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•

Nov. I

5

r

90 1.

J

•

DIE

FORGING.

No.

X.*

Bv

Jos

EPH

HORNER.

IN this

artic

le

we shall conclude the examples

of die forg

in

g selected from

the

work of

the

Swin

don .shop, taking mostly those which

present diffi

cultles due to depth or awkwardness of form.

. The top c o v e ~ for an 18-in. vacuum cylinder

t l l u ~ t r t e d 1n F1gs. 270 and 271) affords an inte

restmg example of a large stamping which at first

~ 1 G

0

E

N G I N E R I

N C. .

shown in plan and end view- being fixed on

the

bed of

the press;

the other, B, being carried on

the

horizontal ram. The collar lies in

the

space

a,

and

is welded by

the

horizontal nwvement of the

ram.

The

blocks are of cast

ir

on, faced with steel

plates, in which the recesses

a a

are bored.

In

the

second operation the collar

B

is welded to the

small flange C in

the

same dies by the downward

pressure of the top ram. In the third operation

the plate A is welded to the other end of the

Pig.£   .

B

form and the beading is given to

the

cover between

th

ese dies

in

one squeeze. The bottom die A is

bolted to

the

table of

the

press by four lugs

(Figs. 275 to 277).

It

is lig

ht

ened

out

underneath,

but

is nevertheless a massive casting. As

the

rather

narrow beading of the die would soon crack

and wear out

if

made of iron with the body of the

casting - though

the

solid body is practically per

manent- the bead is formed by a ring of steel let

into a turned groove, and which is easily renewable.

-.

'

'

·

-

 J

A

•

.- '

-

'

I

I

I

/

8

------' '

•

--

•

7J . 8

.}

Frg.

Z7Z.

A

.

.2

75

.

.

•

c.

:>-\SI  

' \i

o

 ll

•

c

A

I

I

I

I

sight seems to

pr

es

ent

great difficulties in conse

quence of

the

presence of

the

ftanged neck. I t is

made in

three parts, as

indicated

in Fig.

272- a

plat

.e A

ring

B, and flange

C

uni ted with butt

welds, and the cover is completed in four

operations.

In the first operation the collar B is welded

between the blocks in Figs. 273 and 274, one, A-

* EnRATA..

  On

page 470 ante, centre column, lines 26

and 27 for are heated by the waste beatof mohitu

bu

lar

boilers, which are placed over them, , read are fitted

wi

.th multitubular boilers, which

a.re

placed over them, and

he

ated

by the waste beat. , Also on

page 570

middle

column, line

9

for

30

·ton read

30

cwt. 

I

'

\

I

I

I

I

I

I

I

Fig.Z77.

\

I

--

\

\

\

I

I

I

, t

I

I

I

I

I

I

I

I

I

. I

_ I

.

-

.. --

'- -

-

  -F===t

•

- 

•

I

•

.

I

I

•

'

••

•

A

B

•

•

•

•

Fig.

287

. ¥

•

I

•

••

•

•

1n ·' 1

•

co

llar,

th

e

latt

er being

turned

r ound to lie in

the

This is seen

in

section in Fig. 276. The top die

:9

recesses

b b 

a

nd the

resistance to

the

downward

(F

igs. 278

and

279) is attached to the top

ra.m by

pressure is

taken

on

the

face of

the

block

c

c

ast 1

two bolts passing through

the

holes cast for

the

on A and for which a recef s is oast

in

B. A drift purpose on each side of the

central

hole.

is

th

en

driven

through the hole. In the fourth An 18-in.

piston

(F

ig. 280) for the same vacuum

operation the diehed form is given to the plate in cylinder is

interesting

from the inward curving of

the dies (Figs. 275 to 279). Th ese c o m p r i a the flange or rim, which might seem to make it

bottom concave die A, and a top convex

J

ne B. difficult of extraction from dies. The mod'ns op

erar

nd·i

The

cover is first

centred by

a

pin

which fits

into in this

case is as follows :

th

e hole a

in

the cent re of the bottom die (seen For this size piston a piece of plate is cut to

in F i g ~ 275 and 276), and which also fits the 1ft. 11 in.

in

diameter and a 2-in. hole is punched

hole in the cover. The top die has a large through t he centre. In the second operation the

hole b which affords sufficient

E-pace

for the flange plate is dished into shape at one heat,

the

rim

of

the

cover to come up in to.

The

final dished turned up, and the central boss formed.

The

dies

•

•

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· E N G I N E E R I N

G.

[Nov. Is I

90I.

-

are

dhown

in Figs

281 to · precisely in

the

manner adopted

by

boilermakers ing through a flange cast

on

the back of

the

die.

They

comprise

three

portions-

the

outside f1r correcting angle-iron rings subsequently to

The

dies

are

heavy,

and are

lightened a little,

die

A, the bottom middle die B,

and

the welding up.

But

in this case

an

inner b l o ~ k is

not I

which is the object of

cutting

off the keen angles

die C-the various relations of which to the necessary

at

all. The piston is rotated throug h a por- on A and B.

piston are at once apparent. The outer tion of a circle in the dies by tongs in

the

intervals Fig. 288 illu

st

rates

an

iron buffer guide, which

A is bolted

to the

bed of th-e press, the inner of the squeezing action of the horizontal dies. To is shaped in dies. It is made in three pieces, A, B,

middle one B is attached to the bottom ram, the permit of this manipulation is the object of leaving C (Figs. 239 a'1d 290). Th e plate A is shorn to eize,

Ff.g,281.

•

c

8

ig 288

•

p · 29

ig.

•

•

•

I

I

I

I

I

I

•----

•

top one C to t ~ e

t o ~

ram.

In

F ~ g . 281 t h ~

th r

ee

are

shown

In their

exact

r e l a t ~ o n s

previous

the

act

of pressing, but

the

plate

IS ~ o t

shown, In

order

to

leave the details of the

d1es

clear.

In

282 the top die .is removed to show t he l?wer

ones; Fig. 283

1s an

1nverted l a n of the top d1e C.

A loose

pin

fits

into

a hole

1n

the

t?P

block,

and

by it the flat piece of plate for . the p1ston, already

punched

with a ~ e n t r a ~ ho

le-,

1s centred,

and

the

boss (compare

w1th

F1g. 280, page .669), subse

quently

pressed down into

the.

o l ~ 1n. the lower

block B. Simultaneously the nm IS bemg turned

up

by the

outer

edge of the lower block B actuated

by the

bott

om ram, into the inside of the top

block C, and the

plate

is thus dished between the

top and

the bottom blocks. . .

At

this

stage we have now a pl  1n .Ptston

(Fig. 284) that only r e q u i r ~ s to have _ I t ~ r ~ m set

out to

the

sh ·\pe shown in FJ.g. 280 . T h 1 ~ Is done at

another heat, in

another

pa.tr of

d1es

285 to

287), one of which A is fixed,

t h ~ ot

h

er

B 1s attache_d

to the horizontal ram. The p01nt note

here

IS

that there is no middle block, whiCh would,. of

course,

interfere

with the with_drawal of

the

forgmg

after

the

rim had

been

se Inwards. The o u ~ r

dies

are

formative

and the

Inner edges of

the

nm

must

bend to the o n t o u r impart

ed

by sque£z

. f the enCI·rcling dies

In

another Instance of

Ing 0 . ' . t

1

undercu

tt

ing, in whiCh an Inner block was essen 1a ,

this was formed in three segments, opened out

s i m u l t a n e o u ~ l y by a central pin, and capable. of

being drawn inwards by the

remo a

of the pm,

•

Fig.:<-82

B

.

I

I

I

I

I

I

A

I

I

297

I

- _ _ .J

c

c

I

r o

I

...

-

A

I

--

c

Fig Z99 

c

0

A

A

•

I

•

trt

. 0•

F ~ . Z

~ ~

~ ~ . - -  

- -   - - -

  ~ r - ~ - -

•

I

I

I

I

I

8

I

I I

I_

__ L ~ ~ - - - J

--

 

•

•

l

•

Fig.Z94.

c

···-

B

1

l - --

F ig.Z83

c

©

©

•

Fig. 301

.

-4

-

---

---+-  

Fig 30 2.

Fig 

JOO

0

I

i

c

•

•

•

•

1', '

I

I

I

I ,

c

c

•

A

the

open spaces

at

a

a. .

The

squeezing

a_nd.

rota

t ion j and

the

ho_le

punched ; the ring B is

l ~ e d c o n i c ~ l l y

thus

alternate until

the undercut form

IS

·Imparted and the

rm

g C parallel. B ~ a s a JOJnt rl;lnnmg

evenly all round the rin g. The bl_ock A is fastened

1

p a r a l ~ a ~ 0 o ~ e dtagonally; C Is welded, B 1s,

n.ot,

to the table of the press by bolts In the flange seen the JOI_nt. being merely closed up . The we.dmg

in Figs. 285 and287, which explains the cutting of the

and

finishing are perform?d as

f ? l l

o w ~ :

hlock B to pass clear over the flange and its bolts. . T 1e flange A and the ~ m g C In which the

bead

B is fastened to the hot izontal ram

by

bolts pass- , mg 1s formed arc welded In two Eep ·nate e a ~ and

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N0

V. I 5

I

90 1. J

E N G I N E E R I N

G.

in ~ w o separate

to the

body B. 'l'he

di

es in a

central

plug of conical

sha

pe, driven by the

stea

m

which these operattOns are done are seen in Figs. 291

~ a m

me

r.

through a flat plate laid upon a bottom die,

to

294, A A

BB.

These fit cast-ir0n blocks

1nto

whteh the plate is bent by the plug. This is a

C, C. Th e .dtes Inte

rch

ange

in

the massive bodies 0

commol?-

device in boiler shops for forming the

and C, ?ttmg with a slight amo unt of clear- angle rmgs for t he uptakes of vertical boilers · a.

nnce, With tnpers In the ma

nner

shown in F igs 299. which is neither so acc

ur

ate nor so exp' e-

293..

A

cer tain

number

of flanges are

w ~ l d

d t th f d

ID

the pau of blocks A,

A,

after which the l

at ter o : e s

r m e by

th

e

pre

ss and dies

are chanced

and

t

he

headings welded

in

the

bl

ocks An interestin( example of very deep stamping is

B. In case

the

form is compl

et

ed at

the

given in

Fig

. 303, a partially completed buffer

of nam ely, the ex

ternal and in t

ernal so?k

et

or guide, which is made from a piece of

ra

11

n

ext

t e flal ge

and

the beading

at

the front i- ln: steel plate, without any reduction in thickness

end. Th

e flange IS

pr

essed d

ow

n

by

a plain

bl

ock

durmg

the

pr

ocess. I t is produced

in

five heats,

attaoh.ed to the top ram, and

the upp

er

half

of the t

he

first two sufficing for pressing

it through

three

b ~ ~ d h

t e r : a ~ d ~

.for;ned

by another top

block, successive pairs of dies,

the th i

rd for swaaing

the

w

10

.d

1

d

 

u.s

ha

e In igs. 295 and

~ 9 6 . ThiA

is body to finished diamete r$, the fom th fo

0

r

partly

e th

1

a. c

etnhtr

a

fl h ~ t

JU

St fills and

1

turning over the flange, and the fifth for finishing it.

nl8 es e o e

m

e orgmg (F1g. 288) down to A 2 ft. 2 in. in diameter is taken and

•

Fig.S03.

•

•

7 D 7 ~ . c t

Fig.304 .

A

the

blocks by. The buffer guide is seen in place, and

al

so the

mandrel

C in

which the hand le

D

is ca

st

,

manipul

ated

by the le

ver

E in the fashion common

in the smithy. In th is way by sq ueezing t he guide

in the

in

te rvals of rotation through arcs of circles,

the conical form converted

in t

o the combined

conical and p.uallel form requ ired, seen in section

in Figs. 303 and 308, and any inequalities left from

the

punch are corrected. Afterwards

the

convex

end is out off a

nd

the wo

rk

is

put

vertically in a

bolster, and the fh nge partly

turn

ed over under t he

pr

ess, after which it is finished flat in another opera

tion.

Th

e block

in

which this is effected is very similar

to that shown in Fig. 310, which re

pr

ese

nts

one

f

or an

open-ended socket.

The

block is allowed a

ver tical movement of 2 in. in the

manner

shown.

I t is

co

nn ected with the

p r e ~ : s

head by two bolts a a 

upon which sliding occurs while the d

ow

nward

Fig .

310

•

..

•

•

Fig 307

•

Fig.305.

the shoulde

r,

at

the

same time t

hat the

bead is

being finis

hed

b

et

ween

the

bo

ttom

dies B (Figs. 293

and 294),

and the

ccncavity of

the

top die

F

igs. 295

and 296).

Fig. 297 i1lu strates a ring of angle-iron section

stamped from :ttr· in. steel. A circular sheet of steel

has a 13-in. hole cut in it., after which it is laid

upon a bottom ex ternal die, and a top die is

b rou

ght

down upon it to ho

ld

it firmly, while a

bottom ram brings up a die which

turn

s the plate

up against the int er ior edge of the top die.

Fig. 298 shows

the

dies in

their

due relation to

t he ring at the moment of finishing t he lat te r - A

being the bottom external die, B t

he

top one, and

C the

in t

ernal flanging die. Fig. 299 is

an ex t

ernal

view of A,

Fig.

300 a

plan

view of

the

same, a

nd

301 and 302

are

section

and

plan respe

ct

ively

of

th

e flanging die 0 .

The

holes

in

A are

cast

for

the

insertion of iron

bar

s for the

purp

ose of lifting

th e block about

by

.

In this work the hydraulic press is seen

to adva

n

tage. In it s absence, rings of this kind are turned by

c

-

.....

;

=

@

r i·

----

1----...

c

-

=

J

.

.308

Fig

.309.

8

I

I

-

 

- 1 •

I I

8

0

---

  .

I

·-

  .

I

I

laid upon

the

bottom die A

in

Figs. 304

and 305, which is ca

rr i

ed

by thr

ee stools on

the

table of the press. Fi g. 305 is

an

inverted

plan

of this die

to

show it s

sto

ols or feet. I t has a

hole l 7 in. in diameter at the lower

end,

and a pin,

B, 9 in . in diamete r forms the top block by which

the plate is pressed in to the die, at which stage t he

forging is like Fig. 306. At the same heat the

plate is still furth er reduced in a 12-in. die by a

7 ~ - i n .

pin.

I t

is then reheated,

and

th e final p r ~ s s i n g

done by a 6-in. pin, half-way through an 8-in. die.

As the forms of these are similar

to

those shown in

Figs. 304 and 305, it is

not

necessary

to

repeat th em

all. Wh en th e forging leaves

the

last die, it goes

into a

pair

of swages, a

nd

a ma

ndrel

is inse

rt

ed

in

th

e middle

and turned about by

a lo

ng handle and

lever, while a few sque£zes

ar

e given b

et

ween the

swages. Th ese details are illustrated in Figs. 307

to 309. A and B

a.re

top and bottom swages, carried

on

the top ram and table of the press res

pec

tively,

the slot holes for insert ion of the necessary bolts

being seen, and round holes are also cast for handling

;:::

:=;

c

=

-

E

E

•

•

I

I

I . - - - -

1 •

 -

 ··

0

A

0

I I

I

-- 

I I

pre

ss

ure

is being exercised on the flange.

But

when this is done, two blocks b b 

2

in. thick,

are

in

serted,

which keep the space open, and th en

a bottom plunger comes up and forces out the

forging upwards.

Th e ease with which welding is done with the

presses is well exemplified in many pieces of work

at Swindon, of which an illustrat ion or two may

be given.

The Mansell rings for wood centred carriage

wheels are of the Eection shown in Fig. 311. The

length of rod required for a ring is heated and

placed

in

horizo

ntal

power rolls, which quickly

turn

it in to a circle. A.bout 3 in. overlap is left at the

end for a lap weld a (Fig. 311,

pa

ge 672).

This

is

th

en

rehe

ated and

welded

at

one squeeze

in

th

e

di

e

block

Figs

. 312

to

314) . Th e bottom block A has a

groove in which the ring is

hid,

the beading lowl)r

most; and the top one, which is bolted to the top

ram, comes down and closes the weld by a single

squeeze on tt.e fht face .

Another job of welding is the axle guards which

•

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-

E N G I N E E R I N

G.

[NOV. I

5

I

901.

DIE

FORGING

AT

SWINDON.

F i g 311

:

'-::.-.;::-

·

-- .. -

- - - -- -  (]

U

•

F ig

 

317

 

B

A

b

•

FYg,_ 31Z.

A

-  -------------------- ·

A

0

r·

314

w. •

I

I

I

I

-

0

----·

A

Fig .319.

b

•

0

A

Fig.3ZO.

8

Fig .875.

l'ifJ. J16.

B

A

8

•

:

I

I

B

J7S

 ;;

. _ _

, 

_

_

__

Fig 3:lt 

Fi:J 

32Z

P ig 

3:::

-

•

Fig J18

(

.l

Fi.g.

324

.

l

Fig S25

B

0

7D

7:J

  r

A

are used in immense numbers for

the

wagons. To

produce these (Figs. 315

and

316) some preliminary

bending and setting are necessary, which is

effected

in

dies (Figs. 317

to

319). In manufacture

the middle part of the guard A (Fig. 315) is pre

pared

separately,

and

B B

are bent, set, and

welded

to

it

with

lap joints

.

I t

is

the

bending

and

setting

of B that is effected

in the

dies

in Figs

. 317

to 319. A is the block against which

the

bars

are

set to their

angles (compare with

Fig.

315) against

the face a Figs. 317 and 319) by a single squeeze of

the

die B which

is attached to the hor

izontal rclm of

the preEs.

Then

the faces

b b

of the die A

are

those

upon

which

the setting seen in

Fig. 316 is

done-two faces being necessary, one for t.he right,

the

other

for

the

left-

handed horns

B, B.

After

a

large number of pieces have been prepared, the

welding is

done

elsewhere

in

a recessed block

Fig. 320), which insures that all

the

p i ~ c e s

and

B

shall be

welded at a uniform angle.

A device

adopted at

Swindon

is that of

giving

clearance on

the

die faces for the fins. Many dies

are

recessed

rather

deeply

on the

face

at

a

li t

t le

distance away from the edges of the forging recess,

and

this

is

done

with the

object

of providing a

e space to r e c e ~ v e a r e d u n d ~ n c y of fin,

an

d

which would otherwise, by

extending

over

the

face,

keep the dies far

asunder

.

The

advantage lies

in

those

jobs

which are

stamped

from a rough mis

h

ape

n mass drawn down

under

the hammer,

by

the unaided

eye.

Thus the

block

(.Fig. 321) for a scroll

iron

is grooved all

round

margins of

the

figure. The roughly-made blank

1s

•

seen

in

Fig. 322.

It

is just drawn down with little

regard

to

shape

or

dim ensions, a

nd bent

ro

und

before stamping. Another is

the

railway-carriage

key finished

in the

die (Fig. 323), having a deep

grooving, from a rough blank, seen

in

Figs. 324

and

325.

These dies,

and

all those for

the

lighter class

of

work,

are cut

from lumps of mild steel

in the

shop

located

on

the

plan

view

in

a previous article.

But for most of

the

dies used

at

Swindon

oa

st

iron vastly predominates,

and

scarcely a

ny are

banded. As

the

work is chiefly done

under the

hydraulic presses,

the

jar which is so destructive

to

cast-iron dies

under

hammers is eliminated. Appa

rently, cracked dies

are

nearly unknown.

The

metal is very massive, ranging between 3 in.

and

5 in.

in

thickness.

Handles are

seldom cast in,

bu

t

plenty

of holes

are

cast

in the

die bodies for

the

insertion of rods by which

the

dies can

be

lifted

and turned. Very strong

lugs

are

cast for

the

attachment

of dies

to the

presses,

and the

holes

invarij}bly come cl

ear out to the

outsides of

the

lugs, which renders

the

insertion of bolts easier

than

it would be

if

ordinary holes were cast

in .

THE NEW VICTORIA STATION AT

NOTTINGHAM.

IN

the

sixty-seventh

vo

lume of

ENGINEERING we

described

and

illustrated many of

the

important

works on

the Great

Central

Rail

way extension

to

London ; but

pre

ssure on

our

space prevented us

from following

up this

m

ost interesting

topic,

and

I

I

we now

return

to

the

subject, principally

to

deal

with t l ~ e splendid _joint station at Nottingham,

the

?onven1ence of

w ~ I C h

has now been established by.

Its use for some time by the two owning companies

the Great Central and the Great

Northern.

.This station is certainly

the

most

important

p1ece

of work on

the northern

section of

the

line of which Mr.

Edward Parry,

M.

Inst.

C.E.,

is e.ngineer. In

th

is

and other

work

he

has been

assisted by Mr. Frederick W. Bidder, M. Inst.C.

E.,

who

ha

s had charge of

the

details of

the

con

structional work, while Mr. A.

E. Lambert

has

been responsible for

the

archi

tectural

details.

Mr.

A. A.

Barker

has been res

ident

engineer on

the

Nottingh

am works.

The

. statio

n, as

we h·\ve

stated, is

the

joint prope

rty

of

the Great

Cen

tral and Great Northern

Railway Companies

the

latter using the

permanent

way of

the

for

some distance south, as well as north

of

the

station,

and

in this way obviating a loi{g d

et

our

on

the

route

from

Grantham to

De

rby and

the

Midlands.

.

The

i t e of

the

station very centr.al,

and

the plan

IS admirably arranged alike for dealmg with a larae

volume of traffic and for

the

convenience of

sengers. A plan is given on page 678 Fig. 1) from

which

it

will be seen that

the stat

ion lies b ~ t w e e n

two tunnels, known as

the

Victoria-street

and

Mans

field-road tunnels.

The

len

gt

h between

the tunnel

faces is 650 yards. At

the north

end

the

rail level

is 58 ft. below the original surface, at

the

so

uth end

29ft. ; bu t in the centre there was a depression

in

the

original contour,

the depth there

being only

•

•

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•

t\ 0

V 

I

5, t 90 L]

ft.

Th

e to

tal amount

of material excava

te

d for

station was 580,000 cubic

yard

s.

At the

e

rn

e

nd

, as in t he Man sfie ld-road tunnel it

good s

andsto

ne, which had to he

s subseque

nt

ly removed by a steam navvy:

s the south end, however

as

in

th

e

ctoria-s

tr e

et

tunn

el (Fig. 3), it

w ~ s

soft, being

r

tly made ground, a

nd

1t was easily

rem

oved.

the south end ve

ry

hea.vy walls were

built

in section in Fig. 2.

The

h i c k n e s ~

the

base is 9

ft.

6 in .,

and

t

he

he

iaht

abo

ut

ft. N e ~ r

th i

s end,

by th

e wny, the

='old

town

dLScovered

during

excavation at a

depth

20 ft. below

the

surface. I t was built of sand

clay in

stead

of ceme

nt, the

width being

7 ft.

