearings consists in

the material used- n

ot

only for balls but also for

the t t i n g s ~ b e i of the b

est

quality, so that the

prop.er c o m b m a t ~ of hardn ess and toughness is

obtamed, and this can only be got by best crucible

steel. Accuracy in man ufacture is obtained Ly

means of Il -achines . of precision,

and

extremely

?are ul

g m g ;

whilst a

pr

oper design in the bear

mg Itself 1n regard to the size of balls,

&c

. , has to

be ?arefully worked.out from data obtained by ex

pe n

ance ;

th

ese

pomt

s being observed, it seems

probable th

at

ball bearings will obtain a much

wider a p p l i c ~ t i o n . The Auto Company has

already

supphed

them, for m

any

engineering pur

poses, to several of t he leading firms of this

count

ry

and the Continent.

In conclusion, we may refer to some of the

various types of ball bearings produced at the

works we a v e been .noticing. In

Fi

g. 7, on page

530, we

g1ye

a sechon of a bearing to take end

thrust, whtch

has

been desjgned for a dr illing

machine. Figs. 8 and 9, annexed, show ball bear

ings .for .engines, lathes, &c . ; whilst Fig. 10 is

an

apphcatwn

of balls to a. carr iage axle.

I t

may be

stated

that the l ist p

ri

ce of balls runs fr om about

2B

.

6d. a gross for t he i- in. balls up to about

84.s

. a

gross t ~ e 1-in. sizefl, the cost increasing rapidly

as the siZe mcreases.

THE IN STITUTION OF MECHANICAL

EN

G

INEERS.

ON 'Vednesday

and

Thursday evenings of last

w e e k

C ? c t ~ b e r

26 and ~ 7 a ge.neral meeting of

the InstitutiOn of Mechan1eal

Eng

meers was held in

the theatre

of.

the Ins.titu tion of Civil Engineers,

u n ~ ~ r

the chairmanship of the. president, Dr.

Wuham Anderson. The proceedmgs opened with

the reading of the minutes of

th

e last meeting,

and

th e secretary next anno

un

ced that Professor

Alexander B. W. l{ennedy, F.R.S., had been pr

o-

posed to succeed Dr. Anderson as president of the

Institution.

if

otice was next given of certain pro

posed alterations

in

the by-laws relating

to

life

membership and the

printing

of papers, which

will have to be considered

at

the

an

nual meeting in

F ebruary next. By-law 15 it is proposed shall,

when altered, read as follo

ws:

Any member,

associate member, or associate, whose subscrip

tion

is

not in arrear, may at any time com-

pound

for his subscription for the

current

and

all

future years, by the payment of 50l., if paid in

any one of the first five years of his membership.

f

paid subsequently,

the

sum of

501

shall be

reduced by ll. per

annum for CYery year of

membersh ip af ter five years . All compositions

shall be deemed to be capital moneys of the Insti

tution. " I t will be seen that this ru le will place

memhera of long st anding on a much more equit

able footing as regards life composition than they

7/21/2019 Engineering Vol 56 1893-11-03


Nov.

3

1893.]

:

now are . By-law29 is proposed to be

made

as follows :

All papers

shall

be submitted

to

the council

for ap

proval and after their approval, shall be read by the

s e c r e t ~ r y at

the general

mee tings, or by the

auth

or

with

the

consent of

the

council,

or, if

so

directed

by

t

he counci) shall be printed in the Proceedings

, 1 .

without having been

read

at a

genera

m e e ~ m g .

Th

ere were

two papers down on the hst

: the

first, on Artificial

Lighting

of \Vorkshops, by Mr.

Benjamin A. Dobson, of Bolton ;

and the

s e c o

on

The

\Vorking of

Steam

Pumps

on the

Ru ssian

South- Western Railway, by J\1r. Alexander

Borodin,

the

engineer-director of those rail

ways.

L GHT ING oF WoR KS

HOP

s.

1tfr.

Dob

son 's

paper, which

was taken on

the

\Vednesday evening, we

print in full in our pre

sent

issue, and we may, therefore, proceed at once

to the discussion.

1tfr. J. A. F. Aspinall, the chief mechanical engi

neGr of the Lancashire and Yorkshire

Railway,

was

the

first

speaker.

He

said

that at H o

rwich

they were six miles away from Bolton,

where

Mr.

Do

bs

on's works were situated . The author had

said

that, in

the latter place, all

winds

except

the

west and north-west bring the su rcharged atmo

sphere from other

manufacturing

d i ~ t r i c t s P.ro

ducing at

any

season

of

the

year,

tf the

wind

happened to be slight, a sky

ra n

ging fr om dull lead

to

dark

brown. For

four years in

succession it

bad occurred at

the author

's

works that, on

J

uno

21 he lo

ngest

day-gas in

every

room, amount

ing to nearly 7500

jets, had

to

be lighted

by

11

o'clock in

the morning, and had remained lighted

until

the

works ceased, and th is had occurr ed

in

other

t owns, and

in weather

tha.t ou

ght

to

har- e secured abundant sunshine. To such an

extent did gloom prevail,

that

in

clear

weather

the effect of

bright

light becomes

even distressing

to the eyesight, simply

fr

om the rarity of the con

trast. As H orwich was

six

miles away, they were

not

quite

as

badly

off

as that, and

did

see the sun

sometimes. Mr. Aspinall had placed on the wall

a cross-section of one

of

the

bays of the shops

at

Horwich.

The author had stated

that

four

in

verted arc lamps were tried in these shops, but

owing to

the great

height at

which they

had to be

fixed they were not successful.

They had,

how

ever, since been placed in the large

drawing

offices,

and

the

light for

drawing purposes

was

as

per

fect as

light

could be.

Mr. Aspinall had succeeded

in lighting the

main machine shop

with ordinary

open arc lamps, each

protruding throug

h a

white

washed disc, formed of light hoardings framed

together. In this way artificial

illumination

was

produced

by means

of reflected and

direct

rc1ys

but all the advantages of the reflected

light

were

not gained, because

the

eye

has

a tendency

to

glance

upwards

towards

the dazzling arcs,

and shadows

are projected. The reflectors, the speaker stated,

'vere 13 ft.

in diameter, and

23 ft. 6 in.

from the

ground.

They

were

obliged to place them at

that

height

in

order to clear the jibs of the traYelling

cranes used

in the shops and the belting of

ma

chines.

The

lamps wore so

arranged

that

the

posi

tive carbon was placed beneath the negative, and

the rays of light

were

thus thrown

up from the

crater.

t

was quite true, as Mr. Dobson had

stated, that the

system

of using reflected light for

electrical

illumination

was not

new,

it having been

tried extensively in Belgium, but the thanks of

members were

none

the

less

due

to

:1\fr.

Do

bs

on

for calling attention

to this matter, and

especially

to the advantages of the positive carbon being

belcw, whilst the negati,·e carbon was above.

There was, however,

one objection to this arrange

ment, for the particles of carbon were

likely

to fall

off

and drop into the crater,

which

l\-Ould cause a

jump

in the

light;

that, however, would not

matter

much if there were many lamps.

In

the

arrange

ment

of lamps at

the

Ho

rwich

shops (a dia<Yram of

which was put on the wall)

there

was one :re lamp

to light an area of 151 sq uare yards ; these

wer

e 10

and 15 ampere

lamps.

?\Ir. Charles Parsons said

that

ten or fifteen years

ago

a similar lamp

to

that desc

ribed

by the author

h ~ d

been

shown in

Paris

by

:1\Iessrs. Sa

utter,

L e

mon

mer, at;ld .

eo.

J\;fr. Dobson had described his lamp

as consislmg of two

carbons of different

diameters ·

the upper, or. e ~ a . t i v o

carhon, being

sol td , a.nd

t h ~

lower, or postttve ca

rb

on, being annular and rath er

larger

in

diamet

er,

their

areas being 0.200

and

~ . 4 8 6 . s q u a r ~ inches

respectively; this proportion

msurmg the1r

both

consuming at the same speed

and

thus

avoiding

the necessity of

clockwork. T h ~

E N G I N E E R I N G.

carbons were drawn together

by

pulley

spring

and Luneville, where the piece of incandescent

c a r b ~ n

counterweight,

and

their

distance

apart

regulated

had fallen on

the

cotton beneath. When cotton

111

by magnetic brake. In

Pii.ris,

the

s

peaker said,

the a loo

se condition does get

on fire,

as

the

author

had

arrangement was not

satisfactory,

because the pointed out, it is much like a train ?f

g u n p o ~ d . e r

carbons were bad,

but improvements in their

manu-

and the

mill

referred to was kept tn a

cond1hon

facture

had now enabled the

success of

the installa-

far

from clean, being

covered

with

a

thickn

.e:s

of

tion

described by Mr. Dobson to be achieved. J\1r. fly steeped in oil over the floor, walls, and ce1hng

Parsons pointed out how admirable such a

light

this

became

so suddenly a

mass

of flame that the

would be for use in large halls, libraries, &c. workpeople had some difficulty in making their

A la rge part of

the

author's paper was t a k ~ n escape

from

the burning

building.

up by the discu

ssion of

the fire

risks due to

this

Mr. de :=3cgundo sa

id that the

system of reflected

form of lighting, there having been a good deal light described by .the

author m u ~ t

be. very expen

of

difficulty

with the insurance

companies

.

In

sive

.

In

the detalls

as

to cost

given

1n

the

paper,

order to

test the validity

of

the

objections raised it

was s

aid

that,

having

regat d

to

the

number of

as to the use of the light in cotton mills, the workoeople who could be served with the light,

the

author had made a fairly complete series

of

ex-

cost

wa s le ss than that

of

gas; whilst the l ig

ht

was

periments,

which are narrated in full in

the stron<Ycr and more general, so that

in respect of

paper,

the result being

that

he had come to the c a n d l ~ - p o w e r it would be

considerably

better

than

conclus

ion there

was

less

danger

in using

arc lamps <Yas.

In the

three-storey building at the author's

than with the ordinary gas jets. Mr. Rogers,

~ v o r k s

there were

502

gas jets, each burning

4 cubic

speaking on

this

point,

suggested

that

a clear glass

feet

per ho

ur;

<Yas

costing

2s.

8d.

per 1000

cubic

dome

shou

ld

be

placed above

the lamp

an

d

over the

feet wo

uld,

th :

refore, come to

something like

reflector. Another speaker, Mr. Human, dwelt at 5s. 4d.

per

hour for

th

is consumption. In tho

length on this subject of fire risk. He

said

that sixty electric

lamps

the on

ly

consumption was that

in

su r

ance companies

looked

on

cotton

mills

as

of

thA

carbon

s,

which was

reckoned at ~ d .

per lamp

second only to gunpowder works in point of in-

per

hour. This had subsequently been reduced

flammability. The author had referred at

length considerably,

but

taking this

basis, the sixty lamps

to

the danger that

arose from

the co

tton-fly takmg would together cost

2s.

6d.

per

hour for carbons.

fire.

He had

sn.id

that

in a mill in Belgium, where The sixty-s

ix

incandescent lamps which were in

the cotton

used

was

of

the poorest

quality,

so

that

eluded in the 70

ho r

s

e-power

absorbed bythedynamo

the amount of

fly was

particu

l

arly great,

th ere was would,

of course, add to this cost,

as

they were on ly

directly

over the cardmg

engines

an arc lamp of 1000-hour lamps. The greatest o ~ t of the original in

more

than

1200

candle-power,

and that

during

four

st a

llation

would

be

depreciation

and

horse· power.

hours spent

in watching

and not

ing the

effect

of Taking the wh

o

le into

con sideration,

the

author

had

the lamp upon the fly no spark was visible outside

said

it was probable the

cost

of electric lighting

the

reflector.

Sometimes,

when the fly was un-

would

be more t han that

of

gas, but as the l ig

ht was

usually thick in the air, owing to a carding engine so much more satisfactory, it might prove an economy

being

brushed

out,

a slight coruscation could be in

most

cases to adopt it. In Mr .

Dobson's

case

the

perceived near

the

centre of the retlector,

like

the

total candle-po

wer

of the

500 gas

jets

would be

twinkling of a star,

but th

is would only occu

l

now r oughly 8500, while the arc and incandescent lamps

and then. Undo

ub

tedly a certain amount of fly

combined

would ha

ve

73,000 candle-power, much

was

consumed

,

because,

when the l

amp

was l

owered

of which was u

se

less,

however

, except

as

regards the

for

e x a m i n a t i o n ~

residue was found in the bottom general effect of the light.

In

quoting these figures

of

the cone, composed

of the

very lightest tinder of fr om the author 's paper, we

should,

bower-er, point

cotton, but utterly uninfiammable under any

cir-

out

that J\1r. D obson had stated

in regard

to them

cumstances.

In

this country, the

au t

hor stated,

that

he was hardly in a position yet to be able to

the in

surance companies

declined

to countenance give sufficient data to

be of much practical

Yalue.

any

experiments, on the

ground

that

millowners Mr. de Segundo

@aid that per hour f

or carbons

had been satisfied up to that time

with

gaslight. appeared to be

high,

but the author did not take

Mr. Human

agreed

that

if

there

had

been

danger

into

consideration

the c

ost

of

horse

power. If,

fr

om cotton

fly

it would be found by

t he use

of however,

that

were to be added to the

per

hour,

gas, but what the insurance companies l

ooked

up on it would bring the

cost

up to a

considerable

amount.

as

a

serious

so

ur c

e o f possible fires was

the

falling

The speaker

was

afraid

that

very

o

ft

en a

great

deal

of p ~ r t i c l e s from the carbon. Mr. Dobson

had

was sa id about the can dle-power of

the arc

lamp

referred to two cases

in

his paper ; he had without th e s

ubj

ect being well un d

erstood,

and he

said

that the

definite allegation had

been

gave some

very

amusing

instances of mif>takes that

made by the

in

surance companies

that

on two had occurred in this direction. t was hardly fair,

occasions fir

es

had been

caused

abroad

in

cotton however, to speak

of

the

candle-power

of the arc

mills which were

lighted with arc

lamps,

and

he

lamps under consideration, as

so

much c

f the

had made in quirie s h• ascertain what amount of illuminating effect was

absorbed.

He would sug

truth

there

was

in

this statement. I n the first

gest, however,

that the

reflector

below the

lamp

,

case,

it transpired

that not a cotton mill ,

but

a

by which

the l ig

ht

was

thrown on

to the ceiling,

cotton store, had

been

burnt, and this store was should be made of some opalescen t material, and

li

ghted,

not by

arc

l

amps,

but by

glow lamps

on

ly

,

he could

not but think that proper lighting could

and the theory to

account

for the conflagration be obtained with

o

ut this

great

abs

orption of lig

ht.

was

that

of

spontaneous combustion, which

was by J\1r. Dobson had

said,

in

describin

g t he ~ f f e c t that

no

means rare

when

cotton

was stored

in

bulk. In a general

tempered

light was obtained.

This might

the second instance, the li

ght

was n

ot

produced by be so,

but

the statement was too vague to be

taken

an open arc lamp

in

side

an

invert€d con ical reflector, as a

comparison

between

the merits

of the arc and

but

by an

ordinary arc

lamp s

ur r

ound

ed

by a g

la

ss incandescent

lamps. He

t

ook it for

granted that

globe. There was an aperture in

the

bottom of the the a d v a n t ~ g e s of electric ligh t over gas we

re

lamp,

and

owing to s0me

disarrangement

of

the

acknowledged

;

this

was a

matter

t

hat

had got be

cloc

kwork

regulating the

carbon,

a

portion of an yond the regions of controversy, and therefore

he

incandescent carbon had been split off, and falling did n

ot

allude to it., hut what was wanted was

th r

ough

tho

aperture

upon a mass of cotton beneath,

definite and accurate

measurement,

in

o

rd

er that the

had

set it on

fire.

This lamp, Mr.

Human

stated, advantages of different

sy&tems

of electt

ic

lightin

g

was a Pilsen inverted arc lamp, the poles being might be asce rtained. Th e author had statfd that

reversed, and

it illustrated the danger that

arose

his lamps

were

l

owe

red

every

eight h

ours

.

This

from the dr opping of glowing carbon. They had, appeared to the speaker to point to

the

u£e of

an

mo

reover,

to remember that accident

might

cccur

obsolete form

of lamp; 32 h our s was now

the

to

the lamp

itself; lamps with

th eir

balances and

ordinary period for

many

l

amps

, but

64 hours was

counterweights were heavy things, and were sus- not an excessive time for th e carbons to last

P ~ I ? - d e d by c ~ a i n s so

that

there was always a possi- whilst there

was no

doubt t he period would

bthty

of

ace1dent ; but

what

wa.s st1ll

more serious

1

be increased to 128

hours. Referring

again

to the

was the human factor . The tn.mmers had to pul1

1

figures as to cost, the speaker pointed out that

down the lamps

or to tilt

them

m o

rder

to arrange Mr.

Dobson would

get his power for generation ( f

the carbons,

and

it

mig

ht be

that they

would

e

lectric

al

energy on

the m

ost advantageous

t

erms.

neglect .to f a s t ~ n t h ~ conn.ections, or one of the having his own mill

engine,

and steam being gene

n s w n cha1ns nught gtve way.

In

l\-1r. Dob- rated on a large

sca

le. The fact

pointed

to the loss

sons the

reflector

no

doubt w

as

fixed, but

the of

light

by

t.he

inverted lnmp

and reflection

system.

lamp

m 1 ~ h t faH a l t o g e ~ h e r ; antl

however

well i t fie also thought

that

the incandescent lamp Wa

w ~ s

designed

,

t ~ e y

shll

bad to

depend on

the becoming

a

reasonable

thing

in

r

ega rd to cost.

It

~ r t m m e r who might neglect to see the fastenings might be advisable to work

the

glow lamp at a high

1n ord er. Shou

ld

the l

amp

.fall , there would

be

the efficiency,

say

two

watts

per

candle·

power, and

same

result

as that

descnbed

by

the

author at

replaco tho

lamps often, they pe

rh

aps

lasting

on

ly

•

7/21/2019 Engineering Vol 56 1893-11-03


•

530


[Nov.

3 I

893.

THE

MANUFACTURE OF BALL BEARINGS.

For Description, see

age

527.)

I

~ - - ~ - - - - - = = =

= = = = = = = = = = = = = = ~

•

•

F I

G. 4.

•

•

•

•

•

•

•

•

•

.

•

•

•

•

•

•

... .

•

I

•

•

-

.. . . . J

· - - - ~ - - - · · ·

-

.. ........

•

.. ..

• •

I • •

•

Fig .5.

·--·-----

I

J

F IGS . 4

TO

G.

B ALL-

r

t l R"" l

NO

~ i a .

I I I N E .

------·

---- ----

•

•

m·e-third of the s tandard

1000

ho

urs

. I f lamps panic in mills and crowded workshops, owing to

were to

be sold at 1s. each- and

he did

not see why

I the

fa

ilur

e of

th

e light.

In

o

rd

er to provide

they s

hould

not be- it w.ould

I?r

obab y be economy against t ~ s and oth.er s a ~ v a a g e s from the

to use the inca

nd

escent hght duect,

mstead

of

the

works bemg

thrown

mto ent1re

darkn

ess, he had

~ r e f l e t e d ar

c light.

arran

ged

in

a jute mill,

in

which he

had

laid down

Mr.

Small dwelt up

on the

danger

that arose from J

an

in

st

allat ion of electric l ight, that

there

should

-

.

. . . _ .. ·

I

•

•

•

•

I

I

I

I

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. . . . . .

. -1•

~

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t- - - -1 '

I

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- .

- - - - - t:

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. . . . . . .

I

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I • I

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.

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I :

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•

fi ig . 7.

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.......

.

... ..

.

.

..

. .. . ..

fJI7 D

.

•

•

•

•

•

I

I

•

•

I

•

•

•

•

I

r •

•

I

I

•

I

- - - - -1

-

@

•

•

•

•

•

•

•

•

•

•

•

•

•

I •

r

....

-

•

I

•

•

•

•

•

• •

•

•

•

•

I

•

1 . . .

f

. .

I

•

•

•

I

•

•

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.

\

•

:

•

\

•

•

•

;

be

what he

described as a police circuit. " There

were

in

Lhe

mill

700

lamps,

and

of these

10

per

cent.,

or 70 lamps, were arranged

on the

police cir

cui t . In

th

e case to which he was alluding

the

police circuit was supplied wi th

current

from

the

public mains, but it could be worked by accumu

la

tor battmies,

or in

any

ot

her

way, so that

it

were from

an

independe

nt

source.

In

order to make

th e

arrangement

automatic, a switch had been

devised,

by

which

the

police circuit was

br

o

ught

in to play immedi

ate

ly upon

the

ma

in

source of

light

failin g. This was effected by a simple device

of an e

lectr

o-magnet.

The

police circuit was also

of use when th e mo

re

effective method of illumi

na

tio n was not requir ed, such as in clearing up, or

when

the

people were coming

in

to work

in the

ea

rly

morning.

Dr . W. H. \V

hite

said that he

had

seen

the

Sautter-Lemonnier lamp to by

Mr. Par

sons. Thi s was

in

the 1878

Exhibiti

on at Paris,

and

it

was placed

in

a building which was exceed

ingly difficult to light,

there

being pillars

and

machine

ry,

which would

cast

heavy s

had

ows if illu

min

ated in the

ordin

ar

y

direct meth

od.

The

re

sults, however, were excellent , as

the

diffusion of

light was so complete that

there

was

an

alm

ost

entire

absence of s

ha

dows.

~ I r .

Dobson's figures as to

cost

had

been c

riti

cised,

bu

t these,

the

speaker

considered, were large

ly

subsidiary to

the

fact that

•

7/21/2019 Engineering Vol 56 1893-11-03


E N G I N E E R I

N G

53 I

--

BOILER

TURNING,

BORING,

AND

DRILLING

MACHINE.

C 0 N S T R U C T E D B Y :M S S R S.

N

D C 0

E N G I

N E

E R S S 0 vV E R B Y B R I D G E.

RU S H WO R l H A ., ,

o r

D

eso? iption

see

Pc

ge 536.)

I

result

required for

the

more candles would

be

su

ch

that it wo

uld quite justify

operating of the

author s

works. Electric an installation of el

ectric

light being made

for

the

mi

ght

seem a costly

thing

. Engines, dynamos,

purpo

se of bu il

ding these

vessels.

impressive ;

the

ordinary

candle

lVIr

A.

P. Trotter

said

that

the

reason

the

re

not. When at Newcastle, howeve r,

he had

flected method of

lighting

had received so

little

in to

the

question of cost in regard to the

arti-

attention was that people did not r ealise that white

in building a

battleship.

wash was so useful a reflector as

it

really was. He

number of ordinary tallow candles

required

would suggest t hat

those

in doubt about th is nutter

known. He would

not quote

amounts, not should

take

a

sheet

of

paper

and a looking-glass

and

the exact

fig

ures by him ;

but

the result

of

1reflect light from t h ~ m

By

means of the reflected

that

he had

concluded the cost of

1

light

from the

paper it

would

be

difficult

to

cast a

•

•

shadow, whilst

with the

looking-glass that could

be

done. For this reason

many

persons would think

that the

paper did

not reflect the lig

ht

; such,

however, was n

ot

the

case; the paper

reflected

the

light

from

many

points,

whilst

the look

in

g-glass

concentrated

it. As a matter of fact, he would

state

that clean

white

blotting-

paper

reflected

82 per

cent.

of the light

cast

upon

it

, and

it

was,

therefore,

better than

the use

of opal glass. t

would be a good thing if the

proprietors

of

works

wo

uld

consider a

little more

closely

the value of

7/21/2019 Engineering Vol 56 1893-11-03


532

frequently whit

ewas

hi n

g

their sh

ops,

and if they

made

a comparison

it

would

be

fo

und that the cost

of whitewashing

was mo

re than warrant

ed by

the

saving in

the expense of artificial illumination.

\Vith r egard to the

suggestion

of one

speaker

that

the r eflector u

sed by Mr.

Dobson (which was

bel

ow

the lamp

, it will

be rememb

e

red

)

should be

m

ade

of

opalescent

glass,

Mr. Trotter po inted

out

that

it had

b

een

fo

und that in an ordinary arc

la mp wi th

the

nega.ti

ve carbon at the

b

ot tom,

a re

fl

e

ctor

placed

above

was of li

tt

le use, so

very

s

mall

a

part

of

the

light being projected

upward

s .

Th

e

ref

o

re

there

would

n ot be

mu

ch light co

ming through the opa

l

escent

glass

beneath.

Pr

ofessor

Kennedy said

that

he

had had

the ad

vantage

of

see

ing

the

insta

llati

on desc

rib

ed

by Mr.

D o

bs

on

in his paper, and

which

he had

pla

ced

in

his

wo

rks at

Bo

lt

on.

Since then he

had

re

com

me

nded

it in o

ne

or

two

places,

and

f

ound

it the

very thing that

was

want

ed,

and he

won

de red

it

was n

ot

u

sed

a gr

ea

t deal

mor

e ; f

or instance, in

a

night

-sc

ho

ol for

dr

awing

at Newcastle there

we

re

68 to

70

men

and

boys

st

udying,

and there

was

a gaslig

ht

for

each person.

Th

e

state

of th e

atmo

s

phere

could not

be very

good

und

er

these

circum

stances,

but probab

ly two

arc lamps

arranged

in the

manner des

c

rib

ed by the

auth

or would

have

given equa

l

illumination,

suppo3ing th e ceiling

and

walls t

) have

bee:1

pr

o

perly

whitewashed.

The

great

o

bject

was

to

get light from

as

man

y po

ints

as

p ossible,

and Mr

. Dobso

n's

refl

ector

did

this.

In re

g

ard

to

the

co

mpari

son of

the

vo

lum

e of li

gh

t,

and the cri

t icism

to

which t

he auth

or

's

figures

had

been s

ubjected

, it was

to be

regretted that t

he

elec

tricians had followed t

he

example of mechanical

engineers in one of

their

mo

st unc

outh

barbarisms.

Th ey

had

t

ake

n a

nominal candle-p

ower,

as eng

i

neers had

a no

minal hor

se-po wer.

Th

e t

er

ms

wer

e misleading,

and the

comparisons made

by

them

were

untrustwor

thy

;

they

were,

indeed,

e

n

tirely

nom

inal

quant ities.

In re

gar

d

to

the n

omi

nal

candle-p

o

wer

of the el

ect

ric arc, he wo

uld

poi nt

out that it mu st

be

divided

inst

ead of

multiplied,

to

arrive at

a true

re

sult for

pra

ct ical

illuminating

purp

oses ;

bu

t

the

spea

ker

t houg

ht

candle-

power

wa

s not t

he

crucial point

in the pr

esent case.

Mr.

D ob

3o

n

want

ed t o

get an e f f ~ c l i v illuminat

ion for

the

work

he

had

to

p

er

fo

rm,

and

if

he could

ge

t

this

at

a

reasonable cost by

the

m

et

hods described,

in

a ma

nner supe

rior t o

any ot

h

er

m

et

hods, t

hat

was the

practi

cal r

esu

lt

to be

aimed

at.

The

Presiden

t, Dr .

Ander

son, t h

ought

t

ha

t the

syste m

described by the author

was not o

nly

effec

tive, bu

t it w

as

economical, too.

At Wo

ol wich

Arsenal they had

a shed

with saw-toot

h roof, a

nd

sometime

s

when

going ro

und

t

he

Ars

e

nal at

night,

he

th

oug

ht

how

mu

ch

their neighb

o

urs

oug

ht

to

be

ob

lige

d

to them

for

the

la

rg

e volume of

li

g

ht

t

hey

gra

tuit

ous

ly

di

stribut

ed

into

the

surrounding;

space

but

though

Dr.

And

e

rson

migh t think it a nice t hin g

to

oblige

his

n eighbours,

he

was

und

er the impression

that

there was a

great deal

of wa

ste

.

The

difficulty

in

using the arc lamp in machine

sh ops was

the

shad

ows

that were

cast .

He

had

s

ee

n

the

refle

cted

syst

em

describ

ed

by

th e

author,

which was

then in

operation in

a

ro

om below,

and

he had been

sur

prised to

.find that

u l d read

a .book

equ.

ally we11

s

tanding

In

any

pos1t10n, there

bemg

pr

ac t

iCally no

shad

ow cast.

In replying

to

the

D obson .

said

that his paper

h

ad

not .a

ny s c ~ e n t l f i c pre

.ten

sw

ns.

He

had

gained experienc

e

In

a

practical

a

nd,

perhaps,

rou gh-a

nd-r

e

ady

mann

e

r,

for

the purpose

of lig

htin

g

his

shops

to the e s t ad a n t ~ g e

and

having

arrived

at what he

cons1dered a

sa t

isfacto

ry

conclusion, he t hought it a

duty, and

a

ver

y

pl

ea

sant

duty, to give his memb

e

rs the benefit

of

his

labours.

All experiments as to the opa

l

escent shad

es

and

glass cove

rs

r e

ferr

ed

to

had bee

n

tried and had

a

ltoget

her failed.

In the

first case,

even'

cle

ar

glass

absorbed more

lig

ht

th

an was

th

o

ught

but

that

was n

ot

t

he qu

estion.

In

work

shops there was always a g

reat deal

of

dust

flying

about and

th

at would

get on

to

th e glass

in

a very

short ' time and dest

roy the illuminating power of

th e

arrangement

.

One spea

ker

had alluded

to la

mp

s

which

wo

uld

run for

32 and even

64 hours.

Be

was acq

uainted

with

lamps

of t

hi

s

descripti

o

n.

They had parallel

carbons,

and

we

re s u b j e c ~

to

flicker

as the

arc

changed.

The lamp

he desc

nb

ed

had not the sam e de

fect

when good

carbons

were

used, but

in any

case th ey lowered .

th

e

lamp

.s eve

ry

eight

ho

urs

for the p

urp

ose

c l e a n ~ n g . Thi

s was a

wi

se

economy, as,

to get

effiCiency,

It

was

nec

ess

ary

to keep both the

r eflecting

surface

and

also

the


lamp

s

themselve

s

in

good o

rder. He

was

mor

e

than

pl

eased

to

hear

what

Prof

essor

Kennedy had

said

ab

out candle-power. H e

had attacked

this

subject

of illumination

fr

om a pr

ac t

icg.l

standp

oin

t,

and in

the course of his inve

st

igatio

ns

he had fo

und

him

self

altogether unabl

e

to grasp

the

n d l e

po

wer

problem.

Thi

s he

had attributed

to

his own defi

cie

ncy

of

in t

e

ll

ec

tu

al power, but

it

was a relief to

him

to l

ea

rn

from so

good

an authority

as

Pr

ofessor

Kennedy that

the obscuri

ty

was n

ot in hi

s own

brain. In

reg

ard to

th at

wh

ich t

he gentleman,

who

spoke

on

behalf

of

th

e

in

s

urance

compa

ni

es, had.

said, he maintained

that it was

imp

ossible

by any

meth

od of

fair us

age

to

get

a spa

rk

out s

id

e

the

re

fl

ecto

r, even

if

the

cotton

fly were

piled up insid

e,

and he

wo

uld say

t

hat

t

he

m

et

hod of

illumina

tio n

by

electricity

was

the

safest

that

co

uld be

us

£d

.

In

the case t o whieh he

had

made

re f

ere

nc

e,

and

which

had

bee n qu

ote

d

by

the speaker, where part

of the

carbon had

dro

pped on the cotton, there

was a hole

in the

bottom of

the lamp,

through

which

the pi

ece of

carbon

had fallen.

In the

la

mp

referr

ed

to

in

his

paper there

was no

such

ho

le

,

and

if

the ca

rb

on we

re

to sp

l

it

off

and

fall,

it

wo

uld

on

ly

fallint

ot

he

bo

ttom

of the refiector.

With

r ega

rd

to

the police

circuit, he

was now arranging

what

he

called

pilot

lig

ht

s,

which

a

mounte

d

to

th e

same thing. The

method of

working

th e

current

for th e police

circuit fr

om

the town

mains was a

good one, but in

his

case

they had

to use a sub

s

idiary

engine.

In

r e

fer

ence

to th

e

rem

a

rk

s of

Dr. And

e

rs

o

n,

he would

say that

th e saw

-toot

h

ro

of was

admirably adapted

for reflecting

purp

oses

if

the slanting part were kept well

whit

ewashed,

and alm

ost as much

light

would be reflec

te

d as

if

the

roo f were quite flat.

In

conclusion,

Mr.

Dobson

referred to the statement,

made

in his pap

e

r,

that

the

figures as

to

cost were by

no

means co

mpl

ete,

but he

would

be plea

sed to go

further into the

matter,

a

nd

wo

uld furnish

fuller

and

more acc

ura

te

deta

ils for publi

cat

ion

in

the

Tran

sa

ct i

ons.

At

the

conc

lu

sion of

the

sitti

ng, me

mbers

we

nt

do

wn

stai

rs in t

o

one

of

the

rooms of

the

Instit

u

tion,

in

which a lamp fitted

on the

au thor's system

was placed,

and were

enabled to judge for

them

selves of the justice of th e claims made

with

regard

to

th

e diffusion of lig

ht obtained by the

s

yst

em de

sc

ribed

;

it

was fo

und imp

ossi

ble

to

throw

a shadow

of

any

depth. There

can

be

no

doubt

as

to

the

great

boon such a

system

of li g

htin

g would be,

not

only

in

work

shops,

but

in

drawing offices,

librari

es,

&c.

Man

y will doubtless remember the ins

ta

lla

tion

of arc la

mps

(one of the earliest) in the

reading-room of t

he Briti

sh

Mu

seum ; al though

th e

illuminati

on was of

the

greatest brilliancy,

it

was all

but

impossible

to

read,

owing t o

the

cont

rast

b

etwee

n lig

ht and

shade.

In the

full

g

la r

e of a

lamp it

was

lik

e

tryin

g

to read

in br

ig

ht

sunlight, whilst

if

an

a

ttempt were made

to

shade

the

book

at

all,

the

co

ntrast

of

the

s

urroundin

g

light was so gr

ea

t

that

the print became practically

illegible.

This,

perhaps, was

an

extreme

case;

the

illuminati

on of

the ro

om

at the Institution

of Civil

En

gi

neers

being

at the

o

th

er

end

of

the

scale,

and

it

would be

difficult

to

ima

g

in

e

anything mor

e pe

rf

e

ct

than the latter.

Do

ubtl

ess

there

was economica

lly

an excess of

light

for

the

size of

the apartment,

but

the

po

int

was

made

fully

manifest that

whatever

lig

ht

there

mi

g

ht

be

would

be admirably

distribut

ed.

Some

photographs handed

ro

und

at

the

me

et

in

g

illustrated this

point

to an

equal degree. Th ey

re

pr

esent

ten

seconds'

exp

osure,

and in the parts

beneath lath

es

and other

mac

hine to

ols

the

d

eta

il

was

quite ~ p p a r e n t

whereas if t

he ordinary direct

lig

htin

g

had

been

used there

would have been

no

thing

but black

shad

ow.

Mr.

Dobson 's

pap

er

was an

ad

mira

ble

contributi

o

n, and

th e

vote

of

thanks

that was passed

at

the conclusion of the

sitting

was of a more than o

rdinaril

y cordial

na

t

ur

e.

To be contin d.)

THE

BRITISH

AS

SO

CIATION.

Continued from page

506.)

T

OOLS

AND

0RNA1\IENT

S OF

COPPER

AND

OTHER

METAL

S

FROM EGYPT

AND

PALE

TINE.

DR.

GLAD

S

TONE,

F .R. S.,

pre

sen

ted this

very

imp

or

tant

pap

er to both the

Chemical

and

t he

Anthrop

ological

Secti

ons, a

nd there can be no

doubt

that th

e

latter

was

the more

competent body

to deal

with

the

matter.

Dr. Flind

ers

Petrie

a

nd

Mr. Buss have placed at Dr. Gladstone's disposal

some t ools

and

orn aments,

mostly

very

small

objects, for chem

i

ca

l analysis.

They

came

fr

om

[Nov. 3, 1893.

Egypt,

and

from

the

famous m

ound of

Lachish

in

Syria,

where the I sraeli tes des troyed th e ancie

nt

town or t ow ns of

the

Amm o

nites, an

d over tho

ruins built their

town, w

hi

ch was finally besieged

a

nd destroyed

by

Sennac

h

erib. The

o

rna

ments

from

t he b

ottom

of t

he mound are

essentially

copper

;

th

en come bronze objects, specially arrow

heads;

finally iron

implement

s, of I

srae

li tish

pe

riod

pr

obab

ly.

The

copper

impleme

nt

s have a strangely

red

colour, w

hi

ch Dr. Gladston e found to

be

due

to admixture of cuprous

oxide;

a chisel, of

about

1500

B.

c. ,

contained

73.6

per

ce

nt.

of copper

and

24.0

per cent. of this

oxide,

the

specific gravity

being

o

nly 6.

6,

against

8. 9

pure

coppe

r. This

cuprous

oxide

hard

e

ns the copper

;

but

even such

a

material

wo

uld

scarcely

be

h

ard

enough to

cut

granite and

basalt.

Th

e

admixture,

which is

o

bserv

ed

in almost

eve

ry

specimen, may

be

accidental or

intentional,

produced

by

ove

rp

oling.

Dr. Gladstone and

Mr .

Hibb

ert are

in

vestigating

the

influence of

this cupr

ous oxide.

The Egyptian

coppers go

back

to

the

fo

ur

th

and

fifth dynasties,

that

is, as far as o

ur

hi

stor

ical

kn

owledge.

Vv

e

have

it

on reco

rd that the

copper mines of

the

Sinai

p

en insula

were conqu

ered by the

E

gyp

tians, a

nd

worked by them for

many

centuries. Some tools

of 3500 B. c. contain 10

per

cent. of

ti

n. A basket

of tools, fo

rtun

ate

ly

for

gotten at Kahun about

1200

B. c.,

shows co

pper

alloyed

with

arsenic a

nd

antimony. The

r

eal br

onze period begins later.

We he

sitate

to assume

that th

e

Egyptians

red uced

b

ot

h

copper

and tin to

pr

oduce

what the

Bib

le

call

s

br

ass,

that

is, bronze. But

Dr.

Gladstone has a

small

rin

g of t in, ev idently reduced from hl

ende

;

in

fa

ct

,

there

are a good many

tin objects

that we

can

assign t o

ab

o

ut

1400 B. 0 . L ead, a wire of

ve

ry pure

l

ea

d, has

been

fo

und at

L achish,

wh

ere

also silver o

rnaments

- a bracel

et

, &c.- occur, with

6. 5

per

cent. of

coppP-

r, a

littl

e gold,

and

nearly

2

per

cent . of silver chloride.

The

lead bronze

statuettes

fr

om

the

same loca

lity

, as

from

else

where, cl

ear

ly

belong to

late

r

Greek

and Roma

n

periods. Such lead bronzes, of

the

coveted greenish

hu e,

dete

riora te quickly. Beads of

antimony

have

also

been di

scovered

at

Lac

hish

,

whilst

we Eu ro

peans

fancy t

hat

metallic

antimony

was

unknown

before

the

days of Basilius

Val

en tinu s, a

monk

who

li

ved ne

ar

Erfurt

about

1460.

Th

e paper suggests

many important

considerations.

That

th

ere

was,

in many

co

un

t r ies, a copper age

before the

bronze

age, is

evident.

I t

wo

uld

be

best,

perhaps,

t o dis

ca

rd

the

stone, br

onze,

and

ir

on

ages

of civilisa

tion

altogether. Th

ose ages have nothing

to

do

with

da tes, n or

can they

form a

ga

uge for the

civilisation

attained. Dr. Munro, president

of

the

Anthropological

Section

H , poi

nt

ed out th

at

a

copper age can

be proved

for

Nort

h

Ame

ri

ca

-

where

it may

still be said to

exist-Hungary,

Ir

e

land

,

and othe

r

countries;

Professor

Hild

e

br

and

, of

Stockho

lm,

finds

proofs of it all oyer

Scandinavia. But that copper age is probably only

a

phase

of the

ne

olit hic or

stone

age, as S

ir

J ohn

Evans

and Professor

B

oyd Dawk

ins

remark

ed.

Th

e

Indian

s of

North Am

erica

treated

a

nd

utilised

the nativ

e copper of

Lak

e S

up

e

ri

or

lik

e

sto

nes ;

it

was not

subje

c

ted to

m

et a

ll urgical processes.

Sir

H e

nry

R oscoe,

M.P., asked in

Section

B,

why an

iron age

did

not

precede.

That

may

not

be so ex

tr a

ordi

na r

y ;

the

o

rdinary ir

on ores

bear

not

a

tr

ace of metallic

appea

rance.

Th

e Egyptians did

kn ow

ir

on,

and

used it

to

a

certain

exte

nt.

The

very

name of th e me

tal

, however,

Pr

ofessor Sayee,

the

great Egyptologist, re

mark

ed , indicates

that

its

meteoric o

ri

g

in

was recognised.

Th

e

Egypt

ians

ca

lled

iron

ba n pe ,

t he Babylonians,

an-bar;

both

nam

es

mean heavenly

metal. H ow the

Egyptians

we

re

ab

le to work

their

granite

marvels

with

copper

and

bronze tools, is a mystery.

Pro

fessor Sayee possesses a

bron

ze chisel, or wedge, of

the

sixth

dynasty peri

od; the o

ne

e

nd

is flattened

out, hammered,

perhaps,

in some way ;

the ot

her

sha

rp and hard and

a lit

tl

e jagged. According to

Mr.

Sayee, t he

Egyptians

of

th

e eighteenth dyn

ast

y

did

know ti n. But

n

ei t

h

er the

Eg

yptian nor

the As s

yrian

language contains a

word that

can be

identified

with

tin,

whil

st

m

ost

metals, even

anti

mony, and, as just

menti

o

ned, ir

on, had the

ir

names.

s

to t he origin of t in, t he claims of

Great

Britain

were of course

put

for

th,

by Mr.

H.

Stopes.

Dr.

Gladston

e's

view that t h

ere are,

or were,

ti

n

mines somewhere

in

Abyssinia, sou

nd

s much mo

re

feas ible;

in any

case, we

need

on

ly

go

to

Asia

Minor

to find

ti

n.

Mr. 'f h

omas

Turn

er, of Mason

Co

ll

ege,

Birmin

gham, gave

in Secti

on B some ve

ry

interesting notes about the histo

ry

of iron a

nd

7/21/2019 Engineering Vol 56 1893-11-03


Nov. 3 r893 .]

bronze. The British l\1useum posses

se

s an iron

axe

h

ea

d of

1370

:e. . t he oldest authenticated iron

implement known, but a piece of was in

an air

pa

ssaae

of

the Great

Pyram1d,

wh1

ch

may

have been

thero

s

in

ce 3700

B. O.

A bronze cylinder

of 3223 n c. is the oldest Lronze

in

th e British

Mu

seu m. The

Chinese

st

ill

h

arden

copper with

ir

on, as the Hindoos used to do.

NAT I

VE

I

RON MAN

OF.A.CTURE

IN

B

ENGA

l .

This pap er, by M essrs. Harris and Th. Turner,

is a lso of

so

me

what hi

stor

ical

charact er.

I t

d

ea

ls

with

the

past

and the

prese n

t,

and,

in a

smuch as

the

main paper . was r eserved for the m

and

S t ~ e

In

st

itute. w1 th th e

fu

ture.

Mr. Harr1

s ha s stud1ed

th e native

ir

on

in

du s

try in

Bengal, where they

employ

furn

aces and hand -

blowing

apparatus

similar to th ose which

Dr.

P ercy illustrated

in

hi s

' ' Metallurgy. The furnace is made of clay from the

w

hite ant hills

; in these, weathered

ma

gnetite is

reduced by means of charcoal without a. flux.

Th

ese furnaces were also known to t he Egyptians

of

the

sixth

ce

ntu

ry.

Mr. Turner

exhibited

several

remarkably

fi

ne specimens : an

ir

on pu rer , perh aps,

th

an

England can supply, with 99.95

per

cen

t. of

ir

on and .015 of ph ospho

ru

s.

Th

e

primi

tive

pl ant

can turn out a bloom of 3 cw t. in less t han three

hours.

Th

e hot

bloom

is cut ,

hammer

ed , reheated,

and hammered again.

I

NTER

NA'riONAL STANDARD FOR THE A

NA

LYSIS

OF

IR

ON

AND

STEEL.

Mr .

Th

o

ma

s Turner is th e secretary of this com

mittee,

and

au tho r of thi s fifth report.

Th

e

work

of the British

members

was completed last year

a

lr

ead y. The

American

m embers ar

e,

ho

wever

,

scatt ered over so vast a territo

ry

ths.t

the fi nal

meeting

had

not taken

place

ye t. Professor Langley

has sent an ad vance r

eport

of t he analyses, which

was to be revised at Chicago. We append th e mean

results

of t he

an a

ly

ses

of t he Am erican Co

mm i

ttee

(I. ) and t he Br itish Co

mmittee

(If . )

Sta

ndard .

C<l

rbon

• •

• •

••

Silicon

• •

• •

-

Sulphur

••

• •

•

•

Phosphorus

•

•

• •

B n g o n e s e

• •

• •

S t : ~ . n d B r d

arbon . • . . . .

Sili

co

n • • .. ..

Sulphur, not more t han

Phosphorus . . . .

~ n g n e s e

. • . .

I.

No.

I

• •

l .HO

• •

.270

• •

.001

• •

.016

• •

.254

IT.

No. 1.

. .

1.414

. . .263

..

.006

. - .018

•. .259

No. 2. No. 3. No. 4.

.80 .454

.180

.

202

.1 52

.015

.004

.004 .038

.010

I

.015 .088

.124 .140 .098

No. 2. No. 3.

INo.

4.

I tG

.19l

I

007

.014

.Ul

.4i6

.14

1

.003

1121

.145

.151

.008

.039

.078

.1

30


with t

iny

crystals of cyano-nitride

of

titanium and

other t it

anium

compounds,

and

th

at such mi

tes can

be analysed , co

llected,

and

coun ted, or at leas t es ti

mated.

Th e method of procedure i J in i

tself

inter

es t

ing. Titanium has long been kn own to be

pr e

sent

in many pig irons and

in

certain blast fur

n

ace

alloys. Mr. H 0

gg

has experimen

ted

with

f

er

ro-ma11ganese from

Eng

l

and

and Wales .

In

al l

cases

except

one·- this be

ing

an iron with only 11

pe

r

cent.

of

ma

ng

an

ese , the

ot

hers co n taining 60, 70,

80, and more per c

en t

.- he found crystals in abun

dan

ce

.

Fifty

gra

mm

es

of

the

m

eta

l

ar

e

disso

l ved,

un

de

r constant coo

lin

g,

in

dilute ni t ric acid of

1 2

specific

grav

ity ; af ter settl

ing,

t he sedim en t con

tains

nitro-carb ons and t itan

ium comp

o

un d

s ;

it

is

filtered off, as only t he large r crystals se parate

spontaneous

ly,

dr ie

d,

ru bbed in a mortar, and

poured in to a

la r

ge porcelain

ba

sin for e

lutria

tion,

which was accomplished

under

r ocking, settling,

and by sucking off the

wa t

er by m

eans of

a

pipette.

Th

e crystals,

coppe

r -coloured or of gold en hue, can

finall y be taken up with a moist br ush.

On

the

mi

cr oscopic glass th ey look lik e a t

hin

pa tch of go

ld

paint. Th e crystals are very beautiful, cubic

and

octahe

dr i

c fo

rm

s

prevailin

g , cur iously

combi

n

ed

often to a sor t of star equally d eve loped along

the th ree axes, and rese mbling , owing to pe r

spective

,

an

i

cosa

h

ed

ron .

Th

ey cont

ain

a li t tle

ir

on and may be magnetic

--s

ufficiently so to pick

them up - ow ing to t

hi

s fac

t.

Boiling with

hydr

ochloric acid does not remove all

the ir

on.

Th

e c

rystal

s

ar

e

ab

o

ut

rdGo

in.

in

di

ameter,

some

several t h

ousa

ndths, the great

nu

mber con

siderably

less .

One

millig

ramm

e was

sp

r ead out

up on a stage microm eter , and the individuals

were

counted. Th ere wo

uld

be about 600,000 cryst als

in a cubic inch of f

er

ro-man

ga

nese, perhaps fewer ,

often

tw

ice a

nd

three times as many .

Th i

s n umber

was chec

ked by

we igh t test, the whole coll

ection

weighing

about

.04 gramme.

The

percentage of

titanium

in fer ro-ma.ngan

ese

varied be

tw

een .03 and

.07 per cen t .

Our know

ledge of the

structu

re of

iron is yet so im pe

rf

ect that

communication

s of this

ty p

e deserve

the

greatest

atte

n

tion.

FLUORINE.

The Dem

o

nstra

t ion of

th

e

Preparation and

Properties of Fluorine by Moissan s

Meth

o

d,

by

Mr. Moissan s ass is tant, Dr.

lVIes

lans,

was

the

popular eve n t of

the pr

oceedings . Some years ago

Mr

. M oi

ss

an

isol

ated

fluorine,

whi

ch

so

far

had

baffled

all attempts

at sepa

rati

on ,

and in

a

measur

e

remained a hy po th

et

ical element.

Dr. Th

o

rpe,

of

South

Kensington,

failed

in the r ep

etit

ion of th

ese

expe

ri me

nts, whi

ch were do

ub

te d by

some

chem is

ts

At

the r eq uest

of

Professor

Em

erson

Reyn

olds,

l

VIr. M o

issan,

r

egret

ti ng

hi

s inability

to

come

himse

lf

, sen t over his assistant with th e full

plant,

- -

which

was exhibited. Mr. M eslans contented

him-

Th e final reports from

Sweden

were n

ot

yet at se

lf

with d emonst ra t

in

g, making brief r em a

rks in

hand

eithe

r. According to a communication by French, and conv e rted all doubters,

if

any

wer e

Pr ofessor Akerman, t he re is very

good

ag

reem

ent preAent, in

to

enthu

siastic

be

lievers.

Flu or

-spa

r is

with the

Br i

ti sh analyses.

Standard

5 has been deco

mp

osed

in

a platinum r etor t by means of sul

hermetically sealed up in glass tub es, like the phuric acid, and the anhydrous hydrofiuori c

acid,

othe

r

four

st andards . The

analysis

has, however,

dried

and

purified, brou

g

ht into

a U -

tu b

e

for

el

ec t

ro

been postponed until the method of an alys is is lytical decomposit ion. The vessels

and tu b

es ar e

finally settled by the various committees. of platinum, t he st o

ppers

of flu or -spar.

Th

e

As

rep

or

ts

of this kind

are not di

sc ussed, Dr. hydrofiuor ic acid is

an

in sulato r,

and

r esisted

Rid

eal and Dr. Gladstone thanked th e committee all electro

lyti

cal attacks un t il Fre

my

suggested

for

the

gr

eat

t ro

uble

t

hey

take

in

t

his most

impor-

the

addition

of

a

fifth of fluo

ri de

of

p

otas-

tant work. si um .

Th

e U

-t

u

be

stood

in

a cooling vessel of

NITRIDE OF I RON. about a qu ar t capacity, containing condensed

Mr .

G.

J .

Fow

ler,

of Manchester,

confirmed Mr. methyl

chloride, which

r

ed

uces the te

mp

erature

to

Stahlschmid t's research on iron ni tr ide. I ron is - 23 deg. Cent. As soon as t he c

ur rent

of 70 volts

reduced from the hy

dr a

te by means of hyd roge n, and 25 amper

es was

turned on , minor ex plosions

and h

ea

ted a l

ittle

above the mel ting po

int

of l

ea

d were heard,

and fum

es b ega.n to issue fr

om

t he fine

in a cu

rrent

of ammon ia gas. Th e air

has

to

be

care - platinum tube through which th e fluori ne was to

fully exc

luded all

the

time.

The r es

ulting

product

escape

in to the air. I t

did so

; and, although

it

is a grey powder, less blu ish than

ir

on

redu

ced d id n

ot

appear so vicious as it has been desc ribed,

from the hyd ra te, gri tty and slightly magnet ic. soon set the crowded audience coughing a

nd

long

For analysis it is dissolved in hydroc

hl

oric a

cid,

ing for fr

es

h air. No body was any the worse for it ,

evaporated with platinum chlo

rid

e,

and

th e however. As the fluorine at once deco mp oses, with

ammonium

-pla

t inum

ch

loride is weighe

d.

The the moisture

in

the air,

in t

o

hydroflu

oric acid and

percen tage of

nitr

ogen depends up on

the

le

ngth

of ozone, these two

substances

were

practically

what

exposure t o am monia,

but

d oes not ri

se

above was sm elt

and

f

elt

; ammonia was passed round

11.1

pe

r cent. There is th e refore o

nly

on e iron instead of ea u de Cologne. The experimen t had to

ni tride.

The

suhs

tance may be

obtained also,

but

be

temp

orarily

in t

e

rrup

ted a

ft

er some minutes, as

less pure, by heating iron amalgam or ferrous the st ock of methyl ch loride g

ave

out; 1t'Ir. Meslans

chloride or

br

o

mide

in

ammonia.

had

b

ee

n

expe

ri m

e

nting the

d

ay

pr

eviou

s.

Th

e

CYAN

O-

NITRIDE OF l'IT.AN IUM IN F ERRO-

MANOAISESE

.

This paper, by Mr. T . W . H ogg , treats of a

similar compound, but h

as

a much

wid

er in te

re

s t.

I t sh

ows

that

ferr o-m

anganese

is si mply s

warming

low

temperature

is n ecessary on

ac

count of

the

high volatility of the

hydrofluoric acid

. As,

how

eve

r, some of the potassium salt, carr i

ed over

by

the

violence of the reac tion, stops

up

t he d is

charge tube, which is th e size

of

a clay pipe stem,

Dr.

Me slans was constantly applying h is

Buns

en

533

to

he at t he t ub e. I od ine

at

once combined

wi

th

the fl uorine un

der

ex plosion ;

sulphur

b u r n ~ d with

its well-known blue flame; phosphorus as 1n oxy

ge

n ; silicon and

bo

ron glow

ed

like

burnin

g coal;

car

bon itself would not catch fire. I t does so

un d

er

proper conditions. On th e mot ion of Si r H enry

Roscoe the

thanks

of the

Associat ion

we

re

con

veyed to

Mr

. 1 oissan

hy

w

ir

e. Dr. Thorpe

that Mr.

Moiss

an had

been

ki nd enough

to

exa.mt ne

h is apparatus , which he had sent ov

er

to

Paris ;

bu t

t h

at

he, however, had not been ab le yet to repeat the

expe

rim

ent.

On

the r

equest of

the Pres

ident,

he

gave a summa

ry

of the prope rt ies of the now

fai

.rly

settled r

efrac

to

ry

element. I t attacks

- e ven

the

platinum-iridium electrodes . As

to

1 s

appearan ce, even M oissan can hardly speak, as

It

cannot

be brought in

to

tr ansparent

vessels,

and

fu

mes

so badly. I t seems to be a

greenish-

yellowish

gas, like

chlorin

e. Its atomic wei gh t M o ~ s s a n ~ a s

dt termined

by

filling

two

exactly equal pl

at

mum_Jars

with

nitrogen , a

nd

r

ep

lacing

in

the one

the nltro

ae

n by fi uori ne ; s

ince

the at o

mic

weigh ts of

~ i t r o g e n

(14)

a

nd

f i u o ~

do

not

diff

er

however, this d etermmat10n IS

not

very r ehable.

Mr. M eslans al

so

ex

hibited ono

of :1\foisl:lan s

la

test

pr odu cts, uranium carbide

obtain ed

iu his ~ e o -

tr ical

furn

ace. is a dull bl

ack

ish mass, whiCh,

when

s

ha ke

n in t h ~ stoppered bo

ttle,

sparks m ost

en ergetical ly; th e carbide, or its combustion

pr

o

duct, h

as

a peculiar sme 1

H A

LOID

S ;

LI GHT AND

THE

HvnRA

CI

DS

OF H ALOGENS .

Dr. A . Richardson, of Clifton, r epor ted t

hat

the

time

of exposu r

e ne

cessary

to start the d ecomp osi

tion

of

gas eous hydroge

n c

hl

o

ride

, or of aqueous

solutions of t he acid under

the

influence of light

in the presence of

oxyge

n, vari

es

considerably.

Th

e

nature

of the glass

and

the time of

contact

betw

een glass and acid is of influence.

P ENDULUM ACTINOMETER.

Dr. Richa.rdson and Mr. Quick exhibited a

modified

form of

Bu nse

n and R o

scoe

's pendulum

actinomet er. The apparatus exposes a strip of

sensitised paper to the lig

ht

for comparat

ive

tests

with st a

ndard

strips ; a cloc

kw

or k

ope

ns a s

hutter

periodically. After d escrib ing this ac tinomet er,

Dr.

Rich

ardson sh owed a mu ch-con

tested

experi

ment ab out which

the

section did n

ot

come to any

ag

r

eemen

t,

t hough

Sir

Henry

R oscoe

granted

tha(i

Dr . Ric

hardso

n had su

cceeded

where he had faile

d.

Tu bes

fi

lled with ch lorine and

br

omine, shut off

by

mercury

and

sulphuric acid gas, are illuminated by

magnesium light, wh en

there

is

an

immediate ex

pansion-du e,

sa

ys Dr. Richardson, to

acti

nic rays,

or, as

as

se

r ted

by Profeseor Di xon and

others,

to

h

eat

rays simply afte r all. The only way of

settling

the knotty point will be by continued,

mo

st car efu l

expe

r iment s, which Dr. Ri chard s

on

is r eady

to

co

nd uct

.

THE I oD IN E VA LUE oF SuNLIGHT IN THE

HIGH

A LPS.

During the

wint

er months, whic

h, ow

ing to

weak hea lt h,

Dr

. Ri deal had to spe

nd in

tho En ga

dine,

he conducted a

se

ri

es

of observations on the

io

din

e value of the A

lp

ine

air, ca

refully fo

ll

o wing

the inst ru ctions laid dow n by

the Air

An alysis

Co

mmitt

ee of

Manchest

e

r.

St.

Mo

ri t

z,

wher

e

he

st ayed, is 7000 ft .

ab

ove sea leYel, enjoys a clea r,

remark ab ly

dry

at mosphere, but is n

ot

particularly

ap pro

priate for

such tests, as

i t

is hemmed in so that

M a n c h

e ~ t e r with its d l.y of 8.3 ho

urs in

January,

sh ould get almost half as mu ch again of daylight as

th

is Alpine r

eso

r t . Th e iod ine average

for

the

nineteen

brightest

days

in January

was 9.34 milli

gramm

es

of iodine per ho

ur

per 100 cubic cent i

metrell, th e m

aximum and

minimum being 13.6

and

5.7. The daily average

in

Ma nchester is 4.

5,

that

is, eq

uival

e

nt

t o half a.n hour at St. M o

ritz

. V ery

few observations of

this

kind

ar

e exta

nt

. Dr.

Rideal is no doubt correct

in

ascribing a good deal

of the hyg

ienic

value of th ese m ountain hea

l th

resorts to t he co

mp

aratively large

amount

of sun

light up on wh ich one

may

coun t t her e.

AcTI

ON

o-r LI

CHT

uPoN D YED CoLouRs .

This

committee,

of

whic

h

Pr

ofessor

Hummel

is

sec retary, has undertaken a very

lab

orious

and

tedious task, to determine by experiment th e

r e ~

lative

fastness to

li

ght

of patte rns of silk, cotton

,

and wool,

dyed

with 2

pe

r cent. of the a

rt i

fic ial

commercial colouring matte

rs,

and to the same

d

ep t

h wi th

natural

c0louring

Th

ey were

7/21/2019 Engineering Vol 56 1893-11-03


534

in

the

country at Adel, 5 n1iles no

rth

of

eds, in

Mr.

J ames A. Hirst's g

arden,

the patterns

eing

pinned

on deal board s, covered with white

o,

and

fixed vertically in glaz

ed

wooden cases,

air, after being filtered th rough cotton woo l,

fr

eely. E ve

ry

pattern was divided

in t

o

pieces. One of th ese was

pr

otected , th e

ot

he

rs

posed for different periods. The shortest

fading period was

about

three weeks, May and

1892 ;

at

the end of the first

period

the

were removed and new standards again

wi th the piece un

til

fad ing

to th

e

sa

me

nt had resulted. The fourth and fifth

osed for a

length

of

tw

o or

thre

e fading

ods, so

that the

fifth

set

mig

ht

hav e a.n expo

re of one year. This

method

was

ad

opted in

to be able to expose in different years, as it is

ossible

to

deal with a whole

set

simultaneously.

report, a pamphlet of eight pages, contains

a gr

eat

deal of in

te

r

es t

. The colours a

re

ered according to the Tabellarische Uebe

r-

der Kiinstlichen Organischen Fa rbstoffe,

Sc

hu l

tz and J ulius.

The

eosins

and

allied

o

urs

are the most fugiti ve ; th e meth oxy gro

up

ases the fa

st

ness of the

paler

tint sur viving

a few weeks. All basic reds, including ma

ntas, are fugitive, ;

the

azo reds, and, more st ill,

seconda

ry

diazo compounds,

are

fast . Madder,

ineal, kermes, alita rin , and some chromotropes,

R and 2 B, belong to

the

exceedingly lim ited

er of very fast reds

; the Co

ngo reds

ha

ve not

been tr ied yet.

To be

co

ntinued.

ENGINEERING

CONGRESS

AT

CHICAGO.

BY ou R

NEw YoRK

C

oRRESPONDEN

T.

Continued from page 4 74. )

' ' THE Vibra t ion of Steamers, by

Otto

Schlick,

f

Hamburg,

was

the

next paper. He said it was

phen

omenon of which formerly but li

tt

le noti

ce

ad been taken.

Th

e writer wishes to differ right

ere. Eviden tly

the

author is a good sailor, or he

have been compelled to notice it, and to

by demonst r

at

ion that he had not iced it.

Th

e most

important

forces

are

:

The

thrust of

propeller in drivin g the vessel forward ;

the

st i

ng couple exerted by the engin

es;

the twist

e of the

prop

eller ; t

he

centrifugal force

the ro

ta

t ing masses, if the ce

ntr

e of graYity is

ot in

the

line of axis

;

the inertia of

the re

cipro

especially

the

pi

sto

n, the piston-rod,

connecting-rod. Of all

the

forces ment ioned,

last is of greatest impo

rt

ance in causing

ons.

The

tim e of a complete vibrat ion

dep

ends :

1. On

the

mass of the par ts of a ship which alter

heir location in the change of form .

2.

On

th

e in tens

it

y of th e force with which the

of th e ship tends to resume its original form,

.e , on the elasticity.

He

then

considered

the

vibrations extending over

entire hull, and divided

them

thus :

1 Th

ose undulations which

pr

oduce a vertical

ress in

the

central longitudinal plane.

2. Those which correspo

nd

to a tors ional st ress

the

lon

gi t

udinal

ax

is, whe

reby

t he p lanes of

the

rames have a rolling

11

m

ot

ion im

them.

The author illustrated the effect of th ese vibra

by means of diagrams. H e desc

rib

ed an

inv ented by

hi

m for measuring vertical

ons, and detailed, in conclusion, a number

f experiments he had made with t he German gun

oat Meteor. I le also stated that the period of

could be influenced by a careful distribu

on of

the

weights

on

board, and further, in

twi

n

rew ships, by the rat io of the number of rev o

lu

of

the

engines. If these could be made the

, a

nd the

piston of one engine be made to move

a direction opposite to that of th e oth er, the vibra

ons would almo

st

disappear. R e considered fu r

er exp

er

ime

nt

s were necessary

to

d

ete

rmine

the

ost practicable nu mber of revolu tions of the

s, having

th

e question of vi

br

ations in view.

is paper received much discussion, and in the

urse of it Dr.

Elgar

stated t hat when

the

length

f a ship was more t

han

twelve tim es her dept

h,

was sure to be

mu

ch vibration. Th is paper

eceived a most thorough discussion

at

the hands of

various expe

rt

s,

and

i

ts

distinguished

au t

hor

eceived many compliments from all present for the

E N

G

I N E E R I N G.

[N ov .

3,

I 89

3·

EMBOSSING

PRESS

AT THE COLUMBIAN EXPOSITION.

CONSTRUCTED BY THE E. W.

BLI

S

I P A N Y

D R O O K L Y ~ N.Y.

For Description, see Page 536.)

Fig.

1

0

-

-

..

-

-·

•

/

/

/

2 010

Fig.

2.

·

7/21/2019 Engineering Vol 56 1893-11-03


E N G I N E E R I N

G.

5 5

S

TEAM STEERING GEAR

OF THE ROYAL

MAIL STEAMER NILE.

O N S T R U T ~ D

BY SRS.

NAPIER

BROTHERS, LIMJTED, GLASGOW.

Fo · ~ c t i p t i o n

s

Page

537.)

•

•

• •

•

-

•••

·

• •'

..

.

•

-

able

and exhaustive

manner in

which

he presented

it.

"

\ elded Seams

in

Plates was presented

by

Mr.

Warren E. Hill, the

vice-pres

ident

of

the

Continental

Iron Work

s of

New York

.

This gentle

man is

one

of

the

foremo

st in his

profession,

and

his works

are

among

the best in the

country

.

Th

e

first monitor was

from thei

r place,

and Mr. Row and,

the president,

has been h

onoured time and

again

by

the

various soc

ieties

of which he is a mem her.

Mr.

Hill's

paper was full of interest,

and

received

marked

attenti

o

n,

as it deserTed to.

The paper commenced

with

a description of plate

welding as practised twenty-five years ago,

in

which

a V-shap

ed

piece

waCJ

in

te

rp

osed

between the

sides,

and plates

by

this

methf>d

withstood

tests

of 450

lb

.

to

the

square

inch.

Re servoirs to store ca

rb

olic acid

gas so welded withstood 1800 lb.

Mr. Hill then

continued as follows :

The best

plate-welding

work known to

the

writer is done by a machine of the corn

bined

roller

and hydraulic type,

embodying

an

unyielding

anvil roller which is on one side of

the

seam,

and

a movable roller which is

applied

to the

other

side,

and

which is

pressed

to its

work by

hydraulic

power of unvaryin g

pressure.

' 'Thi

s machine consists of two

vertically arranged

stakes or levers

strongly secur

ed

together at

their

base, one of which

supports

at

its upper

end

the

stationary inside anvil

roll, the face

of

which is

con vexed

to the

circle

of the cylinder

to

be worked

;

and this

stake also serves

as

the

guide

of a cylinder

carrying

table

that

is vertically ope

r

ated by

hy

draulic power. The

other or outer stake carries

at

its

upper

end

,

and opposite the

anvil roll, a

la t

erally

working slide block,

in

which

is

mounted the

outer

or movable roll,

which has

its face concaved to the

circle of

the cylinder to

be

welded,

and is in the

axial

plane

of

the anvil roller. The heating

fur

naces

are mounted on top of the stakes just above

t

he

welding rolls,

the

o

uter furnace being adjustable

to and

from

the other, both being in the same

wo

rkin

g plane.

' 'The cylinder to be

we

lded

is

lifted over the inner

stake

and properly clamped

at

it

s

lower end to the

table,

the

seam

parts being in the vertical line

•

between

the

furnaces

and

welding rolls.

The

gas

furnaces are now

turned

on to

heat

that

portion

of

the seam

l

ocated between

them,

and

utilising an

e

ssential ad

vantage

in

the use

of gas furnaces,

an

intense

jet is directed

u

pon

the scarfed

edges to

bring them to proper

welding

temperature,

while a

diffus

ive

flame is applied

to the parts adjacent

to

the

edges,

in order

that

the heat

may

properly

graduate

to the cold

parts,

so

as

to prevent any

injury

to t

he structur

e of

the metal,

as would

occur

by

a

too

distinct

line between the heat

ed

edges

and

the cold parts. Having brought

the

scarfed

edges to the desi

red

temperature,

the

outer

welding roll is moved

und er

suitable

pressure

to contact with

the

seam

or

cylinder, which is

forced

against the

anvil roll :

the

cy

linder table

is

then reciprocated vertica

lly,

and the

heated parts

passed

between the

rolls two

or three

times,

and

a

weld completed of 6 in. to 8 in.

in

len

gth

.

The

welding

roll is

then r e l ~ a s e d fr

om contact,

th

e

cylinder moved

so

that

the portion

of

the

scarf

or

seam

next the weld is brought

between the

fur

naces for

heating, and

so on, until

the

seam is

finished. \Vi th

such

apparatus a w

eld

is produced

that has been subjected

in

every part

to

an

equally

distributed

pressure.

A

great

number

of welded boilers of various

sizes,

known

as ' dige

sters ,' and used

for reduc

ing wood

to pulp

for

the manufacture

of

paper

,

have

been made

at

these

works,

and are

now suc

cessfu

lly

operated.

Many

of

them are 7ft. in internal

diameter

and

30

ft.

all

over in length

. The

limit

of

width and

length in which

steel plates can be

made

at the

plate-rolling

mills n e ~ e s s i t a t e s making

these

vessels from

severa

l pieces.

In

describing

these boilers, the welds in the

circumfe

rential

seams

are known by

the

shop

technically

as

' cross

welds. '

Th

ese

boilers

in

the

cylindrical

parts

are

made

up

of three

courses,

the plates being

in.

thick.

The

heads

are

in. thick,

'bumped

1

in

a

hydraulic

press to a

depth

of 15

in., and are

Banged

6 in.

deep on the periphery. Before

rolling

the

plates

to fo

rm the

cylindrical

portion

of

the

digester,

the

y

are

bevelled

in

a

planer, thu

s form

ing the

scarfs.

The head

s

when

flanged

are

bevelled on a table

lathe

or

boring

mill. After

•

-

welding

the

cylinders

in

t.

he

vertical welding

machine before described, they are clamped to

gether and

the

cross weld

made

by hand. These

digesters when

in

use at the paper-mills are set

vertically,

and

have heavy

ring

s we

ld

ed

in

the top

head to form

the

hole

th

rough which

the

wood is

passed to

the interior

of

the

bo

il

er,

and

the

lower

heads also have

ring

s welded

in

to form

an outlet

for

the pulp after treatment

.