As shown on t

he

plan,

th

ere are

tw

o island plat

o

rm

s, each of a maximum width of

68ft., the length

e ~ g 1 2 7 ~ ft

.,

and th

e. total le

ngth

of platforms

at

tra1ns can stand 1s about 1

 -

miles.

Th

ere is a

at

each

end

of each pla

tform""

400 ft. long with

wo

lin

es of rails

in

each.

Th

e

platf

o

rm'

walls

built of brickwork faced with Staffordshire

e .brick, the height being 3 ft.

The

cope

e,

ltk

e

th

e paving, is of granolithic stone.

ere

ar

e

nin

e

lin

es of rails

th r

ough the s

tati

on

g the double- lin e bays at each end:

o t hat

the

platforms will accommodate fourteen

r

ains at

the

same time,

th

e

to

t

al rn.il

mileaae

th e

st

at i

on being about 5i miles. The p l ~ n

early indicates

th

e dis

tribution

of up and down

and

f f

ast

and slow

tr

affic for passenge

rs

and goods .

a

ddi

tion to

th

e fo

ur

teen

pa

ssenger

tr a

ins, two

oods trains can

be

accommodated

on

the

ou t

er

st roads th rough

th

e st

at i

o

n,

and two t rains of

carriages on

the

middle siding.

Th

e

re

are

ocks at either

end

for dealing with

fi

sh

and

goods traffic, 50-ft. locomotive

turntabl

es,

. engine pits, &c. The Mansfield-road tunnel,

the

no1th

end

of

the

station, is

through

sand

the

len

g

th

being 1188 yards ;

the

Victoria

et t unn el, 392i

yard

s long,

at

the south end

the

s

tati

on is also

th r

ough s

andst

one,

but

diffi

lties were experienced h

ere

owing to

the

crown

f

th

e arch being so close up to

the

foundations of

e buildings abo

ve

- in some cases cellars we

re

assed through.

Admirable

ar r

angements have been made for

convenience of

the

public. As we have said,

s

tation

is

in

the

heart

of

the

town.

Al

o

ng the

side of

the cutting

near Mans

fie

ld-road

th

e principal thoroughfares in

the

city

stati

on buildings, hotel, booking-o

ffice

, parcel

ce, &c. , have been Luilt. A new road has

laid

out

along the east

ern

boundary. In

several st re

ets

demolished, a fine new

irder bridge- Yo

rk

-

st r

eet - of 40 ft. width has

built across the s

ta

t ion towards its

northern

footbridge of 15 ft .

width

also

extend

s

cross the

stati

on

at about the centre

of

its

length,

ly for the use of the public ; a second foot

fr

om the booking-hall

to

each

the

platform s,

with

e

xit

to

the

public footbridge

o

the

new street

on the

e

astern boundary

of

e sta

ti

on; and here special commendation must

given for

the arrang

ement whereby luggage is

ealt

wi

th in entire

ly separate pa

ssages from those

s

ed by passengers. Two hoists from the booking

ce communicate with an underground passage

d

er

th

e rails and

platf

orm8, with lifts to each

and

to the refre

s

hm

e

nt

departments.

At

e south

end

of the station-

Parliament-street

e of

th

e

busiest

th oroughfa

res

of the city is

ss

the station near to the

face of

the

et

tunn

el.

From this

bridge, als

o,

is access

to

the platforms. The various

gs and bridges we shall

refer

to in detail

.

Meanwbile it may be said that on each of the

wo

long

platf

o

rm

s

there

are

tw

o blocks of buildings,

shown

on

plan.

They

are 135 ft. long, 20

ft.

ft. high.

The

two

bl

ocks

at the

no

rth

marked respectively A and C on plan comprise

and guards' r oom s in

the.

e m e n t

ies'

and

aentlemen

's and

ge

neral

Walting-rooms

the

t f ~ r m level,

with

lavatories, &c: On ~ h e

sui

tes

of offices have

been

prov1ded, w1th

t

ory

accommoda

ti

on for

th

e staff. Provision has

additi

o

na

l

fl

oors

to

be

add ed to each

at some

future

time, as we shall

presently

Through

these two o r t h the public

otbrid

ge passes,

and

cons1derable d1fficulty. was

a

nd

succe

ss

fully overcome.

The

brtdges

carried entirely ind e

pendent

of

th

e walls, so

vibration

or

expansion

and contracti

on of

the

E N G I N E E R I N

G.

metal will not affect

the

building.

The

bl

oc

ks

at

th e south

end

of

the

station marked B and D on

plan

co

mprise refres

hment and

dining-rooms, te le

graph offi

ce, lavatories,

and

station·mas

ter's office

s,

with kitchen

and

larders, telegraph operatives' room,

and other

offices, on the first floor,

and

commodious

wine

and

beer cellars in

the

basement.

Th

e walls of t he di

ning and

refres

hment

rooms

are lined with faience tiles, the

fl

oors are of ceramic

~ o s a i c

and the internal

fittings

and

finishings

are

m wa

lnut.

The decorative effects, notwithstanding

th

e limited size, a

re

very pleasing, suggesting

the

best of London restaurants . The buildings on

the

platforms

and

the

internal elevations of

the

east

and

west boundary walls are faced

with

various

colours of best glazed bricks

and with glazed vit reous

terra

-cotta dressings supplied

by the

Burman tofts

Bri

ck Company, Leeds.

The

buildings

are

surrounded immediately below

the platform level by subway s for

the

accommoda

tion of water, gas,

and

drain pipes,

and

electtic

conductors. These

are

5

ft

. 6 in. wide

and

6 ft.

high, affor.ling sufficient room for workmen

to

make

inspection

and

repairs without interfering wi

th

the

tra

ffic on the

platforms. Blocks marked B

and

Don

plan, which, as a

lr

eady mentioned, accommo

date

the

refr

es

hment and

dining rooms, &c ., are

connected

by

an undergro

und

passage for the con

venience of

the

culinary

defartmen\ on

ly,

and

from

Block B there is a similar subway, for

the

same pur

pose,

co

mmunicating

with th

e main luggage subway

across

th

e

stati

o

n. By

t

hi

s means supplies can be

brought

from stores

or

from public thoroughfares.

These subways are 14ft. wide and 11 ft. high, with

brick arch roof, and

are

served

by

hoists

at

each

platform

and

booking-office.

The

two

lift

s

in the

booking-office are 9 ft. 4 in. by 8 ft. 10 in., of

30 cwt. capacity, the

trav

el being 40ft. 4  in.,

and

luggage may be delivered

at the

basement floor,

intermediate between the booking-hall

and

subway.

The

hoists at

the

platforms, of a similar capacity,

have a lift of 18 ft. 6 in.

There

are

three ot

her

hoist

 s

, 8 ft. by 4 ft. 6

in

., of 20 cwt. c&pacity,

making seven in all. Two of these are in

th

e

parcels

department to the north

of

the

booking-hall,

communicating from

the street

level to

the

base

ment . Th e seventh is in the left-luggage office,

with a

lift

of 20 ft. 10 in. to the stores in the base

ment. The power-house, it may be said, is

at the

north end

of the station,

the

machinery being

provided by Mr. R. Middleton, Leeds. A note

wo

rthy

point

is

that the

pumps

are

driven

by

gas

engines ;

the

working hydraulic press

ure

is 700 lb.

to the

squa

re

inch.

The roof of

the

station proper is in two

parts

;

the central part,

defined

by the length

between

the

outer

e

nd

s of

the

platform buildings, being roofed in

by principals which r

est

partly on

the

top of the walls

of these buildings,

partly

on columns in

lin

e with

these walls,

and on

screen walls

built

on

the

side

boundary retaining walls of

the

station (F ig. 2).

The

idea in carrying

the

roof

at

such a hi

gh

level

was to secure t he maximum of

light and

ventilation

within

the

station, notwithstanding that it is in a

deep cutting. The remainder of

the

platforms

north and

south of this main roof

are

covered with

awnings.

The

photograph r

ep

roduced on page 679

gives a. good idea of the central s

pa

n of

the

main

roof, and

on

o

ur

two-page plate t his week

there

will

be found d

eta

ils of this span,

in

cluding

the

main

standards

an

d girders (Figs. 4 to 19), roof t russ,

with details (F igs. 20

to

34),

an

d

the

purlins, with

details (Figs. 35

to

47) ; while on page 679 are

de.tails of

the

g

ut ters and

dow n pipes for surface

drainage, with the gangway provided for inspection

(Figs. 48 to 54).

We

defer

our

illustrations of

awning, roof, &c.

The 1nain roof extends for. a distance of 425 ft.,

and the full width of tho

stati

on,

or

245 ft. As

shown

on plan and

section (Figs. 1

and

2), it

is divided

into three

main spans, with two small

spans coincident with the width of

the

platform

buildings. This

arrangement

was adopted so as

to

utilise as far as possible the walls of these buildings

for carrying

the

roof principals

and

to minimise

th

e

number

of

co

lumns

obstruct

ing

the

platform ;

but as it was

not

desirable

to

build

the

walls of

great

er

strength than

the building itself demanded,

columns were

built

into th e walls for supporting

the

main principals, t he thickness of

the

wall being

increased

at

these points

by

octagonal pilasters.

The

west span, from the west,

or

book

in

g-office,

side of th e station to over the down platform, is

63 f t .,

the

main

centra

l

span

is 84 ft. 3 in., and t he

main eastern span 63

ft .

The two spans which

take the

place of

the

platform buildings,

a8

shown

on Fig. 2, are each 18 ft. 6 in.

The

space

interv

ening between

the platform

buildings is 150

ft., and

in line with

the

buildings

rows of columns have

been built at

30-ft.

centrei,

connected by lattice girders

to

continue

the line

of

support

for

the

roof principals. These main

co

lumns have a height of 41 ft. 6 in. from

the

base

plate to the top. They

are

built

up of angles,

channels, and plates, as shown in Figs. 8 and 9, and

are

18 in. sq

uar

e ov er all.

The

baseplate is 3 fli. 6

in.,

and

* in.

th

ick, with -in. gusset-pla

te

s

and

angles

to secure the t runk. They are carried on a bed

stone

4f

t. 6 in. s

quar

e

by

2 ft . thick, founded

on

solid roc

k, the

basepl

ate

being he

ld

down

by

1 ~ - i n .

le

wi

s bolts let 9 in. in to

th

e stone (Figs. 10

and

11).

The

base of the columns is

protected by

a cast.iron ornamental p

linth 8ft.

1 in. high from

the

base,

and

6 ft. 6 in. from

the platform

level

(Figs. 4 to 7).

The

girders which

run

longitudinally between

the

columns

are

of

the

lattice type,

the

bottom boom

being curved, so

th

at

\

hi e t he depth of

the

ends is

5 ft. 8 in ., it is only 2 ft. 8  in. in

the

centre.

They

are

built

in pairs, 11 in. apart,

and at the

ends are at tached

to

the main angles

at

the

back

and front

of

the co

lumns, as shown (Figs. 14

to

18).

The pairs are connected

on the

bottom flange

by

a

diaphragm plate 2 ft. 6 in. long,

but

on

the

top,

which is horizontal,

there

is a plate 18 in. wide

by in. thick for

the

whole length.

The two lines of columns along

the

platform

are

only

17ft.

6 in.

apart,

to

suit the

width of

the

plat

form buildings,

and they

-

are

braced in trans

verse dire"ction by somewhat similar lattice girders

riveted also to

the

angles forming

the

column

(Fig. 19). The

bot

toms of all these semi-ellipt ical

girders are finished by a small ornamental cast-iron

console.

The

system of drainage in connecti

on

with

these columns is interesting. The water is brought

down from the main

gutters

on each side of

the

columns in cast-

iron

pipes 5

in. by

3 in. in

ternal

dimensions

and

of i -in. metal. These lie closely

in to

the

channel irons forming the two sides of

the

columns,

and are

held in position

th

e

re by

cast

iron

strap

s secured to

the

main angles.

At the

fo

ot they discharge

into the

main drainage system

under

the platform

(F

igs. 48 to 54).

The

columns

built into the

walls of

the

plat

form buildings are of less dimensions.

They

only

reinforce

the

support given by the wall. These

columns

are

12 in.

by

12

in

.,

built

up of two

channels

at

the side 12

in. by 3

in.

by

in.

th

ick,

with two channe

ls at

front

and

back 5k in. by 3 in.

by

in. The lon

gitud

inal

and

cross-girders in

this case

are

rolled

stee

l joists

10

in.

by 4f in.,

bracing the whole

st

ructure together. 'l'hese

co

lumns

are

also based on Derbyshire gritstones,

l::S in.

deep, with lewis bolts to secure them.

The

principals

are

placed

at

15-ft. centres, so

that they

rest alternately on

the top

of the

columns

and on the

longitudinal g

ir

ders. We illus

trate in

detail

the

principals in

the

central

span

of

84ft. 3 in . (F igs. 20 to 34). The rafters are composed

of two channels 6 in. by 3 in.

by t

in., with a 4-in.

space between

them

.

They are

stiffened

at

intervals

by

channels 4 in.

by

2 in.

by

t

in . The

lower

member is

built

up of two 5-in.

bars

of varying

thickness-from t

in.

at the

springing to t in. at

the

centres.

Th

e principals

are

divided

into

nine bays,

the

centre one being

13ft.

and the others

8ft.

9 in.

The

bracing consists of ch

anne

ls

and

flat

bars

.

The channels forming

the struts are

stiffened

at

short

intervals by cast-iron distance pieces.

The

details are clearly shown in Figs. 21 to 34.

The

main principals

are

surmounted by l

anterns with

frames

at

7 ft. 6 in. centres,

the

ge

neral

design of

which is shown on

the

cross-section (Fig. 21 . The

ridge is of corrugated iron, 16 B. W.G., bent over

pitch-pine blocks, spaced 2 ft. 6

in.

apart and

bolted

to the

two angle-irons carrying

the

glazing

bars. The intervening space between the blocks,

of course, allows for

the

escape of steam, &c.

Louvres

are

provided at

the

sides of the

lant

erns,

and still

further

to insure effective ventilation

spaces

ha

ve

been

left over each bay between

the

purlins,

with

we

ather

boards fixed

to the upper T,

so

that

snow

or rain

is

not

like

ly

to

find

en t

rance.

The

purlins carrying

the

lantern frame (Figs. 35

to

40)

are

double,

and

are

compos

ed

of four angles,

with l

at t

ice bracing ba.rs connected

at

intervals

by

4 in. by H n. plates at top and bottom. The interme

diate

purlins are

single,

the

tQp and bottom flanges

being of T

's

with lattice

bars

(Figs. 41 and 42).

All

the

purlins are secured to

the

backs of

the

principals

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with i-in. bolts.

The

glazina

is on

Mellowes's

system, the thickness being t secured

to 2 -in

.

bars.

These

bars are of special d

ep t

h, owing

to

the long span

they

carry.

The main roof covers n.n

area

of 94 968

square

feet; the weight of steelwork which 'was

pr?vided by the Horsel

ey

Company: of Tip on,

being

about

587 tons, excluding columns, wind

screens, &c.,

or

13.8 lb. per square foot of

area

covered. The st ructure is handsome in

a p p ~ a r a n c e

and

it may be added

that

92 per cent

of it is glazed. ·

\Valking gangways

are

provided along each sido

of the l a n t e r n ~ and also over the main gutters,

and

these also are illustrated

on

page 679 (Figs. 48 and

49);

on both

standards ar

e provided carrying

1 -in.

steam

tube, which has been

preferr

ed

to

the usual

iron

gas-

piping

for durability.

I t

carries a cleansing

water

supply

to

all

parts

of

the

roof.

The

water

is

t a ~ e n from the

city mains,

the

pressure available

being 75 lb.

to

the sq

u

are

inch.

At

convenient

intervals

provision

has been

made for

the

attach

m ~ n t

of hose-pipes,

&c. The

main

gutters are

18 in.

w ~ e and

9 In. deep,

constructed

of

  i n .

metal,

with outlets at

convenient

points into the

pipes

down

the

columns.

These

gutters

are

carried over

the

longitudinal girders

by

cast-iron shoes

3ft.

9 in.

apart,

and

on

the platform

building walls

they rest

partly

on.

the

brickwork

and partly

on stools bolted

to the

brtckwork.

The

quantity

of cast

iron in the

gutters,

bases,

and

columns, ornamental work, &c.,

is

about

183 tons.

To

be

continued.)

. -

THE

NEW

SUBWAY IN NEW

YORK

CITY.

By

CHARLES PRELtNI,

C.E.,

New York.

(

Oontilnued from page

637.)

.

THE

fourthsectionof

thesubwayextends fr

om33rd-

street

to 41st-street. Though one of

the

shortest,

it

is of special

interest

to

engineers.

The

whole

distance from

33rd-street

to 41st-street is already

tunnelled

for

the

trolley service,

the

foundation s

of

the

side walls being 10 ft. higher

than

the

roof

of

the

new subway. As

it was

impossible

to

drive

a four-tracked flat

tunnel

at

so small a

•

depth

below

the

surface, Mr.

Parsons

decided

upon

two parallel

tunnels

with two tracks each,

one on

each side of

the

Av_enue and

17 ft.

apart,

as shown

in

Fig.

43.

The tunnel

on th e

lef t will

be

known as

the

West

tunnel

and

will

be

for ~ o u t h - b o u n d trains, express

and

loca

1

while

the one on the

right

-

the

East tunnel

- will

be

for

the north-bound

service.*

•

As

the tw

.

in

t

unn

els

run through

a

bed

of com-

pact

mica schist,

one

is

at

first surprised to find

that

the

section which has been adopted is

the

poly

centric arch with

the

flattest curve

at

the

crown, a

form wen known to

be

the most

unreliable

and un

safe for

tunnels driven through

rock.

The

circum

stances of

the

locality, however, seem to have im

posed

this

sectional form, for

the depth

from

the

foundation of

the

side walls of

the

existing

tunnel

to

the

floor of

the

subway is small,

the

rock is of

good

quality

throughou

t, and

the

downward

pr

es

sures are unimportant.

The tunnels

have

been

excavated

by

means of

shafts

sunk

from

the street at

points corresponding

to the stations

located

at

33rd

and

at

41st streets.

The

shafts

were first carried down

the

whole way

to

the

floor of

the

subway,

and

then

the

work of

excavating was begun.

Tunnelling

through

rock may

be

carried on by

one

of two methods,

either by

a heading

or

by a

drift

.

For

a long

time

engineers were

in

do

ubt

as

to which was

the

better

method; but the

construc

tion

of

the

St.

Gothard Tunnel

showed

it

to

be

easier

and more

convenient

to

use

the

drift

when

the

rock

is

co

mpact and

homogeneous,

while

the

heading gives

better

results

in

the

case of non-homogeneous

mater

ials.

The

experi

ence of

European

engineers

has not

been ac

cepted in

America, where

the top

- heading

method has

prevailed

to the

exclusion of

the

other. In the sect

ion of

the

subway with which

we

are de

aling,

the

contractor,

Mr.

Ira A. Shaler,

h:

ad

a good

opportunity-of

which

he

fortunately

availed

himself-to

make a comparative

test

of

both

methods. Accordingly,

he

directed

the West

tunne

l

to be begun by the

top-heading method

------------------------

* Some

small

sections (Figs. 24

to

29), shown on our

two-page plate of October 11, were reproduced from tbe

Ne1w York Enpineering Record, and, by an oversight, were

not acknowledged.

•

•

•

•

•

•

•

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

(N   V. I

5,

I 901.

THE

NEW YORK SUBWAY.

•

l j fP ' / / .

d

)

-·

Fig.

43.

• •

I .

I I

.

-

EXISTING

MCTROPDLITAIY TRACTION

C

,TUNN£L

:: r

•

•

I

I

I

I

I

I

I

•

I

I

I

• u

_ - - -

"JA

n · 

...

V T --

  ' _/ " •I

  J  

I or

-- -

17 0 ·- -- -

-

•

•

•

1

# , • I

- - - - - - 0 : - -

.

1

· ·

PARK

AV£ TUNNEL

FnDitf

33' P

ro

41 ST

IT

L I I 11£

I

--

e5 •••

-- tO  ·-- · . -   ·

. -

fJ ---

IY

Diqgram showing

t-he

.

e ~ e n c c

oF the

e JICcavation

in the West.

tunnel- Top heaJin1 method.

•

•

2 I

2

3

Dia9r<1m showing sequenu 1

c:x.co.votion in the East

tunm:sl

Drift method

•

p ~ ~ ~ : F = = = = = = = = = = = = = = = = = ~

P ~ M

u ~ a ·

I

I

I

I

I

I

I

•

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I -:>a'

· - IV..J

•

I

I

I

I

I

I

I

.. _.J_. _______

,

....

. .

T r a v ~ l i n g

platform

for the excavation of the

upper

portion of he

tunnel w.iendriven by the

drift

method.

M

12, 1Z

•

; .

•

••

Fifj.47.

Fig.

•

1I

I.

H

........

•

4

.

V

•

y

I

I

I

I

YI

-

D

a9ram of

he

sequence of excavation

o.t

the Nort·h:end of he West tunnel

Top heading

method.

.

.

.

Strutting

a t the North end ofthe

West tun nel .

•

•

and

the

East tunne

l by

the

drift

.

After

proceeding teresting fact , a

nd

a very practical testimony

in

in this

way for a few mo

nths,

he came to

the

con- favour of European methods.

We

should like to sup

elusion

that

t

he drift

was

the

mo

re

convenient of

plement

this

statement by

giving

the

reasons which

the

two for his purpose, so

that it

was forthwith led

Mr

. Shaler to

depart in

such a signal

manner

adopted

for t

he West tunnel

also.

This

is

an

in- from

th

e common practice of

the

country ;

but,

•

7/23/2019 Engineering Vol 72 1901-11-15

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OV. I

5,

I 90 I.]

E N

G

I N E E R 1

N

C.

I LL ING

HI E.

ON. BY

l \ . 1 ] 'R· .

IITH AND

COV

. l

·

' I l

TRY, LIMITED, E G

INEER

' ~ I N C H E TER.

-

'

•

•

•

•

I

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

uu

fo

rtun

ately for the profession, Mr. Shaler is

ret icent and apparently unduly impressed wi th the

old sn ying

that

silence is golden .

But

to

pr

oceed :

Th

e sequence of the excavation

in

bot

h

tunne

ls is shown

in

Figs. 44

and

45. On

the \V

est tunne

l, a heading 10 ft . high

and

10 ft .

wide is excavated on o

ne

side of

the

axis of the

t unnel,

after

which

the parts

marked

II.

in

Fi

g. 44,

e1ch being

6

ft . wide and

7

ft. long,

ar

e removed.