The

ope

ration

of

producing

the pulp

is

carried

on for

about

four

hours,

during

which

time the p r ~ s s u r e maintained

is 125 lb.

to the

inch. Of

cour

se, while blowing

out

the product and r efilling

the

boiler with wood

c

hips the

temperature is greatly reduced.

The

se

repeated

operations cause

great stra

ins

on the

vessels

by

the

action of expansion

and

contraction,

which would soon cause a riveted boiler

to leak

at

the rivets

and

caulking. These boilers,

after the

completion of welding,

are annealed in

a

proper

annealing furnace,

and afterward are

sub

jechd to

a hydraulic

pressure

of l 90

lb

.

to

the squa

re

inch.,

The author

then

described

the

process of making

co

rrugated

furnaces. The

plate

from which a fur

nace

is

mad e is scarfed at it s edges,

then

rolled

and

welded

into

a

cylinder

whose

diameter

is equal

to

the

mean diameter

of

the

furnace

afte

r corrugating.

The

welded

cylinder

is

then put in

a vertical

gas

furnace,

and

submitted

to an even

heat,

from

which

it

is

transferred to

a vertical corrugating

machine,

the corrugating

spools of

the outer

roll of

which mesh with,

and are

fed horizontally

into,

those

of

the inn

er

corrugating

roll. After

the

cylinder

has

been

submitted to the action of these rolls for

two or three

minutes, the

corrugations

in

the

cylinder are co

mpletely

formed,

and,

by the law

governing

the

flow of metals,

the

corrugations,

not

withstanding

the apparent

st

r

etching

and

upsetting

of

the

metal,

have

an

even

thicknees.

After thua

corrugating the plain

cylinder,

the

circumference

of

the outer

corrugations is in. greater

than

wa

that of

the p l ~ L i n

cylinder,

w

bile

the inner

corruga

tions

are

of a circumference co

rresp

ondingly less ;

in other

words,

the material

has b

ee

n

stre t

ched

outwardly

this

distance and

compressed

or

upset

the

same

distance

inwardly, making a. total rang&

of elongation and compression of 9l in. During.

7/21/2019 Engineering Vol 56 1893-11-03


such operation of corrugating, the weld is severely

worked

and tested

- in fact,

by

such a

test as

a

smith

wou

ld pu

t

to the

weld in a

bar by bending it

backward

and

forward

to test its

perfection. Al

though these

furnaces

are

all,

after

completion,

subjected to

an

internal

hydrostatic pressure test of

250

lb. to

the

squa

re

inch, not

one

in fifty ever

shows a pinhole. "

The

a

uthor presented a

t1ble of

tests made in

o ~ t o b e r 1891,

by the . a i r banks

Company, showing

that, although

s

ub jected to

tension 56, 000 lb.

to

57,000 lb ., no piece

br

oke

at the

weld, the elastic

limit

being from 36,000 lb.

to

39,000

lb

.

He

stated

that the limit of the diamet er of an iron

pipe

was

for

ma

ny

years 12

in

. ,

but

now

the

Continental

Iron Works

freq

uen t

ly

mad e boilers

and other

vessels 7 ft. or 8 ft . in

diameter and

30 ft.

to

33 ft .

in le

ngth,

and that the on

ly limit

s were the ability

of the rail ways

to transport,

the size of the

appa

ra

t us producing the weld, and the ove

ns

in which

t

he

vessels

were

annealed.

He

closed

with

the

prediction

that

before long all

the boiler

shells

in

ocean steamers would

be

made

by

th is

pr

ocess,

and

riveting dispensed with.

Following

this

came

'' The

Screw

Propeller, by

S. W.

Barnaby.

This dealt exclusively with the

investigatio

ns

made

in

England,

and

laid

down

the

fo

ll

owing conditions :

1.

Each

screw must

be tried at

a

number

of

sl

ip

rati

os.

2. The velocity of feed must

be

capable of accu

rate measurement

.

3.

The

power

expended

in

driving

the

screw

must

be

measured,

and i t must

be the power given o

ut

by the

shaft,

and not

complicated with engine fri

c

tion, which is

an unkn

own

quantity.

He then discussed various fo

rms of

screws

and

und

er varied circumstances, dra.wing in concl-usion

the

following res

ul

ts :

a)

That there

is a definite

amount

of real slip

at

which, and

at

which only, maximu m efficiency can

be

o

btained

with a screw of

any

given type, and

that this

amount

varies with t he pi tch ra tio. The

slip ra tio

proper to

a given ratio of pitch

to diameter

has been discovered

and tabulated

for a screw of a

standard

type.

(b)

That screws of large

pitch

ratio, besides

being less efficient

in

themselves,

add

to the resist

ance of th e

hull

by an

amount

bearing some propor

tion to

their distance from it, and

to

the amount

of r

otat

ion

left in the

race.

" (c) That the

best pitch ratio

lies probably be

tween 1.1

and

1.5.

" (d) That the fuller the lines of

the

vessel, the

less the

pitch

ratio should be.

(e) That coarse-pitched screws should be placed

furth

er from

the stern than

fine-pi

tched

ones.

"

(f) That apparent

negative slip is a

natural

result

of abnormal proportions of propellers ; that it

can probab

ly

be produced in any vessel by a su

it

able

selection of

diameter,

pitch, and revolutions, but

will always be accompanied by waste

of

pow

er

.

That it is broug

ht

abo

ut by

two conditions

in

com

bination,

neither

of which would be sufficient of

itself to produce it : first, the existence of a fric

tional wake ; second, the fact that a screw blade

ismisses the

water

at a

higher

speed than

its

own

s meas

ur

ed

by

pitch

and

revolutions ;

that, in

ho

rt,

the slip of

the

w

ate

r is g

reat

er

than the

slip

the screw, so th

at there

may

be

sufficient real

in

the r 11 ce

to

enable it s backward m

omentum

o

be

equated to the forward momentum of the

and

yet

the apparent s

lip

of the screw may

a negative value.

(g) That

thr ee blades

are to be pref

erred for

-speed vessels,

but,

when the

diameter

is

restricted, four, or

even

more, may

be

geously employed.

(h) That an efficient fo:-m of blade is an ellipse

a min or axis

equa

l to

four-tenths the

majo r

•

(i)

That

the

pi b h vf wide-bladed screws should

ase from f o

rward

to

aft, but

a uniform

pitch

results when the blades are

a-:1d

that

the amount of the

pitch

variation

hould be a

functi

on of the width of the blade.

j)

Th

at

a considerable incl

ina

t ionof screw

shaft

vibra tion,

and

that with

right-handed

twin

turning outward

s, if

the shafts are

inclined

all,

it

should be upwards

and

o

utwa

rds

from

the

.

11

l{e ga,·e

in

an

append

ix various examples f

or

number

of revolutions,

othe

r

matters

in screws.

Thi

s

paper

was

ably

discussed by Messrs. Me

Far-

•


•

[Nov. 3

I

893·

land and Kafer, Colonel Stevens,

Messrs.

James

Howden

of Glasgow, H.

B. Roelker, and Dr. EJga

r.

This paper

is

certainly one

of the

most

valuable

that has

been presented

to the Congress, and con

tains, in short space, the practical

rules

which

have

been deduced

from the

extended expe

riments of

Isherw

ood, Froude, Th ornycroft,

Y

arrow, and

others.

scat

te red throughout the sh

ip,

the a

ux

i

liary

steam

and exhaust

pi

pes

w

ould all be di

spen

sed with.

' 'The

converting of

the

water pressure in t

o

mec

hani

cal

motion

being accomplished

almost

with

out mechanism, no sk i

lled

attention is r

eq

ui red at

any of them.

' 'The flooding of any compartment would not

affect

the transmitting of

power

through the

fioo:led

compartment.

'The

R esista

nc

e

of Ships,

"

by Professor

Riehn,

of

Hanover,

Ge

rmany,

was a

subject

bristling with

mat

hema

tics, but co

ntaining

much

valuable and

interestin

g matter and information.

The

gen

era

l opinion was

that,

as

the paper had,

unfortunately ,

been

circulated but

very

recently

in

advance, a very valuable discussion could not

be

expected,

and

therefo

re

no

ne

was made.

Repair would be

redu

ced

to

a

fr

action of what

it now is.

Less lu

bricati

ng

material

would be re qu

ir

ed.

Aux

iliary

stea

m

engines

that

work inter

mitte

ntly

u

se

a good deal

of

cylinder

l ubrication,

which is

carried to

the auxi

liary conden

s

er, and

mu st

either he

filtered out or get into the boilers.

The saving of weight, on a very

moderate esti

mat

e, would

be

69,850 lb.

The

next two

papers

may be considered together;

they were:

' '

Rules

for Boiler Construction

of Various

Governments

and

Registration

Societies," written

by Nelson F oley, the manager of the

Hawthorn

Cuppy Company of Naples,

Italy, and

the

''

Go

vernment

In spection of

Merchant

Vessels

and

the

Infi uence

thereon

of

Registration Societies,,

by E.

Platt Stratton, chief e

ngine

er-surveyor

to

the

Record

of American and Foreign Shipping. Th ese

two

papers

are

of

entirely

different

characte

r,

that

of Mr.

Foley

being

strictly

technical,

and

discuss

ing the various

rules

for

strength. I t

is a most

valuable pap er ,

and

will

be

of the

greatest

\'a lue

to marine

engineers in the desig

ning

of

boilers.

Mr. Stratton,s paper

was less

te

chnical,

but brought

out an

animated

discussion, which was

pa

r ticipated

in by

some fifteen

or twenty

of the

ge

ntlemen pre

se

nt. The

fact was pretty

thoroughly

established that

there

is

great

dissatisfaction

with

the

rules

of the

stea

mb

oat

inspection service in

this

country,

la rgely

on

account of the fact that they

are not

sufficiently elastic to

pr

ovide

for

progress

in

marine engineering

and

shipbuilding.

The

form of

test-piece for boiler material was pretty well dis

cussed,

and

the present fo

rm

condemned. The

question of the factor of safety for

steam

boilers

was also discussed, and several eminent

gen

tlemen

expressed

the

idea

that the

proposition in the Frye

Bill, of

about

a

year

ago, to have a factor of 6, was

not

desirable, as a lower factor would be entirel'Y

satisfactory.

This

idea, however, was combated

very strongly by other

gentlemen

who had given

the matter great

attention.

A very

interestin

g

paper

succeeded

the

fore

going,

entitled

: Auxiliary

Machinery

of

Naval

Vessels,

11

by

Geo. Vv Dickie, manager of the

Union

Iron

Works

of

San

Francisco, from which

works

the

United States

Government

has just

received five

additions to

the warships. He clas

sified

the subject under

two heads :

' 'Fi rst,

those

that perform du

t ies

dependent upon

the

running

of

the

main engines, and which have

become detached machines,

through

a process of

evolution in design

to

meet some of the difficulties

of higher pressures and

higher

speed.

' 'Under the

second

head

we would place all the

auxiliaries whose

functi

ons

are in

no way depen

dent on the operation of the

main

propelling

engines. ,,

Unde

r the first

head

he considered conde

ns

ere,

air

pumps, circulating pumps, auxiliary condensers,

and

the feed s

yst

.em.

Under the head of aux

ili aries

notd.ependent

on running

of

the

main engines,

he

constdered

the

dratnage system, fire ser vice,

and

the

blower engines. He then considered the aux iliar ies

not driv

en

by steam, and reco

mmended

hyd raulic

pressure, obtained from Pelton

water

-wheels

operated

by

jets

of

water at

600 1

. pressure pe;

square

inch,

for ope

r

ating

the t

ur

rets, the blower

engines, the reversing gear,

dyn

amos, anchor gear

windlass, winches,

boat

cranes, ca.pstans, and

ing gear. He next dealt with the

hydr

auli c power

necessary for t his, and fixed it at two

sets

of

pump

ing en

gi

nes

delivering

386 cubic

feet of water per

minute, and

concluded

this admirab

le

paper as

fo

ll

ows :

'• To sum up,

what

have we gained by this

me

thod

of converting the

steam

into

water pressure

and

distributing it

to the

var

ious

a u x i

r i e ~

throughout the

vessel ?

W e have concen

trated the production of th

is

power, placed

it

in

<t

ce

nt r

al position

directly under

the c ~ 1 . r e :l

nd

supervision of

the

engineer officers.

., In

th o

centra

l

compartment

would also he

placed the auxiliary conden

ser with its

circulating

and air

pump,

where

it

would condense

the

steam

from

the

engines ope

ra ting

t

he hydrau

lic

pumps.

"

There

being no auxiliary s team engines

But

most important of all is

the

fact that the

act ion

of

the

water on the wheels we propose to

use is absolu te

ly

certain,

and

n

ever failf:;,

while

the

absence of r eciprocating parts

renders

a

breakdown

hardly within th

e possibilities.

"

What

we propose, while

new

. on

board

war

ships, has

be

en developed through a

long

series of

exhaustive experiments into a very extended use

in

the

Pacific coast

States, wh

ere the principles in

volved

are thoroughly under

stood,

and where the

result

s to

be obtained

are matters

of

fact and

not

•

of

experiment.

'' When

we consider th e pond erous machines

hith

e

rto

u

se

d

for converting the power in

high

pressure

wat

er

into mechanical movements, it is

n

ot surprising

that

it

is a

revelation to many

well

informed engineers,

and

that

they

find it difficult

to comprehend

the marvellous results

obta

in

ed

from mec

hani

sm so

simple

as

compared with

the

older method. "

This

paper was accompanied by a

full

set of

illustrations,

and

received

marked and

t ho

ughtful

attention

and

di

scussio

n.

To becontinued.

)

BOILER

-END TURNING, BORING, AND

DRILLING MACHINE.

THE illustration on page 531 represents a special

tool constructed

by

Mes

srs. Rushworth and

Co.

'owerby Bridge, for Messrs.

Da,

·ey, Paxman, and Co.:

Co lchester , fer turning, boring, and drilling. The

m ~ c h i n e will admit a job 8 ft. 2 iu. in height, while the

he1ght from

the

top of chuck

to the und

erside of

~ h e s p

i n d ~ when

th

e.cross·s

li

de is in

the

top position,

1s 6ft. 4

w.

The mam bed and

the

two uprights or

stan.dards a ~ e very strong and massive, beil1g of pox

sect10n, w1th box bars, c. The cross-slide is

ar

ranged t o. rise and fa

ll by

worm gearing worked

from

b e l t ~ r t v e n

p ~ l l e y s at.

the

top of the

right

band

sta

ndard m

the

1llustrat10n. On this cross-slide

are two heads for drilling, arranged

to

rise and

fall .by power by wor m gear, as shown on

the

illus

tr

ation, to move

by

rack and pinion and by hand

wheel,

c. Th

e spindles are of steel, 3 in. diameter

and 10 in. range, ~ n d

are

perfectly balanced,

so

that

when the nuts, whlCh are. of gun-metal in two parts,

are

re

leased

by the

lever m front,

the

spindles return

quickly. The minimum distance from centre to centre

of holes which can be bored is 10 in. The drills can

be run separa tely

or

together, a steel c

lut

ch being

arranged ou each head carrying

the

drills, and worked

by

levers, as shown. On

the

same cross-slide is ar

ranged a tool box or turning

rest

f

or

turning

the

edge

of

the

fl.anged

flue or

the

top. There is also a turning

rest at

the

bottom, so

that

the top and bottom can be

turned

at the

same time. The chuck which grips the

f i l ~ e s

is 5 ft. in diameter, with five jaws, all connected

w1th .steel bevel _wheels, so that

th

e flue ring always

r e l ? a ~ n s c o n c e ~ t n c . The largest diameter the jaws will

g

np

1s

4

ft. 9 10.,

th

e smallest

2ft. On

the

underside

of this c.huck is a wormwheel for driving

the

chuck

for turnmg, and for dividing or pitching

out the

holes

from .20 to 140 ~ h . e dividing arrangement shown on

the

s1de. The dtv1dmg handle, the handle for moving

the chuck longitudinally, and

the

handle for

the

turn·

ing

rest

are close

to

gether, so that

the

workman has

not to move. The strong slid e which

the

chuck is a:rranged to move through

the

uprights by a

screw havmg a range of 6 ft. , 3 ft. on each side

of

drills,

so tha

t tub e holes in

the

portable boiler fire·

boxes can be bored in any part. The mitre and beYel

gear are a

ll

of steel. The driving mechanism is all at

the back on

the

right-hand side of the machine

out

of

the

way of

the

working.

The

weight is

17

ton

1

s.

300-

TON

EMBOSSING PRESS AT

THE

W0RLD,S

COLUMBIAN

EXPOSITION.

Tlf

E 300 . ton

e m b o s s

press illustra ted on page 534

was built

by

the E. ' \ . Bliss Company, Brooklyn,

N.

Y.,

and forms

part of

a la rge exhi

bit

of preEses

7/21/2019 Engineering Vol 56 1893-11-03


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7/21/2019 Engineering Vol 56 1893-11-03


•

shown by them at

the

Columbian Exposition. I t is

designed for embossing silver, gold, bronze, ~ n d

similar

metals

for the ~ a n u f a c t u r ~

of

~ e d a . l s coms,

silverware, &c. The mam

frame,

w.

wluch

the

work

ing slides and toggles are a r r a g e d 1s .a new feature.

It

is made of a solid wrought-Iron f o r g 1 0 ~ s

lotted

o ~ t

to receive

the

working parts. A

c a ~ t - 1 r o n

f r a ~ ~ 1s

bolted to

the back of this

for

c a . r r y m ~

t ~ e

dnyw g

shaft and clutch connect ions. The shde 1tself, and

the adjustable punch-bolder, are made ?f steel c ~ s t

ings,

with

tool-steel surfaces

to

bear a g a m

the d1_es.

The toggle

links

have hardened steel

be

anngs, . w h ~ c h

are

so

set th

at

they

can

be

easily

removed

for g n n ~ l D g

or repairing. The cylin

dr

ical seats between t ~ e

hnks

are

1 in. in diameter

and

7 in. long.

The

mam

shaft,

fr

om which the motion is transmitted to the toggles

d

f

1

cc t

I

by means of a heavy lever a.n a. power u man,

is 4

-

in. in diameter, and

ru n

s at lOO revolutions p ~ r

minute.

I t

is turned

and

sl

otted

out of. a ~ o ~ t d

forging.

Another

special f e a t u ~ e of

machme

1s 1 ~ s

direct action, and the manner m whiCh the mot10n 1s

co

mmunicated

to

the driving a . f t

f ~ o m

a. ve

ry

flywheel, 66 in. indiameter

by.

9 w1de, a

nd

we1ghmg

2500 lb.

This

is done

by

a fnct10n clu tch actuated by

a cam. When the

foot

is pressed

upon

the treadle

shown a.t

the

base of the machine, a s

pring

is released,

which causes

the

friction clutch to t

ake

hold of he

rim

bolted

to the flywheel. As soon

as one w o ~ k 1 g

stroke has

been completed, the

cam

J efore m e n t 1 ~ e d

releases

the

friction clutch, thus stoppmg operatiOn

of the press

a . u t o m a t i c ~ l l y By

means of th1s a . r r a . n g ~

ment all

internal gearmg 1s

avoided, and a

' ery

rap

td

action obtained. The

handwheel

at the stde of

t ~ e

press moves a wedge

f o ~

adjusting the. punch in

I

ts

vertical relation to the dtes,

thus

regula.tmg the pr e

s

sure upon

the

metal between .th e two. . In

~ i g .

1 a.

brake is shown which

operates

m conne ct10n with the

releasing cam, so a.s t o

~ t o . P

the

working pa

rts

of

the

machine as soon as the fnct10n clu tch has been

thrown

out

of contact

with the

rim. A

da

sh

pot

is used to

ease the ac ti

on

of the brake.

LOCOMOTIVE AT

THE

COLUMBIAN

EXPOSITION.

ON our two-page plate we commence

the

p u b l i i o n

of detail engravings of a

twel

ve-wheeled locomotive,

constructed at the Brooks Locomotive

Vorks,

Dunkirk,

New

York,

U.S.A., for t he Great Northern Railway,

and exhibited at

the

Chicago Exposition.

I t

has 20-in.

cylinders, 26 in. stroke, a

nd ~ 5 - i n .

dri':'ii?g wheels.

It

will be noticed

that

two pairs of

dn

vmg wheels are

flangeless thus

reducing

the rigid

whee

l base to

9.8 ft. working order, the weight on the drivers is

136

,000 lb. ,

and

on

the tru

ck 20,000

lb.,

or

156,000 lb.

in

all. The tender carries 4000 ga llons

of

water an'l

8 tons of

bituminous

coal.

In

a future issue ve shall

complete

the

illustrations

and

give further particulars.

N APIER'S STEAM STEERING GEAR.

W.E illustrate on page 535 the steam steering gear

constructed by Messrs . Napier Brothers, Limited, of

the vVindlass Engine ¥orks, Glasgow, for th e new

steamers

Nile

and Danube, of the Ro yal :Mail :steam

Packet

Company's South American fleet, described in

a recent issue (page 370

an t

e .

The

gear is arranged to

work dire

ct with

a double-threaded screw, or, if ex

pediency demands, it

may be

worked with c

hain and

barrel,

operated

by qu adrant. The change is easily

and quickly made, and eit her of the arrangements can

be worked by steam or hand. By a simple arrangement

of clutches,

the

mechanism is shifted from screw

to

chain

barrel

gear,

or

disconnected from steam to work

by hand. The cylinders are 10 in. in diameter, and

the stroke

is 10

in.,

the

st

eam pressure being

160 lb.

to

the

square inch. On trial on boa

rd the

N ile, the

gear worked from hard

over

to hard

over

in 28 seconds.

Everyt

hin

g is

mad

e to st and heavy strains, all

working

parts being of steel, the wheels being machine cut .

Th

e opera

ti n

g of

th

e valves of the steering engine from

the

bridge may,

of

course, be done in many ways ; in

the

Ni le and Danube,

Brown

's

telemotor

sys t

em

is

introduced.

EARLY AMERICAN LOCOMOTIVES AT THE

WORLD'S COLUMBIAN EXPOSITION.

a recent issue (see page 467 an te) we gave several

examples of

early American

practice in locomotives,

culled from the Transporta

tion

Building of the World 's

Columbian Exposition. iVe now publislt illustrations

(see page 542) of two more celebrated engines, varying

in date from 1831 to 1834. The "M i

ssissippi"

(Fig. 1)

w

as

built in England in 1834, and was in use

on

the

Nancbez and Hamburg Railroad in 1836-38. No record

seems t o be

obtainable as to the

wo

rk don

e

by this

engine,

but

in 1868

it

was removed from

Nan

chez

to

Vicksburg. I t

was

then

put

aside, and gradually

became buried in sand,

until

1878, when it was ex

humed and put

to

work again on

the

:Meridian, Brook

haven, and Nanchez road. On

this

seven-miles branch

train

up

to 1891.

The

" :Mississippi" weighed 14

,00

0

lh.,


and had driving wheels 43 in. in a m e t e r ; th e

cylinders were in. in d iameter

by

16 m. stroke. .

'fhe "De vVitt Clinton "

Fig.

2)

was t h ~

tlurd

locomotive b u i l ~ in America for actual serviCe. I t

had two cylinders 5} in. in diameter by 16 in.

stroke

.

The

two axles were coupled,

th

e ~ h e e being

4ft. ~ i n .

in diameter , with turned and fimshed spokes, let mto

cast-iron bosses and rimn. The

boiler

was tubular,

with a drop furnace

and

two firedoors, one abo,·e

the

other.

The

tubes were of copper, 2 in.

in

di

ameter

by abou

t 6ft. in length. The

cylinders were inclined,

and the pumps

vertical,

the latter

be

ing

w o r k ~ d

by

bell

c

rank

.

Th

e

engine

wei

ghed about

3}

ton

s

without

water

and would

run

30 miles

an

hour on the level

with

three to

five

cars

and anthracite coal.

The "De Witt

Clinton

"

was

contracted for at the

\Vest

Point

Foundry by John B. J ervis, shortly af ter

the

completion of the "Best

Fr i

end " a n ~ t h ~ ' V

Point

'' in the spring of 1831.

Expenmental

tnps

were made

on

the Mohawk and H

udson Railroad,

and

on

August 9, 1831,

the

locomotive started for

the

first

trip before the public.

The

journey

to

Sche11ectady

and

back was accomplished successfully,

and

with?ut

other incident than frightening horses and bunung

most of the

umbrellas

of the party by s

park

s from th e

funnel. These must have been outside passengers, we

presume, for

th o

se in

the

in ter ior. of the coaches

would

be

well protected from

suc

h m1sha.ps.

NOTES FROM

THE

UNITED STATES.

PHILADELPHIA,

October 24.

U

NFAYOURAB

LE condit ions

st i

ll continue in

all

t he

iron markets

of

the United States. At New York,

small lots

of

foundry iron are being taken

at

about

14.50 dols. Finished ir

on

is moving in small lot s ;

but there

is uo general

di

spo

si t

ion

to buy

beyond daily

w a . ~ t Correspondence

with

railmakers shows that

there is no

desire

to cut

pri

ces until the opening

of

de

mand. In

Easter

n Pennsylvania mills are running as

usual,

and

buyers are

permitting

stocks

to

decline

to

a.

very low point.

At

Pitts.burg

there are

some s y m p ~ o m s

of

improvement,

resultmg

from

shaded quotatiOns,

which buyers have thought it advisable to take

ad

van

tage of. Steel billets have been reduced

to

18 clols.,

and

mu

ck

bars

to

20.50 dols. St ructural

mat

er ial

up

to 15 in. is

quoted

there

at

1.

50;

plates, 1.40 to

1.50; merchant

iron,

1.35 at

Va

lley

points. There

are 12,000 coke ovens idl e out of 17,000

in

the

Connellsville region.

At

Ohio Valley points

th

ere

has been very little business in

pig

iron. There are no

present prospects of

an

early improvement

in

the iron

or

steel

trade

. In

the

Y oungstown

district

the mill

owners

have

refused

to

sign

the

amalgamated scale;

but negotiat

ions are still

being maintained,

with a

view

to

a

settlement.

In

Chicago

there is nothing to

report;

in

St. Louis

bu

siness has fallen off.

THE

PHYSICAL SOCIETY.

AT

the

meeting of the Physical Society held

on

October

27,

1893,

Professor J .

Perry,

F.R.S., vice-president, in

the chair, Mr.

E.

C. Rimington read a paper On the

Behaviour of

an Air-C

o1·e T ransformer when the Frequency

is Below a certain Cri tical Value. Taking the ordinary

differential equations for two circuits having self and

mutual induction, and assuming sinusoidal electromotive

forces and constant coefficients,

the

author shows that

although the difference of phase between the primary

P. D. and primary current

is

always diminished on closing

the

secondary ctrcuit,

yet under

cer tain cir

cumstanc

es

this closing increases the

imp

eda

nc

e of the primary.

With

co

nstant P. D. th is means that do sing the .seconda.ry

decreases th e primary

cur

re

nt,

a phenomenon

not

usually

observed. The critical

co

nditions necessary for increased

impedance are fully worked out in the paper, as well as

those under which this increase becomes a maximum. In

the case of two ident ical coils with no magnetic leakage, the

critical value of

a (a

=

P

L here

p

=

2

1r tim

es

th

e fre-

?'

quency, L

th

e inductan

c ;

of

the

primary, and r

it

s

re

-

sistance) is

.

J2 whilst that to give maximum imped-

•

ance ts

1

J2

•

The maximum increase possible is

15

per cent. The

corresponding values are given for various amounts of

magnetic leakage in

tabular

form, and curves were

exhibited at the meeting showing how the

imp

eda

nc

e,

currenb, power, and magnetising effect vary for different

values of a.

To test his conclusions, the

author made

experiments

on two coils close together, the observed increase in

impedance amounting to 3.2 per cent.

In addition

to the analytical investigation, the subject

is treated geometrically at considerable length.

Professor Minchin showed

that the

impedances might

be represented by two hyperbolas, having p

2

as

a . b s c i s s ~

and th e squares of the

imp

edances as ordinates. These

could be readily cons

tru

cted

fr

om

the data

given. A line

representing the

primary

inductance

drawn on the

same

diagram intersects one hyperbola, showing that the im

pedance has always a maximum value. By a. simple

const

ru

ction the phase angle be

tw

een

the

primary and

secondary

currents

could

be

determined for any given

conditions.

Dr. Sumpner observed

that

increased impedance on

537

closing the secondary necessanl.Ymeant a. decrease m

the

Jag of the

primary

current behiDd the pr1mary P a. .

1

r. Blakesley was pleased to see . he

g e o m ~ t r t c

method of such service, and thought Jt

D?uch s 1 m ~ l e

than th e analytical ooe. The rea son why

l . n c r ~ a

tm

pedance on closi ng the secondary of o r d u ~ a trans

formers bad not been noticed, was .because thetr lag angles

were very

la

rge.

In

a figu re publtshed some years ago to

represent the actions of

tran

sformers, a n g ~ be

had

chosen were such as would make the p ~ t m a . r y 1mpedat;1ce

increase on closing

the

secondary. Gtvtng an express1on

connecting the

primary

currents on open and clos.ed

secondary respectively,

he

now showed that. to g:et m

creased impedance the sum 0f the lag angles m

pnmary

and

secondary

must

t = ~ x c e e d .

90

deg.

To

get

large

power in the seoonda.ry tbe pnmary Jag should be nearly

90

deg., and the secondary about

45

deg. .

He also that s.ome of the figures m the

paper might be s1mph6.ed conslderably. . .

Professor Perry said be bad long bad the 1mprese10n

that if a sufficiently small cu

rr

e

nt

were taken

the

seco

ndary,

in creased impe dance would be b s e r . v a b l ~ m all

cases, and he quoted some numbers he b ~ d gt ven m. the

Philosophical a z i l n e for 1

89

1, showmg a dectd£d

•

mcrease.

Mr.

Rimington, in reply,

Ea.i

d

he

was not aware that

the effect he had now brought forward bad been observed

previously. Th e result was completely worked out

ana

lyti

ca

lly before using geometrical methods.

Mr. W. B. Croft, M. A., showed. Two Lectu're·R oo:n

Experifments. One, on "

The

Rmgs

and

Brushes m

Crystals," was performed by very simple apparatus

in

two ways. In the first a bundle of glass plates was used

as polariser, and a Nicol pri sm as a lalyser.

Wh

en a

Nicol could not be

co

nv

ementl

y

obtamed,

a glass plate

could be used as a. reflecting analyser. For a con·;ergent

system two glasscard-cunnters were used, th e crystal being

placed between them.

Very

good results were produced

by this simple apparatus.

In the second arrangement

the

crystal was placed on

the eyepiece of a microscope (whose

object

ive was re

moved), and covered by a tourmaline.

On

reflecting light

up the tube by means of a piece of glass held at the

proper angle, excellent resu

lt

s were obtained.

Another exp&riment

on

lectric Radiation in Copper

Filings was similar

to

those described by Dr. Dawson

Turner at the Edinburgh meetings of the British

A s ~ o < ? i a .

tion. A battery, galvanometer,

and

glass

tube contammg

copper filings, were joined in ser ies. Under ordinary

circumstances no current

pa

ssed, but immediately

an

elec

tri

c

spark

was produced by

an

electric machine many

feet away, the galvanometer was violently de

fl

ected, and

remained

eo

until the tube was tapped. On trying

different r i a l aluminium

and

copper seemed

about

equal, but iron not so good ;

carb

on allowed the current

to

pa

ss always.

Professor Minchin said

the

fchenomena were strikingly

like those ex

hibit

ed by his ' impulsion cells," for, the

moment a spark passed, even at a distance of 130ft., they

became

i t i v

to light. Very minute sparks were

ca

pable of

pr

oduci

ng the

change,

but

by

adding capacity

to the

sparking

circuit the effect

co

uld be t l y modi·

fied. Replying to a question from Mr. Rtmington, he

said

the

change was

due to

electro-

magnetic

vibrations,

and not to light emitted by the sparks.

Mr. Blakesley inquired if lengthening the

spa

rks pro

duced greater effect

on

the coppe r filings.

Mr.

Lucas asked i the resistance of a tube ever became

infinite again if le

ft

for a long time.

In reply, Mr. Croft

sa

id

the

current sometimes passed

before the

spark

actually occu

rr

ed between the knobs.

He had not left tubes for very long, and had nob found

the resista.nce reappear without tapping.

THEUNIT

ED

STATES NAVY.-The U nited States line-of

battle ship Oregon, built

at the

U nion

Iron

Works,

~ a n

Fran

cisco, was launched

on

Thur

sda

y, October 26.

A NEw SYSTE;\I OF

WHEEL

CONS

TRU

CTION.-A novel

system of

construct

ing wheels

ha

s recently been patented

by f r . Archibald

Sharp,

AJH.I.C.E., of the

City Gu

ilds'

Oentra.l

In

s

titution, South

K ensington which, whilst ap

plicable to bicycle carriage wheels and ~ I t pulleys, would

seem to have special

a.d

va.ntages in the construction

of

heavy flywheels. Such wheels, as usually built, require

a. considerable amount of expensive machinery, which is

avoided in

Sharp's system

of construction. Th e ordinary

wheel arms are replaced by wrought·iron rods, which are

U

-s

haped, and

lap

round

the

hub of

the

wheel,

the

ends

of the U being secured

to

the

rim by

nuts. The driving

power is transmitted to the spokes entirely by friction,

and as the arc of contact of

the

on

the

rim is

fairly large, the principle of band friction comes

into play

1

so that very

great torques

can be trans

mitted w1thoub any risk of slipping taking place.

For a.

29-to? w ~ e e l Mr . Sharpe proposes .to use

32

spokes,

ea.c? 2

10.

m d1azr.eter,

~ e c u r e d

to the nm by split nuts,

w ~ t c h mak es a very.nea.t J?b. Such

a.

flywheel,

as usually

b u i ~ t would have s1x e1ght arms, and when running

at

a.

htgh speed the centnfugal force

tend

s

to

bend the rim

between, ,9uch bending being a serious addition to the

direct circumferential tension due to

the

same force.

The

numerous

k e s

of

the

new construction greatly reduce

this

bending,

whilst

at the same time the wroug

ht-iron

spokes

are

considerably

s t r o n g ~ r

than the ordinary

cast

iron arms, and consequently

it

is claimed

that

the spoke

wheels can

be

run at a much higher ~ p e e d

In fact

the

inventor claims

the

rims of his wheels may be run 'at a

speed of

300

feet per second . . Thus lighter wheels

can be

~ s e d

wh1ch W?uld

be

spema.

lly

advantageous

in

gas ~ n g 1 ~ e

w o r ~

p a . r t 1 ~ u l a . r where.

e a . t regularity

of

runmng 1s reqmred, a.s m dynamo dnvmg.