About 50 ft . in the rear, part

III.

is next removed,

while

at

a di

sta

nce of

anot

her 50 f

t.,

bench IV. is

e x c a v ~ t e d

thus

throwing the whole wi

dt

h of the

t unnel open. n the east side, the excavation

begins with drift 1, which is 8 ft . wide, 10 n high,

and 7

ft

. deop. On each side of the

drift th

e parts

marked 2 are removed . About 50 ft.

in

th o rear,

pu t 3 is also removed, so that the lower part of

the t unn el can be freely excavated. On going back

50

ft . more,

the

upper

part

4 is next removed,

thereby clear

in

g the whole section of the tunnel.

'l'he heading

and

the

drift

are b

ot

h excavated

ac-

cording to

th

e " centre

cut

"

met

hod usually em

ployed in Am

er

ica, consist ing in removing at first

a central wedge of the same height as the head

in

g

or dri ft.

To remove part 4 of t

he

East tunnel, a travel

ling platfo

rm

is used, 10  ft. long

and

25 ft. wide.

The pl

at

form consi

sts Fig.

46) of two longitudinal

beams on four double-flange wheels r unning on

tra

cks 23 ft .

apart

.

Co rre

sponding wi th t he four

wh eels and resting on the top of the beams are

four vertical posts, 12 in. square, braced in each

•

•

•

(For es

;1·ipti

 

see

age 676.)

•

(

J

/./

•

•

.

•• •

,

•

•

direction to the framework of the pla tform. This

framework is formed of beams, some of which are

12 in. by 12 in. and

ot

hers 12 in. by 14 in. , the

pl

at

form itself being

built

up of planks

3 in.

th ick.

'£he platfo

rm

is 9 ft. above the floor of the t unnel,

and carries the columna that support the drills used

in excavating the u

pper

portion of the tunnel.

In

mou

nting the

co

lumna, the platfo

rm

is

st

rengthened

by

ot

her vertical props, as indicated by th e dotted

lines in the illust ration. They are so arranged as

to leave sufficient spaco for t he t

hr

ee

tr

acks needed

for the transpo

rta

tion of the material excavated

at

the fr

ont

.

All

the holes necessary for the excavation of the

more difficult parts of

the

work are made by drills

mounted

in

pairs on columns and working hori·

zo

ntally. Those req uired for the bench marked

IV

. in Fig.

43

are perforated by drills mounted on

tripods and

wo rk

ing vertically.

As

heavy blas

t·

inga give rise to severe sh

oc

ks that

mi

ght

interfere with the

st

ability of neighbouring build

ings, the holes are

but

lightly charged, and

the explosive used does n

ot

contain more than

40 per cent. of dynamite. Th e blast is effected

in many rounds, n

ot

more than four holes being

fired at a time.

More loose soil was

en

co

untered

at

th

e no

rth

end

of the

West tunne

l, which necessitated suppo

rts

for

the

roof of

the

excavatio

n,

a

nd

this new diffi

culty led to a mod

ifi

ca tion of

the

heading m

et

hod

generally employed . A cent ral heading, 10 ft . wide

and 10 ft. high, marked I. in Fi g.

47,

was first

•

•

•

•

•

•

•

•

•

•

•

'

•

•

•

•

•

I

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

I

•

-

excavated ; then the

pa r

ts

II.,

4ft. wide, wet e

romoved so as to permit the excavation of parts Ill.

When parts

IV.

were removed, th e roof of the

excavation was

rea

dy for

the st r

u

tt

ing.

Pa r

t V .,

which was excavated 50ft. from the fro

nt,

was only

2 ft. high, but extended nearly across t he whole

section of the t unnel ; when removed, the upper

portion of the t unn

el

was open.

Th

e bench

marked

VI.

was excavated in precisely the same

mann

er

at a distance of nearly 100 ft . from t he

front, or 50 f

t.

behind

part

V.

As soon as parts 4 were removed, the t imbe

rs

'

in

te

nded for the support of the roof of the excava

tion were

set

up. The kind of st ru tt ing used is

that

kno

wn

as the polygonal, in which

the

members

that support the poling boards are placed trans

verselyto the axis of the tunnel in the form commonly

called the three-segment arch. On the bottom of

the

excavation, fo

ur

beams, 12

in

.

by

12

in.,

were

placed lon

 

i

tud

inally in ord er to serve

as

tem·

plates. Upon these

the

inclined segments rested,

which, togeth

er

with a hori

zo

ntal one, formed

the three-seg

ment

o rch. Th e crown of the arch

was reinforced underneath, so as to be able to stand

the vertical pressures from above, the method

of support consist ing of a short beam carried on

two

struts abuttin

g agAinst

the temp

la

te

.

With the

exception of this short beam, which was 12 in. by

6 in., all the others were 12 in. by 12 in. The

poling boards were made of planks 3 in. thick.

'£hey were laid longitudinally and formed the roof

of the tunnel. The three-segment arches and the

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poling boards

are

ke p

t in pos

ition even

a[ter

the

tunnel

is

lined

with concrete.

With

the

excepti

on

of

l small part of the north

end

of

the we

st

tunnel,

no other

strutting was

required, the tunnel

being excavated

throuoh firm

solid

rock. .:) '

As soon as the excavation is completed

and the

tunnel.

open,

it

is

lined with

concrete, having

concrete

floors,

concrete side walls, with sheltering

niches at intervals,

and

concrete arches as

indicated in

Fig. 43. page

674. '

The removal

of the

excavated material is well

e f f ~ c t e d ;

and though in general the

n1ethod

em

ployed

is

nearly

the

same for

the

east

as

for

the

west tunnel, ret t h ~ r e

are

variations according

to

the nl'\nner

1n

whtch

the

excavat

.

ion has

been

carried

out. 'l'he floor of each

tunnel

carries three

trackEl, which reach

to the

front.

The

cars are flat

their

p l ~ t f o r m s

carrying large boxe3 5 ft.

s q u a r ~

and

15 1n. deep, p r o v i d e ~

with

three lifting rings

and

chatns. When filled w1th material, those boxes

" l " h br

SCl

es

are run to

t e otton1 of

the

shaft

where they

are

hoisted by a stiff-legg ed

derrick

and

dumped into the storage bins.

Bins

of nearly 300

cubic

yards

capacity are built at

34th-street

and 41st

street,

about 8 ft. above the s

treet

surface, where

they

are supported by

well-braced timbers and

with sufficient clearance

to

allow wagons easily

to

pass

under th

e

m.

They

are provided

with

chutes

and

trap-doors, so

that

when the wagon is in posi

tion, it is

lo

aded by

s

imply pulling

a chain,

without

any

handling

of

the material.

The

tracks laid

on

the

floor

of

the

tunnel

reach

the

front

when the excavation is done by the

drift;

but only reach

the be

nch,

100

ft.

behind the

head

ing,

when the tunnel is

driven

by the heading

method. In such

a

case all the material excavated

from

the

upper

portion

of

the sect

i

on must be

wheeled nearly

100 ft. and brought to

the

floor of

the.

t u ~ n e . l

by means

of an

inclined plane, after

w h10h 1t Is

l o ~ d e d

on

the

"

scales

" and

carried

away.

This

double handling

of

the material,

and

its

transportation

by wheelbarrows for over

100

ft.

on the top of the

bench

and

along the inclined

plane, runs

up the

expense

and

renders

the top

heading method

of

driving

tunnels more co

stly

than

the drift.

Work is carried

on

continuously

by three

shifts

of eight

hours

ea

ch. The rate of

progress

is,

on

the avera.ge, 90

ft.

per

month, the

delay being

caused by difficulties encountered

in blasting.

C o m p r e s

air

has

been

employed throughout.

The plant

1s

set

up at

a distance of

4000 ft.

from

the work, to which it

is

conveyed by pipes buried

in the

ground.

t

is

located at

42nd-street,

near

the

Ea

st

River,

and supplies power to

Section

Four

as

well

as

to Section Five A.

The plant comprises

two

horizontal

boilers

generating

steam

at 135lb.

pressure

and a ~ n d

cross-compound

steam

and air-compressor

with

steam cylinders

22

in. and 40 in. by

48 in.

and

air

cy

inders

24 in. and

39 in.

by

48 in.

The capacity

of the

compre

ssor

is 4320 cubic

feet of free air per

minute at a speed of

65

revolutions. The a ir from

the compressor

is

discharged into a

20-ft. by

5 ~ - f t .

cylindrical steel receiver located ou tside the

engine

room.

The

air is

conveyed from the receiver to

the tunnel through a 10-in.

wrought-iron

pipe

buried in the ground and running under 42nd-street.

At

P ark-avenue, a 6 -in. pipe branches o fr om the

main

t o

supply

the

fourth section, while

the

main

continu

es al ong

42nd-st

reet and up Broad way to

47th-street,

distributing power at various point:3 of

the first part of the

fifth

section.

The ventilation in the tunnel excavations has

given no trouble whatever. There

is

sufficient

draught at all times to enable the men to work

comfortably. The natural draught is

increa

sed

by

the air which

escapes

from the

drills.

During the

summer

months artifici

al ventilation has been found

necessary in certain sections of the subway .

In

such

ca

ses it

is supplied by

means of a 4-

f t

ex

haust

fan,

which sucks out the

foul

air

through

a

12-in. pipe reaching each front of the excavation.

When needed, the tunnels

are

lighted by electric

lamps,

except

while blasting

is

going on,

when

the

lamps and electric wires

are

removed, and g

aso

lene

torches

are used.

To

be

C

O fltilnu

ed.)

MILLING MACHINE.

A MACIJ INE

of

interest at th e late Glasgow E xhibi

tion is a.

vertical spindle

milling

ma

c

hine

by Messrs.

Smith and

Coventry, Limited,

Manchestel'.

t

has

been

design ed to do straight

and

cir cular milling,

and

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

also t  > tool the outline of objects having an irre

gular form. Compared with a slotting machine,

this

tool will

be

seen

to have

a

somewhat similar

kind

of frame,

and perh

a

ps this

comes

about

from

the

f

ac

t that it tools

similar work. The

table

has

p r a ~ t i c a l l y

identical

motions,

operated both auto

matiCally

and

by

hand; but,

as

the

cutting

action

is

continuous, there is a difference

in

the method of

feeding. Ju dging from the arrangements to be found

in various

ma k

es of milling machines, it is

evidently

felt that the feed motion should exe

rt

a steady con

tinuous pres

sure

of the work to the tool, and yet be

of such a na ture

that

in the

event

of excessive regist

ance be

ing

encountered there may be a possibility of

slipping

to

avoid breaking the tool. At the same

time there should be rea sonable provision for chang

ing the spe

eds of feed. In the

present

case each of

these

provisions is

met

by

introducing

friction

wheels into

the

mechanism.

The

first

and

last

wheels of

the

friction train are

in permanent positions;

but

a plir

of intermedi

a

te

discs are

carried up

on a

s w i n g i n ~

arm

to enable the variations to be made.

This device will be seen in the illnstratiou· on page 675

to be attached to the side of the main s

tandard.

To accommodate different pieces of work varying in

height, the lower bearing carrying the spindle is pro

vided with a vertical adjustment, so enabling the

tool to be rigidly held in all positions.

Irregu

l

ar shap

es

may

be milled,

and

for

this pur

pose a

former

is

ne

cess

arily

placed below the

work,

so

that a

projecting arm with

a friction roller

may

engage

it.

Ths

table

is released from

the longitudinal

screw,

and

it is then acted upon by a balance

weight at the

back of the

ma

chine

through

a system of levers, so as

to

press

the

former

to the

friction-roller on

the

arm. This

arm

can be detached when the copying

arrangement

is

not required to be in use.

20-TON TRAVELLING ELECTRIC CRANE.

THE 20-ton

travelling

electric crane

illustrated

on

page

682 has been i g n e d built, and erec

ted

by Messrs. George Russell

and

Co. , Motherwell, on

the wharf at the wor·ks of the N r t h · E ~ J . t e r n Marine

Engineering Company, Limited, for placing on board

vessels the

light

er portions of machinery, c. The

working

load

is 20

tons lifted at

a radius of 42 ft. 6 in.,

and

15 t o

ns at

50 ft. radiu s.

The derricking

gear

varie3 the

radiu

s from 25 f li.

to

60 ft.

When

at

42 ft 6

in. the height

of the

jib

pulley is 62ft. above

the

wharf;

and the

under

side of the jib is 37 ft. above

th

e edge of the wharf. The lifting hook has a vertical

range of 84 ft.. ·

The

carriage has eight whee

ls

(two

at

each corner),

with compensation balance levers to equally distribute

the

weight.

The

wheels have ce

ntral

flanges

and

rolled

stee

l tyres.

The

gauge is 23 ft.

centre to centre

.

The test

load was 25 tons at 40 ft. radius.

The

20-

ton

load is lifted at 25 ft. per

minute, and

slewed

at

150ft.

per minute.

The

crane

travels

along

the

wharf

at 60 ft. per

minut

e.

There

are

three

motors by the British Thomson

Houston

Company:

One 48 horse-power at 300 revo

lutions for hoisting

and

derrickiog, one 12 horse-power

at 550 revolutions for slewing,

and

one, also 12 horse

power, for propelling

the

crane along the wharf; all the

movements

and

gearing

are independent

of each other.

The crane

is supplied

with

power by means of a

flexible cable, fed from junction bexes

pla

c

ed

a.t in

tervals

along

the

wharf.

The

cables pass

through the

centre

of

the

post, and

are

connected

to

two slip rings

at the t op of the post, from which the curr

ent

is taken

to the

rotating

part. Four slip rings

arc

also provided

for transmitting the current to the travelling motor,

which, with the others, is controlled from the crane

man 's house.

PERSONAL .-lYir. J. A. Bedbrook, who was f0r many

years associated with ·the design and constru ction of the

machinery of o

ur

naval ships, as a member of Sir

John

Dur.ston's staff, has commenced business as a consulting

engineer and marine surveyor

at

211, lVIansion House

Chambers, 11, Queen Victoria-street, L-:>ndon, E.C.,

He undertakes the preparation of specif ications and

estimates for new mac

hinery; the

supervision

of the

construction of,

and

repairs to, machinery ; the sur

vev of hulls and machinery; and trials of marine

engines and boilera. - Having retired from the Govern

ment Geological Survey, after 32 years' service, Mr.

C. E. Hawkins,

of 23,

DalebQry-road, :Upper

T ~ o b ·

iog, S. W..

p r o p o

to practise as u l ~ m g

g e o l o g

- Schmidt/a Superheating Company,

L1m 1t

ed, of Broad

Sanctuary Cbambera, Westminster, S.W., have ap·

pointed Messrs. Willcox Brothers, of 15, Norfolk

streetJ, Sunderland, as their representatives for North

umberland Durham, and Yorkshire,

and

all inquiries

with regard to the application of the Schmidb system as

regards marine, locomotive, and portable engines should

be addressed to them. They have also appointed

the

Providence Enginee.ring Works, of

~ b o d e

Island, U .

S.

A·,

as their repre3enta.t1 ves for the Umted Stat es of Amer1ca.

- Dr

. A. B. W. Kennedy has recommended the London

Co

unty

Council to ac

cepn

Messrs. Dick, Kerr, and Co.'s

tender for continuous.currenb and t ~ r e e : p h a ~ e

plant

for

their tramways. Nearly all

the

leadmg Contmenta.l an d

American firm s C')mpeted.

•

[Nov. Is; 1901.

NOTES FROM THE NORTH.

GLASGOW, Wednesday.

Glasgow Pig-Iron

Market.-A

moderate amount of busi

ness was done in the market la s t Thursday forenoon, when

the bone was steady, and

at

the lasb Scotch iron showed a

rise of

per

ton.

0

nly some

5000

tons were dealt in.

Dealing was confined

to

Cleveland, which lefb off lid.

per ton down

ab

433. 1l d. per ton buyera. Otber

descriptions were quoted unaltered. There was compara

tively little alterat10n in the afternoon.

At

the close the

settlement prices were: Scotch, 54s. 9d. per ton; Cleve·

land,

4 4 ~ . ;

Cum berland hema.tite iron,

39

s. 4 ~ d . per ton.

At

the forenoon meeting of themarketon

Friday

the warrant

market

was very quiet, only about

5000

tons changing

hands. Cleveland was the turn harder

ab 44

s.

O ~ d .

ca.sb,

with buyers over, while Cumberland hematite iron was

the burn easier

at

59J. per ton cash buyers. Scotch

warrant8, which were

nob

dealb in, were quoted

1 ~ d .

per

ton down at 5 s. 9d. cash buyers.

In

the afternoon only

one lot of

500

tons of Cleveland iron c h a n ~ e d hands at

44s

. 2d. per ton one month, the close bemg 44s. 1 d.

per ton buyers- the same as on the preceding day. 'l'he

settlement prices were: 5 4 ~ . 44s., and 59s.

per

ton. Only some 30

00

tons changed hands on

Monday forenoon, when Scotch wa

rrants

were just

a shade firmer

than

on

Fr iday- ab

55.s. per

ton sellers. At the afternoon i o n about

5000

tons were sold, and priors were easier. Scotch was

down from the forenoon close, and Cleveland 1d.,

while bematite

ir

on showed a loss of 3d.

per

ton on

the

day. Cleveland was dealo

in ab

43.s.

1 0 ~ d . per

ton three

months.

The sett

lement prices were:

54s

. 44s.,

and 59.3. 3d . per ton. The iron market showed some

change on Tuesday, as in the forenoon some 7000 tons

were deal t in. Scotch was ra.tber bid for, and rose in

price per ton, while Cleveland was offered and lost

ptr ton. Hemati te iron, however, fell 2d. per ton.

ln

the afternoon some

3000

or

4000

tons chang£d

bands, and the close was flat,

p r i c e ~ :

being 1d. down

from the forenoon all round. The following were

the

sett

lement prices: 433. 1 0 ~ d . and

58s.

lO d.

per too. Glasgow pig·iron market was very idle tbis

forenoon, and only

1000 tons-all

Cleveland-were dealt

in. Scotch was quoted 3d . lower down at 543. 7 ~ d . cash

buyere, and hematiite iron was quoted at 58. '. 10d. per ton

cash sellers. On some selling in the afternoon the

market went flat. Business was confined to about

5000 tons of Cleveland, which closed 6d. per ton down

on the day. Scotch warrants were per ton down

on the day, and hematite iron was quoted 10d. per ton

down. The sAttlementJ prices were: 54s. 7 d., 43s. 6d.,

and 5

8s.

9d. per ton. Tne pa

.s

t we ek's market report is

very much a repetition of its predec

es

s

or

. Scotch warra

nts

were nob much more than mentioned, hub

their

prices

have been bid up to

55

3. per ton cash, while forward dates

remain unnegotia.ble except at heavy

d i s c o u n ~

West

Coast hema.titie iron warrants are a shade easier, but they

have been up

ab

59.3.

4d.. per

ton. Cleveland warrants

again claim

the

bulk of the i n e s ~ the quota.tions

varying between 44s. 4d. and 44s. per ton. Round

about

443.

a.

di

sposition

to

invest in these securi

ties seems to exist, especially as makers' stocks are

known to be very low.

Fr

om America ad vices still

call prices strong,

but

fresh orders are nob coming

forward so freely, and it seems conceded

that any

further advance in prices thera is impossible. Germany

continues her destructive competition, and pours her

surplus production into this country at a heavy loss

to

herself. Makers here find

but

little difficulty in dis

posing of their makes. The number

of

furnac

es

in b l a ~ t

is

83,

against

J

at this time last year. The stock of pig

iron in M e s s ~ Connal and Co. 's public warrant store.i

stood ab 56,726 tons yesterday afternoon, compared with

56

,

89

1 tons yesterday w£ ek, thus showing for the

past

we ek a reduction amounting

to

165 tons.

Carwdian Pig

Iron.-The

total quantity of Dominion

pig iron landed at Clyde ports since the importation

commenced now amounts to aboub

30,000

tons. Other

two steamers have just been chartered to load ab Sydney,

Cape Breton. One of them, the Inca, 1931 tons net

register,

ab

93. 6d.

per

ton freight, November shipments.

Su

lphate

of

A

m1non

i a.

- fhia commodity is in demand

up to

l   per

ton for early delivery.

The

shipments re

ported for lasb week amounted to

2519

tons, making a

total to date this year of 119,782 tons, being

2070

tons in

excess of those for the corresponding portion of year.

Prompt business is quiet, but

a.

considerable amount is

being done for spring delivery. The shipments

ab

Leith

last week amounted

tJo

299 tons, and

ab

the same port

the

re

were shipped during October 3386 tons, against

3683 tons

in

the corresponding month of last year.

Mr. A lexander

Findl

ay

,

Br-d

geb

wilder, Provost o

Mo ther·well.-This gentleman, who is a native of Irvioe,

in

Ayrshire, settled in Motherwell somewhere abouo

twenty years ago. H e has been a member of the Par·

liamentary Cvmmission for about fifteen years, and during

the past eight years he was on e

of th

e magistrates of the

burgh. For some

ti

me prior to his settlement

ab

Mother

well he resided beyond

the

Atlantic, and learned

the

ways of the Americans. He does a large amount of work

in bridgebuilding ; he constructed all the steel bridges

- abo

ut

a hundred- on the

West

Highland Railway ;

He represents the burgh

of

Motherwell on

the

_Lanark

shire County Council, and he is a. Justice of

the Pea

ce .

A

N e

lv Lighthousc. -The Northern Lighthouse Co

m

missioners have decided to erect a lighthouse o

ff

the

Island of Canna.

The

benefits

of the

lighthouse

in

this

parb of the Minch, where vessels

in

large numbers run

for shelter, will be very considerable.

Scottish

So

ciety

of Ar ts

. -The

following is the

report of the Committee appointed by the R oyal Scobtiah

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•

•

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THE

\riCTORIA

STATION

AT NOTTINGHAM;

GREAT CEN

TRAL

AND

GREA

T

NORTHERN

RAILWAYS.

•

MR

.

EDWARD PARRY,

M.

IN

ST. C.E., LONDON AND NOTTINGHAM,

EN

G

INEER.

•

For Description,

see Pag

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ER.

(For Descript

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7/23/2019 Engineering Vol 72 1901-11-15

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68o

GYROSCOPIC ACTION AND

THE

LOSS OF

THE COB RA."

•

To

THE

EDITOR

OF

ENGINEERING.

SIR,-

hav

e read th e sneering

and

belittling rema

rks

regarding

my self wh ich appear on

page

647 of your last

week's issue, over

the

let ten

''

K. Y. ,

,,K. Y /

S I.YS:

In

the

controversy

in

your columns to which

he

rPfers, on

the

subjeob of

the drift

of pro

jectil

es,

Sir

Hi am, in

the letter

in which he imagines he 'set forth

plainly what the fa.ots

were,' gave

the wrong di r

ec t

ion

of moti

on

for ~ i v e n

conditions. He e

aid

that a right

handed

projectile, when acted on by a couple tending to

tilt up

the

nose, would turn to

the

lef t;

a s a

matt

er of

f

act,

it

would

turn

to

th

e

right.