7/21/2019 Engineering Vol 56 1893-11-03


REFRIGERATOR

CAR

AT

THE

WORLD'S

COLUl\1B

IAN

EXPOSITION.

CO

N&TRUCTED BY THE ' VICKES

REFRIGERATOR

CAR C O ~ I P A N Y , CHICAGO.

(F

ot D

esc>·iption

, see

opp

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7/21/2019 Engineering Vol 56 1893-11-03


E N G I N E E

RI

N G.

539

REFRIGERATOR CAR

AT

THE WORLD'S

COLUMBIAN

EXPOSITION.

CONSTRUCTED

BY

THE WICKES

REFRIGERATOR CAR

COl\lPA

NY,

CHICAGO.

Fig.

5.

~ ~ , u ~ ~ - - - - ~ ~ - - - - - - - - - - - - ~

• • • • • • • •

• t •

0 • • • •

• • • • • • •

,.

.. front

Ix a 'Vickes car the cooling is done by

means

of ice,

held in galvanised iron receptacles, common

ly

called

ice tanks ; there being

two suc

h

tanks

lo

ca

_ed at each

end of a car (Fig. 2), the two tanks occupymg the full

width of a car. These tanks consist of an oak fr ame

work to which are n

ailed

strips of No . 20 galvanised

iron, 2 in. wide. These

st r

ips run vertically and hori

zontally, and are in terwoven i l the manner of basket

work, with spaces b e t w

(F1g

s. and At

en:ch

front crossing of the. honzontal_str1ps, 2 m. by 6

u ~ .

strips of galvanised u on are shpped under

the

h ~ n

zontal strips, and the ends

bent

outward, thus ma.kmg

leaves of metal proj

ect ing

2 iu. from the oute r su

rfa

ce

of

th

e metal

basketwork.

These tanks are supported

by

oak

grate

bars (Fig

.

5)

running crosswise of th e car, these grate bars b

emg

supported by

arms

bolted to

the

sides of the car. Be

neath these arms are

what are

ca

lled

wire boards, being

i e c ~ of 2-in.

pl

a

nk

, 14 in. wide and 12 in.

high,

bolted securely t o the walls of

the

car, and having fas

tened in to them, at regular intervals, rows of sc

rew

hooks. No. 12 galvanised wire is then s trung from

the hooks of one board to those of

the

op posi

te

board,

making

a.

compa

ra

tively close meshing of

gal

vaniaed

wire. Beneath the w

ire,

a

nd

on

the

floor

of

the

car,

is

the drip-pan, constructed of g a ~ v a n i ~ e d iron . ~ h i s

pan is properly trapped and supplied w1th waste p1pes,

to

carry off the drip water from the ice. The ice

tanks are separated from one ano

ther

, and from the

walls at

the

side and

back

of the ca

r,

by a.ir spaces

of

about 5 in.

The

coo

ling compartment s a.re separated from

the

storage c

ompartments

by partitions, commo

n1

y calle d

jackets, of dressed and

matched

lumber (F ig. 4).

These jackets

extend

t o

within

2 ft. of

the

ceiling a

nd

floor of the car. Galvanised

wire

netti

ng

is

stretched

from

the top

of th e

jackets to

the

ce

iling

of th e car.

Below the jacket, and underneath

the

arms and in

front of

the wire

boards, are

sheets

of ga

lvanis

ed

iron,

or aprons, ex tending to within 10 in. of the floor of th e

car.

Ea.ch

tank

is iced

through an

opening

in

the

roof

of

the ca.r (Fig. 2), which

opening

is protected

by

an

inner ice cover or plu g door,

and

by an outer ice cover,

hinged to

the

roof of

the car.

A galvanised wire

screen is made for each ice opening. When

the ca.r

is

used for a ventilator car

the

hinged ice cover is fas

tened back on the roof of

the car

;

the plug

doors

are

removed

and pla

ced in rac

ks inside

of

the

car,

and

these wire screens are placed

in

the ice openingFt.

This insures a free

circulation

of

air

through

the

openings at the

front

end

of

the

car, into

the

body of

the car, and out through the openings at the back end.

When

the tanks are filled

with

ice,

the air

in

the

spa.ces about the tan

ks

is cooled, and descends towards

the

floor,

and

passes

into the storage compartment

through the opening at

the

bottom of th e

jacket; the

warm n.ir, which

has

risen to

the

top of the ca.r,

passing

through the wire meshing to

take

the place of the cold

air. As

the

cold air e

nter

s

the

storage compartment,

it comes in cont

act

with th e goods stored

th erei

n,

absorbing from them the heat and moisture ; and,

becoming hea ted, it rises

to the

ceiling of

the

car,

and

•

..

' '

4

' ,

'

.

. .

,. . · - · - ...

•

•

•

•

'

"'' ' I )

I

•

•

Com

er

.

'

'

'

.

'

•

•

•

••

•

•

•

•

•

....

Post

•

.,

..,

Fig 8 .

~ ~ ~ -

l i a ~ ; o o d •.

I

I

I

I

I

•

Pme ·,

I

.

~

• 1 ' -

I

" 1 D ·

...

: : • r l n e, .. -

: 1 ;

S

he

ot

hiflg

- - - - -

- - - -

~ - - - - - - ~ ~ ~ ~ ~ ~ ~ ~

i

I

J( .

••

) ·-·-

· .

... ..

'#-

•

· - · - - · · · · · · - - · -··

•

4

:

I t

• I

7

. .

...

-·

--- . .....

.

.....

re -enters

the

ice compartment. In

th i

s way a constant

circulation is maintained, and

the

a

ir

is cooled only in

th

e ice compartment, thus

insuring

a

uniform tempera

ture

in

the storage compartment and a

dry

atmosphere.

As th e moisture is condensed

on

ly wh ere

the air

is

cooled, and as this cooling process takes

place

only in

the ice compartment, it is in this compartment alone

that

condensation

of moisture will occur, and

in

this

compartment it can do no harm. All th e dr ip water

from the ice,

which

is practically as cold as

the

ice

it self, falls upon

the

wires benea th

the

tanks,

and

is

th ere

broken

into a fine

spray.

The air in its circula

tion through the

ice

compartment

comes

in contact

with the

galvanised iron

surface

of

the tank, la r

gely

increased by

the

projecting lea

ves, before

mentioned,

with the ice

itself,

through the in t

ers

tices, the openings

bet ween

the

strips,

with the

s

pray

of ice-cold water,

and with

the

wires

. In this way the greatest amount

of service is obtained

from

every pound of ice melted,

and th e

drip water

is

not allowed to run

to waste, but

is

utilised for

the

further cooling

of

the

air

and

for

its

purification, it being a

well-known

fact that water

readily absorbs nea

rly

all gases.

This

car is not a new

experiment,

but is the outcome

of

many years of

carefu

l and scientific in vestiga

tion,

togeth

er

with

practica

l experience

on

th e

part

of th e

builders,

the 'V ickes

Refrigerator Car

Com

pany, of

1401, Monadnock Bu ilding, Chi cago.

Th

e car, as

now

constructed, has been

in

use for a

number

of

years

. About 8000

of these ca.

rs are

now

owned and

operated by th e

leading

railroa.ds, transportation com

p

anies

, and shippers.

NO'fES FROM SOUTH YORKSHIRE.

SHEFFIELD, Wednesday.

Stavcley

Co

al

and

Irm Company Limited.

-

The

annual

report of this company shows that the neb profits of

the

year from various business operations

a.nd

investments

amount to

66,

765l. Gs lOd., which, added to the balance

bro

ught

forward from the last account, shows a

total

ba.la.nce

of 91,279l. An

in t

erim dividend was paid in

Fig .6.

•

Side Wall

• ?

r.u

'

·

•

10

I

_____L_ --...: -- 1

'

'

I

I

•

I

I

ICE1

·

•

-t

.

' I

......:

• •

•

":'

I

....

'

.,

I

•

,

~

...:}

't"

1 ':

'

••

':

N

.

cc=:;

....

\4

.....

)

I ,

'

l

-

•

-

•• J'

10

•

le 5

•

:::

I

•

•

'

'

I

4

ICE :

'

l>

.

•

•

•

'

•

~

L;..

li·

•

lot)

E -

-

8 £

February

la

st of 2l. 10s. per

share

on the A

and

C

shares and Ss. 4d. per share on the B and

D

shares.

I

b

is

noV:

proposed

to pay

a. similar

di vi

dend, lea ving a

balance of 26,112l., which the directors reco Dmend

should be carried to

a.

reserve fund towards meetmg the

losses incurred

in

co

nn

ection

with

the

present

disastrous

strike.

Brown

Bayley'1 Steel

Work

Th

e di rectors of Brown

Bayley's

Stee

l Works, Limited, ha ve paid an

interim

dividend of 53. per share.

Ra

ilway Development in Yorkskire.- Particulars are now

forthcoming as to

the

purpose of the promoters of

the

new

line from Sheffield

to

Bradford.

lb

is i

ntended

to con

struct a first-class railway line, almost a straight

one

through

the

coa.

l

di

st

ri

ct, w

est

of

the

prese

nb

Midland

main line,

ab a.

cost of 3,000,000l. The effect of this

would

be

to

redu

ce

the

distance between Bradford

and

Sheffield from 51£ miles

to

34 miles,

and

thus s

horten

the

distance between London and Scotland to such an extenb

that from London to Bradford

the rout

e would

be

two miles

less than the Great Northern route, which is

ab

pre sent

the shortest. The new line will also co

rr

espondingly

shorten the dista nce between

Bradford and

Birmingham

and all places to the eouth and

west

reached t b r o u ~ h

Sheffield. The co3t of the line is estima.

ted at

70,000l.

per mile. The line will branch in two di rections, one

section p a s s i n ~ down the Spen Valley, going

through

Cleckheaton, Heckmondwike.

and

Li versedge ; the

other

passing

through

Birstall, Gomersal, and Batley,

the

two

uniting

on

the north

side of

the

Calder Valley. The pro

posal is being solidly backed by the distr icts interested.

Coa

l and Iron.-The iron and steel trades are in a com

pl

e

te

state of stagnation. The majo

rity

of

the leading

firms have suspended operations tempor&.rily. Supplies

of coal suitable for local r

equ

irements are cut off, that

offering on the

mark

et being poor

in quality,

and

in

pr ice

out

of

a.ll

proportion

to what

can

be

afforded.

Manufa

c

tur

ers

and mer chants

a.re alike affected, a.nd no pro gress

in business can be reported

until

reasonable supplies

of

coal are forth

co

ming to remedy the paralysis to trade .

Thousands of

men in th

e steel, iron, and engineering

trades

a.re thrown out of work, and the distress in the

ranks

of the working olasses is very great.

Pr o

spects for

th

e

winter are

poor, for

th

e

rea

son that orders usually

placed in this ~ r i c b

a.re

elsewhe

re-to the

Continenti mostly,

and

Staffordshire.

==================·

NOTES FROM CLEVELAND AND THE

NORTHERN COUNTIES.

MIDDLESBROUGH,

Wednesday.

The Clevela'nd I ron Trade. -Yesterday the weekly

market here was ve

ry

thinly at tended, the tone wa.s

most

chet\rless,

and

next

to

no business was

transacted. Nearly

everybody on 'Change spoke most discouragingly of the

future, and producers of

pig iron

were rather anxious

to

sell. One

or

two makers

intimated

that as trade was so

bad, and prospects so wretched, they might take

the

opportunity of blowing a

furna

ce

or

two out for repairs.

Th

e Tees

Bridge

\Vorks

are

blowing

out

a furnace for re

lining. Yesterda.y at

the

opening of the market some

sellers asked 34s. 9d. for

prompt

f.o.b. delivery

of No. 3 g.m. b. Cleveland pig iron, but they had

to reduce their pr ice, and though an odd lot

or two

we

re di

sposed of

at

34s.

7 d.,

buyera were nob inc1ined

to give any more than 34s. 6d., aad they reported

that

they

_ were able

to pur

chase

at

the last-mentioned

figure. No. 1 was quoted 36s. 9d., and was

said

to

be

in

7/21/2019 Engineering Vol 56 1893-11-03


7/21/2019 Engineering Vol 56 1893-11-03


7/21/2019 Engineering Vol 56 1893-11-03


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542

E N G I N E E R I N

G

EARLY AMERICAN LOCOMOTIVES AT THE WORLD'S COLUMBIAN EXPOSITION.

\

•

•

•

.

•

•

•

•

I

•

•

•

•

•

••

\

•

•

F

or

Description,

s

Page 537.)

•

•

•

•

•

•

•

,

Fra.

1. T UE

Mr

ss r

s >IPPI

; l LLINO I l

CENTRAL

R AILROAD,

1834.

. .

...

•

Fra. 2 TH

E

DE WrTT CL

t NTON

;

NEw YoRK

CENTR L RAILW

AY,

1831

•

•

•

-..

-

•

•

,

•

•

•

•

7/21/2019 Engineering Vol 56 1893-11-03


AGENTS FOR

11

ENGINEERING."

AusTRIA

, Vienna: Lehmann and Went zel,

Karntners

t rasse.

CAPE

T

OW

N Gordon

an

.d Go

tc

h.

EDINBURGU: J ohn Menztes and Co., ~ 2 , H a n . o

F.R.AN

CB, Paris: Boyveau

and

Chevillet, Ltbrame Etrangere, 22,

Rue d&la Banque; M. Em. Terquem, 31bl.a Boulevard Hau ssmann.

Al

so

for Advertisemen ts, Agence HaYas, 8, Place de la Bourse.

(S

ee below.) .

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r l i ~ :

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Asher and Co., 6, Unter den

Lmden

.

Leipz1g : F. A. Brookha.us.

Mulhouse :

II.

S

tu

ckelberger.

G

LASG

OW William Love,

NDLA

Calcutta. : Thacker, Spink, and Co.

' Bombay :

Th

n.cker and Co.,

Limit

e

d.

ITALY

U.

Hoepli, Milan, and post office.

LJ

VKR

P

OOL

: 1\lrs. Taylor, Landtng Stage.

M

ANC IIES

TER:

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Heywood,

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4:3,

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ea

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sg

at e.

NB

WSOVTII WA

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er and Henderson, 16

and

18,

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ROTTERD

AM

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and Son

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OUTH

AUSTRALI

A,

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C.

Jl:Igby.

UNtT&D STA

TES

New York :

W. H.

Wiley,

53

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st

10th-str ee

t.

' ' Chicago: H . V. Holmes, 44, Lakeside Building.

VICT

OR

A

, .M8LBOURN : Melville,.M.ullen and Slade, 261/264, Collies

s

tree

t. Gordon a

nd

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L1m1t

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NOT ICE TO AMERICAN SUBSCRIBERS.

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, Nos. 35 and 36, Bedford·

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Agents for the

Uni ted Stat

es'

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H. WILEV 53, Eas t l

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h-str

ee t

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01Bce

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TEL

EGRAPIIIC ADDR.KSS- ENGINEERING, LONDON.

TE

LEPllON

E

NUMBBR

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3668

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ENGINEERING is registe red for transmission abroad.

CONTENTS.

PAGB I PAGE

Ball

B e a ~ i n g . s

nl ustrated . 527 The. Loss of t h ~ Victoria 644

The Inst1tut10n of Meoham- .Marme Indu

st

r1es

. . . . . . . . . .

544

calEng

io

eers .. . . . . . . . . . .

5 8

The Weather of October,

Th

e British A880oiation . . . .

53

2 18

93

. ..

..

_ . . • . . . . . . . . . . 545

The Engineering Con gress

Th

e New Torpedo - Boat

at Cbkago . . . . . . . . . . . . . . 534 Destroyers . . . . . . . . . . . . . . 545

Boiler· End Turning, Boring , Liter

atu

re . .. . .. . . . . . . .. .. 546

and Drilling Machine

(ll-

Books Received. . . . . . • . . . .

54

7

lmtrated

. . . . . . . . . . . . . .

536

Notes . . . . . . . . . . . . . . . . . . . . 647

SO

O·

Ton Em bossing Press at Ball Bearings for Thrust

the World's <Jo lumbian Blocks . . . . . . . . . . . . . . . . . • 548

Exposition (Il

lt£Strated).

.

5 ~ 6

Economical Speed of Steam-

Locornoth·e

at

the Wo rld's sbi ps . . . . _ . . . . . . . . . . . . . •

648

Col umbian Exposition(

Jl.

Mechanical Flight . . . . . . • . 548

lm tra l } . . . . . . . . . . . . . .

537

Balancing Eng ines . . . . • . . 549

Na.pier's Steam Steering The

Patent

Laws . . . . • . . . .. 649

Gea

r lllmtrau.cl)

. . ..

537 The Loss of H.M.S.

11

Vie-

Early Americ

an

Locomo- toria . . . . . . . . . . . . . . . . . . 649

tiv

esa.tt

beWo rld

'sCo

lum-

1

Railway Travelling

..

.

..

.

..

549

bian Exposition (llltts- Launches and Trial Trips . . 650

trated

. . . . . . . . . . . . . . . . . .

537 Diagrams of Th r

ee

Months '

Notes from the United Fluctuations

in

Pr i

cE's

of

States . . . . . . . . . . . . . . . . . .

537

Metals . . . . . . . . . . . . . . . • . 660

Tbe Physical

So

ciety .. . .

..

637

Paddle Steamer for the Dos-

Refrigerator Ca r at the phorus l iUmtra

ted).. . . . .

651

World's Columbian Expo- Industrial Notes

. . . .

..

. . . .

551

sition

(I ll

us

trated )

.. . . . . 639 On t

he

Modifications of Oar-

Notes from

South

Yorkshire

639

boo in Iron. . . . . . . . . . . . . . 552

No tes from Cleveland

and

On the Artificial Ligh t

mg

of

the No rthern Counties . . 539 Workshops (I llustrated )

..

554

Notes from

the

NorLb . . . . . . 540

Th

e Clevel

and

Mining Di s-

~ ? t e s

from the Sou

th

-West 040 t r ict . . . . . . . . . . . .. . . .. . . •

56

6

1scellanea. . . . . . . . . . . . . . . .

641

"

Enginee

ring Patent

Re

·

Th6 Wo rld's

Co

lumb ia.n

Ex

- oo rd

(IUustrated

) •• 657

position . . . . . . . . . . . . . . . . 543

With a Two-Page Engraving

of

a WH EELE D LOCOMO

TIVE AT THE WORLD S OOLUJJBI.AN EXPOSlTION.

ENGINEERING.

NOTICE.

The

New

Cunarders ., CAMPANIA

and LU-

CANIA

; and

the WORLD'S COLUMBIAN

EXPOSITION OF 1893.

The

Publtsher

begs

to

announce that a

Reprt.Dt

is

now

ready of the Descriptive

Matter and

Illustra-

tions

contained 1D the issue of

ENGINEERING of

AprU

21st,

comprising over

180

pages, with ntne

two -page

and

four

slngle

·page

Plates,

printed

throughout on special

Plate paper, bound in cloth.

gUt lettered. Price 6s. Post free,

68.

6d. The ordl·

nary

edltion of the issue of AprU 21st is out of print.

NOTICES

OF

MEETINGS.

TnE INSTITOTJON OF Ct\' IL

E N G I K B E R

T L J > .

ASSOCATION STl'DEN'fS. - ·The first ordinary meeting Wll be

held on Wedn esday, November 8,

at

8 p.m . , at

the

Du rham

College of Sc ience, whe n the President, Mr. J . Watt

Sand

ema.n,

M. Inst. C. E. ,

will

deliver an

address

upon

cc Concrete

and Port

land Cement."

LO?\'l>ON ASSOOATlON OF

F O R U l l ~ N ENGINEBRS

AN

D

DRAUGHTSMEN.

M e e t i in Cannon-street

Hote

l, on Saturd ay, Novembe r 4,

at

7 p. m. Paper

at

8 p. m. on '' Tin fr

om

the Mine to the Ma rk

et,

by

Pas

t-P r

esident

Mr. William Powrie.

SocmTY OF EN'GINEERB.-Monda.y, No,·

embe

r 6, at the Town

Hall, Westminster, a pape r will be read on cc Collieri es

and

Col

liery Engineering ,

by

Mr. R. Nelson Boyd , M. Inst. C.E. The

chair will be

taken at

7.30 p.

m.

pr

ec

isely.

T m I

NB

TITOTJON OF ELECTRIC

AL

~ N G J N E B R B . - s d a y No

vember 9, t he fo llowing paper wi

ll

be read :

cc

The Electrical

Tran smission of Power from Niag

ara

Falls," by Professor Oeorge

Fo

rbes, F.R.S., Member.

SocrETY. - Thursday, November

2, at 8

p.m. cc Hy

dr oc

arbon

from Phenyl P ropionic Acid, by Mr. S. Kipping, D.So.

cc

Action of Chlorine on Quic

klim

e," by Mr.

V.

H. Veley , M.A..

" Note on Hypon

it

rites," by Mr. D. H . J ackson, B.Sc. cc The Re

action between

Hyd

rochloric Acid

and

Potassium Cblorate, by

Mr. W.

H.

Pendlebury ,

M. A.

,

and M.

MoKillop. ' 'Fo rmation

of

Indo

xazole Derivatives," by Mr.

W.

A.

Bone, P n.D.

Synthesis

of Piazine Derivatives," by Mr.

A.

P. Mason, Pb.D.,

and

Mr. G. R.

Winder, Ph .D. ·•

In

teraction of Quimones

and

Benzenoid Amines,

by

Mr.

J . Leiceste r,

Ph.

D.

PHYSICAL

SOCIETY.-Novemb

er 10. 1.

cc

On

the

Separation of

T

hree

Liquids by F1·actional Distillati on," by

Professor

S. Young,

F. R.S., Professor Barrett,

and

Mr.

Thomas

. 2. O n the Cr

it

ical

Constant s of Various Et bers, by P rofessor S. Young, F.R.S.

3. An Instrument for Drawing Conic Sect ion

s,

by Mr. J. Gillett,

B. A.

N B · B ~ B T COA.ST INSTITOTlON OF ENGINEERS

AND SHIPBU1LDBR8.

- Tues

day

, November 7, at 8 p. m., in the Physical Lecture

Hall of

the

Du rham Co llege of Science, Newca.

st

le-upon-Tyne.

The

Pre

ident will add e s

th

e memuers. Paper ·•

On

a. Me

th

od of

Comparing Steam

hip

Pe rfo rm an

res

and of Es

tim

a ti

ng

Powers

and

Speeds of Ships, bJ' .Mr. W. H k.

ENGINEERING.

FRIDAY, NOVE111BER 3, 1

893

543

50 cents instead of 50 centimes.

Th

e record has

been broken, too, in a less sa tisfactory way by fire

and accident· the destruction of the co

ld

storage

building,

and

t he great loss of life a t t e ~ ~ i ~ g

it

, finds

no parallel in

the

history of ? n ~ ; the

ambulance service was kept busy within the

grounds of

J

ackson Park,

and

a d e p l o r ~ b l e loss

of life

fr

om railway accidents must

be

laid

to

the

account of the World's Fair. This, indeed, was to

be expected, for the many lines cantering

Chicago are overburdened with traffic und

er

ord i

nary conditions, and the extra

burden

thrown

up

on

them

during

the past

three

months co

uld

n

ot be

borne with

out

many disasters.

Probably

the fact

that

the Exposition is over,

and over with so much glory, brings a general feel

ing of satisfaction to Chicago. From the com

mencement of

the

great fight

with

eastern cities to

gain the privilege of holding ~ h e Wo

rl

d's Fair, the

people of Chicago have been I.n . state of o s t

unbearable tension. The ExhibitiOn

they

paid to

get and prayed to be delivered from . involved

vast responsibilities and gr

eat

sacrifices ; It was no

unmixed blessing for which they struggled, b ~ t

when

the

victory was wo n, they faced the responsi

bilit ies a

nd

undertook

the

sacrifices.

The

manner

in which the

st

upendous task has been accomplished

has astound ed all

the wo

rld, except

that

part of

it

which has maintained an attitude of stolid

ind ifference. At the close of May, the most

hopeful friend of th e

Fa i

r cou

ld

not but take a

gloomy view of the chances; the visitors were

ominously scanty,

and

t he ho

st

ile criticisms of

the

eastern press damaging and unceasing. The monu

mental rail way station, erected on the grounds with

a rec

kl

ess

out

lay, remained a desert, and the ap

parent indifference of the railway companies ind

i

cated the probable absence of those crowds of visitors

from all

part

s of the United States whose attendance

was relied upon.

Th

en came the pa

ni

c, with all its

disastrous consequences, so

that

on August 1 it

see1ned almost imp ossible that disaster \vould be

escaped. But l

ate

in

the

day the t ide

turned,

and

the triumph of the World's Fair came on the crest

of

a.

flowing wave of good fortune. Through August

and September

the

crowds increased,

the

excur

sion traffic grew, and on October 9 the marvellous

record of uchica.go Day, " with 716,881 paid admis

================::::-:=

-

=====:::-:

- sions, was obtained. During the first week of

October no less than 2,101,000 people paid for

admission ; this was raised to about 3, 500,000 for

th

e

tw

o weeks

end

ing t he 1

5t

h,

and

it now appears

certain that the total has exceeded 21 millions,

Of course, with the influx of visitors, the

treasury

resources grew, not only from the half-dollars of

entrance charge, but from

the

profit on conces

sions.

And

to such a degree was t

hi

s welcome

change effected, t hat all li

ab

ilities, except t o stock

holders, can now be discharged ; the remainir.g

liabilities are ve

ry large, but nothing like what was

expected, and the stockholders may well

be

con

tent, if need be, to lose their money

in

view of the

substantial and perman

ent

benefit that must accrue

to

the city of Chicago. Nothing succeeds like s uc

cess, and the un expected turn of events has broken

down the hostile feelings

that

prevailed so long.

In

stea

d of

crit

icism comes l

audat

ion, well-deserved,

though somew

hat

tardy ; t he New York papers

are

now almost as proud of the success as Chicago her

self

;

the annexed

ex t

ract shows

the

tone

that

now

preva

ils:

THE WORLD'S COLUMBIAN

EXPOSITION.

ON Monday last, October 30, the World 's

Co

lum

bian Exposition of 1893 officially closed

its

doors

a

nd

is passing in to the region of history. During

its brief span of life, it achieved g

reat

t hings, and

it has co me

to

a termination with

an

unexpected

a

nd

undoubted tr iumph. More t h

an

21 millions

of visitors passed its turnstiles, each paying a

price for admission unknown at European Exhi

bi tions. This enormous aggregate falls far

short

of

th e sanguine anticipations many of its supporters

confidently held to, six months ago,

but

, on th e other

ha.

nd, it vastly exceeds

what

was expected

after

the Exposition has been opened ninety days to th e

public. With the gate money and returns from

concessions,

the

executive finds itself

in

a far better

financial position

than

might have been expected,

and th ough the deficit must undoubtedly be very

heavy, it had been fr om the first an ticipated that

many of t he subscribers would lose

their

money,

so that no disappointment should be felt on th at

account.

I t

is too early to review the financial

situation accurately, and, indeed, t he valedictory

o

rati

on to a departing Exhibition should be confined

to generalities and flattering retrospect ; criticism

and, if need be, str i

ct

ures, may come her eafter, but

for the moment the towers and palaces of the White

·city should be seen only through t he golden haze of

success. I f record -breaking be a weakness of the

people of Chicago, they shou

ld,

ind eed, be

we

ll

content. They have held

the

largestExhibition the

world has seen (or is likely to see for many years) ;

they reared the most beautiful buildings on an ideal

site ;

they

have expended (

and

perhaps lost) more

money th

an

has hithe

rt

o been devoted to any Exhi

bition;

they can claim to have

met

the hardest time

and darkes t prospects, worse relatively than those of

Vie

nna

in 1873, when cholera a

nd

panic were hardly

such foes as the cras

hin

g of

banks and

t he sudden

disappearance of

co

lossal fortunes ; t hey can boast

of by

far the

greatest at tendance ever realised on

any single day; and if

their

total number of visitors

fails short of t hat of the

Paris

Exposition of 1889,

they

will remember

that

th e price of admission was

T

hus has Chicago gloriously redeemed

the

obli

ga

tions incurred when she assumed

the ta

sk of building a.

World's Fair. Chicago's business men started out to

prep are f

or

a. finer, bigger, and more successful enter

prise than the world had ever seen in

this lin

e. The

verdict of

the jury

of the nations of t he earth, who have

seen it, is that it is unqu estionably bigger and

un·

doubtedly finer, and now it is

assur

edly more successful.

Great is Chicago, and we are prouder than ever of her.,,

N

ot

only has

the

World 's

Fair

been a

f i

ner,

bigger, and more successful enterprise than the

world had ever seen in this lin e ;

it

will, in our

opinion, have more important r

t>s

ul ts

than

have

attended

any

International

Exhibition since 1851.

Th

e co nsequences to Chicago can be imagined,

though their ex tent is not to be gauged.

Her

greatne

ss will increase, her co mmercial power will

extend, and her relations with t he old world will

grow

la r

ge

r every year.

The

refining a

nd

educ:l.t

ing influences of

the

Exposit ion

wi

ll be permanently

felt, not only in Chicago, but throughout the

Uni ted States, and the whole nation cann

ot

fail to

be richer, better,

and

wiser for the work done by

t he great centra. metropolis of the Union. Th e

7/21/2019 Engineering Vol 56 1893-11-03


544

conseq

ue

nces to

foreign n

at

ions will,

in

o

ur

o

pini

o

n,

be hardly less _fateful. Th e

la r

ge crowds expected

from

Eu r

ope did

n

ot

come,

but

visitors

from this

s

ide

of

the Atlantic

partly ma

de

up in

imp

orta

nce

what

they

lacked

in

numb

e

rs

. To-day

the power

prooress

d

. 0 '

an Imp

or tance of

the

Uni ted

States

are

und

e

rs t

ood

abroad

b

ette

r

than th

ey were

ever

known

b

efore

·

the possibilities of

future

f

oreign trade

with

t h ~

R

ep_

ublic

t

ariff or

no ta

ri

ff

- a

re

more

complete

ly

reahsed

. Once more, so it

see

ms to us we have

been wors ted in t

he

fierce co

mmercial

struggle of

th

e worl

d, by

neglecting a golden

opportuni

ty, of

which

our most

fo

rmidab

le t

rad

e

opponent,

Ger

many,

not slow t?

~ k e advantage. Never, at any

In tern

atw

nal ExpositiOn,

ha

s any foreign country

been so

completely represented. Th

e reason was

an

obvious on

e - t

hough

German manufacturers

were,

for a

very

l

ong time,

sl

ow to gras

p i t . Ge

rm

any

ha

s t rade to make, and we

hav

e trade t o lose, with

the U

ni t

ed St ates; it cannot be dispu

ted

t

ha

t the

display made by Ge rm

any will

hereafter be

the chief

mem

or

y associ

ated

with the ex

hi

bits at

the

World's

F air,

and it is sca

rce

ly doubtful

t

ha

t

the

conse

quences will be promptly seen

in

t

he

r

etu

rn s of our

export trade with

America. Ge

rmany

, however ,

was not

the only

co

un

t

ry

making a

splendid

re

cord

at

Chicago ;

France wa

s no

bly

repr

ese

nt

ed, w

bil

e

Sweden, Ru ssia, I taly,

Spain, and Switzerland

were

pro

minent

among European na t ions. Gr

eat

B ri tai n

may well

be proud

of

those

among her

co

lonies who,

wh o

ll

y at their

ow

cost, took part in

the

Exposition.

New South

Wales mad

e a display w

orthy

of a

first-class

nati

o

n, and Canada

came very close

behind; Ceylon was represen

te

d

in

a way

ne

ver

be fo

re attem

p ted, a

nd several

oth ers he

lp

ed to

m

ake

good

the

deficiencies of

the

m

ot

her country.

On

e of t

he most

ou

tspoke

n u

tt eran

ces on

this

s

ubj ect

was recently made

by

Mr. H enniker H eato

n,

M.P

. , when vis

iting

Chicago a few w

eeks

since :

" You may say that

I

am disgusted with Gr

eat

Br

ita in's exhibit and attendance. The former is puny

and in no degree represe

nt

ative. England and Eng

landers will never have another such a glorious oppor

tunity for an

in t

ernational exhibit

of

th

ei

r resources and

capabiliti es.

I

do not in

th

e slightest degr

ee

hold Sir

Ri

chard Webster r

es

ponsible for the

si

tuation, and Par

liame

nt

supplied a plenteous fund, but

th

e ex ten t and

importa.nce of the Exposition ha

ve

been wholly miscon

strued and unappreciated in Englan

d.

" As for the lack

of

European attendance or patronage,

they have no conception of what they ha

ve mi

ssed seeing

and enjoying.

On

the

ot

her hand, Australia has

su r-

passed herself, and

I

am proud of her as an English sub

je

ct. Her exhibit in the Agricultural Hall is mar

vellous

ly

£ne and creditabl

e,

and in a large measure redeems

England s indifferen

ce

or cupidity."

We imagine there are bu

t few

unprej ud

iced

p

eop

le competent of judging

wh

o will not

thor

oughly

ind

or

se

Mr.

H e

nnik

er

Heaton's

criticisms,

and we

sinc

e

rely hope

t

ha

t

this

ge

nt l

eman will n

ot

fail, on

hi

s r

eturn

t o

England, to repeat and empha

sise

his

well-grounded st

rictur

es.

For good

or

ill t he opportunity has passed away,

but

we may

yet l

ea

rn usef ul

le

ssons,

if we

choose to do so, from the Columbi

an Ex p

osi

tion. Such

celebrations,

in

o

ne country or another,

aud

at short in tervals, appear inevitable,

and the

experience at

Chicago

ought

to be us

ef

ul on fu

tu

re

occasions, especially

to

exhibitors, who are t he

most

im p

o

rtant elements of an

exhibition.

We think

it

will

be gene

rally

admit

ted

hereafter th at the

World's Fair

wa

s

on

too la rge a scale ; that the

exterior

of

the

buildin

gs was t oo b

eaut

iful,

and

the sur ro

undin

gs

too

attr

apt

ive for the well-being

of

ex hibito

rs,

and in this

c

on

n

ect

i

on

we shou

ld

like

to

hear fr om

British

exhibitors

whether they

hav

e

been

satisfied

with their vent

ure,

and,

if

not

for what

re a

so

ns.

We t

hink

more

atte

n

t i o ~ must be paid in

future

t o

ventilation

;

that

it

wi

ll be ad

mi

tt e

d it is not always

the biggest

buildings

that are best adapted for ex

hibi

tions

at Chicago th e

~ s p Building

was

far more more

convenient

than the one

devoted

to Manufactures and Liberal Arts

;

that, un l

ess

f

or exceptional purpose

s, ove

rh ead

s wu

ld

be aboli

s

hed as

a

lm

ost useless for ex

hibitors

;

that mor e ca

re should

be devoted

to the pr

epara

tion

of

cata

looues

(New South

Wales

gave

an

admirable

model) ; and

many ot

her

things. In

n1atter of classification the

Columbian

E x

po

si-

tion

l

eft

n

othin

g to be desir

ed

. ;

in

organisa

tion

it

displayed

m

any

wea

kn

esses.