At

th

e

time

I h

ad

the charity

to t a

ke it for granted

that th is waq a mere

slip

of th e p en ; bub I b ()gin to think

ot

herwi se."

My

art icle on •' Th e Drift of P rojectile3/'

to

which

"K. Y ." refers, app

ea

rs on

page 3 3

of

ENGINEERING

for

September

14, 1:900. As

your

readers will see,

what

I

rea lly say is as follows:

"When a

spinning

projectile is in the air, should any

force be

applied,

atmospheric or otherwi

se

, to move

the

point

up

or down,

the

project ile would itself move to

the

right or left, depending on

the di r

ec tion

in

which the

force

wa

s

applied,

and also on the direobion in which

the

projeobile was turning;

and it is this

sidewise

motion

that gives the projec tile all th e apparent stiffne.'\S, and

prevents ib from burning

in

th e air. Suppose that a. pro

jectile is fired from a gun with a right-hand twist, and

with

an elevation

of

about

15 deg.; as

the projec

tile

travels over

the traj

ectory,

its

axis is

neither

parallel to

its

original line of flight nor

to

the trajectory itself, but ib

ass

um

es a position between the

two

. The movement

fr

om

its original po

s

it i

on

turns the

poinb

of the projectile

t o

the

left , whilE>, as

the

atmospheric density is greater

on

the

underneath side than on the top side, on account

of

the

compression of

air,

it

has

a.

rolling motion to

the

r ight, so tha.b one influence

in

a certain

mea

s

ure

neutral

ises the other. As the

greatest

amount of atmospheric fric

t ion is on the

underneath

side of

the

projectiles, and as the

centre of gravity is considerably above

t h i l ~ ,

the point of

the

projectile

is

being co

nstantly br

o

ught

towards the path

in

which it is travelling,

but

which it never reaches. "

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

When Prince

Bismarck was

asked what

his

opinion

was ot the.. Schleswig-Holstein question, he replied

that

the

only man who ever understood that question was L ord

Palmeraton, and he was dead. And it would appear that

K . Y."

lo

oks upon

the gyr

o3cope as a kind of scientific

Sohleswig·Holstein. I quote

the

l l o w i n ~ from

hi

s

lett

e

r:

"We want to know how strongly th1s curious instru

ment, which seems

to

resemble a sentient being,

resents

being changed

in

direction. I know

the

direction

of

change, and

am

nob likely to forget

it. I t

was given

me

by a man who understood the subject, but I do not know

where he is now. He also gave me the formula. for the

·rate

of

movement.

I

am

nob sure

that

I

underst

ood

it,

and

I have lost it. I was so glad to

get

a re ason for

the

extraordinary behaviour of the in

st

rum ent-as Sir H.

Maxim

says,

' lik

e a

pig with

a will of

its

own ' - that

I

did nob trouble about th e measure of th e rate

of

motiou."

H ow unfortunate

I K.

Y." admits th at he does nob

understand

the

~ y r o s c o p e himself, but he once

kn

ew a

man who did, though

this

man has now disappeared

What

a misfortune to thA scientific world May I sug

gest, however, that ' ' IC. Y." can console him self by going

to

a t  > yshop and

pur

chasing two cheap gyroscopes, cost

ing one

shilling

each,

and that he should take these

to

the

local tinman, and have them both mounted

in

the same

wire frame. To ~ p i n them

in

opposite directions at the

same speed is an easy matter. Th is little inst rume

nt

will

pr

o

bably

cost 3 ~ . , and will do infinitely more to

put

"K.

Y. " on

the

right track

than all

the scientific reason

ing of Sir Hiram Maxim and

the

intricate

m a t h

m a t i c a l

formul

re

of Profeesor Macfarlane Gray, and

may

com·

pensate him

in

no

small

degree for having lost touch

with

the onl.v "man who underst ood th e subject, re

ferred

to

in his letter.

Yours

faithfully

London, November

13,

1901. ExPERIENTIA DooET.

To

THE

EDITOR OF ENGINEERING.

Srn,

-

In

reference

to my

lebter

whi

ch you

publis

h to

day, the

diagrams accompanying

it are

incorrec tly drawn.

The "new axis of M

1

" should be parallel to

R11

a

nd

the

" new axis of M

2

, should be

parall

el

to

not as shown.

In i ~ .

2

the arrowhead of h o u l d be in the opposite

di reob10n to

that

shown. The context of my

lett

er,

of

course, points out th ese errors. The diag rams should be

thus :

R1 =

C

+A .

= C +B.

R ;- R2 = 0.

The

direction of lateral gyroscopicdivergence as de pend

ing up on

tiltin

g in the vertical p l n ~ is he

re

set forth

with all the accuracy

of

definition to be fo

und in E u c l i d

enunoiations. Withoub

the

condition of di rec tion of

twist. the fir

st

s tatement is indefinite, but

as

nearly

all rifling is right-hand, a righb-handed twist is always or

under

atood when left-hand is nob stated. In

the

right

hand sense th ere fore I

wr

ote the sentences, and was care-

ful

to

write th e " up or down " tlo fit the

"r ight or left

"

- u

p, right,

and down,

left. I

then

go on :

., Su

ppose

that a

pr

ojectile is fired from a

gun

with a. right-hand

twis t , as was in my mind, "as the projectile travels

over the tr ajectory, its axis is neither parallel

to the

original line of flight nor to

th

e trajectory itself, bub

it

assumes a pos ition between the two ;"

that

is, the projec

tile is always turning, nose down, base up, buo more

flowly

than the

inclination of

the

trajectory

varies.

The

primary

tilting of the

pro

jectile is

therefore

no

se down,

and the

divergence thereby produced is stated by me to

C +

A)

- (0 + B) =

0.

C + A C B = 0.

F 0 1

be "The movement from

its

o r i ~ i n a l position turns the

point of the projectile to the left." I have nowhere said

that a "right-handed

proj

ectile,

wh

en acted on

by

a

couple

tending

to trilb u the nose would turn to the left,"

as asserted by

K.

Y."

I t

will therefore

be

seen that

K

. Y. " from

hi

s ambush

has

completely reveraed

the

facts,

and hi

s mis-stateme

nts

and depreciatory inference will be

read by

many who will

never see the subsequent rafutation.

I am justified, therefore, in demanding an apology from

K .

Y." over

hi

s r

ea

l signature.

Yours

faithfully,

HIRAM s MA XIM.

18, u e e n ~ Ga te- plac t-, S.W., N ovember 12, 1901.

T O THE EDITOR OF ENGINEERING.

Sm

I have read

wioh a great deal of interest the

v a r i o ~ s communications that h ~ v e

appeared

i.n

ENGINEER

ING from ignoramuses who know they a:re Ignoramuses,

and admit it and from

others

who are Ignoramuses and

do

n

ot kn

o

w' it,

as well

as th

e l

etters fr

om several

sc

ien

ti6

c men of r eputation, who a p p ~ a r to to have so sim

plified

the

matter as to make readily

u n d e r s t

by

honest ignoramus. But It seems that

ll

Jgno

ra

mu

ses are not hones

t.

G

F

b

•

G

c

R

c

7110)

I think thi s result shows

th

at the stresses caused in the

frame F by r

otat

ion aboub G G

ar

e only such as are

caused

by

its resi

sta

nce to the tendency of the axes a a

and b b

to

take up the positions shown in Fig. 1. This

disp

els

the

id

ea

that

the

Cobra,

when pi

ohing,

had

her

stern

"held

in

a vice" by

the

gyroscopic resi&

a

noe of

the turbines, and so broke in half .

Y ours faithfully,

H.

J.

BINGHAM P

owELL

.

L ondon, N. W., N ovember 8, 1901.

[We

are

n

ot

responsible for th e e rrors in the diagrams

which appeared wtth Mr. Po well'slet ter last week. Our

e

ngraving

s agree

with

the sketches sent by Mr.

Powell.

ED.

E.]

GAS-

ENGINE

RESEARCH.

•

•

[NOV 

I

5,

I

901.

That much remains

to

be d es

ir

ed in

this

di r

ec t

ion must

be obvious to any member who regularly attends these

meetings,

and

a quest ion that I respectfully suggest

might well be considered by the Council is, whether a

refo

rm

cann

ot

be

intr

od uced

in the

manner of obtaining

speakers and regulating the discussions.

Th e prese

nt

system ap pears to be that of adding to the

no tice convening the m

ee ting

a. short re

quest

that those

de

siro

us of

speaking may send

in their

nam

es

before

the

date.

The

resu lts

are

not always

happy

ones. Some

members was te the very limited time

at

dispo.qa.l by inquir

ing

for information already given in full in the pap er, but

which th ey confess to

not ha

v

ing

read. Others

capt

iously

oritioise some detail foreign to

the

real issue, or describ3

at

quite

u n n e c e

length some appara tus empl oyed by

them

se

lves

at

some remote

date

on an

occasion differing

in

every esse

ntial

from

the one

und

er di

scuesion.

During,

at

least, two speeches at the last meeting, a member en

tering, and being unacquainted with

the

title of the paper,

might reaso

nably

have concluded that matters appertain

ing to steam engine::s, and n

ot

gas engine@, were engag

ing the attention of

the

meeting. Dnring all this, most

of

the

engineera whose energ ies have

made

the

ga

s engine

what it

is to -

day

remained s

il

ent, or

absent.

Now, Sir, I suggest that were the Council to instruct

the sec retary to invite certain members, whose experi

ence best qualifies

th

em for

the

purpose, to participate

in

the di

scussion, this re

ques

t would

in a. brief

time be

regard ed as an honour, and the resulbwould be to enhance

the value and in terest of the Institution's proceedings.

The

ti m

e limit

might

also

be

introduced

to

advantage;

for apart

fr

om

the

disco

urtesy of

s

ubdued

tapping of feet

at the

rear

of the hall, which, I unders

ta

nd, implies that

a spe&ker has been on his legs sufficiently long, it is quite

impoesible for

an author to

a.deq uately

reply

to long

co

nt r

oversial p e e c h ~ extending

over two

Avening£1 when,

as

happ

ened last

Friday,

less than a

quarter

of an hour

remains for the purpose.

I t is

to

be regretted

th

at

the

r

ep

li

es

do n

ot

always

follow

the correct

lines

of

deba te, and Professor Burstall

must have

disa

ppointed many insomuch that be,

in his oonoludmg speech, chose

to

make

many

fresh

statemen ts, which in

them

selves dema

nded further

notice,

rather than

confine his attention to

the

arguments of

pas t speakers.

I t would be interes

ti

ng to learn the corre

ct

interpreta

ti

on of the following sentences : " I am an engin

ee

r,

. . . I

am

not a gas-engine maker, if I were, I should nob

be reading papers here." Are th e "makers " incompe

tent then to

write

p ape rs for

the

In stituti on,

or

are they

boo

selfish to impart

to other

s the resu

lts

of

their

experi

ence ? A glance at past proceedings of the

In st

itution

disproves either contention.

lb greatly u r p r i

at

e a s ~ , one of

the

audience

to

learn

that

' 'makers "

nob infr

equently consult Professor

Buratall for the

purp

ose

of

oboaining greater efficiency

from the engines they have designed and built,

than

they

th e

mselves are able to do.

I may, perhaps, be pardoned if,

after

a. lo

ng

a

cq

uaint

ance with many lead ing "makers," I express doubo as to

the abso

lu t

e accuracy of th is s tatement in its general in

ference.

Made,

as

the

s

tatement

was,

af t

er some criti

cism by a

pract

ical engineer, i t ca

nnot

be conaidered to

apply to some small inconseque

nti

al firm, a

nd

I do

doubt if any "maker " of repute has ever applied to Pro

fessor Burstall,

or

any

other

professor, with this avowed

object.

In d

eed, the question might well be asked, "Why

should they ?" The improved Otto gas engine was evolved

in the workshops of the " ma kers, " a nd not in the la bora

tories of

the

professors.

A

lthough

I h

ave

several times

been

associa ted in

the

lending of gas engines to universi ties and

e g e £ ~

and in

ce

rtain

tests on an oil engine conducted by the author of

a well-known

t€

xb -book, I have never myself recei

ve

d a.

suggestion of any

practical

value wh

ateve

r, and, so far as

I recollect, have nev er heard of

any

improvement having

been adopted as a result of suggestio

ns

from such

qua

rt

ers .

An eminent consulting engineer,

wh

ose

great

know

ledge

and

experience of

in t

ernal combustion engines de

manded resp

ect

for his opiniont:a, receiv£d an open rebuke

from

the

r

eporting

professor for having suggested

that

better resu

lt

s might have been obtained

by

one coming

from the class, professorially st yled

"makers

; ,, but if the

statement

be co

rr

ect

that

the"

mak

ers"

were

all

applied to,

and

one

and

a

ll

refused to

trust

an eng ine for the purpose,

it certainly does appear th at the conclusion arrived at

by

this consulting engineer was not altogether an unn

atu

ral

one. I do not, how9ver, wish to aEsociate myself with this

view,

but must expre

ss doubt as to

the

absolu

te

aocuraoy

of

the

statement.

I have n

ob

yet the shorthand notes to refer to, but

und oubtedly Professor Burstall g1ne

th

e meeting to

understand that E nglish makers,

one and

al1, remain un

in t

erested spectators to th e advancement of scientific

knowledge, ~ n d that not until .American _ P h i l ~ n -

thropi

st p;ov1ded f u ~ d s wa.s

the B u m m ~ h a m

U m vers1ty

in

a position to o

btam

a modern ~ a s e n g m ~ . .

Suppose

that an

ignoramus should have asked what

would be

the

t-ffecb of passing a. current of r ~ c . i t y

th rough th e coils of an el

ec t

ro-magnet.

Any

eleotnman

would be

ab

le to

tell

him

the

r

es

ult,

but how

few would

abtempt to tell him what elec tricity was.

So in

the c

'3e

of the gyroscope. Sir Hiram Maxim, who was not called

upon

to ex

plaiD the gy roscope, tells us that ' ' th e

re wa

s no

gyroscopic action

ab

all ;

that

this force cannot be

dE: ·

veloped unless the shafts a re free to move to the or t ~ e

left " and that thP.refore, as there is no gyroscop1c action,

the 'mathematical formu1m

demanded

is ex tremely simple,

and the

answer -0 .

To THE EDITOR oF ENGINEERING.

SIR -The discussion on the Second Report to the Gas

E n g i ~ e R esearch C ~ m ~ i t t e e was o o ~ o l u d e d ~ a s t Friday

eve

ning at

the

In

st

1t ut1on of Mecha

mcal

Engmeers.

As

often happens, many of eng ineers

m o ~ t

cm;npe

tent to assist in the debate failed to find suffi.me

nt

mte

rest in the Institution's proceedings

to

prompt them to

spea

k· and

even of

the

few who had previousJy written

to the' secretary signifying their in te

nti

on of

S'l

doing.

several absent e :i themselves wibhout deeming a note of

exc

u

se

necessa

ry

.

The

fa

ct

t

hat

th

e

provincial

member

s

hip

of

the Inst.itution is

so large,

and that ~ a n y travel

long di

sta

nceJ m order to a b t e n ~ these should

stimulate efforts

to

encourage ~ g n ~ e e r a actively m te rest e?

in a su

bject

to give

th

e

Inst

itutlOn the

va

lue of

th

etr

The first parb of the

state

ment I3 well.ntgh mcredtblE>,

and I know positively of one firm (" makers " ) who would

ha

ve taken pleasu

re

in helping the Committee bad the

matte

r been brought to the1r notice.

That the

exper i

ments were, confessedly, made on an old ·faahioned and

unsuitable typA of e

ngin

e is d

ep

lorable, albeit

the

best

that

could be obbain£d, according

to

the reporter,

and

it

is to be h

oped that

the expe

rim

en ts will be speedily re

sumed on another engine, having a piston speed of some-

M acfarlane Gray, who is admitted to be one of

the

cleverest mathematician s living

to

.day, says th at ." Sir

Hiram hit

th

e right nail right

on

the head the first time."

Bub

ib

appears that a considerable number

of

you r readers

n.re

no

t eab isfied. I refer mo1.·e par ticularly to a rem

ar

k

able

l

ette

r sign ed '' K. Y. " in your asb issue.

I t

seems that

• K. Y."

ha

s been ex tremely economical

w i t ~

th

e t r u t ~ .

He

pretends

to

quota

from

a.

ce

rtain

letter wn tt en

by

Hiram

Maxim in ENGINEERING, September 14, 1900.

U pon n c e

to

that ~ e r , however, , I find" that

Hiram

d1d nob sa y

wh a

t IS Imputed

to

h1m by

K. Y.

,

bub exs.ot

ly

the reveree. .

obser v

a.t

ions.

thing

over

400

ft .

per

minut

e. . .

An anti.climax w

as

reached a.t

the

pomb m the r

ep

ly

when Profel sor Bu rs tall, taking cha

lk in a n ~ ,

pl.aced. a

diagram on the bl ack board, and boldly prophes1ed, m smt·

ab

ly impressive terms, that th e da.y would come when

the valves on gas

engines

would be placed as indicated

.

7/23/2019 Engineering Vol 72 1901-11-15

http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 13/31

N

0 V. I 5' I

90 I ]

in

the

diagram, in o

rder to

avoid

the -pr

esence of poc

kets

.

He

did not know

whether 'makers ' d1ffered from him."

'Veil, Sir,

through the

convenience of your columns

t ~ i a

point be settled, for not only do

maker.s,

not

dtffer from htm here. but they have

fully

recogni

se

d for

years that

poc

kets

in

the

valve

passages harbour

detri

~ e n t a l b ~ u n t u c t s ;

and

t h ~

principle

in

volved

in the

dtagram IS

s tud10usly observed

m

every £rat-class engine

of

recent

design,

although the

exact arrangement of

valves recommended has not been adopted owing to

~ a . s o which possibly only a " maker" would stop to con

Sider.

I am, 8ir,

your

obedient

servant

,

H.

B.

GRAHAM.

Automob

ile Club, London, S.

W.,

Novembe

r 6, 1901.

[With regard to

the

rema

rk

s made in the above letter

s p e c t i n g t ~ e

i

ssu ing

of a ~ i o n s

to take part

in discus·

stons, we think

1\t

r. G

raba

m will

£nd

that

the course he

suggests ha.s been followed by bo

th the In

stitution of

Mechanical Engineers and the

Institution

of Civil

Engi

neers for

the

pa st twenty years or more. - E o . E .]

To

THE EDITOR oF ENGINEERING.

Srn - I

have not

the

good fortune to be a.

member

of

the

i t u ~ i o l of 1 ~ e c h a n i c a . l Engineers, but,

li k

e most

~ n g m e e r s s ~ m d a . r l y ctrcumstanced, I take great interest

in

1ts

proceedmgs

.

From the restvme

of

the

discuss

ion on

the

Gas-Engine R es

earch Committee

's

report

in your l

ast

issue it would

appear

that

the

proceedings are nob at all

times conducted with due r

egard

for

the

dignity of

the

profession. I notice one member a.ctue.lly inferred that

the professor respo n

sib

le for the report did not

know

how

to run

a gas

engine, and that the professor says gas-engine

makers ofte

n a.sk

him

bow to

run their

engines

Of course,

there

are gas-engine

makers and

gas-engine

makers, jus t the

same a-s

there are professors and pro

fessors,

but

for my

part

I

have not

yet

come

across a gas

engine

maker who

required

to be shown how to

run

the

engines

he

builds.

In

fact, in

any

of

the gas-engine

e s t a b l i s h m e n ~

I

know

there is more

than one

working

£tter who, while quite unable to calculate

either the

brake

horse-power or

the

relative gas consumption, will

run the

engines

in

such a. manner as to produce

the

greatest pos

sible horse-power for the least consumption of gas in less

time than any expert inside or

outside

the establishment.

He

may

be

quite at a loss

to explain

his results, hub

he

is

quite

sure

of

th

em .

Ther

e is no myste

ry

about

the

running of

gas

engines.

Sheer pr act ice is all that is required, and of that the

fitters

have more than enough at times, more especially on

types

of engines

intended to

produce a

brake horse-power

for 9 cubio feet of

llas

per hour,

and

actually consuming 90.

Mr. Macfarlane Gray's contri bu tion to the discussion

will be of more use to the professor 's gas-engine makers

than the

whole of

the

Committee's reporb.

Yours truly,

J JUfES

DuNLOP.

206,

Gorton

-lane,

Gorton, Manchest

er,

Nov

. 8, 1901.

PATENTS IN CYPRUS.

To THE EDITOR OF ENGINEERING.

SrR,-I t may be

intere.

\bing to some of your reade

rs

to

lear

n

that Mr.

Chamberlain

has now u g g e ~ ' t e the intro

du

ction of a Bill in

the

Le gis

lativ

e

Council to pr

ov id e for

granting protection in Cyprus,

on

payment of the

proper

fees, to inventions previously patented in this country."

We

have received this information direct from

the

Colonial Office in a letter dated 5th insb.

We

are,

Si

r,

your obedi

ent serva

nts,

HARRIS ANB MILLS.

23,

Southampton

Buildings, London, W.C.,

November 7, 1901.

T E S T I N G D 0 W S 0 N G

A.

S.

To TIIE EDITOR OF

ENGINEERING.

SrR,-

With

rf ference to Stoker's " inquiry concerning

the simple method of tlesbing boiler flue gases,

the

writer, when speaking of this, had in mind Orsa.tt'd

appa

ratus. A description of th is

has

quite re

cently appeared

in

the Elec

tr ical Review

(October

18).

Yours

faithfully,

November 8, 1901. ANTHRACITE.

THE

ENGINES AT THE GLASGOW TRAM

WAYS POWER STATION.

To THE EDITOR OF ENGINEERING.

Sm, - We see in your issue of the 8th

inst

. a

no t

e

relative to tlbe engines

a.b the

Pinkston Power Station of

the Glasgow

Corporation

Tramwaye. You will

see fr

om

the

e

ncl

osed

cubtings

fr

om the

evening paper referred

to

by

you that Bailie Ferguson's

statements

were

made

without the

authority of the Convener of the

Tramway

s

Committee; and in order to represent

the matter

accu

rately, we would a.sk you to be good enough to publish

this further correspondence.

Yours

faithfuJly,

D. STEW.ART

.AND Co.,

LnrrTED.

November 9, 1901.

W. D.

BELt,

General Manager.

PrN

I\STON POWER STATION .

Th

e Queat

ion

of

tlte

En9ines.

(To the Editor of the

Glasgow Evening e w ~ .

Nove

mber

4,

190

1.

Sm

  -

Enclosed we send you a copy of a letter addressed by us

to Bailie Walter Paton, Convener of the Tramways Committee.