We

are

bound to sa

y

tho

ugh

we

say i t

with

fear

an

d

trembling, t h ~ t r

men's Buildings

be

av

o

ided in the

f

uture, and

t h

at the

M1dway

Plai

sance

,

thoug

h

it

was fu

ll of

d e l i g h ~ s estab

l

ished

a

dan

ge

rous

precedent. We consider

th

at


the

public

had

little,

if

any,

ground f

or co

mplain

t,

and the

full

est cause for satisfaction, both as

regar

ds t he means pr ovided for

their

tr a

nsport

to and

fr om t he . Exposition, and

their comfort

(excep t for

bad restaurants) and amusement during

their visits ; t

hi

s is

said

wi tho

ut

allowing for the

fact

th at

t

he American

crowd is

the

most long

suffe

rin

g

and most

self-r especting crowd in

the

world. Of

those in

whose

hands the vast

responsi

bility

was vested, no words

of praise

can

be

too

loud, and th is is

the

proper place to

exp

ress

our

deep regret t h

at

one so usef ul and energe

ti

c

in

pro

m

ot

in

g

the

welfare of

the

Expositi

or.,

should

ha

ve

been shot down by the

h

and

of

an

assassin

at the

moment

when

t he fulness of

its

gl

ory

had come.

The un l

ooked -for fina

ncia

l

results

achieved

by

the

Exposition

must

be

a so

ur

ce of

li

ve

ly

eatisfaction

to

these

ge

nt l

emen who have

labou

r

ed

so well for

the

success of

the Exposition;

t

he

l

atest inf

o

rma

t i

on

to hand, as we wri te t hose

lin

es, leads

to

the

h

ope

th

at

even

the stockholde

rs will n

ot

lose more

than 50 per cent. of

their

inv estmen

ts

.

With

hearty congrat

ulatio

ns

we ech o

the

wo

rds of th

e

New

York j

ou

rnali

st, Great

is C

hi

cago, a

nd

we

are prouder than ever

of

her.

"

THE

LOSS OF

THE

" VIOTORIA. "

THE loss of

H.

M. S.

Victo

ria is

the

m

ost

impor

tant

naval

event

of

modern

times, and the papers

which

h

ave

j ust

bee

n issu

ed

by the Admiralty are,

perh

aps,

the

most

weighty

documents

that

ha

ve

ever

been

put before

the publi

c by

their

lords

hips

of the

Admiralty. Th

ese

papers

have only reached

us shor tly before going

to pr

ess. In order t

hat

the

subject might be properly

understood,

it

is

n ecessary that t he diagrams accompanying

th

e

repo rt should be

seen, and these

we sha

ll repro

duce n

ext

week.

Th

e

papers in quest

i

on

consist

of two

Admiralty

minutes a

nd

a report by th e

Dir

ector of

Nava

l Con

st r

uct ion

an

d

Assistant

Controll

er,

Mr. W. H.

7

hite, C.B.

The

l

atte

r is

by far the

m

ost

imp o

rtant

pa

r t

of t he issue,

and

doubtless the fi

rst thing th

at

wi

ll

occur

to the

majority of pers o

ns

will be whether

Mr.

W hite is

the right person to

prepa

re

, single-handed, such a

repor t. I t is t rue the Victoria was desig

ned

before

the pr

esent D. N.

C. was appoi

nted to

that position,

but

Mr. Whit

9 is too staun ch a man not

to

sup

port hi

s fo

rm

er c

hi

e

f, with

whose work,

durin

g

the

later years

of S

ir

N

athaniel Barnaby

's ten ure of

office,

Mr. White was so in timately associated.

In

addition to th i

s the

re

is

the un i

versal tradition

- a

nd

a ve

ry

h ono

ur

able tradition

it

is -o f all

Gove

rn m

e

nt

officials

to '' support th

e depa

rtment

"

outside ; however

much

they may

bicker

at home.

Any

object

i

on to Mr. White

as

an in te

rested

person is, however,

merged in the

fac t t

hat

all warship designers are ve

ry much in the same

b

oa t -o

r at any ra te in a ve

ry

similar

kind

of

boat ; and in this r

espect

there is

one

sentence

in the

repo

rt

which appears

to

bear

more

sig

nificance than all t

he

rest.

Speak

ing of

the

Victoria,

it

is said : ' '

Th

e

numb

er of water

t ig

ht

doors is ma

de

as small as possible, consis

tentl

y

with the essent

ial conditions for working

and fighting

the

ship. " We

ha

ve

not time

now

to

compare, in detail, the subdivision of the

Victor

ia

with

t

hat of ot

her

battle

s

hip

s,

bu t,

speak

ing

gene

rally, we may say t

hat

she shows n o defect in this

eleme

nt

of design. f the Victoria's wa

te r

-tig

ht

bulk

h eads and

water-tight

doors could not be expected

to prevent

her sinking,

neither

could

those

of

any

other

vessel

in

H

er Majesty

's

Navy

,

and,

we

venture to state, n any other navy.

I t is for t

hat

reason t

hat this

question of design is n

ot

perso

nal

to any single

constructor,

or any group of d

es

igners;

it

is common

to

a

ll

.

The

qu

es t

ion h

ere

may arise

whe

the

r the point is one that affects th e n av

al

architect at

all.

Th

e gene

ral and popular

opinion

is, we believe, that

Mr.

White works

out

all the

design

of

a warship from his

inner

consciousn

ess:

t h

at the

vessel

spri

ngs ready

armed from hi

s

brain. Tho3e

more

intimately

associated

wit

h

these

matters k now that such is ve

ry far

from

being t he case.

Th

e fun

ct

ions of the Construc

tive

Depa

rtm

e

nt

- which is a

branc

h of t

he

Controller

of

the

Navy 's d

epartment

- are

to

ad vise on professio

nal matters, and,

according

to

st r

i

ct

official

procedure

,

the Dir

e

ct

or of

Nava

l Con

structio

n would

simply

have

to state

what

would

be

t he effect

on

the trim and

stability

of a s

hi

p

if

certain compartments were flooded. I t is for the

naval

officers on

the

.Board

to say

wh

ether these

spaces are

li

ke ly

to

be flooded during action : and

[N ov. J, I 893·

he

re it ma

y be we

ll to

leave

the

con

sideratio

n of t his

special mishap which has occur red to one of our fore

m

ost

bat tleships, disastrous as it has proved.

The

im

po

r

tance

of an accidental ramming during peace

time

is small compared

to the

ma

gnitude

of

the

ques

tion as

applied to actual

warfare.

Th

e ram is

not the

c

hi

ef weapon of

attack; that

position is he

ld by th

e

g

un,

and if subdivision has

to

be

abandoned

as a

m

et

h

od

of

keeping

a

ship

afloat

during

action-

which seems

to

be a fair conclusion fr

om the

pas

sage we have quoted- the whole art and mystery of

wars

hi

p design has

to

be remodelled .

It

does

not

follow from this,

as

some persons seem

to think,

t

hat every

o

ne

who has differed from accepted

designs

in

the

past

is

right,

a

nd the authorit

ies

have been

wrong a

ll

along t he line.

I t wi

ll

not

he

forgotten that the

injury to the

Victoria

was large

ly

below

water

line, whilst t

he

damage from g

un

-fire wou

ld be

chiefly above

that

somewhat vaguely defined level.

Th

is aspe ct of

the question is well

illustrated in the

excellent dia

grams which acco

mpany

th e repor t. I t would much

si

mpl

if

y

the

design of warships if arrangeme

nts

could be

mad

e that they sho

uld

al ways engage in

st i

ll

water and at

a given load

draught, but

so long as

th

ere are wa\'es- and t he speed of

the

s

hip

is no

unimp

orta

nt

elem

ent in

their

pr

o

ducti

on-

the

water

" line, , wiJl always resolve

itse

lf

into an

area,

often o

ne

of considerable

magnitud

e.

We

shall ret

urn to this

s

ubject in

o

ur next

is

sue

,

when we have had more time

to

digest

the

matter

contained

in the

official

pub

li

cations.

In

the

meanti

me the broad

resu lt s

tands

out promin ently

that

s

ubdi

vision " is

not

what

has been

claimed

f

or

it ,

and

there is n

ot

one of

ou

r wars

hip

s

that could not be disab led or

sunk

by well

directed

gun-fire, or

by

blow of r

am

or torpedo,

supp osing she were r

eta

ined in ' ' the essent ial con

di

tions for wo

rkin

g a

nd

fighting the ship. "

At the

b

est

it takes three minutes

to

close water-tig

ht

doors,

and it

is obvious

that

the

man

re

uvre

cou

ld

not be

gon e

through

du

ring act

ion eve

ry

time

the

enemy

t

hreate

n

ed by

g

un

fire, r amming, or

torp

edo.

f

we have a consolation, it is that our

fr i

end s,

the enemy, are

in

the

same

parlous sta te.

Perhap

s

the

t

ru

e

moral to

be dr

awn

from

this

sad

natio

nal

calamity is the very old one, that

the

s

hip

which can

st

rike

the hardest

blows

in

the

shortest time

will win, and that n

ot

only nate1

i

el

but men

have

to be

considered.

MARINE I N

DU

STR IES.

MR. JonN INGLIS, the well-known Clyde ship

builder , is

the

new Pr es

id

e

nt

of

th

e I

nstitut

ion of

E ngineers and

Shipbui

lders in Scotl

and, and he has

ju

st

delivered

his presidential

address.

Th

e diffi

culty of

atta

ining success

in

such an

add

ress is a

common expe

ri

ence, for there is no posit ive standard

by

which to

judge

t he result. The usual practice is

to

adopt t he histo

ri

cal

or

reminiscent, but, un less

t

he narrato

r can deal

with

personal reminiscences

of a

da

te now ancie

nt,

t he resu lt is u

sua

lly un

sa t

is

fa

ct

ory; while) as Mr. In glis

furth

er

pointed out,

a

summg,ry of the engineering works of th e

yea

r is

apt to

savo

ur

strongly of

ex t

r

acts

from

the techni

cal

journals. We

cannot

q

uit

e appreciate

the valu

e

set

upon the objections

to

dealing with a particular sub

ject

of which a special

study

has been made.

Few

members would regard such an a

ddr

ess from a master

m

ind

as "

in

va

din

g

the te

rr itory

of

the

members

who co

ntribut

e papers at

the

regular meetffigs. "

The fear

of weaknesses

and

fallacies going unchal

lenged because, by courtesy, presidential ad'dresses

are not debated, would s

ur

ely be met

by

criticisms

from

without,

if

not in subseq

u

ent

papers.

f

pers onal reminiscences of

val

ue

not hi

thert o

divulged

cannot

be

presented,

we

think

t he time has

come for a departu

re

fr om

the

ru le of dealing with

history

a

lr

eady reco

rd

ed. As person

al

reminiscen

ce

s

of

any

special

valu

e

are

exceptional rather than

the

rul

e, it is fully

time

some new depar

tu

re was made

in

the way of dealing exclusively with a technical

subject of which a special

st

udy had been made,

a

nd probably Mr. In

glis was as well able as any

marine const

ructor

to

mak e such a departure, for,

recalling his few

contributions to the

technical

inst itutions, and their permanent value to t

he

whole profession, we do

ubt not

t

hat

in

t

he

arc

hi

ves

at

Pointhouse

there

is a

store

of

exper

ience, a

l

ittle

of which would have made an ideal address.

Withal the

address

by

Mr. Inglis was a disti nct

success. N ex t

to

reminiscences or

the

treatment

of a su

bject by an expert,

comes

what

mig

ht be

tenne

d a ph ilosophic

estimate

of

the

n f l u e n ~ e

7/21/2019 Engineering Vol 56 1893-11-03


Nov.

3

1893.]

of passing events,

and

a careful consideration

by

a

competent judge of their

va

lue as steps towa rds pro

gress.

He is endowed

with

that philosophic calm

which is necessary to hold the balance between t he

optimism

consequent,

say, on

the

addition of half a

knot to the

speed

of the modern Atlantic steamer,

and the e s s i m i . s ~ so la rgely obtaining owing

to the

unsettled

cond1t10n of labour. Both topics are of

moment,

but

the

Pr e

sident seemed

content

in the

case of

these

and ot

her

subjects to drop a

suggestion

starting a long

train

of thought. In the

one case

he felt satisfied, in r

eviewing

the

disc

ontent of

labour fr om ancient

times, that

disputes on

wages

questions

have

alw

ays be

en, a

nd

pro

bably

will be, so long

as the sole x t t ~

b

et

ween

man and man

is

cash payment . Some

artifi

cial

regulation of wages is ,

he considers,

necessary,

and

he suggested, as a suitable pursuit for the members

the

determining how such

regulation

could

be

i n t l ~

ligently applied,

and

how waste of energy in st ri

ing for

the

unattainable should

be

avoid

ed

.

Th

e

idea

is

good,

~ n d

;\ ~ o . m m i t t e e with such a president,

who

has st

udted p

oh t

tcal

economy

fr om

the

practical

as well as.

theoretica

l. point of view, might produce

some basts f

or

a sattsfactory

scheme. 'l'h

ere is no

doubt that such

strikes

as

that

which has con tinued

for

three months in the

coal t rade h

ave

most

disas

tr

ous results,

and

in mar ine industries, where

they

are not infrequent ,

ben

efit wo

uld ac

c

ru

e

from

a

method of reg ulating wages

inte

lligently applied .

As

to the

futu re of

the

marine industries fr om

the technical sta

ndp

oint, lit tle was said, and the

explanation

is satisfactory.

Th

e

fi

r

st

esse

n

ti a

l

to

progress in this respect,

he rightly

considers, is

finance.

He

believes

that

if

the

obs

ta

cl

es to

com·

mercial success

can

be got over,

the

requisite skill

for the production of

still

fa

ste

r vessels will n

ot be

wanting.

He

therefore entered at some length

into the question as to

whether,

with our lar

ge

r

st

eamers, we have reac hed any

higher

financial

succe3s, and the result of his investigation l

ed him

to the conclusion th

at,

notwithstandi ng the con

tinuous efforts of engineerd towards mechanical

improvements,

and

the

attaining

of ever-incr eas ing

speeds at sea, th e margin of profits to the owner of

fast steamships is so dangerously near to ze ro, that

to preserve

him

in existence it would seem as i f

the

State aid which was obv iously

necessary in the

infancy of steam navigation, cannot yet be dis

pensed with.

British

mail serv ices are perf

or

m

ed

more cheaply than th ose of any

othe

r nation. The

mail subsidies paid by

this country

amoun t

to

G37,000l. per annum, while the

ot

her three

pr

in

cipal European

countries-France,

German y ,

and

Russis-pay

in the aggregate over 2.7

millions,

or

more than fo

ur times the British

total. In ot her

words, the four countries pay in all 3.

33 millio

ns, of

wh ich Great Britain contr ibutes 20 per

cent.,

while

the foreign trade of th e four coun t ries

is

1646 mil

lions sterling, of which our proportion

is

45 per

cent., or 74.0 millio

ns.

The four countries quoted

pay

ll.

of subsidies

to every

336l. wor th of

imports and exports ; the rat io for Britain

is

1 to 1161. Taking

the

case of t h e

French

com

panies first, Mr. In glis found t hat t he mail

subsidy amo

unted

to

one million,

while t he p re

mium or bounty for navigation, un de r the n

ew

laws, amo un ts to 360,

OOOl

T

he

French Trans

atlantic,

with l.G millions

of

capita

l and 167,000

tons of shipping, absor

bs

subsidies amo

un ting

to

446,320l., and yet only distri butes about 80,000l.

annually

in dividends

-

less

th a

n

one-fift

h

of

the

t.'\te aid. The M

essageries

Mar itimes has 2.4

millions of capital f

or

202,000

tons

of shipping.

They absorb 554,000l.

as

subsidies, and on ly pay

120,000Z.

as

dividend.

Steam navigatio

n

in

France,

as ?.1r. Inglis points out, is still the tender nu rsling

of 1 36, for were it not for the subsidies th ere

would be

a year

ly

loss of fully a qu ar ter of a million

in the case of two companies with f o

ur

millions of

capital.

In

Ger

many

the condition is equally

un

satisfactory, for the principal compan y-

the

N or th

German

Ll

o

yd s

would

last year

have

dr op ped

190,000l. had it n ot

been

for the subsidy of

220,000l.

The

year's

balance

was only

30,000l.

equal to 1t

per

cent. on th e cap ital of t wo milliontt.

An

examination

of the

Bri

tish companies'

accounts

r the past yea r does not indicate any im prove

ment.

Taking four of

the leading compa

nies

which

made profits last year the P. and 0., the Cunard,

the

Royal Mail,

and the ShawSavillandAlbion

Com

p:mies-it is found that they earn a subsidy totalling

482,3031., while the

pr

ofit on the

year

's op erations

was o

nly

lfi9,08Gl., so

that

but for this subsidy the

loss on the

yea

r would

h a v ~ been

323,000l. Of


cour se the subsidy is r eally f

or

work do

ne

while as

r

egards freights, last year

was n ot

by ~ n y m e ~ n s

a favourable one. I t is

neverthe

less surprising to

note

t h

at but

for

this State

aid

the

companies

named .h

aving high-

speed steamers would have

been w1thout a profit.

The details

are inst

ru

ctive :

Capital.

Mail

Profit.

Per JOOl.

Rubsidy.

Ce.pital.

£

£

£,

P.

and 0.

• •

2,320,000

340,000

139,800

- 6l

Cuna

rd

-

• •

l,GOO,OOO

60,00J

6,9t4

= 6s. 9d.

Itoyo.l Mail

..

900,000

1>0,000

302

-

Sd.

Sba.w Sn.vi 11 .•

460,120

-

12,070

= 2l. 108.

6,2 6,420 480,000 169,0 6

=

Sl.

The P. and

0.

have an Admiralty

sub

vention

of

12,394l. l ls . 9d., and the Cunard Company of

abo ut

13,500l. per annum in addition to m

ail

subsidy.

Four

o

th

er companies are c

ited

by

Mr

. In glis

as

sub_sidy-earnin g, y e ~ working

wi t

hout profit. The

U n t ~ n Company, wtth a capital of 698,410l., had a

d eb tt b a l a n c ~ e q u a ~ to

10

pe r cent. of capital, and

the Castle L tne, wtth a capital of 504,OOOl., a loss

of 40,OOOl. Th e Orient dropped 43,OOOl. , nearly

equal

to

pe r .ce

nt.

the_capital , n ot withstanding

that the1r ma1l subs1dy 1s 85,000l. Th e Pacific

Company

h ~ v e a

mail subsidy

of 20,000l.,

and

yet

lost 57, 238l. , so that the capital of n

ea

rly 1 milli

ons

ea

rn

ed no ret

urn.

These eig

ht

companies, there

fo

re,

representing 8 millions of capital,

while

re

ceiving from the Government 665,200l.

as mail

s ub

sidy , or Admiralty subventi

on,

show on balance a

loss on the

year

's

working of

over 50,000l.

The

President had

no

means

of

dete

rminin

g

if

the

com

panies

had

an

y con

siderable cash

r eserve,

but

if

they

hav

e, these, he thinks, are probably over

ba

l

anced

by the sum

of

650,000l.,

which

o

ne

of

the

ol

der

Atlantic

companies

has

written

off as irre

coverable

loss.

The

ope r

ations

of

th

e compa

ni

es

named, it is poin ted out, are probably less affected

by the fluctuat

ions

in

cargo

freights than

those of

the ma jo

rity

of shipowners, and Mr. I nglis

thinks

it

difficult

to avoid

t

he

conclusion t hat

much

of

the

disastrous r esults may be due to

more rapid

ad

vance in speed than the conditio ns of the employ

ment

of the vessels war1 an

t,

or to

some

other

defect in the adaptation of them to the in t

ende

d

purpose.

The point is one of gr

eat

interest, and Mr. In glis's

demonstration is so satisfac

tory,

so far as it goes, t hat

one

ca

nn ot but the mor e regret that he depar ted

from t he

topic

to

satisfy

the

ordi

na ry id ea of a pre

sidential add r

ess

to

which

we have already made re·

ference.

I t wo

uld have

b

ee

n

interesting to know

pre

cisely if the

ve

ry u

nsatisfacto

ry results of la

st

year's

wo

rking were

experienced in

preceding

years. I t

is well

known that we have been passing through

a period

of great

depression ,

and that

freights have

b

ee

n very lo w, and

while

the

companie

s quoted

may

not hq,ve su ffe r

ed as

m uch

as

ordin

ary

freight

ca

rr i

ers, st ill there

is

t he possibility that the

figures of l

ast

year

are

wor

se than those

of

pr

eced

in

g

years.

The point to be d etermined before any

conclusio n can be arr ived

at

is whet her

the

losses

have grown with the addition of ships of increased

speed, and

h

ave

not fluctuated with t he

prospero

us

or de pressed state of the fr eight

mark

et,

as in the

case of

companies

where speed is n

ot

the first

essent

ial .

Moreover,

incidental influences in

trade

must be

taken in to consi

deratio

n.

Th ere is

room

f

or

doubt as to whether our high-speed steamers

m

ake for comme

rcial success,

and if

th

ey

do

not,

then

we

are advancing

ei t

her

too

quick

ly

or

on

false lines.

Th

e

histo ry

of progress

in

all departments of science encourages develop

m

ent in anticipati

on

of

rewa

rd, and

we do n

ot

kn ow that we ha ve reached that stage in marine

co

nstruction wh

en the

prospects

warn against

;\d vance. As to whether the lin e of progress is

right

or

wrong,

th ere can be no defini

teness

; so

that

there

is

the gr

eate

r need for

fr

eq uent

and

careful in vest

i

gation. Mr. In

g

li

s,

in hi

s

address,

whi ch as we have indicated, is pregnant with

t h o u h t ~ u l h i n ~ p e ~ s up

considera

tion a w1d e subJect of tnvesttgatlOn , a

nd

1t should be

to the interest

s

of

Rhipp ing

companies to

supply t he

information requisite for a thorough investigation

as

t o

whe

ther

or

n

ot the present type of

fast

vessels hav

e d efects

which mili

tate

again

st com

mercial

success.

THE WEATHER OF OCTOBER, 1893.

A·PTU)IN' has been mellow to the core.

After

the brilliant

summer, a

utumn ha

s b een respl

en

dent

in hues and tints ove r th e landscapP,

and

the

·s 5

wea ther of October has shown that

Autumn comes with the m i ~ b t of

floods

,

The glow of moonlit sktes,

And the glory flung on fading woods

Of

thousand mingled dyes .

Of course the

wettest month

of the year is always

expected to be wet, but not always

to

have so fair

du ration of sun shine as the

past

month .

Th

e rains

were welcomed all over England, making conditio

ns

favourable for

ro

ots aud pastures, as well as for

•

SOWlngs.

Th e mean p ressure and temperature of the

at

mosphere at ex tr

eme

positions of

the British

Islands

to which

the Isle

of

Man

is

cent

ra

l,

we

re as

fo

ll

ows :

PositioLs.

North

• •

South

• •

We t

• •

East

•

Central

•

I

I

Mean

Pressure.

.

ID.

29.55

29 .97

29.8 L

29 .82

29.81

Dift'e rE:nce Mean Difference

from Normn.l Tempera· from Normal.

· turt>.

•

de deg.n.

g.

below 0.14 4

8

above 1

above .06 54 1

.01

6s

2

be low .01

6

1

1

.0

1

6

1

1

The

distribution of r

ain

in

frequ

ency

and qua

n·

tity may be roughly inferred from the follow

in

g

r

es

ult

s:

Places.

Rainy Days.

I

Amount.

J

Difference

from Normal.

Sumbu rgh ..

Scilly . • •

Valentia ..

Yarmouth ..

•

•

••

•

• •

28

23

26

19

- -

•

10.

6 07

2.26

4.

11

1.63

•

ID.

more

1.80

less 1.44

" 1.77

1.29

Th e daily

ge

neral directions of the winds over

th

ese

islands give a

re

sultant from \V. ; from

'V

by

S. when the estimated for

ce

is taken into the

computation ;

and

fr om

,

V, as

indicated

by the

mean dis tribu tion of atmospherical pr

ess

ure.

This

is so

ne

ar to t he normal resultant,

\V

. S . \V

.,

t

hat

a

mean temperature 1 deg.

above

the normal is not

surprising. Atm

o

spherical

pressure differed only

slightly from the normal ;

but at

th e north of Scot

land, where the difference w

as

grea tes t, the r

ai

n

fall was most frequent and abundant ; the other

parts

had a deficiency in

the

q uan ti ty of

rain.

On

the

lOth,

1.1 in. of r ain was measured in L ondon ;

on

t

he

1

2t

h, 1.28

in.

a tJersey, 1.12

in.

at

Du n

geness ;

on

t he 1

8t

h, 1.57 in . at HuratCastle. Thunderstorms

occ

ur red in south-west

England on t

he 5t

h ;

in

central

En g

land

on

the 7th

;

in

so

uth-ea

st

England

on the 9th; on the

so

uth coast on

t he

17th.

Th e

high

est

temperature, 70 deg., was r epo

rt e

d at

Llandudno on the 21st.; t he lowest, 27

deg.,

at

Markr

ee on the 8t.h. Th e mean temperature of

th e air at 8 A M . for the entire area of these islands,

a.t sea leve l, was 51.5

deg

. on the 1st, 48.5 deg. on

the 4th, 51 d eg. on the 8th, 48 deg. on the

13

th,

57

de

g. on the 16t

h,

51 deg. on the 19th, 57

deg. on the 21st, 48.5 deg. on the 23rd, 51.5 deg.

on

the

2

4th

,

46.5

deg. on th e 26th, 53 deg. on the

27th,

39 deg. on the 31

st

,

showin

g

th

e capricious

fluctuations of

the

descending curve of te

mperature,

du e to changes of wind, which were chiefly between

S. W .

and N.W. Atm

osp her ical

press

ure was

greatest, 30.6

in

., on the 23rd; least, 29.0 in., on

th

e

4t

h. The heavy

falls of r

ai

n t o be

expected

in

this

month were

alternated

by intervals of sunshine, a

fair amount of

day

warmth q ualified by cold at

ni

g

ht.

"The cold groweth

stronger, and paler

t h ~

sun. "

At

8 A.M on t he 22nd, while t he temperature

at Dungeness was 58 d eg., at Parsons own i t

was

o

nly

37 d

eg

.

Th

e n

otations

of the weather

indicate

clear fine days to

have

ranged between

12

in t he

east

and

4

in the

west ; over

cast

, between 17

in

the

north

and

6 in t he south district . During t

he

fo

ur weeks

e

ndin

g t

he 28th,

the

durati

on of

bri

g

ht

sunshine, estimated in percentage of its poss ible

amount,

was for

th

e U nited

Ki n

gdom 32,

Channel

I sles 41, no

rt h

-east En gland 40, east

England

39,

south

England

37, central

England

36, east Scot

land 33, south-west

England

31, west Scotland

and

south

Ir

e

land

30, no

rth Irel

and

and

n o

rth

-west

En

gland 26, no r

th

Scotland 13.

W

eek

by week

the proportio

n of

sunshine has

b

ee

n steadily

decreasing.

THE

NEW

TORPEDO-BOAT

DESTROYERS.

ON

Saturday

l

ast

a

tria

l took

pl

ace which has

been looked forward to for some t ime

with

in

terest, perhaps n

ot

q

ui te without

a

tinge

of

7/21/2019 Engineering Vol 56 1893-11-03


7/21/2019 Engineering Vol 56 1893-11-03



chapters

is very v a r i a . ~ l e

;.

in m.ost p

arts so

little is this condition, however, is n ot only

not

essential,

required

that

we th1nk 1t a ptty

that the

whole

but

violates

the "pr in

cip le of least

resista

nce,"

book

has

not

been adapted

for non-mathematical whioh shows

that it

must

lie

as hjgh up as is con

readers. On page 7 wo are reminded of the mean- sistent

with

the condition of strength of the arch

in

as

of s ine and cosine ; also

the

positions and values ring, say at

the

up per third of the ring.

ot he

maxima

of several (by no means simple)

Even

with a

ll

these faults (wh ich could be easily

functio

ns are

found by

purely tentative processes

cured in a new edition),

the

book is

a dist

in ctly

of

arit

h

metica

l

calculati

on : whilst,

on the

other

good

one

in it

s te ac

hing the

practical working of

hand several pages br i

st

le with integrals, and

examples

without

much

mathematics.

c a . n n ~ t

be understood without a fair knowledge of -

integration. BOOKS

RECE

I

VE D

.

In the

first

six

chapters (

111

pages) elementary

A New Chapter

in

the H istory

of

Labour.

London:

mechanics and

resi

stance

of mate r ials are

tr eated

U nwin Brothere. [Price 1s. ]

Of

in

some

detail

and with

considerab

le

sk

ill

by

Per

i

Mercati

Co

perti.

Di

MAR

C

AURELIO

B

OLD

I.

Rome :Tipogra.fia. Fra.telli Centena.ri.

quite elementary methods, so as to

lead

up to

the

A n Elementar.v

Tr

eatise on the Ge

ome try

of Conics. By

The

ory of Structures.

The

c

hapt

er on Roof A UTO H M t.:KHOP.\.DHYAY , M. A., F.R.S.E. L ondon

Trusses (62 pages) is

good

; space might have a.nd New

York:

Macmillan and Co . [Price

4s.

6d.]

been saved herein by discard ing altogether the old Evc,·ybody s L etter Writer By P ENHOLDER. Londo

n:

f

·

th

t f f

1

Saxon and Co. [Price 6d.)

process o

computmg

e s res

ses

roru orm u

re

,

Experimente mit

St r

omen h

ohe

· Wechsel ahl

und F1•e

-

and using instead

the st

ress - d iagram m

et

hod quenz. Zusa.mmengestellt von

ETrRNNE

DE

Fo

ooR.

thr

oughout (as h

as be

en done for

the

mor e complex

Revidirt

und

mit

Anmerkungen versehen von

NJKOLA

trusses). The chapters on Arches

(8

1

page

s) and

TE

S

LA.

Mit

94

Abbildungen. Vienna.

Pe

stb, and

on Domes (41 pages) are excellent; they contain Leipzic : A. Ha.rtleben.

worked examples of most of

the

diffe

rent

k inds

of

Amber:

U

ab

ou

t I t. Liverpool:

Offi

ce of Cope s T obacco

Plant

arches and domes worked out in a way that would Pr inciples of Political Economy . By J . SarELDNicHOLSON ,

be easy to follow in s

imila

r cases. A great

simpli-

M. A., D. c. Vol. I. Lond o

n:

Ada.m

an

d Charles

fica t

ion has been introduced

into the

practical cal- Black. [Price 15s. )

culation of the stability of the haun ches and abut- The Theory and Practice of b-fodern Fra;mcd Structures.

ments by the const ant use of t he pr incip le that ByJ. B. J oHNSO N C.

\V BRYAN,

and F . E. T

uRNEAURE.

h d h

N

York

: John Wiley and Sons

;

L ondon : Kega.n

sin?e the horizontal thrust

at

t e

c r o ~ an

t e Pa.ul, Trench, Tr

Ub

ner, a.nd Co ., Limited.

we1aht of the arch

and

load above

the

J01nt of

ru p-

Obj ects of I nterest to

Eng

ineers and others in and about

tur;

balance

about some point in

t h

at

joint, they

I

P

hi l

adelphia.

Philadelphia : The E ngineer's Club.

may, in treating of

the

parts bel ow that joint, be • The

Ore

Deposits of the Uni ted States. By J ~ ~ E S .F.

treated

of

as if app

li

ed

at

that

point

.

Th i

s

greatly

K E M ~

. B . E.l\1.

Ne

w York :

Th

e

SCie

nti

fic

· l '

fi 1 1 · th

·

t Th

h t Pubhshmg Company.

stmp

1

es ea cu

ahng

eu momen.

S:

e c ap er Die Drahtseilbah n en der Schweiz. Von K W ALLOTH.

on domes

appea

rs

to be

largely or1gmal, and taken Mit 10 Lit hographi

rt

en Ta.feln. Wiesbaden : C. W.

from the

author

's own

pap

e

rs

read be

fo r

e the Royal Kreidel. [Price

11

mark.)

Society. The articles on Rakina horing ar e also Addresses Delivered before the World s Railway Commerce

excellent ° Congress, held

in

Chica

go

, I ll., Ju ne 19 to 23, 18

93

.

b

· f h k · ·t . t ' 1 t t Official Report. Chicago : Office of The Railroad Age

The est part o t e wor 1s lLS

prac

rea - and N orth- Western

Rail

roader.

me

nt

of

w o r k e d ~ m t

exampl

es

. ; but there 1s

much Theo

ry

rtnd Practice

of

Na igation.

By WrL

LIAM H.

in the mathematiCal exp lanatiOns and phraseology BARHAM, Lieut.

R. N

.R . With 60 illustration s.

that would bear improvemen t, of which some L o n d ~ n d Glasgow : Willia.w Co llins, ons, and

instances will now be uiven . Co ., Lmuted. .

• .

0

•

a

] f R I n Search of a Cltmate. By CHARLES G. NOTTAGE,

On page 6.1t lS

stated

1n euect t 1at a may LL.B.,

F. R

.G.S. London : Sa.mpson Low Ma.rston

be r esolved

mto two

c

ompo

nents

P, Q

1n a

ny two

and

Co

., Limited. ' '

directions AB, A C, so long

as

AB, A C are not T he Rules and Usages of the Stock Exchange. By G.

in the same

st

raight

lin

e ;

but

that, if A B, A C be HERBERT

STUTb

'

rELD,

B.A. Oxon. Second Ed

it i

on.

in the same s traight

line, then H

one

comr-onent

By

th

e A u t h ~ and H E

_t

Y T R O T H ~ CAUTLEY, B.A.

\·anishes, while the

other

becomes

infinite, and the

Londo

n:

Effingha.m Wtlson.

[P n

ce 5s.]

resulta

nt

R coincides with t he greater force,

whereas, of course, bo th components become

infinite,

but

always

in

r

at

io P :

Q

=

s

in

R A C :

sin R

A

B ; the usual geometrical

constru

ction

(parallelogram of forces) is of co

urse

nugatory.

Again, in

the

description (page 11) of the stresses

in a crane A C B, whereof B C is the jib and C

the

apex from which the weight W hangs,

it

is stated

that the force ac ting in B C

to

balance

the st

r ess

produced by \V must

act

fr

om

C towa

rd

s

B,

a

nd

the arrow-head in Fi g. 8 also shows this force in

direction C B, whereas, in fact, t he stress iu B C

(resisting the

st

ress caused by ' V)

acts in

direction

BC.

The next

three

po

ints to

be n

ot

iced

are pre

sumably only accidental slips.

Firstly,

Fi g

s. 9 and 10 a re

not

corr ectly placed

together ; they should be placed

so

t hat corre

sponding lines

are parallel

(as described

in

th e text).

Next, on page 22,

two

co

up les are queerly

printed as P x A C x P . and Q x B C x Q. .

Again, in several places (see-page 23, line 16 ; page

24, line

13

;

page

27, l

ine

6 ;

page

28,

line 7)

the

phrase

"stress

is used

where

"moment

of

stress"

should have been used.