Tbie letter was banded by one of our offic

ie.ls

to

Mr.

Paton, who

said tba.t Mr. e r ~ u e o n bad no authority to use his name in the

matter, and that he would pass tbe lettet to Mr. Ferguson.

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

No public explanati

on

has been made, and

we

would therefore

ask you to be good enough to publish this and our letter to Bailie

Pa.ton. Yours faithfully,

D.

STEWAR.T AND

Oo. , LnnT

D.

W.

D. BELL General Manager.

· (C

opy

.)

Waiter Paton, Glasgow. October 31, 1901.

Dear

Si

r,-

We

see in last night's Evening News

that

Mr. Jobn

Ferguson has made certain

st

atements rega rding Piokston Power

Station and ou r engines there, wh ich are contrary to the faot.

We co uld not let tbie pass coming from a member of

yo

ur com

mittee, even if your authority were not claimed, much le

es

wben

Mr. Fergueon says that the statements are made with your

authori ty.

Mr

. Fergueon says :

Had

we not bad

two

[eng ines) from America, tbe

ele

ctric cars

would not bave run in Glasgow during May, June, July, and

Aug ust. There has been

a.

lo

ss

of

70,000l.,

it

now appear

s.

Messrs

. Duncan Stewart and Co. made two small or auxiliary

engines,

by

means of wbiob, aided by current from the Electric

Lighting Department, some 40 care were run o.t times, which

enabled the bea.rio

gs

of the main engines to be adjusted occasion

ally

at

tbe beginning, wben heated."

Tbe actual facts are that the Stewart auxiliary engines alone

were available to run oars from Pinkston S tation during the whole

month

of

May, and the number ot care run by tbem reaobed 80.

So it is untrue to say th

at

the American engines we

re

tbe first to

come to the help of t.he tramways and save tbe situation, and we

would ask you to ca

ll

upon Mr. Ferguson to correct bie statement

in the same public manner in whi ch be bas misstated tbe case, and

to sbow tba.t

it

was the Glasgow engines alone whi ch enabled the

car service to run during tbe month of .May.

We

are

at a.

lose to understand why this matter should be

fre

quently discussed in public

by

members of the Corporation. We

have hitherto avoided taking any notice of such statements, but

when they are put forward

in

a perverted form, and claiming yo

ur

authority, we think

it

time to protest, and have taken this p p o r ~

tunity to do eo privately. In tbe event, however, of Mr. Fer·

gueon

no

t makiog tbe desired pub

li

c

co

rrection, we shall be com·

l l e d

to publish tb

is

le tte r in Monday's pa

pers.

We are, &o.

,

D. STEWART AND Co. , LTD.

(Signed) W. D. BELL , General Manager.

S1n.,-Messr

s. D.

Stewart and

Oo.

challenge my statement.

My reply is brief. I read

it

over to Mr. Paton, and told bim I

was

going to

us

e

it

public

ly.

My statement

is

corre

ct

, and I've

confirmed

it

with Mr. Young. But for tbe American engines

70,000l. now in band would not have been made. But for them

tbe electric service could no t have been given. I am free to say

Messrs. Stewart'e two auxiliary engines, with ou r own power

from Springburn combined, ran not 80 care, but 70, duriog May ;

whilst the Allis engines were be:ng adjusted. During June till

now

the Allieemrines have run over 100 cars per day. The Eoglisb

engin es did some work in October, but are on ly

now

in proper

form. f Messrs.

D.

S. and Co. find fault with my on ly giving

credit to their engines for 40 oars, I

at once

admit

that

. figure too

little; probablY

60,

Mr. Young thinks, would be correct during

May ; but my points are simply these :

Tbe American engines did tbe summer

wo

rk, made us the

70,000l. ext ra profit, and without tbem no se rvi

ce of

ca

re

could

have been even attempted. Tbe service in May wM really nothing

as a. service, but we were indebted to tbe engines of

D.

S. and

Oo. for the appearance we were able to make

of

60, 70, or,

if

D. S. and Co. like, even 80 care upon the

stre

et sandwiched

between horse carij.

By a misprint I am made to say the loss was

JO OOOl

. instead of

gain. My argument

was

clear. I don't really know wbat our

good friends D. S. and Co. complain of. I don't know anyone

in tbe Corporation who would say or think i l l of them.

I

am, &o

.,

Benburb, Lenzie, No,·ember 6, I

90

1.

JonN Fsn.ousoN 

SOME TESTS ON SMALL STEAM DYNAMOS.

To

THB1

EDITOR OF

ENGINEERING.

Srn,-Difficulty has

been

experienced in

ascertaining

the

results

to be

expected

from

small

steam dynamo

sets,

and

the

following results

obta

ined

by

tests

on

20 and 40-

kilowatb sets carried

out und

er

the

supervision of

the

writer at bhe maker's works, in connection with a con

tract

for the Poplar Union, may be of

interest:

1. A 50 · kilowatt Thames

Iron

Works multipolar

dynamo, direcb-coupled to a Rea.vell engine.

Governing

automatic expansion, with

throttling ab

light loads.

Speed, 500 revolutions per minute.

Steam pressure, 120 lb. per square inch.

2. A 20-kilowatt De La.val steam

turbine, direot

-con

necbed

through helical

gearing

to

a

twin armature

dynamo.

Governing,

throttling

throughout.

Speed, 22,000 revolutions

per

minute, turbine.

, 2,200 , ,

dynamo.

Steam preesure, 120 lb. per Equare inch.

.Re

su lts. Condensilng ; TTaouum, 24.5 In. M erc

nry.

De

scription. Load.

Pounds of Steam per

Board of Trade Unit.

kilowaUs

Reavell engine . .

• • • •

60

29.8

Ditto

• • • • • •

87.5

30

Ditto

• •

••

• . I

25 3

4.8

De

Laval turbine

••

• •

2 )

38.16

Ditto

• •

••

••

15

37.63

Ditto

• • ••

• •

10

40.5

Re

sults.- NO It-Oondensing.

Reavell engine . .

• •

•

50

:37.3

Ditto

••

• • • •

37.5

3>3.6

Di

tto

•

•

• •

•

25

45

De Lavn

l turbine

•

•

• •

20

6 1.1

Ditto

• • • •

• •

15

69.52

Ditto

• •

••

• •

10

84

In

each

case

the

weight

of

wa t

er

condensed

with, or

without vacuum, in a surface condenser was ca.refullx

measured.

With the De

La.val

turbine

it is t o

be

n

oticed that, both

condens

ing

a.nd non-condensing,

the

results

are better

at

three-quarter

than

ab full load. This is explained by the

fa

ct that

the

steam nozzles are arranged for a

higher than

• 681

the

nominal full load , whereas ab

three-quarter

load one

nozde

shut

down a llowed

the

turbine to deal with the

load with little throttling. The

steam-chest

presRures

were at full

load

95lb., and bbree-quartE r load 119.lb., so

the greater throttling

at

full

load {nommal)

explams

~ b e

loss of economy. f full load had been taken

as

25

kilo

watts, the resu lt would, of course, have been

better

at full

than three-quarter

load.

I would sa.y tha.b with regard to

the

aetual result t:a those

above given are

bette

r than the

guarantee,

and the

ra.ntees were at

least as go

od

as any

offered

by

makers of

all

the well-known high-speed

engines

and

other makes of

turbines .

In neither case was superheating allowed,

and

the

boilers were working ab

approximately

the proper pres

sures

,

so

there

was

no

p oss

ibility

of

superh

e

ating

by

throttling. .

These

figures may therefore

be

ta

ken as represe

n

tative

of what ma.y be exl?ected fr

om

small

sets

of

plant

by first

class makers of hagh-eapeed e

ngin

es,

and

of small steam

turbines.

I do not propose to go into figures per indicated horae

power, &c . They are not of much interest to electrical

engineers.

The

figures expressed

in

pounds per Hoard of

Trade

unit appear

formidable,

but as the dynames are

in

both

oases as good as can reasonably be expected, I think

it is well to expresssteam consumption in pounds per unit,

as it is units of electricity that are required .

J. J. WARDEN

·STEVENS.

PURIFICATION

OF

FEED-

W

ATIUR.

To THE EDITOR OF ENGINEERING.

SIR,-Referring to the notice under the above beading

appearing

in

your

issne of

the

25th ult., in

whi

ch refer

ence

was

made to the Bruun-Lowen

er

wa

ter

softener as

follows: The arrangement would

be

an

ideal

one if

the

quantity of chemicals discharged through the valve

each

time the

tip

moves

cou

ld

be made independent

of

the depth of the

milky

fluid, ''

we

should feel much obliged

to you if

you would

kindly bring

to

the

n

ot

i

ce

of yo

ur

readers that

this

difficulty

has

been fully

ove

rcome in

the

following way :

The

softeners

are

supplied with a special

mixing

tank

for chemicals, and provided with an agitator and a pump,

which latter

is

connected up to the chemical

r

eserv

oir of

the softener, and

d

elivers

a continuous

supp

ly of

the

chemical

reagent

to same. An overflow

pipe

brings

the

surplus of chemicals back to

the

tank, and thus a. constant

height of the chemical reagent above

the

valve in

the

chemical reservoir is obtained.

Youra faithfully,

S S ~ N

AND HJORT.

5

2,

Queen Victoria-street, L o

nd

on, E .C., Nov. 8, 1901.

TnE

Ri oHARDS OP

EN

SIDEPLANING MACHINE: ERRATUM.

- W e regret that

through an undetected

printer's e

rror

the

catalogue of

the Riobards Machine

To ol Company, of

Suffolk House, Laurence

Pountney-

hill, E .C., noticed

on page 598 of our issue of Ootober 25, was described as

re

lating to

openscale

planing

machines

in

place

of

open

side planing machines.

CATALOGUES

. - W e

have

received from the Pratt and

Wbitney Company, Hartford, Connecticut,

U.S.A.,

a

copy of a

new

catalogue of small tools. These consist of

taps and dies of different types

and

of guaranteed

accuracy, gauges true to

the in.,

milling

cutters,and

rea.mers.-The La.ngdon-Davies

Electric Motor Company,

Limited,

of 101, Southwark-street, S.E,

have

issued a

new catalogue of their single-phase alternate-current

motors. These motors

are

self-starting,

and

having

no

commutator or brushes, are claimed to

cost

little

for maintenance.-

Messrs. Rice and

Co.,

Limited,

of L

ee

ds,

have

sent us a copy of their

new cata

lo

gue

of

hydraulic

machinery, wh ich is printed in

English, French,

and German.

Dimensions

are

given

both on the English

and

metric systems, thus greatly

increasing

the

value of

the

catalogue to fore

igner

s. The

plant

desc

rib

ed

includes pumps, accumulators, riveter

s,

cranes, and hydraulic

presses of

various

types . -A

new

catalogue of clay-working machinery, grinding mills,

a.nd

brick

prooses a.nd acceeso ries

has been issued

by

Messrs. C. Wbittaker

and

Co , Limited, o£ Accrington,

Lancashire

OuR L ocoMOTIVE ExPORTS.-Notwithstanding com

plaints of dull

tim

es, and

dismal

s tories of American

competition,

this

will clearly

be

a good

year

in

the

hi

sto

ry

of our locomotive

export

trade.

The

value of

the

loco

motives

exported

from

the United

Kingdom in

October

was 206

,3

11 l., a-s compared with 124,671l. in October,

1900, and 118,7291. in October, 1899.

The

improve

me

nt

indicated by

these £gores

was

principally

attri

butable

to

the revival in the demand

for l

ocomotives

upon

South

African

and

Indian

account.

Th

e value of

the aggregate exports

to

October

31 this year

was

1,565,509l. , as compared wibh 1,178,076l. in

the

corre

sponding ten months of 1900,

and

1,156,946l. in

the

corre

sponding

ten mont hs of 1889. In

these

totals the exports

to South America, British South

Africa.,

Briti

sh India,

a.nd

Australasia

£gured for

the

following

amounts

:

Country.

h America

•

•

i

:l

b South Africl

Sout

Brit

Brit.

Aust

isb India.

• •

ralasia

..

• •

1

901.

- ·

£

••

2W,612

• •

2ll,'i85

• •

46

1,

252

• •

310,325

1900

. 1

8{)0.

£ £

200,422

168,779

i 2 35l

3.1

,722

343,861

569

,197

137,949

e7,726

•

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

[Nov.

20  TO

N

TRAVELLING

ELECTRIC

CRANE.

CONSTRUCTED

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(For Desc ription, see P  ge 676.

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ENGINEERS

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-RiNG, NOVEMBER 15, 1901.

TI-lE \ T

ICTORIA STAT

I ON A T

NOTT INGH AM

OF

THE

GREA1

CENTRAL

AN

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ORTHERN

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SHOE

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RAILWAY

COJVI PAN I

ES;

DETAILS

OF

lVIA

IN

MR. EDWARD PARRY,

M. IN . T.

C.E.,

LONDON

.

\ND

NOTTINGHAM, ENGINEER.

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7/23/2019 Engineering Vol 72 1901-11-15

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Nov. rs, r9

or.]

AGENTS FOR ENGINEERING.

V i e n M ~

:

Lehmann

and Wentzel, Kirntnerstra88e.

TOWN : Qo

rd

on and Qotoh.

DINBURGH: .J o

hn

Menzies

and

Co., 12,

Hanover-street.

o

B Par1s :

Boyveau and Cbevillet, Librairie E t r a n g ~ r e

22

Ru e de la Ba.nque ; M. Em.

Terquem,

31

bla, Boulevard Hauman:

Also for A d v ~ r m e n t s ,

Agen

ce

Havas,

8,

Place

de

la

Bourse.

BlUUNY, Be

rlm:

Messrs.

_. Ashe

r

and Co.,

5,

Unte

r

den Liuden.

n k f u r ~

am-Mam :

Messrs.

G. L. Daube and Co . (for

Adver ti

se

ments).

Leipzig :

F.

A.

Bro

c

khaus

.

Mulhouse : H. Stuckelber

ger.

: Willitun Love.

Calcu t ta:

Th a

c

ker,

Sp

ink, and

Oo.

Bo m

bay :

Th

ao

ke

r

and Co

. ,

Limited.

TALY

: U .

Hoepli, Milan

,

and any post

office.

POOL : Mrs.

Ta

y lor,

Landing

St&fre.

NCB&STKR: J o

hn

~ - w o o d , 143,

Dean

s

gate.

ORWAY, Christ iania: Cammermeyers, Bogbandel, Carl J

oh a

ns

Gade,

41

and 43 .

SO

UTH WALE

S,

Sydney: Turn

er

and Henderson,

16

and

18,

Hunter-

s tr

eet. Gordon and Gotoh,

G

eorge-street.

UBB.NSLAXD S o O T n ~ , Brisbane : Gordon and Gotob.

(NO RTll ,

Town

sville : T. Willmett and Oo.

:

H.

A.

{ramer and

Son.

AUSTRALIA, Adelaide: W. C. Rigby.

New

York:

W. H.

Wil ey, i3, East

19th-st

reet.

Chica

go :

H. V. Holmes,

1257-1258, Monadn

ock

Blo

ck.

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TRLBGR.APBIO

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TRLRPHONB NOMBBR-3668 Gel raPd.

CONTENTS,

PAQS

e

N o .

X.

(ll·

lustrated) . . . . . . 669

he

New

Vic to ri a Station

at r

ottingham ..

672

e New

SubWA.

Y in New

t or k City (l llus . ) . . .. . . 674

g M

ac

hine (J llt tS. )

. . . .

676

PAGE

Puriftoa.tion of

Feed·Wate

r 681

Officers of the Ame r

ican

Navy

. . . . • . . . . . . . . . . . . . 688

T

in

::>upplies . . . . . . .

. . . . .

684

Sout

h Aus tr

alia

n Railways

and

Co l

onia

l

Trad

e

.. .

.. . 686

Trad

e

Libels

. . . . . . . . . . . . . . 686

Not188 •• . . •• • • • • • • • ••• •• • 686

MiA

ce

llanea

. . .. . . . . .. . . . .. 687

Notes from the

Unit.ed

States

. . . . . . . . . . . . . . . . . . 688

Tr

a ,·e

lling Electri

c

Oran e (/ Uvs tr

at

ed) .. . . .• 676

trom tJJe No r th .. . . b76

Notes from

South

York-

sh ir e. . . . . . . . . . . . . . . . . . . . 677

Laun

ches aod Trial Tripe . . 688

from Cl

ev e

land

and Tb

e El

ec t

rifioat.l

on

of the

the No

Tth eTn

Counties

. .

f\7

7

Metropolitan and

Me t r o·

fr o

m

thP South-West

677 poHt.an

District Railways

689

sco pic Ac t.i

r

n

and

the 16 ·

Ow t

. Steam Hammer

LoAA of t.he O

ob

ra. ' l· (l llu.8trated,)

.. •. •

••••

. ••

691

lw.t l ated) ..

. .

..

. ..

6 ~ 0

Indus

tri al

Notes

. . . . . . . . .. 691

gine ResParoh . . . . . . 6811 Test of Ptoduoer -Gas

En·

in 0y pr

us

. . . . .

. . .

681

gines

.. . . . . . . . .. . .. . .. 692

Dowson GM . . . . . . 681 I he Co

rr

ect

Trea

tme nt

of

he

Eog •nes a t the

G'as· Steel

. . . . . . . . . .

. . . .

.

. . . . .

693

~ r o w Tramways Po

y

e r

Tbe Institution

of

Junio

r

S t

ation

. . . . . . . . . . . . . . . . . 681

Eoilneers . . . . .

. . .

•. . . .

. 695

T

esta on Sma

ll

$team Engineerimr

Patent Re-

D.fnamos . . . . . . . . . . . . . . . . 681 cord (l llmtrated)

. .   .

697

ith. a Two-Pagt Engtavnl l

of

THE VI CTORIA

STAT

I ON

A

T .NOTTIN G

B AAJ

OF l BE

GRE.dT OHNTRAL

AND

GRB.AT .NORl BBRN RAILWAY OOMP.AN IES; DB

TA i LS O F M Al

t

RO()Ji SP.AN:

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

1

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TRACTION

and TRANSMISSION.

(Publuhed on th e first T-tu.8M.y in eaoh month.)

PART VIU. NOW R•EADY.

PRIOB

28., Net ; POBT FRBB 28. 4d..

Published ab the Offices of

ENGINBBRING,

86

and

86, Bedford Street-,

Strand,

London,

W.O.

CON r ENTS

OF

PA RT VI II .

: P ~ I U

Tho Inner Circ

le .. . • . . • . . .

.•. .

.

..

.

129

T

he

Hconomica of Street. Rnilwaytl.

B y t h e R ou. R< be

rt

P. Po

rter

:

l l . - lU\

J)Id 'l nmtllt

of New

Y

ork

(Pll\te'l XXX IV . to

XX

XVJlL , nnd

Ul ull t.rn

t.loo

I n

T ~ t )

. • • • .. . . . . . N O

li

icth ·Spl'e<l E lootrlc 'l'n\o

tlo

n In

GurmiUly (

Pl

nt.el X

XX

IX • X L. ,

IUld Ill us trn

t.l

ons

ill

Te

xt.). . . . . .

U 2

M

un

l oi)X\1 Trndlng :

(I) B)· W. Vnleut.iue Ball

.. .

. . 160

U) By Allotb

er

Borougb

Eugl·

1

1eer

• • • • • • • • • • • • • • • • •• • •

l&l

(k)

T

he Now<:Mtl

e-on -Ty no

lm ·

·brogllo . . . • . . . • • . . . . . . . . 166

The o : ~ t o

an

d Ll  u

rp

ool

E lectri c B

xt>

r03S

Ra

il

way

. •• .•

1

68

P401.

Berli

n T mmwl\ys.

By J .

Z'\o

ha rlas 171

Tile

Kr16ger Eleot.ro mobile. By

W. Cooke, M.I. B. E.,

(Plate XL

I. ,

XL

U.,

a

nd 11luat.rn·

t.lona

In

Tex t.) . . . . . . . . . . . . . . . .

1

71

New

Looomot.lva

for

t he

Co

ntn.ll

London

Rnllwny

(P

lates

X

Lil i

.

XL lV., and XLV.)

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

180

l 'he Nu'• Electr

ic

Power P ll\nt.

for

the llrookly

n

Rl•pld

T

ru

nslt.

Cow·

Pl

WY

(PII\te

XLVI.) . . . .

. . . . . .

19'2

The <7oldsobm ld t Process of

&lect.rlo R

nll

'Voi

di

ng (P la te

XLV

II

.) . . . . . . . . . . . . . .

. . . . . .

. . . 1

86

Tl

le

Croydon El

ec

tr

ic

Tr

m nwl\ys

and Llgllt.lng System ( P l l ~ t o

XL

VTI1.,

an

d

Dhatmt.l

oll.l in

Text) . . . .. . . . . . . . . . . . . . .. . . . . . l

SS

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NOTICES OF MEETINGS.

Tu I NSTI

TU

TION OF MECH

ANICAL

ENGINBERS.-Frida.y , Novem·

ber 16, a t 8 p .m .

Tb

e following paper will

be

r

ea

d

and

dis

cussed

:

Th

e

Balanc

ing of

Locomotive Engines

, 

by Professor

W.

E Dalb\' (Momber), of London.

TUB INSTITU

TIO

N

OF

ENGISBE

R8.-Tueeday,

November 19,

a t

8

p.m.

Paper to

be

further dis cussect :

11

Tbe b a r ~ e of

Sewage into a T idal

Estuary,

by Mr.

W.

Kaye

Pa

rr y, M.A.,

B.A . I ., M. ln et. C.E., and Mr. W.

E.

Adeney, D.Sc . And,

time

perm

itting, paper to be

pr esent

ed for

di s

cussion : The Treat·

ment of Trad

es'

Waste

B a o ~ e r

a l l y , by

Mr. W11liam

Na y

lo

r,

Asaoo. M. ~ . o t . C. E.

S

OO

JET\' OF

ARTS.-Wednesday

, November 20, a t 8

p.m.

Open

ing

a d d r ~

of the 148th

sess

ion,

by

S1r William

Henry Preec

e,

K C. B., F.R.S., C

hairman

of t he Council.

TliR INS

TI

TUTE O

'

MA

RINE

ENGINEE

RS

-Monday, November 18, a t

8

p m., at

58,

Romford

-r

oa

d,

St

ra t for

d,

E.

Experiments

: Or

satt's

Gas Analysis P lan t and Glass-Blowing.

ROYAL ME'lBO

ROL

OGICAL SOC IETY-

Wednesda

y , the 20th inst . , a t

the lntltitution of

Civ

il En g

inee rs, Gr

eat

Ge org

e-st

r

eet,

West

minste

T, S. W

.,

a t 7.30

p.m.,

the following

papers

will

be

r

ead:

T he E vloratioa of t he

Atmosp

here at Sl'a by Means of Kites,

by A.