The free use of the old t erm s colla.r-boam,

"tie-beam," "king-post, queen-post, wit hout

theexpl

anation

t h

at

the two former

ar

e

rarely

load ed

as beams, and

that the

two l

atte

r are

rarely

loaded

as posts, is

not judicious. Agai

n, on pages 1

20 to

1

23

it is s tated that a collar -beam (in a plain

collar-roof) may act ei t

her

as tie or st ru t ;

but

it

is not

clear

how the framing can be don e so th at it

should

ever

(in a plain

colla

r -roof)

act

as a ti e.

In

t reating of

the

arch

very

l

ittle

u

se

has

bee

n

mad

e

of the important

line

of resistance

;"

only

th

ree

pages are devoted to

it

(pages 203

to

205), and t hen

und er the misnomer of line

of pressures"

(really

q.uite a

different line)

;

t he fact t

hat

its ac tual

posi

t10n

can only be

definitely

as

signed by ai

d

of

Moseley's Princip le of Least Resistance

has

been

overlooked ;

ind

eed ,

on

pag

e 204

it

is

stated

that

when the arch is in a condition of

stability the

hori

zo

n

ta

l pressure N will

act at the centre n

of

the

joint AB (i

.

e.

,

at

the

ce

ntre

of

the keystone)

;

N 0 T E S.

THE

COALFIELD ; IN vVE

ST

SwEDEN.

THE first researches for coal in the province of

Sconi a date

from

the

year 1737, at Vallakra, some

s ix miles from

the

town of Helsingb org ;

in

the

year

17

44

the

ex:perimen

al

boring was

resumed

at

Bosarp, n ot very far distant.

Here the

under

ta ki ng was

conti

nu ed under private initiative

until 1796, when

it

was for med i

nto

a com

pany, which began wo

rk

at H oganos t he fol

lowin g

ye a

r.

For

more

than twenty

years

this

company

continued

work,

until it, in the year

1825,

was tr a

ns f

ormed in to

the st

ill existing H o

gan

os

Coal Company. In addition

to

coalmining, the

company has al

so

gone

in

for o

th er industri

es, in

o

rder

t o

make

good t he

na

t

ur

al

ma t

erials

at its dis

posal,

such as

earthenware, firebricks, &c. The

comp any employs about 1000 hands. In the year

1760 extensive coal

mea

sures were secured by a

private

firm at Vallo

kr a,

and af ter a lapse of about

a ce

ntury

work

was

r

es umed

there,

two

pi t

s

being

su n

k.

In 1866 the V allokra Coal Company

wa

s

formed, with a capital of 1, 500,000 k r. (about

82,500l.) ; i t subsequently removed to Billes

holm , wher e it is

still

working,

and

wi th good re

sults. The

Kropp

Co

mpany

was formed

in

1871,

and

work

ed for a number of years a pit at Bjuf;

a

new

pit has now, with g reat

trouble,

been brought

in

to

wo

rkin

g order, and

the manuf

ac t

ur

e of fire

bricks

ha

s

also

been

adopted

on a la

rg

e scale.

Th

e

Skromberga. Coal

and

Clay

Compa

ny

is

th

e

youngest of th e Sco

nian

coal eompanies; it

em p

loys

abo ut 500 hands, a

nd

was formed in 1886. In

addition to

these

there

are several

sma

ll mi nes,

which are

not

of

mu

ch

imp

ort ance.

TECHNICAL

IN

DICES.

Q

ui t

e a large amount of

scientific

work ia done

tw ice

ove

r ,

owing to the

difficulty investigators

expe

ri

ence in findin g out what has been effected by

ot

hers

be f

ore.

An immense amount of valuab

le

matter is buried in the proceedings of obscure

scientific

soc

ieties, a

nd in the co

lumns

of

j o

urnals

of

sma

ll

circulation. Much

may be do

ne to rem

e

dy

547

this state of affairs by the periodical p ublication of

scientific indices,

and

it has been suggested t

hat

the Royal

So

ciet

y should

undertake

this work .

The Association of Engineer ing Societies of the

United States ha s, for some ti me pas t, published

pretty

complete indices

to

the

English

and Ameri?an

engineering

journal

s,

in

w

hi

ch

not

only is

th e.

~ t l e

of t he

pape

r

in

dexed given,

but

a

note

exp

lamm

g

more fully its contents

is

frequently added, th us

great

ly increasing

the

value of the publication.

The most complete technical

index yet published

is, h

owever, without doubt that

compiled

on behalf

of

the Germa

n

Imperial Patent

Office

by Dr. R.

Reith, and

published

in

London

by Messrs.

B.

Williams and Norgate, of Henrietta-street, Covent

Garden,

as well as by other fi

rm

s

in Berlin,

P a

ri

s,

and New

York.

The

bulk of

the index

deals

with

•

publications in the German, French , or English la

n-

guages, but other nations of E urope are also r

ep

re·

sented, their lead ing techn ical publications being

also

indexe

d .

Th

e index is divided into two

parts,

in the fi

rst

of which

all

matter

referring

to

a

pa

r

ticu

lar subj ect

is

group ed together,

whilst

the

second part of

the

volum e consists of an alpha

betical index, which shows

under

w

hat

group any

particular

article

sought

for is

to be

found.

In

all,

the vo

lume contains 502

la r

ge

pages,

a

nd

sho

uld

prove a valuab le addition to our p ublic

libraries

.

RAILwAy

BRAKES ON

BRITISH T

RA

IN .

I t is

grati

fying

to note,

from an official r

eturn

j u

st

issued, that 98 per cent. of the locomotives on rail

ways in the United Kingdom are fitted with auto

matic

br

akes which meet,

entirely or

partial1y,

the

conditions

of the Board

of

Trade,

and t

ha

t 99 per

cen t. of t he carriages and other vehicles attached

to passenge r

tr

ains ar e similarly

eq

uipped .

On

ly

two systems comply in all

re

spects with

the

official

requirement s -

the

automatic

vacuum

and

th

e

'Vest

inghouse automatic- and it is

interesting to

n ote h ow these systems tend to predominate w

it

h th e

lapse of years. Eight years ago they were used only

on half t he locomo tives and carriages, several

systems being applied

to othe

r 26

per

cent.

of the

vehicles. Now, ho

wever,

o

nly

1. 5

per

cent.

of the

locomotives, and 2 per cent. of the carriages, are

fitted wit h brakes which only comply with some

of

the

B oa

rd of Trad

e r equirements. Of

th

ese the

most

la rge

ly

used is

the

Smith vacuum,

which

is

not

automatic.

I t is adopted on t he Metropolitan

and some Irish lines. 1'he oth er brakes are also

vacuum, alth ough

not

automatic. The number

of

brakes complying with every condition, of course,

is

most nu m

erous. Of

engines there

are 11,1

6

1,

or 97 per cent . of the total, and of these 8539

have the automatic vacuum brake and 2622

the

\Vestinghouse au tomatic ; 38,776 carriages have the

automatic

vac

uum,

and 19,049

t he '

es t

inghouse

autom

a

tic, the tota

l - 5

7,825

- ma.king

96 per

ce

nt.

of all carr iage s in t h e kingdom. On ly 172 loco

motives are

not

fitted with

the

continuous brake,

1.5 per

cent.

of

the whole, as against

6.3 per cent.

five,

and

25 per cent. eight

years ag

o ;

whil

st of

carriages there are on

ly 2

per cent. without

con

tinuous brakes,

against

21 per ce

nt.

eight ye ars

ago.

THE UNI

TED

STATES NAVY'.

There can be no doubt that

Brother

J onathan is

determined

to build up a.

powerful n

av

y.

The

current circumstanc

es of

t

he

U

ni ted States are not

calculated

to

encour age the Federal Government to

increase the

nati

onal expend it

ur e

;

but

n ot with

st a

nding this

there

are

now no f

ewer

than

fifteen

A me

ri

can ships of

war in

course of construction,

viz. :

The

M ontgome

ry

, cruiser, 2000

tons ; the

Marblehead, cruiser, 2000 tons ;

th

e

Cincinna

ti ,

cruiser, 3183 tons

;

the

Ra l

eigh, cruiser, 3183 tons;

t he Columbi

a,

cruiser, 7

350 tons ;

t he Olympia,

cr u

ise

r,

5500

tons ;

the

M

aine, armoured

cruiser,

6648 tons; the Texas, li ne-of-bat tle

ship,

6648 tons;

t he Katahdin, ram, 2183 tons ; the

Massachusetts,

lin

e-of -bat tle ship, 10,200 tons ; the Inuian

a,

line-of-

battl

e shi p, 10,200

tons ;

the Oregon,

line-of-battle ship, 10,200

tons

;

~ h e

Iowa,

line

-of

battle

ship,

11 ,296 tons

; t he

Brooklyn,

a

rm

o

ur

ed

cruiser, 9150 to ns ; and t he Minneapolis,

cruiser,

7350 tons.

Th

e Montgomery, t

he

Marblehead, the

Cincinnati, the Raleigh, the Columbia, the Olympia,

the

M a

ine

,

th

e Texas, and

the

Kata.hdin will

be

completed t

hi

s

yea

r or

in the

course

of

1

894; but

the

Ma s

sachuset ts,

the

Indiana , and the Minnea

polis

will n

ot

be ready

for

sea before

1

895, while

t he Oregon, the Iowa, a

nd the Brook

lyn will

n

ot

follow

before

1

896.

The M o

nter

ey, the N ew

York, and

the Detroit,

which have

been recently

7/21/2019 Engineering Vol 56 1893-11-03


placed

in commission, are almost re

ady for

ser

vice.

The

Puritan,

the Amphitrite, the Terror,

and the Monadnock, which have been in hand since

1

888, are approaching completion.

D

esigns are

being prepared

for

three

gunb

oats

of 1200 tons

each, and

plans

are a l

s0

in preparation f or

four

second-class torpedo-boats

to be

carried

by

the

Maine and the

Texas.

THE R us IAN PETROLEUM IN D UsTRY AND IT

S

CoNT.EMPLA.TED

Al\I.ALGAM.ATION.

The

ne gotiations for

an

amalgamation of

all

the Russian petroleum establishments are st i

ll pro

gressing

at

St. Petersburg, with what

seems

fair

prospects of ultimate s uccess. I t wo uld be con

sidered sufficient if 80

per

cent.

of t he

petroleum

works

entered

the amalgamation,

and

the projected

un i

on

will arrange with th e

American

petroleum

works how

the

world's

trade

is

to

be divided

between the Russian and the American petroleum

producers. In

1892

there

were

going at Baku

104

petroleum works, with

an

aggregate

production of

78 ,5

21,927

p oo

ds

of p e tr oleum

(about

1,283

,8

00

tons),

of which total as much as 60,344,112 poods

(about

986,500 tons) cune from 17 large works, re

presenting 76

.8 per cent.

of the total. I t

does

not

seem

unlikely that at least these may agree upon

output and

price,

and also

arrive at

some

arrange

ments with the American petroleum syndicate.

Against

a

coalition

of this

magnitude

the

sm all

works,

which

were outside the arrangement, could

carry

no

weight. The

consumption

per individ.

ual

varies very considerab

ly in the

different

countnes,

as will be seen from the following Table :

Ki logrammes.

Russia. .. . .. . .. . . . . . 6

::;weden and Norway ... ... ... 10

Great Britain

. . . .. . 13.4

Denmark . . .. . . . . . 13.8

Switzerland .. . ... ... . . . . 14 8

Germany . . . .. . . .. . 16

Holland .. . ... .. . ... ... 26

urn . . .. . . . .. . . .

38

.5

Umted

States ... ... ... ... 75

(One kilogramme is equal to 2.2 lb.)

The

sale of R ussian petroleum has

increased

from

50.2

million poods (about 820,000 tons)

in

1888

to

78 .5 million p oods (about 1 ,283, 000

tons)

in

1892.

THE p ANIR TUN

N

EL

.

The

headings on

the Panir Tunnel

on

the

Mush

kaf-Bolan Railway

met

on August 31la.st. This

tunnel

is

3050 ft. long, and is

for

a

double

line of

railway of

5 ft. 6

in.

gauge. The

Belgian system

has

b

ee

n

adopted in this

work,

a

top heading being

first

driven; this

is enla

r

ged

for the

arch,

which

is

finally carried down to the foundation by under

pinning. In

the present instance the

arch

is

semi

circular, and is of 29 ft. 6 in. span, the height

above

rail

level being

20 ft.

9 in. The

excavation

has been

through

limestone

r

ock.

Power

drills

(4-in. Climax) were used, which

were

worked by

natives.

Two

of

them

were mounted on one

stretcher

bar,

and

using air at 60 lb. pressure, 25 holes,

45

in. deep,

co uld be driven in 5 h ours. The drill

bits

were in.

and

lAn. in diameter. The ex

plosives

used

were dynamite and

geli

gnite . The

compressin

g

plant was

situated on

the

north

side

of the tunne

l,

and the air was conveyed to the

drills on the

south

heading

by an air

main

of 4t in.

wrought-iron pipe 6000 ft. long, which was laid

ov er the

hill.

' fhe

average

rate of

progress

was

13

ft. per day at

the

two working

fa ces. The best

month's work

was,

however, 455ft. The tempera

ture

both inside and out

of

the tunnel

was

very

high,

average

about 100 deg. Fahr. at the working

f

aces.

0 11tside it

was still higher, 117

deg. Fahr.

in

the shade being registered on one occasion.

This high normal temperature made it

necessary

to adopt special

means

for cooling the

ai

r-

com

pressors,

as

the water

available

had a temperature

of 112

deg. Fahr. , and

was almost us

eless

for

the

purpose.

The

c y l i n d e ~ s were e r e f o r ~ lagged w_ith

old rope and grass, w

htch was

kept m01at by addmg

water at

intervals.

Mr.

C. J.

Cole, A.M.I.C.E.,

was

the

exec

u Lve engineer

in

cha rge, and Mr. J.

Woodside, A.

M.

I. C.E.,

was assistant engineer.

CATALOGUES - W e have received from Mess rs. Whit

mor

e

and

Binyon, of 64 ,

M ~ r ~ · l a . n e ,

L

o.

ndon,.E. C.,. a

copy

of their new catalogue of ~ ~ l ~ m g machmes, m

~ v h t

are

included illustrated descr1pt10ns. of a ~ l the p ~ m C l p a l of

modern

roller mills.

Tables

of dtmenstOns, wetgbts, &c.,

a.ccomp:\ny t h ~ descriptions of the various

m a o ~

n e s ,

but

prices a.re

omttted.-The

new

catalogue

JUSt

I

ss

ued

by

Mr.

John

J.

Jardine, No ttingham,

.

deal

s

m a . i ~ l y with

millwrights' work, contains illustrattOnR and prt ce

rl.

des

oriptions of the vari of phtmmer-blocks, couplmgs,

shafting, c.

E N G I N E E R 1N

G.

BALL BEARINGS FOR THRUST BLOCKS.

To

THE EuiTOR

INEF.RIXG

SIR,-Owing

to

pr

essure of business

and

.

ab

sence fr?m

town, we have only just ha.d

an

o p p o r t ~ n t t y of .readmg

the

correspondence

that

has been gomg

on 10

your

valuable

paper

on

the

subject of ball or roller thrust

bearings. .

Being much in terest ed in

th

.e subject, and.

h a . v ~ n g

given

the matt

er some consideratiOn, we should hke, wtth

yonr permission, to

ma k

e a. few remarks with reference to

what

- has been

writt

en, and to say a f ew words as t ?

the

results obtained in tests made by ourselves on the Wtlkes

and Edwards roller thrust bearing. In the first place, we

take it

th at what

Mr.

Ramage r ~ q u i r e s

is a roller .

thrust

bearing

that

will

car

ry

a

hea

vy

l o ~ d ,

as spect fica

lly

mentions the

thru

st-block of a manne engme. Now, as

has been

stated by

some of

your correspondents, balls

have not been fou

nd

to give general sa tisfaction when

used to take

end

thrust, and when the reason is given th e

fa

ct is very clear.

The reason is that when balls are used to transmit the

strain

in

a bearing that has to take any considerable load,

and ther

efore require

a.

certain length of

lineal

contact

with the ball path proportional to the load, . the

only condition ~ h e n true r o ~ l i n g motion is obtame_d

is when

the

axts

about wbtch each ball

rotates

1s

pa.rallel with

the

axis of the shaft or part which

the balls are carrying. Now

in

an end thrust

bearing

the

position of

th

ese

two

axes may range from

an

angle of 45 deg. to 90 deg. of one another, according to

circumstances, the position of 90 deg. bei ng that

in

whi ch

the most rubbing

takes place between

the

ball

and its

path,

owi ng to

the

differentiation of velocities at varying radii.

Your correspondent Mr. Wingtield,

in

your issue of

September 29,

suggests

an

arrangement to solve

the

diffi·

culty which is th 9oretically, and would be practically,

correct if the conditions remained the same throughout

the life of the bearing, as 3hown

in

th e diagram, but they

do

not.

In

th

e first

plac

e,

each ball

only has

contact with

th e ball races at four points ; this, it will be seen, is not per

m i ~ s i b l e under any reasonable load ; firstl y, beC'ause of the

tendency

to

crush the ball

or the ra

ce, and, secondly, if

neither actually crushed, th e race would soon wear down

till a line of

contact

of sufficient length had been obtained,

in which ca-se rubbing

must take

place

between

the

ball

and

its

race, as

it

no longer rolls on two paths each com

posed of a narrow line,

but

of one of considerable breadth

according to the load, which

br

e

adth

is always increasing

by wear. Thirdly,

th

ere will be two zo nes in

the

ball

that will take all the wear, the ball consequent

ly

becom

ing

deformed, when

it

will

be

ve

ry liabl

e to jam in

the

races,

cutting

them up, and, further,

the

likelih ood of

uniform distribution of load over the whole of the balls iR

renrlered

very

remote.

Mr.

Tyler,

in your issue of October 20, suggests another

a rrangem

ent

which has the same drawback as Mr . Wing

field's, viz., that, a.s the races wear the rubbing

in

creases.

In

th

e diagram th e rolling axis of the ball

is

placed at

about 45 dag. to that of the shaft, but as the races wear

this angle grad ually becomes less and less, and the bear

ing is

little

different from

Mr

. Wingfield's,

with the

excep

tion of

two

point

s

in

which

it

is

much in

ferior, viz.,

it

has

only one path of conta-ct,

against

two

in Mr.

Wing6eld's

arrangeme

nt, and the tendency

to

crush the

balls is

twice

as great, owing to

the

angular direction of transmission of

the thrust st rain to the bearing. There is no doubt that

for lighb loads

the

se

two arrangements

would

be

satisfac

tory, but th ey would be absolutely useless where th e load

is reckoned by tons instead of pounds, as

in

the case of

the thrust-block

of a marine engine; for instance,

the

thru

st

strain

in some of the large liners will

rang

e fr

om

70 to 100 tons on the block.

Coming now

to the arrangement

shown

by Messrs.

Purdon

and

Waiters, there is good evidence in this design

that these gentbmen have fully appreciated the necessity

of providing sufficient lin eal contact between the

paths

and th e roller

s ; they

ha ve discarded the spherical f

orm

of

roller, and adopted that in which true rolling motion only

obtains.

There

are, however, serious J?ractical defects

aboub this arrangement, which we Will summarise as

follows: (1) The adjustability of the surfaces and the

rollers is difficulb to effect

in

order to obta.in·uniform dis

tribution of

load;

(2) the

putting

together

and taking

to pieces of

su

ch a bearing on a horizo

ntal

shaft appears

to be extremely di fficult, especially in the confined space

usual on board s

hip;

(3) when

th

e

shaft

vibrates,

and the

axis of

it

moves

out

of

the

line of axis of the roller paths,

the load will not be uniformly disbributed along the

e n ~ t h

of the cone

r o l l ~ r s , but upon one end

or

other

of

the1r

p t : ~ r i p h e r a l

surface; (4) the whole co

nstru

ction of the

bearing must be carr ied out

with

great mechanical accu

racy, in order

that th

e devire, as a

wh

ole, shall be efficient;

(5) with conical thrust rollers

there

is, of course, a reac

tion

in

a radial direction due to the obliquity of the

roller su

rface to

th

e direction of

thrust strain, and unle

ss

the means for taking this outward thrust are capable of

nice a d j u t m e n t l , it seems difficulb to in

su

re each roller

taking

it s

prop

or

tion

of

load;

(6)

when

t he go-ahead

rollers

are

being used it is difficult to see

what

keeps th e

go-astern rollers

in

proper position should there be any

play

in

the

bearing.

Coming now to

the

Wilkes

and

Ed wards bearing, you

have a device which is very readily adjustable, easily put

toget

her, simple to make,

re

quires

o

nly one

adjustment,

viz., in th e

di r

ection of

st

ram, the rollers

are

entirely

free to take

their

own bearing, and as they are only loose

ly

journalled on th

eir pivots, they

permit the

usual move

ment of the shaft in relation to the thrust-block without

interfering with

the di

stributio

n of

the

load

on

the thrust

collars.

W e have found by actual experiment

that

the energy

absorbed

in

friction by thi1:1 bearing is only one-seventh

that

of

any

o

rdinary

collar thrust bearing, which,

as

Captain Ed wards stated i.n your s s u ~ of Oct?ber has

resu

lt

ed in 12

per

ce

nt.

mcrease

of

revolutiOns 10 the

engines of a.

tug

upon which th e \Vilkes

and Edwards

r o l l ~ r thrust -block ha.s lately been fitted, as compared

with the numb

er of revo

lution

s obtained

with th

e ordina

ry

thrust-block fitted before.

Perhaps the

most

important

feature of this

in

vention is the specific form of curved

roller

periphery used, which is such

that

it

not only takes

the

outward thrust, but the e r i p h

r i ~ s

of rollers wear

down uniforml y, and never alter their sect10n. In

ot

her

words,

if you started

with rollers having

p ~ r i v h e r i o.f a.

different form ,

they

would wear down un 1l t bey arrt ve

at the specifi(; form which they would r etain until worn

ou t

.

Apologi

s

mg

for occupying so

much

of

you

r valuable

s p ~ c e

We

Sir,

y

ours truly,

] fELL AND

J

A:MKS.

1, Queen

Vi

ctoria-street, L ondon, E. C.,

November 1, 1893.

Tt) THE EDTTOR OF ENGINEERING.

SrR -?Y

ir.

\ V. C. Carter is very ready to accuse me of

misapprehending the problem

d i s ~ u s s i o n but

if

he

will carefully read

my

letter

agam

he wtll see

that

he has

quite misunderstood

it.

. .

I did

not state that

a

ball

bearmg

was unsuttable

for

heavy pressures,

nor

do I think so, or I should not have

recommended Mr. R ~ m a g e to

tr

y one . The question of

suitability

or o t h e r ~ i s e

of

such

a bearing depends, I

t a ~ e

it, upon whether It shows a.ny advantage over a. plam

bearing

under

similar circumstances. Thereforehwhen I

say

that

a

ball

bearing is most suitable for big speeds

and

light loads, I mean that the greatest advantage will

be found under those conditione. vVhether

it

will show

any ad vantage

when used as a

thru

st block remains to be

seen, and I trust Mr. Ramage will let us know the result

of his most in tere

st i

ng experiment. f Mr. Carter will

a.

leo

carefully

~ x a m i n e

th

e sketch a.ccomanying

my

le

tter,

he

will perceive

that the

line of thru

st

through

the

balls

forms an angle of 45 deg. with the axis of the shaft ; and,

therefore,

th

e form of

bearing

shown is

quite suitable

for

an

axial load. I also think

that th

e experience

obta

ined

with cycle bearings will be a much sa fer guide than the

mere

theorising

of

the

inexperienced,

as

whab

answers on

a. small scale

mu

st also answer upon a large scale provided

the proper proportion of I?a.rts is observed.

I should like

to

take

thts

opportunity of pointing out

that

to ca.rry a

greater

load the diameter of

the

balls

should be increased, and n

ot

necessarily their number,

for the crushing st

rength

of a ball depe

nds

upon its

diame

ter

rather than upon the

area

of

it

s bearing sur

face. As with a locomo tive wheel upon a rail, th e poinb

of contact

appears

to be capable of

car

ry ing practteally

any

amount of l

oad

provided the metal is thoroughly

bard, the onl y effect being to slightly increase

the

area of

cont act. I have myself had as mu ch a s 1000

ton

s bearing

upon an area

of contact not mo

re than

a

sq

ua re inch,

although the surfac6s were not dead hard. I t is,

th

ere

fore, clear that,

pr

ovided the balls are able to

have

a. true

rolling motion,

and

th eir

diam

e

ter

is grea.b

enough to

pr

event their being crushed or distorted, there is every

possibility of their answering sa tisfactorily in the present

case.

Yours

faithfully,

A. H. TYLER

5, Crown-court, Cheapside, November 1, 1893.

ECONOMICAL

SPEED OF

STEAMSHIPS.

To

THE EDITOU

OI<

ENOINEERINO.

SIR,- J . T. B. 's , letter is amu sing in more senses

than one. Putting aside the pun .and the poem, ' '

J.

T.

B.

must

sure

ly be joking when

he

first

asserts that

a

certain

statement of mine cannot

be

correct,

and

then goes on to

quote from Rankine the steps which I myself used

towards

the

proof of

that

statement.

f

J .

T. B. will kindly refer to

my

letter,

he

will find

that

in

the second equation Pis repla ced by m V 3 which

is

exactly equivalent

to his

deduction

fr

om Rankine thab

the effective horse-power expe

nded

in propelling a

vessel varies as V 3.

J . T.

B.

will

then

see

that his quotation is the

foun

dation-stone of

my

argument, and is of no u se as a. missile

to knock it to pieces.

B. Se.

Parti

ck,

October

30, 1893.

MECHANICAL

FLIGHT.

To

'IRE

EDITOR

oF ENGINEERING.

SIR,-ln

my

letter of the 20th inst. I stated

that

Mr.

Hiram

S. Maxim

is the principal exponent of the large

wide

a . e r o p l ~ n

a.nd as

Mr.

Maxim objects to be so de

scribed, I think it only fair

that

I should give

my rea

sons

for

making

the statemenn complained of. In

Mr.

:l\1axim's

patent specification (if

my

memory serves me) narrow

aeroplanes to be used in conjunction with the large wide

ae

roJ?la.ne are not mentioned. Again,

in

one of

Mr.

Maxtm's magazine articles the aeroplane is spoken of as

the

main supporting surface.

Again,

in Mr. Maxim

1

s

large mac

hin

e 1t is very evident that the large aeroplane

was in

te

nded

to

do nearly

the

who le of

the

lifting,

be-

cause

the

narrow aeroplanes were fixed underneath the

mai

n aeroplane and about 15 ft. behind its leading front

edge. In th is position

the narr

ow aeroplanes would do

more harm than good, working as

they

do in a downward

C Urrent of a.ir caused by th e large aeroplane above and

forward of

them.

I t would be interesting if ~ I r . ~ a x i m would state

wha.b

are the

relative areas of

the

wide

and

narr

ow planes.

l\i r.

1vlaxim

truly says that

a. large

surface

will lifb

something

but it is equa.Uy true that

it

will absorb a n

enormous amount of power to drive it, and there cer

tainly is no power to spare in any flying ma.ohine

yet or

7/21/2019 Engineering Vol 56 1893-11-03


7/21/2019 Engineering Vol 56 1893-11-03


sso

LAUNCHES AND

TRIAL TRIPS.

Fren

ch

battl

eship J aure

guiberry

was

laun

ehed

on Fr1day, October 27, from the yard of the Fo rges et

C h a n t i ~ r s . d e la M edi t

er

ran ee at

La

Sey ne, near Toulon.

Th

e s

hip

I S 356 ft. long

by

72 ft. 6 in. broad,

and

fr

om

the

k

ee

l

to the upper de

ck m easures 47 ft. 10

in.

Th e

d r a u g h ~ aft

w i ~ l

be ~ b . 8 i ~ . Th ere are two triple

expansiOn n g u ~ d n ~ m g

tw m

-screws of manganese

br

onze. S t

ea

m IS

supph

ed

by

24

gr

oups of

boil

ers of

the

Al l

est

and

La g

raf

el type. W

ith

natural drauaht a

total

of 13,000 horse-power is contrac

ted

for. Th i; will gi ve

a speed of about 17

knots.

With forced draught and a

d

eve

lo

pm

e

nt

of 14,200

ho r

se-power

t

he

spee

d shou

ld

somewh

at e ~ · w e e 17.5 .knots.

Th

e gu ns are 8-rra.nged

exactly as m

the

Ca.p1tano rra.t, th ough th ey ar e of

cour

se, of much heavier calibre. The main a r m a . m

con sists of fou r

big

guns, disposed loze

ng

ewise, eac h in a

se

parat

e covered

turret,

Th ose on

th

e qua.terd eck and

forecastle are each 11.

8-

in. 44-ton gu ns. Th ose on

the

be

ams

ar

e

on sponso

ns,

a ~ d

are.each 10.8- in . 34-ton

gu n

s.

Al l

.

the

ot

he

r

guns

are qUick -firmg ones.

On

either sid e,

a httle astern of th e r w a ~ d turret and again a litt le

forw a rd of af ter

turret,

1s a small turret containing

a

pa t

r of 5.4-

m. 3-

ton guns.

In addition

th e

re ar

e on

th

e u p p ~ r deck

and

t u r e and in

th

e tops on t

he

two.

mihtary

ma sts four 2.5 m ., twelve 1.8-in

.,

and eight

1.4

·m. gun

s. Th ere

are als

o six

torp

edo ejec

tor

s,

of

wh

w?

tw

o

are

s

ubmerg

ed .

The armour includ

es a

17.7-

m.

e

nd-t

o e

nd

belt at

and

below th e water-lin e. Th is

is brought down forward to

th

e level of th e po

int

of

the

ram, a

nd

is

su

rmount ed

by

a belt of 3.9·in. armour,

whi ch

protects the

slope

and

edges of

the armour

ed

de

ck .

Th is deck, which is of stael, is 2.75 in. th ick, and

the

armour. of . the la rge turrets is carried r

ight

down to

it

.

The

pr mctpal

turr

et

armour ha

s a

th i

c

kn

ess of 15.7 in.

Th

e 5.4-in.

gun

s

are

be

hind

3.9-

in. armo

ur.

All

the

eight turrets

are

co nstr ucted upon M. Lagane's balanced

system, and, no m

atte

r

th

e

di recti

on in

wh

ich

they may

be trained, the

tr im of

the

$hip is not appreciably

altered. Th e en tire armour of

the

J au reg

uiberry

will

weigh

n

ea

rly 4000 tons, and will cost about 320,0001.

Th e

normal coa

l

capacit

y is 800 tons, but it

ca

n be, if

n ecessary, considerably increased.

The

complement will

be 650 officers and men. A remarkab le feature of the

J

aur

e

guiberry

is

the ex.ten

sive

use

of elec

tricity

as a

mo

ti

ve power. Ib will mov e th e turret s,

ra

ise

th

e

ammunition,

and do much other work, which, in th e

majority of m odern ironclads, is don e

by

steam or by

pneumati

c

or hydr

aulic powe

r. I t

will also, of course,

light the vessel.

Th

e h 1 ~ will

contain

550 in candescent

light s, and th ere will be

SI

X very powerful Man gin search

light

s.

Th

e to

tal cost

will, it is es

timat

e

d, be

ab

out

920,000l.

Th e new torpedo- boat destroyer Havock went on steam

trial on Saturd

ay,

Oc

tober

28, when satisfactory result s

were

attain

e

d,

th e mean sp

ee

d of

th ree

hours' run being

26. 18

kn

ots, with

th

e e

ngin

es working at from 360 to 370

revo

luti

ons

per

min

ute

,

th

e

tw

o locomo

ti

ve

boil

ers be

in

g

s

ubjected

to

a.n

air

pr

essure of a bout 3

in.

Th e

Havock

and the Hornet

were cons

tr u

cted by M essrs. Y

ar r

ow and

Co ., Poplar, a.nd their leading features were in

EN

GIN

EERING vol. lv. ,

pa g

e 848, while

the

resu lt of

th

e

tr

ia

l s

are

given in a

noth

er co

lumn

in

th i

s issue.

Th e Ramillies, Captain Bridgman Simp3on, left Spi t

h

ead

on Saturday morning, th e 28bh ul t., to become

the

fl

agshi

p of

Admiral

Si r M .

Cu

lm e-Se

ym

our, commanding

th e Mediterran

ea

n

Squadron,

in

pl a

ce of

th

e

Vi

ctoria,

which sank

after

being in collision with Her 1\Ia.jesty 's

s

hip Cam

pe

rd

own.

During the run

down to

Portland,

a

th r

ee

hou rs'

commissio

ned full-power trial of h er engines

wa s ma de under na tural draught. The

tr i

al was most

sa tis

fact

ory, equal to th ose got on

the

official cont r

ac

t

trials

(see ENG

INEERING

, vol. lv.,

pag

e 716). Al

th

ough she

encountered a strong he

ad

wind all the way, the B:a.millies

r

ea

lised a. m

ea

n speed of 14

kn

ots. Th e power developed

varied

fr

om 8887 during t he fi rst half -hour to

990

0

in

the

th ird, th e m

ea

n

indicated

horse-power be

ing

9400. Bef

ore

l

eavi

ng P ort smouth the battleship's new com plement

of Nord

e

nf

elt

.45-

in

. m

ac

hin

e

gu n

s

was

r

eplaced by

six

M

axim

automatic-fi

ring gun

s of

th

e same calibre.

-

Th e steel sorew

tug

Cardiff, built by Messrs. E.

Finch

and Co. , Chepstow, to t h ~ order of .t he ;Brazilian C<;>al

Company Limited,

Cardiff, for

th

e

tr

R10

de

Ja ne

tr

o

d epOt a speed tr ial in the British Ch ann el on th e

25th 'ult. Her principal dimensions ar e : . L ength

b etween

perpendicular

s, 90

ft. ; breadth, 17ft.

3

m. ;

d

ep t

h

(top of

ke

elto

top

of beam ), ft. 7 in : he }s

f i t t e ~ with

co

mP

Ound

surface-

condensmg e ~ g t n e s w1th c

yhnders

16 iti.

and

30 i n . in diameter by 22 ID. stroke, ma d

.e

by the

builde

rs.

Th

e boiler is lO.

fb

. in

d i a ~ 9ft.

9 ID.

with

tw

o furnaces of 3 ft. IDte na.ldtam

ete

r.

Th

e

workmg

pressure is 100 lb . p er square 1nch.

Ra.ylt

on Dixon and

Co.,

Middl

esbr

ough,

l

aun

ched,

on._.October 26, a steel screw oil s te

am

er named Hotham

N ewton, built for Me s

.s

rs: J. L e:onard and Sons,

Middl

es

br

ough. Th e

pr m

ctpal dlmenston s a re: .L eng

th

,

322 fb. ; b

ea

m, 41 ft. ; . de

pth

mould ed, 26 fb . 6 m.

Th

e

v ssel is fitted wi

th

th1rteen transverse

bulkhead

s,

and

a

c:nt re lin e bu lkhead running

right and

~ f t

dividing

the

s

hip

in t

o

tank

s

ca

rr

y

mg

of ot l.

Th t

s

is

the

first oil-carrying steamer

built

on K e n d ~ l l

pa t

en:t

system of expa nsion

trunk

ways for regu latmg th e .ml

cargoes under va.ryine- e ~ p e In st

ead

of bemg

fitted

on side of

the

rotddle

hn

e bulkhead, as

fore, th ese ex

pa n

s ion trunks are placed. at the d e s of

the vessel, and thus allow a. clear

sp

ace m

the

m1ddle of

th

e ship

for

t he

s t o w ~ g

of coal or general cargo. The

oil

pumping installatton

h

as

b

ee

n

fitt

ed by Me ssrs.

Hay-

E N G I N E E

RI

N G.

[N

ov .

3

I

893

·

DIAGRAMS OF THREE MONTHS' FLUCTUATIONS IN PRICES OF METALS

Speci<dly compiled from Officiol R eports of L ondon M etal and Scotch Pig Iron W arrant M arkets.)

A UGUST, 1893.

SEPTE'MBER, 1893. O cTO BBR, 1893.

ef

86

84

aa

80

18

L

46

,,

'"

r

....

~

17

i o.

~

.

1

n.

ill

"

ii;;

~

"

14

42

~

,.

"""'

40

38

36

£.

Z8

E6

24

E

20

18

• A

-

f

OQ

O

OG

0

a

•

I

••

•

.:l

t.

I Z r r T i i r i i - r - i T - r T - r ~ - r T I ~ r r ~ ~ ~ ~ ~ ~ ~

o f 1 i 1 i ~ - t - m r ¥ ~ ~ H - - ~ ~ ~ ~ ~ ~

, I

,

.,

, p,

.,

-,

DI

-. ,

46J

1

••

" "

_

,

-.-.

,.

lf

0 1

D

-

N

~ . .

riiP

a J

po

.

6,

...

IT

I

D

•n

t),

:t

if

~ . Y :

I

I I

I I I I

/

j q j 4 8 1 14- IG 18 rz

24

24 31

4

6 8 IZ 14 ZO

Z2

Z6 Z8 Z 4

6

1 IZ 16 18 ZO 24

Z6

3

NOT·E.-Each ver tical line representB a market day, and each horizontal line represents ls. in

the

case of hemati\e, Sc

ot

ch,

and

Cleveland iron, and

ll.

in all other cases. The price of quicksilver is

per

bottle,

the

co

ntenta

of which vary

in

weig

ht fr

om 70 lb. to 80 lb. The metal prices are per ton.

Heavy

steel

rails

are

to Middlesbrough quotations.

ward

Ty ler a

nd

C

o.

, of L ondon.

Th

e engines

and

boilers are placed

aft,

and these will be fit t ed by

the

No rth- Eastern Marine En gineering Company, Li m ited,

of Su

nd

e

rland.

The cyli

nd

e

rs

are 24 in., 39 in., and 64in,

in

diameter by

42 in. s

tr

oke

, w

ith

tw

o lar

ge

st

ee

l boile

rs

working at 160 lb. pre s

sur

e.

Messrs.

David

J . Du nl

op and Co

.,

Po

rt -Glasgow,

launched on October

26

the s.s . Lacka.wanna,

b u i l t

for

th e A nglo·Americ an Oil Company,

Limit

ed, L ond on, for

carrying petrol

eu

m oil

in

bulk. The vessel is divided

by

s

trong thwart

s

hip

s

bulkh

eads

into

te n oil-

tight

com

pa

rt

ments, which are again subdivided by a. longitudinal

bulkh

ea

d in

the

midd le line of

the

vessel; th ese comp art

me

nt

s

hav

e a ll been seP.a.ra.tely

te

sted in

the

prese

nc

e of

the

owner's and

Lloyd

s sur veyors, and under

th

e mcst

severe

pr

essure to whi ch

the

bulkheads will ever be sub

jected, each ompartme

nb

proved it self th oroughly satis

fac

tory

.

At th

e forwa

rd a.nd

a

ft

er e

nd

of

th

e oil com·

partments is a. 4-

ft

. welJ , ex

tending th

e full

br

e

adth

of

the vessel, and carr ied up to the height of

the

spar deck ;

the well

al

so sa

ti

sfacto

rily

stood

the

s

am

e

test as app

lied

to ea

ch oil co

mp

ar

tme

nt . Tho dim ensions of

th

o Lacka

wanna. are as follows : L engt h, 345 ft

.;

breadt h , 44 ft

.;

depth moulded to spar deck, 31 ft . 6 in.; gross to

nn

age ,

a

bou

t 4000 tons.

Tha

machiner;v con

sists

of a set of

t r i ~ l e x p a . n s i o n

single-screw engm es, having cylinders

J/7

m ., 4

3t in., an

d 70 i

n. in diam ete

r

by

51 in. s

tr

oke, fitted

with Br own's pat e

nt

s

team

and

hydrauli

c

steam

starting

gear, &c.

Th

ere a re two large double-ended boilers con

s

tru

cted for a working pressure of 160 lb. per square

inch.

The

oil-pumping engines, having cylinders 14 in.

and

14

in.

in

diamete

r

by

12 in. s

tr

oke, of

tw

o

" Snow"

dupl

ex p u m p placed in a pump-room amidships.

Th ese pumps are capable of a combi ned maximum o

utput

of 1000 tons per hour. In

the

same pu mp-room th ere is

pla-ced a Snow " pump, size 8 in . by 7 in. by 10 in.,

arranged to fill o.nd emp ty the well and forward ballast

tA nk

s.

---

M essrs. J ames and Ueo rge Thomson, Limited, Clyde·

bank,

laun

ched on

the

26th ult. a. twin-Etcr

ew

st eamer of

9000 tons, named K ens

ingt

on, for

the In t

ernational

Naviga

tion Uompa.ny.

Th

e dimensions a re: L

ength

between perpendiculars, 480ft. ; breadth (moulded), 57 ft.;

and

de

pth

(m

ould

ed),

40ft. Th

e vessel is

to carry

8000

tons at a dr

aug

ht of 28 ft. Th ere are

te

n powerful ste'l.m

winches n

ear

th e hatches on the upper deck ,

and

wo

rked

in con junction with strong de

rr i

cks, of whi ch there ar e

no fewer

than

16, of len

gths

varying fr om

40

to

GO ft

.

Th

ere is

an

extensive installation of refriger

atingmachiner

y

in separate sections one for per ishable cargo and

the

o

ther

for

th

e sh

ip 's

re

quirem

en

ts

. A l

though intend

ed

as

a

ca

rgo-

carrying

steamer, the

Ken

s

ingt

on has accommo

dati

on in large st at

e-

rooms amidships on

the

up per deck

for abo

ut

120 passe

ng

ers. The engines are of

the

direct

ac

tin

g, surface-cond ensing,

quad

r

up

l

e·expa

nsion

with

four cy linders wo

rking

on four cranks. c

yhn

·

ders

are

in .,

3 7 ~

in .,

5 2 ~

in., and 74 in . in diameter,

a

nd the

stroke 4

ft

. 6 in. '

fh

e boilers

are

designed for

a working

pressure

of 200 lb. per

squa

re inch,

and are

fitted

with

Messrs Brown's

indu

ced draught and Serve

tubes.

R E ~ f E N

. - T b

number of ves els whi ch en tered th e port

of in

the £r

st eight

mont

hs of

th

is year was 2348

of

an aggr

agate burden of 934,509 tons. Th e co

rre

sponding ent rances in the correspond ing period of 1 92

were 2025 vessels, of an aggr

egate burde

n of 906,303 tone,

7/21/2019 Engineering Vol 56 1893-11-03


Nov .


u a a

0

:

a

a

•:

=

551

- ;• a

a

w

e

-

=

PADDLE STEAMER

FOR

THE BOSPHORUS.

CO NSTRU

C

fED BY THE THAMES IRON' WORK

S

AND

SHIPBUILD

IN

G

COMPANY, I I T E D BLA

C

KWALL, LONDON.

- --

-

-

-

-

- -

- -

. -

=

-

-

-

-

·

-

-

-

- -

-

T

nE

illus

trati

on given above re

pr

es

en t

s one of

four

paddle whee l st eamers,

built

for

the

Bospborus • t

eam

Naviua.tion

Com pany, known by the name

of the

~ e t Hairie. This company was

establi

s

hed in

1

85

1 a few years before

the

C

rim ea

n

War, under

th e

a t r ~ of His Im peria l Majes ty the ul tan, and its

steamers

cond

uct a day light service

betwe

en

the city

and suburbs of Cons tan t

in

ople, and the many villages

ou both sid

es

of

the

Bosphorus. The

number

of pas

sengers carri

ed

is fully nine millions

per annum. Th

e

early boats of

the

company were built at Cowes, I sle

of

\Yight,

but

since 1 65 the

construction

h

as

been

entirely on

the

Thames. Four vessels

wer

e built a

year or two ago, two at 1Iessrs. Gre

en

's and

two at

the Thames Iron \Vorks, Blackwall,

and

i t

is

one of

these

latter

we illu

st

rate.

The

vessels

built by

Messr3.

Gr

ee

n we

re

165ft.

long, 21ft. beam,

an

d 5

ft.

dr

aught

of water, with eng ines by

1\ifess

rs.

Jo

hn

Penn and

Sons,

of 5 0 indicated horse-pow er.

Th

e engines

are

of

the

ordinary oscilla.ting type,

with

jet condensers.

The

vessels built by

the Tham

es

Iron Works were

170 ft.

long, 21 ft . beam,

and

5 ft. 6

in

. draught of

water,

having a large saloon on deck,

carried right

aft

fr

om

the paddle boxes,

with

a promenade

de

ck above, having

seats all round, and

permanent

awnings

to prote

ct the

pa sse

ngers from

sun

in summer

and rain

in

winter

.

Th e necessities also of the Turkish

cust

oms

have

not

been n

eg

lected, provision being

made

for

the sepa

r

at

ion of

th

e sexes,

and severa

l

elegant

ly-

fi

t ted

saloons have been provid

ed

f

or

the special use

of

the pashas and

their

harems.

The

engines, in the case

of

the vessels by

the Tham

es

Iron

Co

mpany, are

com

p

ou

nd diagonal

sur

face-condensing, of 580 horse-powe

r,

constructed by :Messrs. Maudslay, Sons,

and Field,

and give a speed of

l:H

k nots,

wh

i

ch

is

amply

sufficient

for the purpose ,

the

stoppages be

ing

so f

req

uent. As

there are no

ra

il ways on

the

shore

s

of

the

l3osphorus ,

the necessity of

ha

ving good accommo

dation on board

these steamers will be seen, and

Mr.

Iske

nder,

who

has spent nearly a lifetime in the

serv

ice of th e

Cb irket Hairie, supe

rintended

the construction.

INDUSTRIAL NOTES.

Trr

E coal di spu te continu es

to

be the one

great factor

in all matters pertaining to industry

and trade.

It

ove

rshadows all

other

questions, affects and colours

e,·ery aspect of labour,

but

happily

there is this

w

ee

k a real si

gn

of a possible

sett

lement.

The

Associated Coalowners

ha

ve

in t

ima ted

to th

e secre

tary of the Miners' Fede

rati

on t o

th

e effect that th ey

are

wi1ling

to me et

the

re

pr

esen

tatives of

the men

&n1 discuss th e whole question, without pre

judi

ce,

this meeting

with

miners is

to be held

t

o

day

(l

1

ula.y). There are not wanting

indicati

ons of weak

on

bothsides.

The

letter of Lo

rd Ve rn

on

in

jus

ti

fi

cation of his lords

hip

's

act

ion

in

opening his collie

rie

s

~ h e old e ~ , "pending

ft.

settlemen t , '' shows that

d

l St

ntegratton 1s ta

king

place

in th

e ra

nk

s of

the coa

l

owners. The submission was rath

er

humiliat ing, for it

was

pleaded h ~ t the compet ition

of

o

th

er co

alowners

wa

s

placing

his lords

hip

's co

lli

er

ies

at

a

di

sad va

ntage by

securi

ng his customers. Se veral other collieries

been

opened

at the

o

ld

rates,

some

on

on e

plea,

some

on anothe

r, but th e f

ac

t is th e same,

whatever

the

cause

or

the

moth·e, that

th e old

ra t

es

are

be

ing

con

ceded in various

distri

cts. A

large

sec

tion

of the pu

bli

c

side with

the men,

and support

th e

ir

c

aus

e.

This is

obvious from the tone of a considerable section of the

pr

ess, from

pl

a tform

spe

eches and pulpit

refer

ences,

and

fr

om

the

lar

ge

s

ub

sc

riptions

which have pour

ed

in

from

all parts of

the

couBtry. On the

oth

er

hand,

many

take the

side

of the

coalowners,

and condemn the

action of the

men

and the obstinacy

displayed

on

both

sides.

Th i

s condemna

ti on

is n

ot

confined to

the employing class, but finds ex

pre

ssion even

in

th

e

ranks

of labour.

The

cause

is

not far

to

seek

the

high

pri

ce

of fuel, and the lack of

employment

in

u e n c ~

of i

ts

dearness

and scarcity,

combine to

influence opinion

in th

is d

irec t

ion. A few

look

at

the

question from an economic

al

and stat isti cal

st andpoint,

and estimate

the losses

to

t

rade and industry, and

c

ontemplate

the d ire resul ts.

A proposal

has

been

made

' ' for a more co

rn bined and

effecti ve attempt than has yet been made, to bring to

an end

the disastrousst

ruggle and

the in tense sufferings

in

the coa

l

districts.

For th i

s

purpose

a conference

of

Liberal

members a

nd others

was held on Wednes

day in order to

see what

ca

n

be

done.

Mr.

J ohn

Hutton, ch

airman

of the

Lond

on County Council,

presided.

The

scheme

originated with

the

editor

of a

London paper, and wa s attended by e ~ e r members

of

Parliament.

A resolution

was

pass

ed expre sing

sympathy with the

miners

in their st

ruggle

to

main

tain for themselves

and

their families the minimum

standard

of

living

consiste

nt with

a

de

ce

nt

existence,"

a.nd pledging support

to

their cause

in

P aPliament and

in the

co

untry.

Many references

have

been

made

of late to Govern

ment intervention

, and

in connect

ion

th

e

rewith

t o the

Arbitrat ion Bill of the Pr esident of the Boa

rd

of Trade.

Th

at

Bill

would ha,•e

be

en of little use in the present

dis

pu

te.

I t

require

s

th

e consent

of the

pa

r t

i

es to the

dispute bef

ore act ion can be taken. I f one party

consent,

an inqu iry can be instituted, but that is

ve

ry little m

ore

than

has

been done, and is be

ing

done by

the

L

abour Dep

art me

nt at

th e prese

nt time.

The fact is the

Bill provides

no sort of m

ac

hinery

for

arranging

a dispute.

I t

gives

pow

er merely to pro

mote

a mee

tin

g of

the

t wo

parties, and to act

as

mediator, but

nothing bey

ond.

It may be

des

cribed

M

a

thin

e

nd

-of-a-

wedge kind

of a Bill, co

nf

e

rrin

g

certa

in powers

capable of being

de

veloped and enl

arged

in

th e future.

But

th e

re

is

not ev

en th e ge

rm of any

syst em of conciliation or arbitration

in

the

Bill it

self.

I f ta k

en

in

connec

tion with

the Arbitration Act of

1872 ,

it might

be so

work

ed

as

to

dr

aw w

ithin the pale

of legal arbitration

labour disputes

that

may

in

future

occur.

But th

e

Bill requires

t o

be

r

ed

rawn and

re

cas t to

be

of any r

eal valu

e.

The dispute

as to the wages

has

been

am icably arranged.

of the Durham

miners

At

a mee

tin

g of the

-

--

_

- - -

-

-

-

··

- -

-

-

- -

representati

ves of the coal miners and the

deputies

,

it

was agreed to

advance

the

wages by 3d. per sh

ift for

th e

ne

xt three

month

s. Th e whole matter is

therefore

settled for

the

present as between

the men

and

th e

coal

owners in the Durham districts.

Th e

Northumb

e

rland

men

have

also ap

pli ed

for an

advance, and

the

coa

l

owners met

to c

onsider

the

que

s

tion

on

Sa

turday

la

st at

Newcastle

. The

emp

loye

rs

decided

to

meet the

represe

n

ta ti

ves of the m

en

to

morrow

(Saturday,

November

4), to cons ider the

q

uesti

on.

It

is

probable that

an

amicable arrang

e

ment

will

be

come to

in this

case.

The Lothian miner

s h

ave made further demand

s for

an incre

ase

in

their

wage

s,

wh

i: h the coalowners are

slow

to

grant. On Saturday

la

st the

men held

a mass

mee

ting, an

d

decided

to

cease

work

at

a

ll

th

e collieries

if the increase de

mand

ed w ere not conceded. With the

present large demand

for Scotch coal,

the

coalowners

will

hesitate to

in

cur the risk of a strikE> .

In

the

Scottis

h

di

s

tricts

gener

ally

peac

efu

l

arrange

ments

have

been

made,

and still prevail. Rut there

is

a

fee

ling

of uneasiness

over the

que

stion

of full time

or

short

time,

the

men

in this case

bei

ng in favour of a

week of five

days

rather than the ordinary

week

of

si

x days. So

acute

has

this

feeling become,

th

a t

in

one

district the coa lowners have intimated that th ey

will

close the

pi t

s

if

the

men re

solve

only to work

shor t

t ime.

n the

federation

di

s

tr i

c

ts

one

of the

complaints

has been

the short time

work

ed, with short

wa

ges .

-

The serious di st res s

in

the districts

where

t

he

dis

pute is most severe ha

s been

most deplorable, but

efforts

have been made

to

alleviate it

as far

as

possible. Th e

di

fficul ty is the

larg

e

number of

hung

ry

people to

be

provided for. Moreover, th e

period

of the distr ess

is

exce

ptionally

long.

But the

m

en

who

have re

tu r

ned to

wo

rk are in

m o ~ t

cases

loyally

paying

their lev ies. Every t

en

men

who

p

ay

levi

es

will help

to

keep

two

families

tolerably

well.

Th e great

complaint

in

the

engineering

branch

es of

trade in the Lan

cash

ir

e

di

s

tricts

is

the scarcity and

dearness o f fuel, and the

imp

ossibility of

working

at a

profit while

coal is so

high in pric

e.

Operations

are

in t

erfered

with, and establishm ent s are on short

time

which otherwi

se might

be fully employed. I t is

al so

sa id th a;t new orders are not

being

placed owing to th e

u n c ~ r t m s

ta t

e of trade cau sed

by th

e coal

dispute

.

Engmeers

s

ay that any

attempt

to

p

ut up their

price

s

so as to cover

the in

cre ased

cost

of fuel,

would stop

bu

siness

being

pla

ced,

and

some

say that orders

are

goiog to other districts not so badly off

in

this

resp

e

ct.

Fortunately there

a

re no labour disput

es

in

any of the

eng ineering branches of

trad

e. Th e whole of th e trade

in

raw

a

nd

fi nished

material

is in

something

l ike

disorder

o

wing

to th

e

coa

l

disput

e,

though th

ere is a

gl

ea

m of s

unshin

e over th e

distri

ct .

In

the Sheffield and Rotherham district the state of

tr a

de is deplorably

bad ow

in

g

to

the coal

strike.

The

price of fuel is such that th e pr oduction of steel

is

carri

ed on

at a loss. Bessc

mer

has

advanc£

d lO

.i.

per

7/21/2019 Engineering Vol 56 1893-11-03


552

ton,

but existing contracts are worked

a t a loss,

as

also is

the

crucible steel which is produced.

But

there

is an anticipa.tion of general activity

as soon as the

coal strike

is

over, owing to the

large a

ccumulation

of

orders during the past three months. In

many

branches

it is said thaL the workmen will be very

busy for many weeks

as soon as

th ey recommence

work.

The

season

trades

will be active

al

so,

so that the

general

conditions will be changed

for

the better

in

all

the staple industries of this

distri

ct. There is a

general absence of labour disputes

all

round.

In the

Birmingham district,

the

expectation of a

fall

in the prices of raw material

has

not been realised and

prices rem a in

firm.

The continued scarcity' and

dearness of

fuel

lead

to the supposition

that

no

altera

tion will take place yet awhile. There has been

a

fair

inquiry for common and

medium

bars at fair prices,

but

marked

bars

are not in ur gent demand. Steel

bars have

realised

good prices for

m a l l

lots

as required.

The local

trades

are

hampered

by the coal dispute, hut

the

state

of trade

is

not

otherwise

so depressed as

was anticipated. There are no serious local disputes

in any

branches of indus try.

In the

vVol

verhampton di

s

trict trade

is

fairly up

to

the

le

ve

l, steady in tone, though

the

business done has been

rather

more limited in extent. There are, how e \rer,

numerous

inquiries by export agents, which will doubt

less result in

an

accession of

new

orders. Consumers

'

stocks are low, so that an extended demand will st

ill

furth

er harden

prices in

this district. Producers of

pig

iron

have sufficient orders

on

hand

for the

whole

of the current

month,

the

yield

of the furnaces being

about equal to the

demand. Boiler

and

t

ank

plates

are in

request, and

also

strip

tube iron for home con

sumption.

There

is also

a brisk demand for steel

plates

and

for billets,

both by

loca

l

and

outs

ide

com

petitors. Common sheet manufacturers are doing a

fairly

good

business with galvanisers. Generally the

district

is f:tirly

well employerl,

labour disp

utes

nit

The allegation that a large number of dockyard men,

and others in

the

employof the Government, were about

to be discharged

has

turn

ed

out to

be quite untrue. I t

appears

that about sixty men employed

temporarily

on

the Howe were discharged on the completion of the

work

in

which they were engaged.

But

it

appears

tht

work

has be

en found for forty of these, and

efforts

are

being

made to

find

employment

for the

other

twenty. Generally

work

at Chatham is going on

steadily, if

not

so br iskly as i t is sometimes. A

number of

vessels are

in dock

being overhauled,

cleaned, repaired, and

refitted where

required. The

framework is

being

prepared of another very large

battleship, one of the largest in the navy.

In the

building of

any new ships

for the navy

care

ought to be taken to insure better accommodation for

the engine-room artificers, a class of men w ho hold a

most responsible

position,

and

who

are entered

as

petty

officers,

but whose treatment is little better

than

that of

stokers

or the sailors on board. The

engine-room artificers

in

the Royal Navy are a. superior

class of men. They

enter the

service

after

a Reven

years

' apprenticeship,

fully trained

for

the

service, at

no expense to the public. Besides which,

they have

to

pass

an

examin ation. They have the full

responsi

bility for

the

safety of the ship in actual practice. ln

ma.ny cases

they

actually

take charge

of a torpedo

vessel, with all the responsibility of what is

desig

nated

in

the service

the "engineer

." The engine-rCJom

art ificers

are

competent practical engineers,

but

are

not designated such. Th

ey

have not the same

autho

rity and

power

as the engineer, nor as

a

warrant

officer ·

nor have they the

chance

of

promotion

to

such

rank to

the

advantages attaching

thereto.

The

e n g i ~ e e r i n g b r ~ t ; l c h e s

of .

trade

are

s s a t i s f i ~ d

with the cond

1t10n of

their naval eo-workers

m

these and other respects, and there has been

some hesitancy in qualifying for

the

servi

ce

by com

pe tent

engineers.

On

board

Her

Majesty's

ships the

men have

wr

e

tched mess-rooms,

sl

eeping

accommoda

tion and bathing

places.

Tile mess-room is simply

boa;ded off br east-high,

the

stokers being next, not

only in c l o ~ e proximity

but i.n

. actual conta.ct.

So with sleepin

g

and washmg.

Thts

IS not

conduetve

to

th

at dis cipline which is said to be the of

the Navy. The "artificers" think that th ey are

entitled to

better

accommod at ion and to greater pri

vacy . Then,

as regaxd

s

promotion, it

is possible

for

a

l

ad taken from

a

training

ship,

with all its unsavoury

assoc

iations, to be promoted o\·er the heads of th e

engine-

room

art ificers, the

lat t

er

to be

actually under

the command

of

such

.

The door

of

promotion

is c

losed

in the

latter

case, but is open in the ?ther

..

qn the

other band,

a

stoker, without the pr a

c

tteal

t ~ a m m g

of

apprentices hip,

may

be promoted to

the engme:room.

The whole

arrangement is so

bad that

surely 1t only

needs for the facts to be

known

to

make

the c h a . n g ~ s

required .

I t

. will.not. involve much cos

t,

and w1ll

givP.

great

sat1sfactlon t the changes can be made.

E N G I N E E R I N

G

LNov

.

3,

1893.

I t is agreed upon all hands that the unemployed

reliable than

that

of hydrochloric acid. The

graphite

question is a grave and important one.

I t

cannot be is formed when the

iron

passes from the molten to the

solved by loud talking, by denunciations of

everybody so

lid state,

wh

en the

molten

met al

ha

s taken up or

in general,

and

the capitalists, the Governmeut,

and dissolved

more carbon

than

the

solidified metal is able to

the local

authorities

in parti

c

ular.

The present con- retain

in

solution.

I t

places

itself as a. separate

sub&tance

dition of trade is the result of

many

causes- the in hexagonal tabular scales between the crystals of the

m€tal, and, in the case of the

same

iron,

these tabular

shrinkage of our foreign trade,

the state

of o.gricul- crystals are both of larger size and occur

in

greater

ture,

the

reaction of b

ot

h

on

our own trade, lessening abundance

the more

slowly

did the

cooling of th e metal

consumption,

and thereby

decreasing production, and

proceed. f

the graphitic

iron is

again

hE'ated t o

fu

sion,

the unse

ttled

state of

the

labour market, which in its the graphite once more passes into solu tion,

but

as

the

turn is the outcome of

all

the other

causes. But

main

ma

ss of the

iron

from which the graphite formed

whatever

the

cause or

the causes, the fact that

?Ontains

the

le

ss ~ r ~ o n

th.e n ~ o r e

g r a p . h i t ~

was

p r o ~ ~ c e d

there

are thousands of

competent, able-bodied, will-

It follows

that

.a

p ~ g

~ r o n

rt

ch

I.n

grapht.

te JS more

difficult

in g

workers

out of employment is enough

to

gh·e to fuse than Is ptg t r ~ m poor tn g r ~ p b t t e t ~ e percentage

concern to any Government . London is not alone in

I

of t o t ~ l ca

rbon

m m g

the sa

me

m ~ o t h .mstanCE's. f

th

t I t ·f f . · d

1

grey Iron

by

chilhng has become whtte,

tt melts

more

.

1

s respec · n mos , 1

not

a ' o our

great

1

n us-

readily than it

would

had it

been slowly cooled with the

tna

l

centres th ere

a

re t h r o n ~ s

of

men o u ~ ?f

formation of much

graphite.

'

work.

\Vhat .can be d ~ n e wtth them?.

Th

is ts

In

the s

till

perfectly molten iron the formation of

the one

practiCal

questton. That neLther

the

graphite may

take

place

if

the iron in its

highly

over

Government

nor the local

author

it ies

can start heated condttion

has dissolved

more

carbon

than it

is

works

which

shall

employ the men

at

their own I b l ~

to h?

ld in solution when .a

t a

lower. temperature,

trades,

is obvious. Can we su ppose that works or tf

the

Iron V:'ben ~ a t . u ~ a t With carbon l v e s other

can be started to employ jewellers, silversmiths,

cigar-

~ n b s t a n ~ e s whtch d t m t ~ t Its p ~ ~ r of t a n ~ m g ~ a r b ~ n

makers,

and

men of other delicate or exceptional trad es '

10

s o l ~ t w n .

The r a p h ~ t e

r y ~ t a l h t n g o ~ t of Iron m t ~ t d

Some have advocated the employme

nt of tailors shoe-

way

.r

lBes

to

the u ~ f a c e

In

c o n s e q u ~ n c e o f

Its lo.wer speci

fic

k

. . ' grav

tty, and

f

ormmg a. scum

on Its

su

rface,

lB

known as

ma ers, and the hke

to

m ~ k e clothmg and shoes f

or

kish. A lth ough the true cause for the formation of

the army, the ~ a v y

the

pohce, and.

the

a u p e r ~ of the graphite must be

de

emed to be the power possessed by

country. Th1s however, would mterfere w1th the

molten iron

of s s o l v i n ~

more

carbon

than the

solid

general

run of

employment,

and

would be

resented

by

metal

can

retain

in

s0lut1on,

yet this

difference

in the

the organised

tra.des.

Rut

whatev er can be

done degree

of so

lubility

does

not always exist in exactly the

locally or by Government to give employment

just

s a m ~ ratio. I t is d e . t e r m i n ~ 4 by the percentage of other

now,

will help to

turn

the

t i i

e.

Id l

e

ness

is t.he most foretgn ~ u b s t a ~ c e s m

additt<;>n

to the c a r . b ~ m that are

cost

ly

thing of all;

it is dangerou

s

also in

more

senses p ~ e s ~ n t

m the Iron,

a ~ ~

espec1a.lly

t h ~ ~ t h c o

prese

nt.

th a

n one.

That

reprodu

ctive

works

can,

at

a

pinch,

P : ~

tron

free .

fr

om s1hcon

when

1t sohdtfies, shows no

be

started

in

some cases

is

ce

rtain

L ~ r g e

tracks

on

VIsible

f o r f : D a t ~ o n

of

g . r a p h t t ~

even

when

the

percentage

' · . of

carbo

n

1s

htgh

(whtte

p1g tron). A

percentage

content

v ~ e banks of

the

:Med

have

been

r e c l a l m e ~

by con- of silicon diminishes

in

a larger

degree this

power of

vtct

labour. The land 1s

now valuable, and

Will be for solidifying

iron

to dissol ve carbon than is the case

with

ever. But to be

of

any use the

work

should

be

geuera

l

the molten metal. This

results

in an iron

which

in its

in all localities having su rplus labour,

or

the r anks of fluid state is approximately Eaturated with carbon, and

the unemployed will be swelled in

ce

rtain centres, at the

same

tim e contains silicon,

giving up

a

portion

most ly

in great

and

already

overcrowded towns, e ape - of

its carbon as

graphite when

it

solidifies (grey

pig

iron).

c

ially the metropolis The

h i ~ h e r

the percentage

of silicon,

the more

complete is

·

this separation

of the dissolved carbon.

In

ferrosilicon

with \

0

lfths or more of silicon, the

carbon

present usually

~ T HE

MODIFICATIONS

OF CARBON

IN passes

completely

into the

graphitic

form

when

the metal

IRON.*

solidifies,

although it

s

percentage is

less

than

that which

By Professor A. L

EDEDUR,

Royal Mining Academy,

Freiberg in Saxony.

As

far

back

as the end

of

the last

century

the

observa

tion

was recorded

that iron

which

had

been

produced by

fusion with charcoal contai ned carbon.

t

was soon

af t

e

r

wards

recognised that this carbon in the iron was

not

always pre

se

nt

in the same form,

and

that it conse·

quently

affected

the behavi

our of tha

iron in

different

ways.

Kar

s

ten, in hi

s

early

time, di

st

inguished between

graphite and

combined carbon,

and

he

was of

the

opinion

that this combined carbon must be a constituent of a

true

chemical compound with

iron in atomic

pro

portj

on

s-

that

is, of

a ca

rbide.

He

was unsuccessful, however,

in

his

attempts

either

to produce

or to

separate

this

ca

rbide.

Th is classification of Karsten's of the total carbon in

ir

on

into two

main

modifi c

ations,

graphite and combined

carbon,

formed, until

comparatively

recently,

the

basis

adopted in all t

ex t

-books relating to

the metallurgy

of

iron, for the consideration of the mode of occurrence of

the carbon, and of the influences whi ch this element

exert s on the

properties

of

that

metal.

All

analyses pub

lished

in

the first

nine

decades of

this century, in

which

the

analysts did not

eatisfied with determining

simply the total percentage of carbon, give, even the

n,

only the two above-mentioned forms of carbon.

Thi s method of

divi

sion is, however, of o

nly limited

value.

In grey pig

iron,

in

which the

percentage

of

graphite greatly

excee

ds that

of the combined carbou,

the

determination

of that

graphite,

together with th e

combined

carbon,

may

indeed

permit of certain

deduc

tions being

made

as to

it

s mechanical properties, because

in thi

s case

it

is

the

graphite which is

present in the

Ja

rJest quantity. This division is, however, com,Pletely

valueless in the case of true

steel-of

met al, that ts, that

may be harde

ned who

se behaviour,

as

is well

kn

own, is

entirely different, according to

wheth

er

it has

been per

mitted to

cool slow

ly

or

has

been cooled rapidly

by

plung

ing in water. Its percentage of carbon

remains

in both

cases unchanged.

An

exami

na t

ion made in the manner

formerly in

vogue

only

shows

the

percentage of the

called combined

ca

rb on,

and yet the

behaviours of

the

hardened

and unhardened or annealed

steels show

greater

differences than do those of many different metals.

t seems to me that a clearer

idea.

than that hitherto

obtaining,

of the variations

in

th e influence which the

same total

percentage

of

carbo

n

can

exert on th e pro·

parties of iron, may be obtained when these variations

are held to be due to the presence of four different modi

fi

c

ations

of

r b o n m o d i f i

i o n s which may be

readily

distinguished

fr

om

each ot her.

I t

is not impossible

that,

in additi

on t o th ese,

other

forms of carbon may also

exist. As yet, however, we are not acquainted with

them.

The

first of

these

four modifi

catio

ns of ca

rb

on is

graphite. It

is a..tta.cked neither

by b_oil_ing

~ y d r o c b l o r i c

acid, nor by fa.trly COD;centrated mtrtc. 3:cui (of

.1.20

specific

gravtty), ~ n d

IS so well known, 1t Is d e ~ e r m m ~ d

by

dissolving the

tron ~ n . e

or other

?f

these actda, botl

ing continuously, and

tgmtmg

the re

s1

due. I have found

the

use of nitrio

acid

for

thi

s

purpose to

be

better and more

* Pa.per

read

before the Iron and

Steel

Institute.

occurs

in

the less sil iceous

pig

iron.

Silicon forms, th ereforE', a. necessary constituent of

grey pig

iron, but

only

a

brief

period of time has elapsed

since

this

important part

played

by the silicon in grey

pig iron has

been recognised,

a.

reco

gnition

due to observa

tions

made partly by

myself

and partly by ot

hers. I was

able in 18

79

to remark

on

-pa 'es 10 and

11

of the second

edition

of my treatise on ptg tron

:*

"The

presence of sihcon

in pig iron consequently

diminishe

s

its ca

pacity for

taking up

carbon,

and, on the

other band,

it is necessary for the formation of grey pig

iron.

ir

on free from silicon

remain

s

white

even

afte

r

slow coohng, and grey pig iron changes into

white

if

its

co

ntents

of silicon is

abstracted.

. . .

From this the

deduction

follows directly,

that if molten

white pig

iron

has the opportunity afforded it of taking up silicon, it

will c

hange

into

grey pig iron

."