Lawrence Rotoh,

M.A . ,

F.R.

Met. Soc. Meteorolog ical

Ph e

n

om e

na

in Relation

to

the

Ch

anges in

t h e Vert

ic a

l,  by

P rofe

ss

or Jo

hn Milne,

F

R.S.

TH

E IN STITUTION OP .1\fiNING AND METALL URGY. -

Thursday,

Novembt>r 21,

at

6

o' c

l

ock p. m.,

at the roomd of

the

Geologioa.l

Society, Burlington House, Piccadilly, London , W., the following

papers

will

be

read

and di scussed : 1. Th e Mi nin g and Occur

r

ence

of Gold in the Dutch

East

l

ndies

,  by Mr. S. J .

Tr u

scott

(Membe

r). 2.

Notes

on Woodla rk l tlland

(Britis

h

New

Guinea.)

,

by Mr. 0 . R. Pioder (Associate). 3.

11

Notes on an Ore Fo rma

ti o

n

on Prince

of Wa les

(Sout

h -Ea.st Alaska), by Mr.

W. F.

A.

Thomae

(M

embe

r). 4 The

Hydraulic

In

stallation

a t

t he

Mines

of

the

Compania Minera de Panuco (Mexico), by Mr.

Horo.ce L. S

ho rt,

consulting P.ugineer to the

company

.

ENGINEERING.

FRIDAY, NOVEMBER 15, 1901.

OFFICERS OF THE AMERICAN NAVY.

OUR readers will rememher that on previous occa

sions we have

referred

to the

J

Jers

m nel

of

the

U

nited States Navy, mor

e especia

l1y

in regard to

the status of the engineering

br

anch. The posi

tion

of American naval engineers,

as of

any rank or

grade in the Un ited States Navy, must always be

in

teresting to

Englishm

en

as

affording

object

-lessons

for our

own

gu\dance in a way that the

navy

of no

ot

her

country

can do. Th ere have never been

two

separate

and independent St

ates

so a1ike

as

Great

Britain and the great American Republic.

In

many

t•espects the c

it

izens of the United States mor e nea1·ly

resemble

Englishtnen

than do the

inhabitants

of our

own colonies;

a.

fact largely due

to

t he old

er

deve

lopment of America which renders the conditions

of

li f

e in the great cities

mor

e

nearly

ak in

to

our

own. In any cBse, however, the navies of

Great

Br i

ta i

n and t

he

U

ni

ted Sta

tes are

so similar

in

their

organisation and executive

that

anything occurring

to

one must necessarily be of in te rest to the

other.

I t

is

for

reasons of this na ture that we have

fre

quently

given

much

space

to

recording the

progress of the American

Navy. Amongst

other

contributions on t hiR matter, in F ebruary, 1899,

we printed an article

on

the

subject,

and again

re

verted

to the s

ubj

ect a few wee

ks

later.* . In

* See

ENGINEERING,

vol. lxv1i., pages 149 and 553.

•

order to

make

t

he

present pos

it ion clear

we must

repeat

something of

what

we

sai

d

on

a

prev

io

us

occasio

n.

In the former of the two articles we

quoted

from the Annual Report of the Engineer

in-Chief

to the

United

States Navy

as fo

ll

ows:

For the past ten years it has been my duty, and a sad

one, to call attention to the urgent need of a. reorganisa

tion

of

the persorvnel

of

the Engineer Corps.

In

this

respeob, for the first time, I

oa.

n

sa.y

with grea.t pleasure

tba.t

a.

measure

is

pending

in

Congress, approved by

the depa.rtmenn, which, if passed

a.nd

administered with a

desire to ma.ke

it

a success, will not only

j

uatify the re

commendations I have made

to

the departme

nt

each

year

1

hub

wi

ll

go much further

a s

affecting the wh ole

serv10e, whose homogeneity and efficiency

will

be im

mensely increased.

I t is fortunate

that Ad

miral Mel

ville-who

was

t h

en

,

as he

is now, Engineer-in-Ch ief

to

the

United

States

Navy-qualified his prediction of improve

ment. The Bill ' ' to reorganise and

incr

ease

the

efficiency

of

the n n e l of

the Navy

and t

he

Marine

Corps of the

Unit

ed

States

was

duly

pa

ss

ed

on March 3, 1899, a

nd

has

been in ope

rat ion

ever since.

I t

is this measure

to

which

Admiral

Melville

referred in

his words we have just

quoted;

but so far from

impr

oving the p e 1 · s ~ e l of the

American Navy,

it has

had a di rectly opposite

effect. This, however, is from no

inherent def

ect

of

the

measure, but because its actual provisions

have

been

thwarted

and it

s

spir

it evaded.

As

state

d in

our

former ar ticle, the change

effected by

this

piece of legislation was of a radical

natur

e.

Th

e office

rs

of

the Engineer

Corps

were

transfened to the

lin

e (execut ive branch), and were

commissioned accordingly ;

in

other words, the

engineer and deck officers w

ere

f

or

med into

one

body, having similar t it les, and engineer

o f f i c e r ~

holding t he relat ive rank of captain, commander,

and

lieute

nan

t commander took rank in the line.

The

experim

e

nt,

as we have said, after being

tried for more than two years, has proved a failure,

a fact we have

intimated on

a

previ

ous occasion,

bu

t which is now confirmed by

Admir

al

Mel

ville's

last report

to

th e

Secretary

of t he Uni ted States

Navy.

Speaking on

the subject

of

engineering

pe1·sonnel,

he says :

Engineering

efficiency

in

the

Navy is rapidly decreasing • The outlook for

securing a

traine

d enginee

rin

g for ce for

fu t

ure

needs can

hardly

be

regarded

as satisfactory

There h

as

been retrogression, rather than advance,

along engineering lines during the past two years.

the numb

er of

trained

a

nd expert

engineers

in the

Navy

is being steadily reduced. The prac

tical working of the amalgamation schem e thus far

has

bee

n,

in great part, to take the junior half of

the old Engineer Corps and r,ransfer them to line

duties . 

The miscarriage h

as

been rendered poss

ibl

e by the

failu re of the .Bill to lay down v e l y that the

duties

of officers under the new

rul

e should al terna te

between the engine·room and the deck.

We

fear

that the engineering du t ies are n

ot

popular with

even the American naval officer, and the Navy

Department

appears

to have failed in its manifest

duty of in

sist

ing that a

ll

officers

shou

ld take

their

share of engine-room duty and instruction . For

the present t here a re the men of the old Engineer

Co

rp

s who have been

properly

trained; and, we

are told, individual offcers of

the

o

ld

line have

conscientiously striv

en

to p

erfect

themselves

in

engin ee

rin

g

du

t i

es.

For

w

ork

so

important, as

Admiral Melville says, one cannot depend on indi

vidual effort to secure a sufficiently numerous body

of trained engineers ; as, indeed, events have

proved. ·

vVe are told that it w

as

an ti

cipated

by some,

at the time

the pe

 

sonnel

Bill was

intr

oduced,

that there would be a failuro

in

the supply

of efficient engineers, and it was urged

that

the Bill should be so

worded as

to give posit ive

assurance that there should be alternation of du ty

between the deck and the engine-room ;

in other

words,

that

naval officers shou

ld be

compelled by

Act of Co

ng r

ess to

acquire engineering

experience.

Th

ose who .had the Bill

in

charge

considered,

wrongly as 1t now appears, that such provision

was unn ecessa

ry.

The

regulat io

ns

needed could,

it was argued, be

better

framed

by

departmental

orders, which would be more

likely

to meet

the

somewhat

complex

conditions

than

a

ny

ha

rd

and-fast rules laid

down

by an

Act of Congress.

The fact that

engineering

experience

and

instruc

t ion

were

to be acqui red by naval officers was

so cl

early

the o

bjec

t of the Execut i v e - having

end

orsed

by t he

Secretary,

and even com

manded bf the Presidont-that i t was, as Ad-

7/23/2019 Engineering Vol 72 1901-11-15

http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 17/31

-

.

i r a l Meliville. says, ' ' presumed th

at

the _whole

Influence of , the Navy :Qepartment would

be

exerted in improving the status of

e n g i n e ~ r i n g

was ce

rt

a

inly

expected by

the

naval commi

ttees

of

the Hou

se and

Senat

e that

th

e Department by

,regulation would provide for the engineering needs

of the

future.

The presumption was c

erta

inly just ified, and it

is difficult

to think that the

naval authorities of

the Un ited States have not neglected a plain duty.

'Vh

at

has been the motive it is difficult to judge,

and

on

this

point Admiral Melville naturally can

give no guidance in a public report.

We

can only

c.onclude

th

.

at

American

naval

officers of

the

line,

hke too many of our own executive o

ffic

ers, have

an imperf

eet notion of

the

value of engineering in

a navy that is wholly engineering in regard to

the

ships of the fleet ; whilst probably, as in our case,

the political element shares .with the executive

branch these dangerous views.

Whatever

may be the rea so

n, the

result is

the

sam e.

' '

For every three commissioned officers

taken from the engine-room and transferred to

deck only one commissioned officer from deck has

been sent below. This does not completely describe

the extent

of

the

depletion

in

engine-room super

vision. The officers sent from the engine-rooms

we

re

transferred to

the

deck for permanent duty,

w bile in most cases the junior officers transferred

from t h ~ deck have only done engine-room duty for

sho

r t

periods.  

Whether

a practical people like

the Americans will submit to see the st rength of

t

heir

navy whittled away, a

nd

vast

sums of money

spent on the fleet practically wasted because engi

nee

ring duti

es are unpopular, remains to be seen.

Unfortunately, polit ical conditions are such in

the

United States th

at

it is very difficult for popular

opinion to make itself felt,

and

abuses sometimes

grow very rank before they are suppressed.

Naturally, the

opponents to g iving any executive

power to naval engineers in this country will be

jubilant

at

the failure of the American legislative

attempt t o

advance;

and we are reluctantly com

pelled to recognise t h

at

m11ch-needed reform has

probably r aceived an

unf

o

rtuna

t e check.

It

is so

easy to point to the American fiasco as it must

undo

ub t

edly be described.

There

will be t

he

inevitable reply· to all common-sense arguments

that

may be brought forward as

to the

need of

having engineering directors for an engineering

navy- '' Look

at

America

If

those who framed t

he

pe ·so

nnel

Bill of

the

United States Navy would have looked to England,

they might, perhaps, have learned a useful lesson,

and have avoided the disaster t hat has overtaken

th eir efforts towards impr

ov

ement.

It

will be

remembered that a few years ago there arose a

demand for greater practical efficiency on the part

of our own

na

val officers. As in America, it was con

sidered by a few that those who had the control

of operations depending wholly

on

engineering

features should know something of engineering.

The agitation, if such it can be called, ultimately

proved

not

to be of a widespread nature? ~ n d

it never took much hold on popular op1n10n.

It

was

not

of a picturesque nature, such as would

be likely to tickle the public fancy; the newspapers

saw no great journalistic possibilities in it, and

probably very few people outside circles interested

ever heard

of

it. The naval authorities were, as it

turned

out, prematurely

disturbed;

but the

argu

ments

put

forward we

re

so logical that they felt

that

som

et

hing mu

st be

done.

Th

ey saw

that

the

executive b ~ a n c h were likely to lose prestige,

and

that

engineers would be more nearly adva

nc

ed

to

the

position and authority warranted by the

imp o

rt

ance of their work.

I t

was therefore pro

posed t hat exe?utive officers should receive .a

smattering  a different word was used  of engi

neering in

stru

ctio

n,

sufficient, as it was put,

to

.enable t hem to direct opera tions, whilst the

en  ) in

e-

r

oo

m artificers were to

carry out

the work.

I t is needless to point out to

the

readers of

ENGINEERING the futility of such a scheme, but it is

exactly what has been

attempted

in America.

The

lack of t he engineering e l e ~ e n t a m o n ~ the officers

of t he Un ited States Navy Is not

to

be tgnored, and

we learn from Admiral Melville's

report

that 100

warrant machinists  the American equivalent

to

our

en

<>

ine-room

ar t

ifice

rs

- have

been ap

po

inte

d

and e t ~ i l e for engine-room duty.

From what

we have

seen

of the

pe 

so

nnel

of the

Unit ed States Navy, we have no dou

bt

that the

warrant machinists are, as a class, equal to o

ur

own engine-room artificers. The latter a valu-

E N G I N E E R I N

G.

~ b l e ~ r a n c h of the naval force, although the way

1n

whwh they have been treated by

the

Admira

lty

has kept out a large number of good men that

would otherwise have joined th e service. Bu t

good as

they

may be for

the du

ties which

they

are

in tended to carry out, they are not capable of

taking charge of the machinery

department

.

It

may be said, and has been said, that

the

executive

officers, with their theoretical attainments, will

t ~ k e charge direct ?perations. The expecta

tiOn th

at

th ey w1ll do so Js, we repeat, idle.

Engineerin g

is

not t o

be

learnt without

pr

actical

object-lessons carried out by the student himself.

No

man

can

become a mechanical engineer without

dirtying his hands, and also without devoting to

the subject several years of hard study accom

panied by

pra

ctical work.

It

is a matter of long

and special training both in theory and practice.

No

country that

cannot command a body of men

willing to undergo the disagreeable features inci

dental to engineering training will be able

to

main

tain

its position as a first-class naval Power under

the stress of war, however many ships and guns it

may possess.

Neither Great

Britain

nor

th

e

United States lack such men, and it will be only the

ruling powers of either country that will prevent

their employment.

Whether,

through rec

ent

events, the British Navy

or

the American Navy has the bet

ter

hope of im

provement in regard to the qualification of naval

officers for

the

stress of

battle

is a difficult question.

We have done nothing yet to advance the engineer

ing element,

and

have therefore given no example

of failure in commission; our non-progres :l ives have

no awful example, to fall back on . The Americans

have progressed further, but are

in

a worse con

dition. Their engineering personnel is in a less

efficient s

tate

. Of the two, perhaps,

the

Americf\ns

have the best prospect. They are in a worse

llJess, and

that

is the greater reason why something

should be done. They can hardly go back to t heir

former state of separa te branches, with the engineer

offi

cers in an inferior position; and probably, now

th

at

public attention has been been drawn to t he

m

atte

r by Admiral Melville's outspoken rep

or t

, the

Navy Office will be unable to withsta nd the demand

of the people th

at

naval officers should make them

selves competent for the work they undertake to do.

The chief danger is

that

the

warrant

machinists

will be accepted as efficient stop-gaps, a lthough we

think there is too much engineering knowledge

abroad

in

t

he United

States for

the

foolishness of

that u r s e not to be seen. If, however, such a plan

is accepted, the American Navy will be thrown back

at least a quarter of a century in its p

e1·s

o Y1nel   The

old round will be t rodden once more ; the old fight

fought again. The warrant machinists- who are

of the same stamp as the original engineers of our

Navy-

-will claim higher pay and more exalted

positions as time goes on and they feel the im

portance of their pos ition. Late r they will insist

on commissions, and finally another pe  ·sonnel Bill

will be inevitable.

In

the meantime the efficiency

of

the

American Navy will suffer ; and if it should

be put to the ultimate use for which all navies are

supp osed to be built, a very unpleasant awakening

may result.

TIN SUPPLIES.

TI;I

E annual

report

of the Acting

High

Com

missioner for the Federated Malay States contains

some information concerning the possibilities of

that part of Asia which will go a long way to allay

anxiety on the sco

re

of o

ur

future requirements of

tin. We have been told from time to t ime that

the alluvial fields w

ere

rapidly becoming exhausted

and as

the

Straits furnish considerably more than

half the world's annual supply, the depletion of its

resources would obviously

be

a serious

thing to

contemplate. For though other producers are

making headway, th ey are doing so very slowly,

and, in the nat ure of things, progress could scarcely

be rapid enough to offset the cessation of . the

shipments from the Straits. To be sure, 500,000

tons, of the value of 40,000,OOOl. ste rling, have been

expo

rt

ed during t

he

la

st

fifteen yeara.

But

does this

represent any material proportion of the whole

quantity of alluvial t in on the fie lds Sir

Frank

Swettenham is of opinion

that

it does n

ot

.

' '

No

doubt,, he says, the industry has gr

ow

n of recent

yea

rs

to very

lar

ge propor tion

s ;

but it would take

a long t ime to work out the alluvial deposits in the

lands already alienated, and t hese comprise

but

a

fraction of the unexplored lands, where there is

•

' [Nov. 15 1901.

every rea son to believe the mineral will be found

n

payable quantities. This

on

ly

app

lies to alluvial

deposits. No one can guess w

hat

are the reserves

of ore in underground r

oc

k formations

at

Kuantan,

in Pahang

;

Slim, in Perak ; and J elebu, in the

Negri Sembilan.   The alluvials have to become

thinned out before any

great st r

ides will be made

with

the

ore ; and while it is not possible to

speak of the actual reserves of ei ther alluvial or

lode ti n, because of the inadequacy of explora

tion, Sir Frank Swettenham's views coincide

wi

th those of all who know the country. The

speculator who operates for a rise may talk

myste riously about the fields ' ' pe tering out,,, but

as he

kn

o

ws

nothing abo

ut

them, and is only

anxious, like t he parasite he is, to snatch a profit,

his opinion counts for nothing, t

he

more especially

as ne

xt

week he may be working on e x ~ c t l y the

opposite tack.

Nobody pretends that tin is scattered over the

various

parts

of the Malay Peninsula as thickly

as snow on a moun

ta

in top,

but

there seems

quite sufficient ground for assuming that it will

be a long time befo

re

there is real o

cca

sion for

fear concerning our supplies of tin from t he St raits;

and

it is incontestible, adequate exploration or

not,

th

at some of the localities are still enormously

wealthy in this respect, these including P erak,

which produced 21 ,166 tons o

ut

of last year's aggre

gate of 42,442 tons, and Selango r, which produced

16,041 tons. Negri Sembilan is probably good for

an increase upon its present total of 4300 tons with

the

introduction of more labour,

th

ough

Pah

ang

gives less promise. I t turned out 935 tons in 1900,

which the Commissioner describ es as   notvery en

couraging,,, adding

''

it has long been anticipated by

those who know Pahang best , and are qualified to

judge, that as a tin-producing country this State will

never be able to rival its neighbours on t he West

Coast ; and the added knowledge of P ahang's

resources tencis to confirm this belief. The output

of tin from Ulu P ahang, including Bentong, during

1900 has exceeded all previous records, but the

nature of the stanniferous deposits , which are

found almost exclusively in the beds of streams

at

heights varying from 500 ft. to 5000

f t.

above sea

level, give no promise

Qf

permanency,

and

they

will probably all be wo rked o

ut

in a co mparatively

short period of yeara. It is not to tin, therefore,

t

hat

Pahaog can reasonably look for its fu ture

prosperity.,

Pr

o

fe

ssor H e

nry

Louis points

out

that

t in

mining hitherto has been almost confined to the

weste

rn

side of the mounta in range, which is

the more accessible, and which affords t he easiest

and cheapest means of transport to the seaboard,

but such produc t ive areas as Jelebu, Iras, Ben

tong, Liang Sempan, and others, show that

there is plenty of tin-bearing alluvial on the

eastern side. Indeed, his researches have brought

him to the conclusion that, having regard to

the flatter grades of t he eastern as compared

with the we

stern

declivities

...

larger areas will

be found to be tin-bearing on t he eastern side,

though they will probably never be as rich as on

the west , which is characterised

by

its precipitous

gorges and deep-river valleys., The professor is

not

sure

that lode t in will be found in the quan ti

ties ant icipated. The presence of alluvial proves

th

at

the r

oc

k mu

st

have ex

ist

ed

and

have been

d

est

r oyed on

an

eno

rm

ous scale, bu t it is possible

(though admitt edly improbable) t h

at

very little of

the rock may have escaped

the

destructive agencies

of air and water to which the existence of the

gravels is due. Still, as depos its of lode tin have

been found at Rin, in J elebu, Lahat, in Kinta,

Salak, in Padang,

Batu,

and elsewhere, there is

promise of satisfactory developments to be go ing on

with.

The islands of Banka and Billiton,

in

the Malay

Peninsula, are other imp ortant sources of tin

supply, but those in control have not been willing

to put on the market all they are good for, because

of the certainty that prices would

co

llapse. The

deposits on · these islands have been syste mat ically

tested by borings, and as the places themselves are

limited

in

area, it has been found possible to ascer

tain with tolerable closeness their possibilities of

alluvial t in. On bo

th

islands the pay gravel

averages 3 ft.

in

d

ept

h, with

an

overlay of some

thing like 30ft. Sum

at

ra has several known tin

producing districts,

but

s a ~ i s f a c t o result.s. at

Siak have prevented any great Influx Into locali ties

where better things mig

ht

be expected. Evidences

of increased tin-mining activity come from Australia,

'

'

7/23/2019 Engineering Vol 72 1901-11-15

http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 18/31

Nov. 15 1901.]

Shipm

ents

thence

do not go up

at any rapid

ra te,

but

that may be a

cc

o

unted

for

by

the

great

volume

of

p r e p a r a t ~ r y

work e c e s s a r y on new ground before

the productive stage 1s reached.

An

important tin

lode was recently discovered in the Wyalong dis

trict of New South Wales, and we learn that

this is opening up welJ,

and

that miners consider

that another rich

tin

field will be developed in

the

vicinity. A large area of land has been pegged out,

and some assays made

by

the Mines Department

show that the stone from the chief lode which is a

con.tact d e p o ~ i t lying between p o r p h y r ~ y and slate

schtsts, carries 73.5 per cent. of metallic tin.

P ortions of

the

conce

ntrates obtain

ed

by

panning

76.15 per cent. ~ l l i c tin, which is equal

to 96.8 per cent. of black t1n. Herberton which

m int? m i n e n c at t h ~

time of

the

iast big

r1se 1n ttn, 1s ta.ktng to tlus metal aaain. Tin

mining T a s m ~ n i a ma.ke.s good progre:s , but that

progress 1s due m the matn to the Mount Bischoff

p e ~ t y .

I t

w o u ~ be interesting to learn what

IS be10g done wtth regard to

the

alluvial de

posits, described by

the

Agent-General as " of

great richness and

depth,

"

not

long aao dis

covered

in

the pa

stor

al country lying towards

the east coast of the island. Meantime

i t

is

to be observed that the London

market

for tin

has recently inclined to weakness in sympathy

with copper. But the situation is controlled by

very few houses, who support and attack just as

it

suits

their purpose,

and the

only thing t o bring

about

a big fall

wiJI

be a material and

sharp

acces

sion

to market

s

uppli

es.

Th

e available

quan

t ity

is

in

advance of consumpt ion, as we have pointed

out before, and the discrepancy between the two is

enough to cause uneasiness among speculators, but

not marked enough to cause a slump. The demand

for consumption in

Europe

is fairly good, but

America has

not yet ab

sorbed

the

large

quantities

bought pr ior to

the

steel strike

settlement.

SOUTH

AUSTRALIAN RAILWAYS

AND

COLONIAL TRADE.

THE railway balance-

sheet

of a country such as

th e South Australian colony is a fair reflex of its

commercial condition,

and

of

its

state of develop

ment ; and

it is gratifying

to

note

that

the

report

of the Railway Commissioner (Mr. Alan G. Pendle

ton) indicates a steady advancement in the re

venue, although there has been no great increase

in the

mileage of

rail

way ope

n.

Thu

s,

six

years

aao th e system extended in all to 1772 miles, and

~ r n e d

986,500l.;

and

now, for

the

year ending

with

June

last,

th

e gro ss

revenue

is 1,236,616l,

while the line has

in

the interval been lengthened

by only 14: miles. In

other

words, the traffic over

the railways represented in 1896 freig

ht

earnings

of abo

ut

570l. per mile open ; now the amount is

712l. I t is true the former was not quite a satis

factory sum, in view of th e capital in vested,

because then all

the

colonies were

still

under

the shadow of financial embarrass

ment ; but there

ar

e evidences of a permanent recovery,

and

the

past year's working of the

South

Australian rail

ways shows a profit, after paying interest on the

capital borrowed, of 53,4:35l. odd, " to ,eo to t ~ e

credit of

the

general revenue of

the

State, and tlus,

too,

notwithstanding

that some 20,

OOOl

has been

spe

nt

out of the

revenue

for replacements in con

nection with

permanent

way

and

rolling

stock

.

Various factors tended to greatly increase the ex

penses. The coal bilJ, as with almost all railways

throughout the world, was greater- by 15,OOOl.

largely owing to a rise in price, and partly, of

course, to increased business. Other materials

rails, &c., were co

nsiderably cl

earer. More un

remunerative work, too,

had

to be

done

because of

the drought,

and

"

in

connection with t h ~ declara

tion of the Commonwealth and the openmg of the

Federal Parliament, a much increased train-mileage

wa

s run, conveying guests of New South 'Yales and

Victoria, re spect ively, for which

the

ratlway de

partment rec eived no

return." The net

res

ult

of

the improved co

ndition

s

hould

be to encourage

not altog

ether

uncalled-for reduction

in

freight

rates, the

further

improvement of the alig.nment,

reducing grades, &c., not so of e x t e ~ d 1 n g the

mileage. VIuch that IS desuable r ~ m a 1 n s to be

done

in

making "

the

crooked

st

raig

ht

and the

rough places plain." We note, for inst.ance, that

the locomotive mileage bears a proportiOn to

the

train-mileage of 1.37 to 1.

There seems to be continued competition between

the railway departments of the se ,·eral col?nies

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

for the traffic in

the

borderland, and

South

Aus

tralia suffers perhaps more

than

her neighbour

Victoria- and has attempted to obtain the adoption

of an uniform goods classification and rates, so as

to end hosti le quotations," but without success.

An in ter-State Uommission is to be appointed by

the Government of

th

e Commonwealth t o deal

wi

th

such

matters,

and much may be expected from

it.

It

would be advantageous, especially for

th

e

future, if the subject of gauges could al so be

brought within the sphere of the discussion. Un

fortunately, the principal railways runnin g out from

Adelaide, south as well as north, are on a 5 ft. 3 in.

gauge, one

trunk

line

extending for 104

 f

miles

to

the north-east and

the

other to the Victoria

bo

undary at

Serviceton,

196

miles from Adelaide.

Much traffic

has

thus

to be transferred, the rail

ways

in

the extreme south and north of the

colony being on the narrow gauge. Thus 507

miles are on the wider, and 1374: miles on the

3 ft. 6 in. gauge ; and inconvenience and cost must

result by th e breaking of bulk in the case of such

through traffic; and sooner rather

than

later the

trunk

lines will require to be made of a uniform

gauge

;

and it might be well to create a fund for

such purpose out of the profits, rather than pass them

to the credit of the general revenue of the State.

They are thereby lost sight of, whereas if utilised

or ear-marked for such fut ure improvements and

developments on the railway, they would ultimately

react on the general prosperity of

the

colony.

Under almost all

departments

of traffic

an

in

cr

ease is reported upon comparison with

the

figures

of the preceding year, excepting only in connection

with wool and live stock, lower rates having had

to be quoted for the latter, owing to the continued

drought. The decrease in

the

wool trade is much

to be regretted, although under normal conditions

it

does

not bulk

so large as in

other

colonies, pro

viding in

South Australia barely 5

per

cent. of

the

revenue from all goods, as compared, for instance,

with 17 per cent.

in

New South Wales. On pas

senger service the increase in revenue is equal to

6  per cent., on goods traffic 5i per cent., and

together about 6 per cent. ; but the work done

showed an addition of quite 12 per cent

.,

and the

expenditure has gone up

lOt per

cent.

The

tvtal receipts were 1, 166, 987l.,

an

increase of

69,629l. ; but the expenses were greater to the

extent of 71, 198l. The ratio of expenses to the

total revenue has increased to 58.95 per cent., as

against 56.37

per

cent. in

the

previous

year

;

but

much of

the addit

ion is due to replacements. I t is

intE-resting to note that this is still lower

than

the

well-managed system of New

South

Wales ,

and

compares with 62 per cent.

in

the United Kingdom.

In view of this, it is

in

teresting, although of little

significance, to compare the results per train-mile

in such a sparsely populated

co

lony as South

Australia with

the Unit

ed Kingdom. The main

tenance of way is about double what

it

is in this

country, i .e., 10.12d. per

tr

ain-mile; tractive charges

absorb 16d., as compared with lOd.; rolling stock

about 3. 75d., as against 3d.; traffic expenses about

8.99d., as aaainst 1ld.; the total

per

train-mile

being, for S7>u th Australia, 39.83d., and for the

United Kingdom, 34:.62d.; but 3id. of

the

former

is due to replacement and extraordinary mainten

ance, a

nd it

is not possible to indicate how much

of

the

British expendit ure is

attributable

to such

improvements.

The total quantity

of goods

dealt

with was 1,628.444: tons, of which 349,573 tons were

minerals ; 51,094 tons grain ; 22,563 tons wool. The

average haul was

124:

miles, and the receipts worked

out to

the

somewhat high average of

ld.

per ton

per mile, which, as we have said, must admit .of

reduction, greatly to

the

advantage of

co

lomal

developme

nt;

which,

after

all, should be

the

main

aim of railway adminis

trati

on, rather than the

creation of a surplus. The average distance travelled

per passenger is un der 12 m i l ~ s and. he_ mean are

two-thirds of a penny per mile, which IS certa10ly

f a c t

r y .

TRADE

LIBELS.

E NG INEERS and manufacturers have but li ttle

concern with the law of libel as commonly spoken

of. Ordinary libels and slanders, if uttered, have

only a remote bearing

upon

the

character of a

man

as an engineer or a

m ~ n u f a c t u r e r _

and. do

not

therefore constitute a topic of professwna

l1n

terest.

There is, however, a

certain

kind of 1ibel which,

in days when advertising is carried to extremes, is

well calculated at times to do serious

injury

to those

68

.)

who

are

engaged in

the

multifarious industries of

the

country.

High

praise of one's own sometimes

merges into disparagement of another's manufac

tures. I t is at this point that the law steps in,

and, subject to certain conditions, decrees that

advertisements of this undesirable character must

be

suppre

ssed.

Yet the judges are chary of interfering with the

right of a

man

to use every means to exaggerate

the value of his own goods. Certain cases, to which

we shall presently refer, clearly establish that where

a plaintiff seeks to recover damages for, or to

restrain the publication of a trade libel, he must

prove malice (i .e., legal malice) on

the

part

of

the

defendant, and he must also establish the fact that

he has suffered actual pecuniary loss traceable to

the

defendants' wrongful action.

The

term "trade libel" is defined by Dr. Blake

Odgers to include: "All statements, whether

written or verbal, which do not attack a man's

moral character, or question his solvency, or

in any way affect his private or professional

reputation, but which do, in fact, injure his

business and cause him pecuniary loss-whether

by disparaging

the

quality of

the

goods which the

plaintiff sells, or by asserting that they are not

the goods whioh he represents them to be, or that

they are an infringement of somebody's patent or

copyright, or for any oth

er

alleged reason urging

or warning people not to deal with the plaintiff or

not to pay him, or to bring actions against

h im-

any

words, in short, which, though not personally

defamatory, are

yet

clearly calculated to

injure

and have, in fact, injured- the plaintiff in his

trade."

The nature of the words which will constitute a

libel upon persons in

the

way of their trade is well

illustrated

by

the following case.

n

action was

brought in respect of

the

following passage which

appeared

in

a paper. "The most wideawake and

spirited of American trade journals has recently

contained several references to the Empire com

posing machines, which were recently installed in

the office (of an American newspaper) with such a

flourish of trumpets. From these paragraphs, we

gather that five machines altogether have been

employed in this office, the first being introduced

some time

in February

last,

the

other four com

mencing operations

in

March. So short lived,

however, does this installation appear to have been,

that

we

learn the machines were discontinued on

Wednesday, April 29. This will be a ve

ry

se rious blow for this machine."

It

was decided

by

the Court of Appeal

that

these words, be

sides being a disparagement of the plt\intifts'

machines, which would not be actionable without

proof of special damage, were also, when taken

in

their natural and ordinary meaning, capable of

being understood by men of ordinary intelligence

as conveying an imputation upon th e plaintiffs in

the way of their trade, and

the

question of libel or

no libe l was therefore rightly left to the jury (Empire

Typesetting Machine Company of New York

v 

Linotype Company, 79 L. T. 8). This judgment

was affirmed

in

the H ouse of Lords, when it was

stated that if the only meaning which can be

reasonably attached to a writing is that

it

is a

criticism upon

the

goods

or

manufacture of a trader,

it cannot

be the subject of an action for libel,

but

an imputation upon a man in

the

way of his

trade

is properly

the

subject

of an action

without

proof

of special damage."

It has been held in a comparatively recent case

(Hermann Loog v  Bean, 26 Ch. D., 306) that the

pr·inciples upon which

the p u b l i ~ a t i o n

of a libel

injuriously affecting

the

property or trade of

the

plaintiff may be

restrained

apply also in the case

of sl

ander;

and

that

an injunction may be

granted

to restrain oral defamation, where it affects parties

in their

pr

operty, trade, or business. The jurisdic

tion, however, will in such oases be exercised only

with the greatest caution. Thus, in the case re

ferred to, the defendant, who had been dismissed by

the plaintiff company, in whose employment he

had

been as agent, after his dismissal made slan

derous statements to the company's customers as

to the solvency of the company, and otherwise re

flecting on their trade and business;

it

was held

that such statements, though merely oral, mig

ht

be

restrained

by

injunction.

Thus, whenever A accuses B of knowingly and

intentionally infringing A's patent

or

copyright, or

imitating A's

trade

mark

or

brand,

or

using A's

firm name, or passing off his goods as A's, this is

a p e ~ o n l libel on

B.

But merely to state that

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686

's p ~ t e n t .is

i n v ~ l i d ,

that a picture which he

IS

puacy, Is n o hbel on B pe rsonally, and is

act10nable If the

word

s

be publish

ed falsely

maliciously,

and

special da.maae has resulted

the

publicat ion.

0

The

same principl

e

applies

to cases for what is

slander

of t itle. Thus,

in the

case of

v. S o u t ~ and. Main

(58

L .T.,

516)

it

was

ed

that

an act1on ltes against a defenda

nt

who

ss

ue

s a circular stating t hat the plaintiff's inven

had

been proved to

be an

infringement,, of

s own, when n o proceeding had

ever

been taken

o

test

i

ts

validity.

For

there

was

no g

round

atever for

the

posit ive

statement

made,

and

clearly no reasonable or probable cause

for making

it

.

In

Hubbuck

v. 'Vilson

((1899) 1

Q. B.

86), the

t

of

Appeal laid it.down t l ~ a t a statement by a

er that goods

of hts manufacture

are s

uperi

or

those manufactured

by another

rival trader,

untru

e a

nd

made maliciously, is

not

t10na ble as a

def

amatory libel, nor does

such

a

a

tement

afford

ground

for an action for disparaae

ent

of goods, ev.en i f

the

plaintiff is damnified

0

by

and avers.speCial damage. The most satisfactory

provtded

for

those

who are subject to trade

is

an

injunction

granted by

a Ju dge of the

Court.

The

Court will,

in

its discretion,

in

a

oper case grant an injunct ion either"on interlocu

ory application, or

at

the hearina of the action ·r e

t

he defendant from

sla;dering the titie of

p l a i ~ t i f f s to, a ~ d publishing a libel upon, a

of thetr manufacture or

invention

Food Company v. Massam, Ch.

582). But in the

case of fah;e trade circulars

application is made

to

retra

in

t he publicatiOI;

f circulars impug

ning

the plaintiff 's labels

on

cer

ai

n

manufactured

articles, and

threatening

legal

the plaintiff must sa tisfy

the

Court to

om application is

mad

e that

the

statements in

n are

untrue.

Moreover, an

in ju n

ctio

n to

rest

ra

in

the publica

on of a trade libel is only gr anted in the clearest

es

, s uch as those in wh ich a j

ury

would un

oubtedly

find t ha t the mat ter complained of was

be

llou ;,

and wher

e,

if they

found otherwi se,

their

rdi

ct would be

set

aside as

un r

easo

nabl

e. ( Liver

Household St ores Association

v.

Smith,

Ch.D. 170.)

Th e

wrongful

use of a trade mark is

not

infre

made

the

subj

ect

of comment on the

part

of

tr

ue owner of

the

mark.

Where th

ere

is

any

oubt

as to th

e

validity

of the mark, great ca

re

st be

taken

before any accusations relat ing t

he r

eto

made

through the me

dium

of advertisements.

In the

Royal

B

ak

ing Powder Company v. Wr ight,

and Co. ( t 8

R.

P.

C.,

95), the facts

were

these. In

1

89

7

two t rade marks registered

the

R Company,

of New

York, were ex

from t

he

Register

of

Trade

Marks

by t

he

of t he Court, at

the

instance of

the

defen

ants. Both trade mS\rks were labels containing

ominen tly

th

e words Royal

Bakin

g

Powd

er .

r t l y

afterwards

the

defendant

s iss

ued

a circular

efe

rrin

g to the order, which circular and the

a

te ments

made

by travellers and agen

ts

of the

efendants were alleged by the plaintiffs

to

be an

on that the plaintiffs were not ent itled to

ll

baking powder

as

Royal

Bakin

g

Powder,

that the defendants in tended to proceed against

r

sons using the l

abe

ls, to

stop

the u

se

of those

ords.

Th

e plaint iff company

then commenced

an

to res train the def

en

dants from represent

t

hat

the plaintiffs were not ent itled

to

sell

R

oyal

Baking

Powder " in th e Unite d

gdom,

and

from maliciously threatening t he

the i f f ~ with proceedings

respect

of their

sa

les of t

he

plaintiffs ba

king

I t

was

decided at th

e trial th

at

the cir

ar represented what was not t rue with regard to

plai

ntiff's

baking

powder and trade, and was

ss

ued n ot

in

good faith

in

support of a claim or

aht really made, or intended to

be

exercised by

e defendants, but maliciously, and t hat it had

aused spec

ial and

substantial

damage

to

the

a

intiff

s.

An

in j un

ct

ion w

as

gran

ted

in

the

first

but on appeal (which was affirmed

in

the

u

se of

Lords)

it

was decided

that

th

ere being

no

rc

um

st a

nc

es to suggest

that

the circular had

secondary meaning, evidence to ex

plain it

s mean

g was ina

dmi

ss

ibl

e, and that

the

circular

did

not

ean

that the

def

endan

ts

in tended to proceed

persons

selling the plaintiff's

baking powder,

nder

the

name of Royal Baking Powder, " and

the c i 1 , c u was n at; in

respect

untrue.

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

[Nov . 15 1901.

One very

interesting for m of a ' ' trade libel ,

r ema

ins

t o

be

considered.

I t

sometimes

happens

that a firm issues an advertisement to the effect

t h ~ t

some particular

article ha

s received

the

' ' f irst

priz

e m

eda

l "

at

a

particul

ar

exhibition

whereas in

fact

the

~ w a r d

in

question has been

b e ~ t o w e d

upon

a tra.de rival. T h ~

question

t h ~ n arises:

Can

pro

cess ts

sue

to

re

st

ratn

the publication of

such

a mis

l

eading statement

7

So far

as we

are

aware,

ther

e

has been no case on the point. In our view, if it

could be

shown

that such a statement was issued

ma.liciowdy, and

with

the

intention

to injure the

person

who

was

the true

ho

ld

er

of the

a

ward

th

e

statement would be

lib

ellous, and could be m the

subject-matter of

successful proceedings.

the piston, which

p u s ~ e s

up the cartridges, can

be thrown

out

of actiOn by a lever which re

leases a

spring

in the lock. The effedt of

this

is

the cart ridges can be dro

pped

in

to

the m

aaa

ztne,

and

do

not

require careful individual ins:r

~ i o n as

in

the ~ r d . They may be carried

1n any way ; In bandoliers or pouches, but it is

preferred

to

carry them in

a bandolier fi

tted

with

metallic clips which hold five each. These clip s

are held over

the

rr:agazine, and the contents

s e d o

ut

most d i l y .

I t

is not possible to de

s c r t ~ e the. e c h a ~ I m of

the

lock without drawings,

b u ~ 1ts chtef men ts ~ h a t it has no projecting

striker, t hat the cock

mg

Is do

ne on

the unlockinu

of

the bolt,

and that

the

bolt

cannot fall out

~ h e r.ifle is carried on a ga lloping horse. The rifle

Is

bem

g made by Messrs.

Bland

and Sons, King

\ V i l l i a m -

Strand,

W.

C.

Last Monday a

n.umber of t r i a l ~ were made of

the

speed of firing

atmed sho ts against a Le e-Metford rifle, with the

g e n e r a ~

result that

new

rifle o

nly

required abo

ut

t w o ~ h u d s

of the t 1 m ~ of the

re

gulation weapon.

P osstbly part of the ga in should be credited to the

marksman.

NOTES.

CoMPENSATION FOR CoMPULSORY P uRCHASE.

A CURI OUS point under the law relating to com

pen

satioJ fo

r. c o m p u ~ s ? r y

purchase

ha

s recently

been dec1ded 1n the Dtvtsional Court by Ridley

and

~ h i l l i m o r e , JJ .

I t

appears that the Bwlfa Col

hery Co

mp

a

ny

own

certain

seams of coal which lie

beneath a r eservoir. B efo

re

procee

ding to

work

the coal, they gave due n

ot

ice to the

water

company.

Th e wat er compllny immediately gave not ice to the

colliery to treat for the compulsory of

the coal lymg under th e reservoir. Th is notice

was . served on October

15, 1898,

and as the

partt

es were

unable

to

agree as

to the amount

of

compensation,

ar bitrator was

appointed

to

d

ete

rmtne the questwn. The hearin cr was for some

reason delayed until April,

1901.

A

0

quest ion then

ar

?s

e as

to

the upon which the purchase

P.riCe should

be

es

timated,

as the price of coal

had

risen enormously, and had again fallen since

t

he

da te of the notice to tr eat. In these circum

sta

nces, the

water

company

contended

that the

price should be est imated

as

at t he date of t he

notice, while the colliery owners su bmitted that

the arbitrator should

ta

ke

in

to

cons

iderati

on the

immense profit which would

ha

ve been realised

on

coal excavated a

nd

so

ld subsequent to

that

date.

Th

e arbitrator having estimated t he proper amounts

based upon each

fi

gure, stated a case for

the

opit;1ion of the High. Cour t.

Th

e

ir

lordships

hav-e

deCided that t he

arbttrator

was no t

only

e

ntitl

ed,

but bo

und,

to have regard to the enhanced price of

coal.

Th

e

rea

so

ns

for

their judgment

were

in

effect : ' ' The water company do not

purchase

the

coal or the land which contains

i t ; they mer

e

ly

buy the right to prevent the coalowners from

working it. A large quantity

of

coal

cannot

be

ex

cavated all

at

once, and therefore compensation for

prevent ing such excavation must be assessed

upon

th e basis of the price which the coal will fetch at

the t ime

when

it is excavated." The coalowners

the

ref

ore had

judgmen

t for the lar

ger

amount.

This judgment, which is of great import ance to the

owners of collieries, is consistent

with

a well-known

principle of the law of compensa tion- namely, that

c

on t

inge

nt

or

pr

o

babl

e profits s

hall be take n in

to

consideration. Any evidence,

apparently,

which

can be put forward

to

enhance the value of property

t

aken

compulsorily should

be

for thcoming

at

the

h

ea

rinc

.

0

T

E

H

YLARD AND

BIN

GRAM R IFLE

.

A new rifle, the invention of Mr.

John

Hylard,

of Me

lb

ourne, Australia, was shown

last

Monday

at

the St a

ine

s Range.

In this

rifle

th

ere

are

several f

ea t

ures which are both new and valuable.

The st riker is

almost entirely

co

ntained within

the

bolt, the only projecting part being the fine point

which hi ts t he

cap in the

cartridge, and its projec

tion is less than in. There is t hu s no dang

er

of

t

he

st riker being bent and re ndered u

sele

ss if the

rifle should be

dr

opped

on

rocky

ground

. The

re

is no coiled spring around the st riker ;

it

re

ceives i ts energy from a hammer ,

operated

by

a flat spring,

both hammer

and

spring

being

within the loc

k.

This spring is bent

to it

s

ac t

ing

po sition when the bolt is rotated previous to wit h

drawal, and is locked in that position until the bolt

is

returned to

close the breech. U

ntil

that action

is accomplished , t he rifle ..:annot be fired. Th us

t he effort

required to

cock

the gun

is

made

during

the

unl

ock ing of the bolt, and not

during

the

time

it is being

returned

to the

breech,

as in the Lee

Metford rifle. I t is stated

that

this renders it

possible to load and fire continuously o

ut of

the

magazine

without

removing the weapon from the

shoulder. The magazine

takes

five car trid ges.

The bott

om

can be remoyed for cleaning, while

E G LASGow ExHIBITION RESULTS.

.

The d ~ y

is past when great expectations are

tndulged 1n by the promoters

of

exhibitions but

t h e ~ e are, nevertheless, di rect advantages

to

be

realised from

such shows, and

it

is sa tisfacto

ry

to

record

that,

within suc

h reaso

nable limit

a

tions, the Glasgow Exhibition, which was closed

on

Saturday

last , can

be

pronounced an un

qua

li

~ e d success. The enormous a ttendance

pr

oves,

In the first place, that such a temporary addition

~ ~ e

gaiety of a

nation

is acceptable.