I

think

that this was the fir3t express st atement

as

to

the tr ue role of

si

licon

in

grey

p i ~

iron, and

as

to

the

rela

tions which

exist

between

the

Silicon

and

carbon

in

thab

metal. Seven years later these observations of mine were

complete ly confirmed

by

the

experiments

of W oodt and

of Turner .:::

I t has

rece

ntly

been

found that aluminium,

when

add

ed

to molten pig iron, leads, like silicon, to the formation of

graphite in the metal, but that, for

equal

percentages,

aluminium exerts

a

stronger action

than silicon. In the

blast

furnace, however,

aluminium

is never

reduced

in

such

quantity as

to

lead

to

its exerting any action

on

the iron. In deed, I feel that I am justified in being of

the opinion that the

percentage

of

aluminium

which has

been ocC'asionally stated to have been found in

pig

iron

was

in

reali

ty only

observed

in

consequence of

inaccurate

analy

sis,

and that in the blast furnac

e no

aluminium

whatev

er is

taken up by

the

iron

.

It is a matter of common knowledge that

mangan

ese

exerts an

influence

diametrically the

opposite to that of

silicon

and aluminium. Highly manganif

erous spiegel

eisen and ferro-manga.nuse can consequently contain a

somewhat la rge per

centage

of silicon without auy separa

tion of graphite being observable. It need only be briefly

point(d out

here, thab,

in nddition

to the

che

mi

ca

l com

position

of

the

iron,

th

e co

ndition

s

under

which the cool

mg of the metal occurs exert some influence on the dejlree

in

which the graphite formation

takes

place. The view

which was formerly so widely held, that

the separation

of

graphite

from

pig iron

was mainly a function of exCE'ssive

overheating, is inaccurate. This error would have been

recognised had the other compos

ition

of the metal been

ascertained

both before and after the

overheating.

f

highly

carboniferous

iron

is

heated in

vessels whose walls

are rich in

silica, silicon is r

educed; and if

the

iron

con

tains manganese, thi s also acts

as

a powerful reducing

agent. Manganese leaves the iron, and silicon passes

into

it. In this

way spiegeleisen is converted

into

grey

pig iron. This c

hang

e

in

the chemical composition is

the

more pronounced the

mor

e

strongly the metal

is

heated

* "Das R oheisen. " e i p ~ i g A.

Felix, 1879.

t

J ourna.l of the

Ir

on and

Steel In

stitute,

18

85,

No. I

I.,

page

464.

ENGJNEERINC,

vol. xl.

page

263.

Journal of the Iron and

Steel In

stitute, 1886 No. I.

page 163.

E ~ G I N E i R I N O vol. xli.,

page

51D '

•

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Nov.

3

1893.]

=

"ENGINEERING" ILLUSTRATED

PATENT

RECORD.

CoMPILED BY

W. LLOYD WI

SE

.

SELECTED ABSTRACTS OF RECENT PUBLISHED

SPECIFICATIONS

UNDER

THE

ACTS

1883-1888.

T mbtr of vilws given in the Specification Dratoi.ngs

is

stated

~ ~ n ~ h ctUJC;

where none are mentioned, the Specification 18

not tltmtrafed. ·

f

b d th

l l7

Where Inventions are c o m m u n u : ~ t e d r

m roa , e ~ , . a m e s ,

of the Communicators are gwen ttaltcs.

~ · · of Specifications

rnoy be

obtatned at the Patent O.ffiu

c o g ~ ~ Bran

ch

, 38, Cun-itor-street, Chancery- tane, E. C. , at the

<form price of

8d. l

un.

att of

th..,

ad

ve

rtisement flf the

acce J}tance

of

a comp ete

The

~ i f i C 4 t i o n

is, in each ca,.,e , given of ter the

a.bstr_act,_ unlus

the

8f' tent haH

been

sealed, when t lv date o sealtng \8 gwen.

Pa m<Ly at any time tut

lhin

two m o n t h . .from d a ~ of

; : r:dvertisement of the acceptance

of a

C?1 "'plete speci}Watton,

.e otice

at the Patent

O.Olce

of oppoSttton

to

the grant of a

~ e ~ t on

any

of the grounds mentioned in the Act.

GUNS, &c.

11121. T. Perkes,

London.

Firearms.

[7 FiJB.) Ju ne

6

l893

- T

his in\'eo

t\

on

consists of me.a&s whe r

eby

the

ac

o1dental

' · tu re

falling

of the hammer

IS

pr e

ve

nte

d,

and wh er eby

or P ~ E ' D a er only is required for oper ating both locks of o..

doubl

e·

e ~ ; ~

gun.

The tri _gger ,

tri

gge r plate, or lor.k p late IS f i t ~

.. b

ivoted

sce

a.r check

," the

top e n ~

of

wbtcb ~ a g e s w.

tth

' ~ t a p and the bottom end with the tr•fl'ge r plate, mto w

h1

ch

\ ~ ~ ~ ~ ~ t i c a l l y locks. On raisi

ng

t rigger with the .finger,

ea

r check is

ca

rr ied out of the tnggH pl Lte by

the

cu oular

m : t r ~ n

of

Lhe

t r

igge

r

UJ?On

its

thus allowmg

the

sc_ea

r to

· d When th e gun

1s

cooked

(Ftg. 1 ,

t he hammer A IS held •n

~ ~ ~ : p o s i t i o n by the scear B engaging in its bent. Th e

scear

Js

Fig

.1.

l

eeourely held in tbe b2nt by the scear che

ck

E pi voted on

the

tng

2

er

c

the top end El eogagingo

with

the s c

ea

r and the bottom

end EZ b ~ n g looked

into

the Dl . l t he sc

ea

r.B. h

as

a

tendency

to

move

out

of

the

ben t 10 the h

am

mtr

A,

1t

JS

pr e·

~ e d fr

om doing

so by the

s c e a ~

c he

ck.

E, as great er th e

preFsure of the scea.r on El, E ~ e t J g a p tv<;>ted the Dore

1

ecurely is E2 locked

into

Dl

, o.nd 1t 1s 1mposs1ble ~ t l l the t n{rger

c is r3ised (Fig. 2)

to

release t he B

f ~ o m

1 ~ s ~ e n t

Th

e

scearoheok

E. being

carr

ied by

th e t.n gge r C, s e ~ w1th 1t, and t h e

bottom end El

is

withdra\\ n from the proJectiOn Dl, and th e

ecear B allowed to be tak

en

from its bent. (A ccepted September 20,

1893).

MACHINE

TOOLS,

SBAFTING,

o.

12

289. J.

R.

Denison,

Grand Rapids,

Kent, Michi·

gan, u.s.A.

Bench

ytce

. (2 Figs.J J -lne 22, 1

893. -

Th s

io,

'ention relates

to

q u1ck- act JDg ben ch ' :tees..

The m e t a ~ h

corner piece J

Jl has

two upward ly pro see h ng s1des

J,

c o ~ e

the enti

re thi

ckness

of the woode n top of th e bench, standmg t

rig

ht

angles longitudinaJly, eac h wing being of th e exac t length

of the movable jaw G of

tbe

vice,

and

forming th e

inner

jaw.

Both

are

u p p o

upon

the bed w b i ~ h

is

attached

to

the

underside of t he bench, and

1s

pr oVld ed wt th a countersunk

bearing fo r the rec.eption of a co rre

sp

onding_pr ojection on th e

u p ~ e side of the swl, ·el-

plat

e 0,

to

fo rm a p1 v

otal ce

n t re u pon

wh1ch

tbe

' ' ice

may be

turned from

the

end to t he side of t he

bench. By means of the

swi ve

l-plate 0 the oute r jaw of the vice

is pivotally attached to the bed J'

up

on the lower surface of the

bench, t

hr

ough

the

medium of t he

pi

vo t scr

ew

E. Th e l

owe

r

surface of

this

pla te

is

provided with a

series

of

ba

ckwardl y

. .1 .

FirJ .1.

. _ -·-·

_----

--------

__

"- .o:···-- , - - - - ~ -

ll283( . _ __ : _ · :

_

.

-

..

• ... ·· , , ,.- . . . . . . . . f

- .

... ,.r-

-·----

inclined

teeth OJ,

engaging with the dog to sustain the st ra in

of the vice when it

is

d ts ired to bold an

article

firmly between the

j The do6' is pi

vo·a

lly suppor ted in

the

nu t·block K by h

ea,

·y

lugs (

liip-.

1),

8?

tha t

the

tee

th

can

be ra

ise d or lowered

to

enga{e "'i th, or di

se

ngage from, the tee

th

0

1

on the su rface of the

6wivel bed 0. When the vice 3

closed,

the dog

is

th row n out of

contact it b the t eeth tu r

ning

the D unti l the

pin

A

a\ one side near its bl.Ck

end

c o m e ~

in co

o tact

with the

body

of

the dog

at

the ba.rk of its piVotal centre, and, thowing the

back

end up , throws the fron t end down and

out ot

cont act, so that t he

vice is

opened

without

tu

r

ning the

sc

r

ew

, a

lt hou g

h

this pin

d

oes

not operate

the when

t he

jaw of

t he ,·

ice

is

pa

r tially open.

The bench screw D

is

operated by means of

the

handle I. Th e

b

we

r portion of the vice L form s a guide-way fo r the nut K, as

well as a suppor t tor th e back end of the sc rew D (Fig. 2). (

Ac·

:epted S ? p t e m b 20, 1893).


MINING AND METALLURGY.

16 592. R. B. Grey,

Acton,

Middlesex. (F. W. Grey

and w. Marsh, On·

1

,aum,

Southern

bt1ia)

.

C o n c e ~ t r a t i D J

Gold Ores. (2 Figs

J

Sep tember 16, 189 l . - ;

The obJect

of th1s

inve

nt i

on is

to

p ro v

ide

m ~ a 1 1 s fo.r a t 1 o g gold or

.es

, &c,

in which th e

co

ncen t rat o r

1s

pro v1ded wtth a n

ou t

l

et a d J u s t a ~ l e

relativ('ly to

the

inlet, a nd also with m

ea

ns whe reby t h ~ capac1ty

of the passage through which the

ore pa

sses

can be

\ <ln .ed. -:t:be

concent

ra to

r

co

nsists

of

a cooical i n v e ' e s s . e ~ A,

p r o v ~ d e

w1t.b

911

pp or ts

a

by which it can be secur

ed.m

pos ttton. W1th1n th1s

vessel

is

placed a box B, of e s p o n ~ 1 n g form,

so

to lel\ve a

space

C between itst>lf and the i lter_1or of the

vesse

l A.

Th t

s

space C is

made

adjusta

ble

to su1t d1fferent cl

asses ol

ore

to

be

t r

eated,

by secur

ing

to

tbe

orossbar b

fixed

to

the

box a sc rew D,

wh ich rotates in the ba.r a nd pa saea a sc rew nut su p ·

ported

by

a saddle-piece bridging the v ~ s e A, so t

ha

t

mc\\ns

of

the

sc

r

ew

and

nut

the box ca

n b e r

atsed

and

l

owe

r

ed

m

the

vesse

l to enlarge or c o ~ t t he. spacE'. d

is

a band wh eel for

ope rating the sc r

ew,

a,nd gutdes a r ~ voted on th e veasel A

B res pecth·ely

to

gUlde the latter 1n 1ts m

ovement

and r

et

am 1t

m

p os

ition.

Th e

ore to

be

treat('d and

mi xed with t he n

ec

essary

amount of

w a ~ e is in t

rod uced a t one en of th e space C, and

Ftfj

. 1.

Fl{J. Z

paeses down through i t and up towa

rds

the outlet, which is made

adjustable relatively t o tbe inlet. T

his

adjustment

is

effect ed by

m a k i n ~ the

uppe

r

pa

r t of th e vessel A

cap

ab le of

sliding

u p a

nd

d

own 111 guides a-t upon th

e vessel A,

and ope

rating- it by means

of a

sc

rew

E acre

wed

to it, so

t

hat

it

ca

n r

evo

l ve

in

it

and

pass through a sc rew nut ca

rr

ied

by a saddl e-p iece secur ed to

the

vesse

l A. Wa

te

r under pr essur e

is

admitted to the space C

from the bottom

th

rough a

ptpe F, whic

h

ha

s a hinged

ou t

l

et

F 2

and

val

ve .f

for the con cen t rat ed mate r ia

l. Th

e materia l to

bA

n ~ e n t r a t e d

is mixed

with wa te r and

is

fed into t bt space C, and

is th , re met by

an upward

cu rr ('nt of

wate

r

supplied by

the

pipe

F,

the

heavie r

pa

r ticles

descending and being disc

ha rged t

hrou

gh

tb e pip e F F2 and va lve

f. whil

st the light particles pass ove r

the adjustable

ou t

let. By

means

of th e adjustable sp ace

and ou tl

et

t he apparatus

ca

n be se t

to co

nce n t rate eve ry

class of o re, as with a

co

nstan t h ead of

wate

r t h e rapidit y of the

curre nt th rough t he space C can be increased by lower iog the

box

B,

and tb e quality of th e ta ilings de te

rmin

ed

by

me ans of the

ad justable

ou

tlet a t tbe

uppe

r pa.· t of t

he

vessel A, and t h e qualit.v

of

the conce

n t

ra tes

dete r

mined

by

the outlet

F2.

c c e p t e d Sep·

tember 20, 1893).

14,946. A. Raky,

Durrenba.ch,

Elsass, Germany.

Apparatus

for

Deep Borings.

t5 F igs.)

Augu s t

4, 1893.

-

This

invention r

elates

to apparatus for d eep bo ri

ngs

in which

ri gid rods

are

empl oyed , actuated

fr

om a cr

ank. Th

e bo r ing too l,

lifted at

a g radual ly increasing

speed,

reach es its highest p

oi

nt

at

a slowly d ec reas ing ra te, and drops after

wa

rd s

at

a oonstantly

ioc

reasing speed until t

he

bl

ow

ta k

es

place.

As

soon

ae

t

he

seg-

Flg

.1

Ftj

.2

ment

has pr e

BSed the ti ghten

ing pulley

P down, t he belt

b

is

slackened,

so t

ha

t it

slips

on

the

p u ll

ey a,

t he rod

m

tbu<J pu lling

tbe rod s

o,

and be in g unchecked in its de sce nt, t u rning the c ran k

and pulley T qu ick er. Th e

pulley

T

is

f ree to revo lve at an

in creased s peed, owing to the belO b riding loose. Th e bo

ri n

g

chis

el arri

ving

at its wo rkin

g posi

ti

o

n, ope

rates

at its hi

gh

est

Ppeed . ( Accepted Stptembe r 20, 1893).

STEAM

ENGINES

AND

BOILERS.

16,910.

B.

A. and B . A. House, Teddington, and

R.

R.

Symon, London.

Steam, &c., Engines.

[2

F igs. )

Sep t ember 22,

1892.-

Tb

isinvent

ion re lates to steam ,

&c.,

engines

em ployed for propelling vessel s. The cran kshafts A, A

1

are con

necte d

togethe

r

by

toothed ge aring B, Bl, B2, 83, so t hat the two

engines run

togethe

r a t the

same

s p

et

d . Th e "heel 8 3

is secured

pe rma.n

en t

l

:Y to

the c ran

kshaft

Al, and t

he

wheel B

fitted

to t he

s haft A, so that it can either r

un

loosely

or

be

t e d

wi th it

by

means

of

four

keys

C,

adapted

to

s li de io co rrespond ing g rooves

for

med in

t he shaft A. Th e wh

ee

ls 8

1,

B2a re

ca rri

er whee ls tu rn

ing

on

stu ds 1)1, D2 secured

to the fram

in

g. Th

e h

eads

of t he

four k

ey

s take in to a g roove

E

in a sh eave

El ,

whi ch can be

moved

to and fro longitudinally on t he shaft A. Th e wh eel B has key

ways formed in it o n d i n ~ t o th e keys C, and when

these

four

ke.}'S a re p ushed

into

the k ey-ways

in

the wheel

by means

or

the

sh

eave

E Fig . 2), t h e

whee

l

B

is conn ec

ted to

t he s

ha f

t

A

and revolves with it. When , ho wever, the keys Ca re d ra wn back

by

the

s

he

ave

E

fre

e

of the

w a y s

in the

wh

ee

l B,

th

e l

atte

r

is

free to r

evolveon

the shaft A. Th e fo ur keys C

and ke y

-ways

in

the wheel

B

being pl a

ced 90 de g.

apart

r

ou

nd t he

ci

rcumference

of the shaft, adm its of t h e w hee l B

being fixed

to the s

haft

A in

an y one of the fou r

positill

n

tl,

so that the two c ranks A2, A3

may

placed

in ei th er of fou r positions wi th refe r

ence

to each

557

:

ot

her . As tbe

ktys

C r evoh·e "

ith

th e s haft A their. d s ~ ~

in the groove of the sheave E, and the k('yS are h e

ld

1n or o. t '

ge ar with the ke y-ways in the wh eel B accord ing tht e ~ o ;

of

the sheave E'.

The thrust blocks F a re

made

ID. wo a e •

wi t

h a ver tica l di

vi

ding lin e. Th

(

two halves of b t h ~ t r ~ u

s t ~ ~

are bolted down between two JOgg les on t.h e e

P

a e

.1.

Fie.Z.

0

0

I

~ 1 6 3 1

en

gine

, and t he T ertical joint is held

togethe

r

by bolts

I

pa s

si ng

th r

ough

lugs at the

to

p. Ei ther

half ca

n

th

en be e m o , · e ~ .for

examination

wh

ile

the

engine

is

u n n i n ~ , th e

ot

her half r emammg

in

pla ce

in the m

eant

i

me and transmittmg

tb('

thrust to the

vesse

l

or boat. ( Accepted September 20, 1893).

15,501.

J.

P . Ball , Sydenham, Kent. Steam Gene·

rators. [6 Figs.] August 15, 1893.-T

bis inve

nt ion rela t es to

bo

il ers whe r e rapid

genera

t ion of s team is requi r ed . The

water

tubes c a re

set

in the tubeplate b. Around tb e fi regrate a

fi

re·

br ick

ri n

g f is s

et

upon t h e plate b in order

to

keep

the

fire to

ge th er . g is the upper water c

hambe

r , and h the tubeplate

for ming

the

bottom of i t. The cover

g

1

of

the

chamber

g is

re ·

mo

vab

le to give a

cce

ss to t he ends of the tubes c.

A

coatina- i of

rf J

.t.

n

fi reclay

is

used

to

pr e

vent the pa r ts

above

th e water line from

becoming unduly h eat ed .

k

is the fi rebox, and

l

the entrance to

the

chimney. m are

la r

ge

p ip

es

p r

o' ided f

o aid ci r

cu

lat ion, and

containin g within them smaller pi pes . Th e he a t of th e fir e

i n ~ on t he exteri or of the pi

pe

s m ma in ta i ns an upward cur·

rent 1D the annular S{>ace

between m

a nd n t he lat t er pi pe not

bei

ng exposed

to

th1s influen

ce

,

ca

rr ) ing a

cou

nter current .

c c e p t e d Septembe1·

20, 1893).

20,824. W. M'G. Greaves, Manchester.

Furnaces

and BoUers.

[2 F igs.] No\'ember

17,

1892 In this inYention

the

beatand

fta.me of the furna

ce is

a

pplied

dire

ct

ly to me ta llic

surfaces, whic h heat the boil Er plates by induct io n . A met al

cas

tin

g A

is

fu

rni

shed with co

rr u

g-ations, and is attacb

(

d t o boiler

plates in

a lon gi t

ud inal par t of

the

flu e. B a re t he r

ings

on

the

.1.

c

.:r:

-

wate

r

tubes

C. Beyond th e b rid

ge

H the who le of the

skin

of

the boiler is

cove

red with

the

metal casting.

In

Fi g. 2, D is t

he

co

rr ugatrd

casting

fi tt

ing in t he

up p

er part of the flue, E a r

P.

cun·ed

side

pi

eces,

and F

t

be wedge-shaped k ('y

to

hold D and E

in

po

sition. G a re str ips of

an g

le

iron

ri ve

ted to

t h e interior a nd

exte

r ior of the

boile

r skin so as to p roject i

nto and

absorb t h e

hot

gases of t he flue. (Accepted September 20, 1893).

IIISCELLANEOVS.

20.75<1. B.

B.

Bates, Yonkers,

Westchester ,

New

York. Spool and Bobbin Holders , &c.

[4

lt

itJb.]

Novemhe r 1ts,

1

92.- This

im

•ent ion relates to m eans for h old ing

sp

oo

ls o r

bobbi

ns and su ppl yi ng the th read

under

th e proper te n

sion

to

sewing ma chi nes, and

is

especially adapted to

book·sewing

m ach ines,

in

which a n umb er of spools a re u se d simultan

eous

ly in

the

ma

chin e. A plate

is used

in th e form of a semicir cle with

openings in it

into

wh

ic

h

are

in ser ted holder s for t h e

bobbins.

Ea ch

hold

er

is

providt>d wit h a ste m adapted to

the

kind of bobb

in

used, ar.d t

here

a re also

to u

r proj

ec

t ing feet, two

of

which re st

•

7/21/2019 Engineering Vol 56 1893-11-03


sss

•

up

on th e surface of

the pla te

,

and two

pass t

hrough

notches

and

interlock beneath the plate by a

partial

r ot ary movement given

to the bobbin.

Th

e bobbins are large, so a.s

to bold

a sufficient

quantity of th

re

ad fo r r apid use in sewing a rt

ic

les suc h as

books. Ea.ob spool h

as

a fl

ye

r having

an

eye th rough which

the

threa<i passes, as it is dr awn along this flye r describing a circle

la r

ge

r in

diameter

than

the

spool,

so that the

thread is dr

awn

off

Fig .1

Fig

.Z .

• •

.,

•

•

•

•

•

I

•

•

•

,

•

•

•

•

lOJJq _

_

without the

risk

of t

wo

or more

co

ils

sli

pp ing off

simultatJeousl

y.

Above t

he plate

and

supported

by rods is a st>cond plate, provided

with

holes which

are a

xially

over the r

espective spools

through

which tbe th reads pass, and are br

ought

do\\' n th rough

adjacent

n otches in the plate, a tension sp ring a t e d in its a

ct ion

by a

set

S : rew bei

ng app

li

ed to

each

th r

ead, this tension sp r ing bearing

upon the thread and p r

essing

it down with

for

ce upon t he plate.

(A

ccep

ted Septemb

er

20, 1893).

21,

170

. J . Tempe

r ley,

R elgate,

Surrey

. Travell ing

Carriages

for

Ra.tslng, &c., Loads.

[6 Fi g

s. ] November

2 l, 11:s92 . - This io

ve

nt.

ion

relates to car

ri

ages arranged to

tr

ave l along beam s,

and

ha v

ing mounted

on

them

pullE-ys over

which pass r

opes for

the purpo

se

of

rai

sing or

low

eri ng l

oads,

the object

being to effect not only

the

ra ising

and

lowering of the

load, but

also

the tra\'el of the ca

rri

age al

ong

t he beam, by the

action of

a

aingle

r

ope work

l d

by

a

si ngle win

ch .

Th

e

beam is

in cl intd in one d i

re

ct ion ,

so

tbat th e ca. r

riage, when free,

tends

to

run to the one end

.

Th

e ca rria

ge

is prodded with two side

ch eeks

i n ~ wheels

\Y

bi

ch

r

un on the be lm, and to ch

eeks

th e body of th e ca

rr i

age is joi n ted by

trunnion

s, so

that

it is free

to

swing laterally .

On

th e

ce

utra.l

boss

th rough

whi

ch passes the

sp ind le of th e

shea

ve a le ver is mounted, the lowe r a

rm

of which

i:J forked,

so

that on raising

the

ro pe wh ich ca

rr ies

the load a ball

upon

it engages

in this

fork,

and

moves the lever pa rt ly round, so

•

Er .1.

that

i ts

upper arm

passes a detent and comes against a atop;

the

u l i n g

of the op e

ra

ting rope pulling the

a r r i a ~ e

to the one end

of the beam. When

t he

ca

rr

ia

ge r

eaches

a

stop near this end

,

the detent is mo,·

ect so

as to r

elease

the leve r, but

at

th e

same

time

the ca

rria

ge

is engaged by a pawl which pr events it from

moving, an d then the load can be lo

wered.

On again hauling up

the rope,

the

ball, again e n g a ~ i n g with

tbe

fork, causes

the

lev

er

to be again held by the detent, but

at

the same time rel

eases

th e

pawl , when

the ca

rri

age runs

to

the

other end of t

he

beam.

Here it meets another stop

which

r el

eases

the

lever, allowing

the

load to be low e

red or

h

au

led

up, and

which moves a ca tch to bold

the ca rr ia ge in position until the ball again engages t he l

eve

r

rel easing the ca

rria

ge , whi ch can

then

be hauled along th e beam .

Th

e lower a rm of the

fork

le

ve

r

is

made in th e

form

of a segment,

so

that

the

fork c

an

be

adjusted to

various positions on it , to suit

v

ar i

ous inclinations of

the

beam.

(Accepted

Septemb

er 20, 1893).

10,449. H.

Jaeniscb, Tscbirnau, Prus

sla. Revolv·

lng

Barrow.

[6 Figs.] May 27, 1

893.-

This invention r elates

to

revolving harrows. The

toothed

wheels a and

J,

the

shaft

g,

and the b

eve

l

wheels

m and n se t the barrow e in rotation as

soon

as

t he

rear

wheel wl, which is firmly connected

to

the toothed

wheel

d, revolves. The wbeelj can be thrown out of ge ar by the

le ver

z,

S\)

that

whe n

the

appar

atus

is. rav elling from place

to

pla ce

t he harrow is not oaused to r otate. The

ve

rt

ical

rotary axle q

is fur·

nished with a spring, which moves in a o o v e p of

the hub

of

the

wheel n. This hub

turns

in a collar

bea rin

g o

form

ed in

one

with

the axle

b. Th

e ha rrow can

thus

be raised in a ve r t i

ca

l direct ion

while rotating, whenever an obstruction, suc h as a large stone,

interf

eres with

the

action,

or

when being t ranspo r ted, &c. The

E N G I N E E R I N G. [Nov.

3, I 893·

pr o

vi

ded

i th a h

andl

E ,

may

be keyed.

When

the

two toothed

whee

ls are in ge ar, the latter can be t urned with the former, and

the cr

ankpin

th er eby

rais

ed or lower ed. U pon the

shaft

of a

nra nk u a. th i rd toothed wheel l is keyed, which g-ears with another

one

arranged to

tu rn freely

on

a fi

xe

d pin, and

gearing with

a

18,

and which

a re

lined with

brass. Ea

ch

low er

bearing

block 23

is set by means of a screw spindle 25, wo rking in an internally

screwed block 26,

secure

d to t

he

side f r

ame

18, hut

re m

ovable

from it when requ ir e

d.

Each upper bea ri ng 24

is

pressEd down

wards

by s

prings 27,

adjustable

by mean

s of a spindle 28,

sc

r ewed

throug h a

cove

r-pla te . The upper shaft 16 is d riven

at

a l

ess

speed than the lowe r

abaft

17, and to

diminish

the

tenden

cy

to its

being dr agge d rou nd by

the

latter

at

a gr

eate

r speed than its

prop

er one, it is

driven

by two

belts

ac t ing

on

pulleys fixed

one on each end of it. The shredding rolls 12, 13 a re built up

each

with

a se ries

of stee

l rin gs of a do uble bevel o r

angular

form,

with the bevelled su r

fa

ces serr ated.

As

tbe

projecting

angles of

one

roll extend in

between those of

the other, two

half

-rin gs

are put

at

the end s of one roll , the upper one, 12, to

ma k

e

the

tota

l

l e n ~ t b s

of th e two

equal. Th

e

serration

s of

the steel

cuttin g rin gs 12, 13 are rounded

instead

of being angular

and

consequen

tl

y d eeper,

and

t hose of

the upper roll

are

made

doublP.

the

numb

er

and

h

alf the

pi t

ch

of

tho

se

of

t

he

l

owe

r ;

so

t

hat

the

up per one, wh ich tu rns

the more

slowly , ob t

ains

a firm ~ r i p

of

the canes s

they

g radually pass t hrough, and resists the drag of

the sh

r

edding

act ion of

the

lower roll.

Th

e

steel

cu tt

ing

rin

gs

12,

13 a re

fixed

on d rums, secu red on the shafts 16, 17 by p in chin g

screws,

the rings

be

ing made

fit tightly on the drums by strips

of brass . Tbe

st e

el cutting r ings

at

the ends of the rolls are .fi

xe

d

on

the

bosses of

end

discs,

secu

red

on the

shafts 16, 17,

two

at

one end by key s, and the others

bf

slightly taper

ed

bu shes, tho

se

at

one end

be

ing tig

ht en

ed by

sc r ews on

the

completion of

the ad·

justment an d fix ing of the

parts.

I n putting the p ar ts toge ther

the stee

l cutter

ri n

gs 12, 13

and

end discs ar e s

trung on the abaft

16, 17, and then the

end

discs are

co

nn e

cted by rods on which

nu t

s a re screwed so

as to draw the

parts

togeth

er

ti

gh tl

y.

(.Acce

pt

ed Septembe · 20, 1893).

:f.s

Fig

1

•

•

I

w

•

•

•

•

•

•

•

•

•

Fig .Z.

•

fifth toothed

wh

ee l i so

that the

lattE'r can be connected or dis con·

ne

cted to or

from it

by the aid of :l.

leve

r . To re tai n the harrow

in a ra ised position (Fig. 1), the pawl

vl

is caused to engage the

ra tchet

wheel

V , and thus bold th e c r ank u

a.nc\

the c

rankp

in in

the

r equ

ir

ed position.

(A

cc

epted

Sept

ember

20, 1893).

15,297.

W.

Sm it

h ,

Glasgow.

( H . Kid

d, Sydney , N

ew

South Wales),

.

u g ~ r

Cane

a c b l ~ e r y . (9Figs.] August

11, 1 8 9 ~ . T h t s m v e n t t < ? ~ r elates to

ma

c

bm

_ery

for

d d i n

suga

r

canes m or

der

to famhtate the ex tract t

on

of

thetr

sa ccharine

ma

t t er .

Th

e

canes

are

deli

ver

ed

from

the

upper e

nd

of

an

in

clined conveyor 10, down a shoot

11

to

the shredding

r olls 12

13,

afte

r

i n g through

which thty a

re deli

ver

ed down

a

shoot

H

to the crush in g mill 16. T he ro

lls

12, 13 are on parallel

shaft8

1

6,

17, held

in

bea

rin

gs

in si

de fram es 18. Th e be arin g of

Rj;

.1.

- - -<

--

Fig.2.

Fig .J.

•

•

o .

.

.. / .

.

..

..... ,

0

,

.

the

bottom

shaft

17

is form

ed partly in

the

frame casting and

part.Jy in a cas t-iron cover , bolted on,

both

cover and

bottom

14,325. J .

w.

MUner, Leeds. Rolling Metal B ar

s,

c.

[2 F igs. ] Ju ly 25, 1893.

-ln

this invention th r

ee

r

olls

0, D, E are placed one above the

ot h

er and mou n

te

d in bearings

F ca rri ed

i l

standards G.

Pres

sure is put upon

and

taken off the

rolls

by

handwheels H a n d screws J, whi ch a re fas

te

ned

to

the

J

•

c:

•

.

• I

.• 1 , _

K I<

(; i r r - l - r - r r ~

. . . . o i . .

r o . r h

· ' -

.

c

blo c

ks K

by nu ts.

The

piece of

metal

is first pa.ased between the

r olls C and D, and after wa rds between the

rolls

D and E, so that it

can be fed from either or both sides of the

mill, and

the necessity

of taking it back a ~ a i n

to

the sid e from whi ch it sta.1

ed

is thus

ob \

·iated. (.A

e

ptedSeptemb

er

13, 1893).

11,650.

B.

H. Lake, London .

A.

H e

ine,

S ilver Cree

k,

Chautau.qua, New

.r

ork, . ~ .

Combined

Gratn

Scourers

and Du

s t Collectors. [5

l i

gs.

J June 13, 1893.

- Th

is

in vention rel

at

es to combined grain-sc

ouriog

mac

hi nes

a nd

dust co

llec tors, con

structed so

that

th

e ai r cu rretJts a re con

fined

within the

ma.rh

ioe

.

Th

e

be ate rs operate

at

the

same time

as

pa r t of the scouring mechanism, and as the

fan

blades by

which the ai r cu rrent is se t

in

motion which

ci

r

cu

l

ates in the

ma c

hine.

The grain

whi

ch

is delive

r ed

int6

the

sco

uring

cas

e

at

oo e e nd is sc

ou

red in its passage

through

it ,

and the

liberatedd m t

is driven t hrough the perforated por t

ions,

t o ~ e t b e r

wHh

the air

set

in

motion by

the

beaters, into the

upper porti

o

ns

of the dust·

SE>

parat.ing

c hamber oo the outer

si

d

es of :.

be perforated rortio ns

of

the

sco

uring

case. Tbe dust and

air

e ~ c e in

the

a t i n ~

chamber, and the air

is

compelled by the d efie::ti ng

boa rd

s

P

to

.1

Fcg .Z

J .

p

t ra v

el

nearl y to the lower parts

of

it, where it takes an up Yard

tu rn

and

passe s through the

op

ening p and asc

en d

s th

ro ugh

the

sp ace b et

ween

the boa rds to the ai r outlet opening m , th rough

whi ch i t passes to the ai r

chamber M. From here

it

pa

sses into

the upper part of the g rain-receiving hopper

J,

where it passes

upwa

rdly a r

ound the

lower

edge

of th e inclinedshelf , ov

er

whi ch

the g rain escapes.

Th

e air then takes an ascending course, and

ca

rri

es off

the

d ust

and then

tlows upwa

rd l

y

t h r o u ~ h

the

ai r

·l

eg

K

to

the

ey

e h of tbe scou ring cas e, dep

os

iting on its way the

he a

vier ~ r a d of the

ma

te rial in

the

chess

hopper

Kl. A slight

air cu rrent is drawn upwardly through the inner ai r-l

eg

I , and

passes to

the

eye of th e scourin g case.

Th

is cur rent car ries wit h

i\ the lig h t du st whi ch it has separated fr om

the

gra in escaping

through

t he di sc

harge opening

of

the

scour

ing

case , th e rela

ti

ve

for ce of the \'Olume of

the

ai r c urr

ents

passing upward ly

through

th

e outer

and

inn er l

egs

K

and

I being r

egu lated by

a.

\a

lve

i l .

.A ccepted Septembe,· 13, 1893).

UNITED STATES PAT£NTS AND

PATENT

PRACTIOE.

Descrip tio ns with

illu

s trations of in ventions patented in th e

United States

of Ameri

ca

from 1847 to the present time, and

repor ts of trials of paten t law cases in the Uni ted States, may be

consul ted,

gratis,

at

the

offices

oi

ENGINEERING, 35

and

36, Bedford·

st ree t, Strand.

•

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Engineering Vol 56 1893-11-03

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