The

Ex

lubitwn

was opened

on

May 2, a

nd continu

ed

until

November

9, and during

that

period

11,497,220

persons attended, a

total

never before

re

ac

hed

by any exhibition in

this

coun try, and

fullY:

. o u b l t

he a t t ~ n d a . n c e

at the previous

Ex htbi twn

at Glasgow

In 1888. Th

e highest

at

tendance was on the closing day, when

173,266

passed through th e t

urn

st iles, while t he hiah

est

n

umber

achieved

by

any exhibition in this c o ~ n t r

was at the

1888

Exhibition at Glasgow, when the

total, again on the closing day, reached

117 901.

At the

Exhibition

in London in

18

51 the h i ~ h e s t

number

of admissions was

10

9,760.

There ;.ere

t wenty-four da

ys

when

the attendance

at Glasgow

exceeded

100,000,

and on t

hr

ee day s only did it fall

below 40,000. The

total

money taken at the t

urn

st iles, e x ~ l u d i n g , of course, season

ticket

receipts as

well

as

railway coupons, was

167

8

87l

., and it is prob

able that the

net

result of the Exhibition from a

f i n a n c i ~ l i n t of view, will be a

s u r p l u ~

closely

approXImatmg to 100,000l.

Thi

s sum,

it

is ex

pected, will be spent in purchasing pictures for

the

magnificent art gallery

buil

t

pnrtly

from the surplus

of

the last

Exhibition

and partly from public

sub

scription. As to the educational value, the

re

can

be no do

ubt

that many

ha

ve profited by a st

udy

of

the machine tools alone, than which few finer

collections of mechanical appliances have ever been

ga

thered toget

her. Ma

ny

employe

rs

wisely

sent

nu.mbers of their workmen specially to s tudy

this ~ ~ p a r t m e n t an d it was i f y ~ n

during

our

VI

Sits

to

find Scotch workmen

makwg

minute

examinations

in t

o

the

d

et a

ils of such tools.

As to the amount of business done by the exhib

it

ors,

it

is n

ot

possible to get any defini te es timnte ; some

mak e

no secret

of the fact that

they

have

been

able

to do

a

very

satisfactory trade

in the

sale

of the tools, &c., on show, while others state that

business has been very unsat isfact

or

y ; probably

so

methin

g be tween the two

extre

mes is t he ri

cr

ht

es timate, and certainly several firms a re

s a t i s f i ~ d

Th e re

lati

ons between the foreign exhibitors and

t

he Executive

Oo uncil have been most amicable,

and it

is

not

by

any means

the

e a ~ t satisfactory

indication of res

ults that

a number of the French

exhibitors' representatives spontaneously collected

oOl and

hand

ed

it

over to the Lord Provost of

Glasgow for dis

tribution

amongst th e infirmaries

and hospitalR of the ci ty. All conn ected with th e

Exhibit.ion are

to

be congratulated on a success to

which unusua

lly

fine weather, and t

he

loyalty

and

bu

s

in

ess

en terp

rise of

the

citizens,

contributed

alm

ost in equal proportions.

G.ERMAN

EL

ECTRICITY

wORK

•

The

stat

istics of Ge rman el

ec t

ricity work s,

published in

the Elec

t ·ot  

hnisc

he

Zeit

s

hl ijf,

bring

the

data up to

the

end of ~ l a r c h ,

190

1, because

m ~ n y establishments cl<,se their

year

ly

•

•

•

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Nov.

Is,

Igox.J

with t he last of

March.

Th e statistics

2?

?a

ges . of t he journal. Al thou

gh

such

compllatwn IS undoub

te

dl y of h

ig

h ge

ner

al

teres t , 1

50

works- a

lm

ost a quarter of the num

of works which were in exis tence in 1900 -

ad not

r

et

ur

ned

the

in

q

ui

ry

sheets

.

Th

e

column

s

n ~ m e

place,

and

proprietor

of the wo

rk

s,

l

ation

?f

the place, supply

sy

st em, primary

~ ~ g 1 a

nd

battery

powers,

l

amps and

oto

rs .Joined, number

of

el

ec trici

ty

me te

rs,

da t

e

f

ope

n10g , r

emark

s,

and capita

l

in v

ested. Th is

atte

r

column

is n

ew

, a

nd, so far, ra

ther

un c

e

rtatn.

nly

318 of 7

86 works,

t he

tota

l number

of

ce

n

stations, have

ans w

ered this inquiry

.

Th ese

w

orks, of 137,508

kilowatts power h

ave

cost

81

marks (shillings)

. On

ave

ra

<>e

,

the kilowatt re q

ui

res

an

in vestment

0

of

628 mark

s

; and

a

ssu min

g t

his

aver

ag

e for the

l of

powe

r

available, 290,000

ki low

atts

we

e

to

a

tota

l cap

ital in

vestment

in

el

eot;ic

ity

orks of

472 million mark

s. An

ot

her

ba s

is

of

g

iv

es

640 million marks

; neither figure

s r elia

ble, but we

get an

idea

of t he

capital

unk

in .these

plants

. Th e

thirty-three Germ

an

wns wlth

more than 100,000

inhabitants all

at

l

east

one public el

ectr

icity

station

iel

alone not

supp lying y

et)

; m

ost medium·

size

wns

are

also p ro

vided, but

there

is

enough sco

pe

eft

for ente

rp r

ise

. The

76

8 ele

ctricity

stations

of

90

1 rep r

esent au

in

crease

of 122, or co

nsidering

that

works h

ave been

removed

from

la

st

year 's list, of

works o

ve

r 19

00

;

90

works are under con

struc

ion. The figures quo te d in the following lines

all

1

90

1 un

le s

s otherwise stated, and those of

are

added in br ackets. A

ltoget

h

er

1200 places

re supplied with el

ec t

ric ligh t or pe

wer;

one plant

shes

66

pla

ce

s within a radius of 12 miles ;

1.3 (80 .4) per cent. of

all

central

stat

ions, r epre

g in their engin es 4

3.8,

and in th eir en g

in

es

batteries 49

per

cent. of the to tal power,

upply exclus

ively

continuous current. The power

tages of last year

were higher,

47 .4 and 63.8

spective

ly

. The reason is t hat the numerous

plants are generally on the p ure continuo

us

urrent system, but not the recent large

additions.

ere are 43 (38) mixed triphase and continuous

plants aggregating 86,986 (41,757) kilo

in engine

a

nd 102,

5

11 (46,608) ki l

o

watts in

an

d

batt

e

ry power. Of combined

a

lt

e

rnating

nd

co

ntinu

ous-

curr

e

n t

s

ys t

e

ms we count 10

(6),

of

6874

(1599)

ki l

ow

atts;

their

batter

y

amounts to 10

5 (

100)

kilow

atts.

Triphase

p

ur

e number 45

(39)

, wit h 41

,634

(35,677)

l

owatts

power ;

the

m

ono or

biphase pl

an t

s

count

(42), w

it

h

17,5

48 (21, 572) ki lo

watts.

Mon

ocyc

lic

ra

to

rs a re

employed in two

plants to

gethe

r of

kilowatts

. On

ly

3.8 (6.

9)

per ce

nt. of

the pure

ontinous-c

ur r

e

n t plan ts dispense with accumu

tors.

The

accum

ulators

r

epresent 36 .2

(37.

9)

t

he

engine

power, and

26.6

(27.5)

pe r

cent.

the total p

owe

r of

th ese direct

-

curre

n t plants,

nd

t

he accumu

l

ators

of lighting

stat

ions

in

general

up

21.6 (2

0.

0)

of their eng

in

e

power,

and

.7

(16.7) of their c

om bined powe

r. As

regar

ds

power, we

find th

at

60.3 per

ce

nt. (58.6)

f all

central stat

i

ons,

r e

presenting 80.7

per

cent.

76

.5)

of the

total

p o

wer

availa

ble,

r

el

y

entirely

n steam. Water-power is not of general import

in Germany ;

apart fr

om

Rhein feld

en, with

ts 12, 360 kilowatts,

we

ha

ve 72

small

water-power

lants,

agg

regating only

3354

kilow

at

ts. Both

a

nd

wat er power-

one,

as a rule, as

reserve

re

em

pl

oyed

in

170

(144) works of 35,969

74

) ki lowatbs. Ga s power (

inclu

d ing furn

ace

producer gas) is now

so

lely relied up on in

central stations of 3106 ki lowatts. Gas engines

re, further, to be found in many wor ks ; bu t t heir

tal powe1· does not make up more th an 1.1 per

. of the total engine power of all the

centra

l

ns .

The

38 sta

ti

ons of the la rge to

wu

s and

the

Sil

es ian mining di stricts of

Oh

or zow an d

borze, ran

ging

fr om 22,

07

5

kilowatts (Oberspree

,

ear Berlin)

down to

2072

kilowatts (Hanover) are

ith their 1

92

,0

55 kilowatts

mo

re powerfu

l

than

t he

th

er 730 wo

rk

s a

lt

ogeth

er wi

th

th eir 160

,5

15

k ilo

.

Th

ere

wer

e conn e

cte

d

to

t he

768

(65

2)

s,

3,403,205 (2,623,893) incandesce

n

ce

lamps,

at

50

w

att

s,

64,278

(50,

070

)

10

-

ampere arc

mps,

a

nd

141,4

14

(

10

6,

368) motor

s,

not

r

ec

ko

n

curren t for e

lectr

olysis,

he a

t

in

g,

&c

. Th e

espective increases

over la

st

year

represent 17.8,

7, 28.4, and 33 p er cent . The central

stat

i

ons

126,

695

el

ec t

ricity

meters

.

Th

e

768 electric

s

menti

on ed are located in

749

diffe

rent

.

h

N G I N E E R I N

G.

there was, in most cases, some small

co

rner unfilled which

MI

SCELLANEA

would n

ot

have been

the

case with hydraulic rivet ing.

A

HIGHLY

remarkable wo

rk

is described in a recent Another member stated

that

in riveting toget>her six B-in.

issue of

the Scient·ific me

  io

an  

Ib consists of four cables plates wi th

g-

in. rivets driven by the large

so

size

Q.

and C.

spanning

th

e straits of Carquine z, between

the

Solano pneumatic hammer, the hol

es

on cutting through

the

and

Co

ntra

Costa. Counties

of

California.

The

horizontal rivets proved

t

be about as well filled ac3 is usual

by

span between the towers supporting the cables is 4427 ft. , other methods of rivet ing. Experiments made on behalf

and the height

ab

the centre abo'\'e the water is

206

ft. of

the

Chicago, Burlington, and Qu inoey Railway, on

the

Th

e oa.blE's,

of

which

th

ere are four, are used for

co

nvey·

obhe

r hand, showed

that

long holes were far from being

ing electric

ity

across

the

straits. The voltage on

the

line completely filled either by hand riveting or by steam

or

i3

40,00

0, and the insulators weigh

50

lb. each. The c9.bles air pressure·riveting. I n these experime

nt

s holes were

are

built up of

19

plough steel wires, and measure exter· drilled through iron pins, and these holes were

th

en filled

nally about g in. in diameter.

The

tension on each cable by rivet3. P ut ting

the

wo

rk

into a lathe, washers were

at the towera is about 10 tons. out from these pins right down to

the

shank of the rivet,

The pottery trade

arbit

ration

ab

Hanley, having ref

er

- and these washers invariably proved loose, with the

ence to a propose d series of rules regulating the character exception of those immediately under the heads of

of

the

lead glazes use

d,

was brought to an unexpected the rive ts. Hydraulic-driven

ri

vets were nob tested in

termination on

Tues

day. Lord James of H ereford. the this way. Where reamed holes are specified, it was

umpir

e,

proposed that

the

application of the new Home stated

that the

railway

co

mpanies now dema

nd that the

Office rules as to " fri

tt

ing " and

the

solubility of lead boles shall be punched in. small, and

the

reaming is

shonld be p

ostn

oned for eig

ht

een months, with a further

th

en effected by a twist drill, which costs

le

ss

th

an using

t

4

"f  4.h

4

f d d'

4

H h d a tap

er

reamer

wh

en so large an amount of metal has to

pos ponemenu

1

u au were oun expe Ienu. e a be removed

fr

om

the

of

the

hole.

t

was mentioned

been induced to r

eco

mmend this course, because

it

had

:>een shown that und

er

tbe existing rules lead

p ~ i s o n ·

incidentally that with t e multi.ple

p u n ~ h e s

now .largely

mg

had gr

eat

ly decreased, and he hoped

that

wtth a empl

ore

d there was often a. d t f f i m matohmg t

he

further observance

of the

general rules it would die

out

holes

th.

e web and

t h ~

angles, smce the amount of

altogether. stretchmg IS n

ot

the

sa

me m

the

two cases.

h

. . .

The

Vengeance, babtlesbip carried

out

her gun.mo

unt·

Le

Yacht

s t a ~ e s

t

ab

1mmedtately af

ter

the

la

unch of · ing

bri

aJs

at

Portsmouth on Saturday, sfber several post-

the

F rench crutser L

eo

n Gambetta, on Q ~ t o b e r 26,.work ponements in co nsequence of

the

fog. The Vengeance is

was begun

B:t

Brest the

firdb

of

the

stx b a t t of

the

first

batt

leship built by Messrs. Vicker£l, S o m ~ , and

14

,865 tons mcluded m

th

e programme

tb

e e a ~ e

1\IIax

im, and she is also

th

e onJy sh

ip

in

the

British Navy

of

the

~ a v y voted last

~ e a r

the

P d . r h a ~ e n t .

~ h i s which has been built, engined, armoured, and supplied

vtessel

W l ~ l be called

t ~ e

q u e and a .stster·sbtp- wi

th

her heavy gun mountings by one firm. She waa

he

Pa.t

r

e  to be

b ~ l l t

m a

J>r

1

vate yard,

1

s also to

.be

ordered twelve months later t han her five sister

veeseJP

,

:>egun ~ h i s I t IS O \ ~ e v t ~ e n ~

t

hat

four

i D ·

the

Canopus, Goliatb , Ocean, Albion, and

Glory;

and

Sir

ng shtps wlll n

ot

be

~ U i l b

Wlthm the time ortgmally William White, profiting by his experience in

the

in

te

r.

~ n t e n d e

for the ~ O J ? 1 m t t t of ~ h e Budget for 1

90

2

has val was enabled to effect some important improvemen

tl3,

JUS

t refuse

d. the

Mtmster of Martne

the

crfdtts necessary such as

bette

r speed, greater prot

eo

ti vo strength, and a

for

~ h e

laymg down

of thr

ee of . t ~ e m nexb year . The higher

offe

nsive power. The chief difference, however,

  D ~ n t may overrule

th

e 1 o n of the comm1ttee, between the Vengeance

and

her predece

f so

rs of

th

e Can

o

but

thlS

Is

n

ot ab

all

r ? b ~ b l e ,

and

1b

ma:r be

l >

oked upon pus class is the new type

of

heavy gun m

ou

nting, by means

as cer tam

that the

b u t l ~ m g of th&e shtps will be post· of which the 12-in. guns can be loaded at all firing posi

poned at least one year,

lf nob

more. tions, whether of training or elevation. The Vengeance is

Ac

co

rding to a telegram received by the

No

vo Vr

emya

also the la.sb ship to be supplied with the

Mark

VIII. Wool

from Vladivostok,

the

task of laying

the

rails of

the

wich gun

of

46 bona and

36

calibres in length, which, though

No

rth

ern Manchurian Ra ilway was completed on the 3rd n

ot

so powerful as

the

Vicke

rs Mark

IX.

of 40

calibr

e:.,

is

inst.,

the

anniversary

of the

Tsar's

co ron

a

ti

on. This line still a formidable weapon, as it

fir

es a projectile

of 850

lb.

co

nn

eo

t.s Vladiv

os

tok with the great Siberian railway. in wei

ght

with a muzzle velocity

of 2367 fo

ot-seconds aud

a

t

js

ex

pected to be open for

traffic

in a few monthP, and

mu zz

le energy

of 33

,

000

foot-tons. A

co

mplete broadside

will very much shorten

the

journey to the Far Eas t. from the

Ve

ngeance wou ld into action four 12 -in.,

Hitherto, travellers have had to take a steamer on the she 6-in., six

12

-pounder, and s1x Maxim gun s. These

Amur from

the

terminus of the Siberian Railway to 22 g

un

s would fire at one time 11,000 lb.

of

metal wi th a

Khaba

rovsk, which is

~ c t e d

by rail to Vladivos tok.

co

llective energy at the muzzle of over 600,000 foob-tons.

When the

new line is in working order

the

only break An importa

nt

advantage afforded by

the

new mounting

in

the

railw

ay co

nnection between M

osco

w and Vladi· is,

that

while

the

gun can

bs

k

epb

sighted on

the

object

vostok will be

ab

Lake Baikal.

The

wo

rk

of constructing aimed at, the gear is simplified

ra

ther than

co

mpli.

a line round

the

southern end of the lake will be begun cated

 

as bhere are no locking bolts nor apparatus for

immediately, but canno t be finished for several years. The workmg them. All

the

leading- operations are carried

line which connects

Port

A

rthur

with

Harbin

on the

out

by hydraulic power, but Simple fittings have been

Northern Manchurian]

Ra

ilway is already in working pr

ov

ided for

the

use of hand·power as an alternati

ve

.

In

ord

er

.

the

forward

turret

three rounds were

fir

ed from each gun

with practice and service charges from

10

deg. before to

Pro

fessor r n o w states that there are now some 25,000 10 deg. abaft the beam. The last two rounds were fi red

miles

of

logging rail roads in the U nited States alone. simultaneously, one gun being at

the

maximum depree

Some of these are laid with wooden poles, 6 in.

to

8 in. sion and

the ot

her at the maximum elevation, b

ut

no

or

12

in. in diameter, to ser

ve

as rails. They are laid damage

wa

s done beyond

the

breaking of a few glaes

without cross-sleepers,

but

are pinned toge

ther

at a 60-in. fittings. In

the

aft

er

-

turret

four rounds

we

re fired from

gauge.

The

cost is

but 100

dols. to

200

dols. per mile; each gun, to ascertain

the

maximum r

ate

of

fi

re obtain

ab

le

but

on

ly

light

loads can be hauled on

them

, and

the

with

th

e type

of

loading gear.

Th

e results were regarded

rolling stook

must

also be light, so that they are suitab le as highly satisfactory, as it was show n

that

wit>h a brained

only for level dist

ri

cts. In other oases

sa

wed wooden rails crew and the ma chinery opera ted under ordinary wotking

are used, the cost being

the

n from

300

dols. to

800

dols. t i o n E ~ , a rate of two rounds a min

ute

could be main·

per mile.

In

genera], however, repairs on these tained for a prolonged pe

ri

od.

roads are

eo

heavy

that

steel track is preferred in

spite of

the

h

ea

vier initial cost. On narrow·gauge

lines steel rails weighing 20 lb. to

30

lb. per yard fi

ll

alJ

the

requirements

of the

situation. With the standard

gauge. rails weighing

30

lb. to

40

lb. per yard are needed,

though in special oases 75·lb. rails have been used. In

the

Cornell forests 40-lb. rails are used on

the

spura and

46

-lb. rails on

the

main road, with an eng-ine weight of

27

tons.

In

constructing these roa

d:

,

whiCh

ser

ve

tem

porary requirements only, earthworks are reduced to a

minimum, and are often replaced by cribs bu

ilt

of unmar

ketable loge, whilst marshes are crossed by mattings

of brushwood. Steam loaders are employed, which

are

capable of picking

up 600

to 8

00

logs

per

day,

provided these are within 100ft. of

the

track,

Loe-s

at

greater dis

tan

ces

fr

om

the

track

ar

e usually hauled

w1t>hin

range of

the

loader by animal power; but wire rope

steam-driven skidding systems are coming in to use and

promise,

Pro

fessor Fernow states, to e

ntir

ely supersede

animal power wherever

lar

ge enough masses of hardwood

are

to

be lumbered.

Th

e logs are hauled by wire rop

es

,

which

are

taken

out

to

the

log from the hauling engine

by a horse or mule. A

st

eel nose is provided which steers

the

log over

st

umps, stones, or other impediments.

The

greatest length of haul is usually not more

than

1

500

ft.,

and each machine will haul on an average 140 to 160 logs

per day.

In

a discussion on " Mod

er

n Practice in Bridge Shop

work " at a recent meet ing

of the

Waste

rn

Society of

Engineers, some interesting notes on

th

e relative advan

tages of hand, hydraulic, and pneumatic hammer rivet·

ing

were contributed by diff

erent

members. I t was

co

nceded

that

when pressures of

70

to 80 were used

on f -in. to g· in. rivets,

the

best work

wa

s gtven by

the

hydraulic machine, and that

in the

se

condit>ions

holes as

much as 2 in. deep

co

uld be thoroughly filled.

With the

pneumatic hamm

er

f ·in. rivets

in

1-in. and

1 ~ - i n .

plates

showed some slight cavities when

cub

bhrougn, bhou&"h,

speaking generally,

the

boles were really well filled. St1ll,

COKE

IN

BEL

GI

Ul I.-The

quantity of

co

ke made in

Be

lgium last year

wa

s 2,4

34,678

tons.

The

co

rr

espond

ing oubpub in 1899

wa

s

2,

304,607 tons; in 1898, 2,161,162

tons ; and in 1

897,

2,207,

84

0 tono.

WH A

T IS A

SHOP ?

:J\Ifuch t rouble has been occasioned

in

co

nnec

ti

on with

the

interpretation of rece

nt

Acts of

Parliament by

the

o

mi

ssion

of

suitable definitions

of the

t

erms

used

th

erein.

f

the

etymologies.  m

ea

ning were

always attached, but little difficulty would arise;

io

is the

gartial definition of a. term which vexes t he lawyer 's mind.

This was illustrated in a recent case before

the

Divisional

Court.

By the

Shop Hours

Act

, 1

892

, s.

4,

it is provided

that in

every shop where a young person is employed a

notice

sha

ll be exhibited

stati

ng

th

e number of hours a

week during which a young person may lawfully be

employed in

that

shop. "Shop," as defined in

the

Acfl,

means reta il and wholesale shop

s,

markets, stalls and

warehouses in which assistants are employed for hire,

and includes licensed public-houses and refreshme

nt

houses of a

ny

kind. In

the

case under notic

e,

a boy

in

the

employment of Messrs.

W.

H . Smith and Son, at

Redhill, was se

nt

over to Mersbham Station to sell papers

from a

sta

ll, which consisted of a board and trestles, for

3

hours a day. No n

ot

ice was posted at that stall speOI·

fying

the

number of hours during which the b_Qy was

eml>

loyed, in

co

nsequence of which

lVIess

rs. W. H.

Sm

tth

and Son were summoned and fined. On appe

aJ,

the Divisiona,l Co

urt

decided

that

it

wa

s n

ot

necessary to

have a notice at this place, as

th

e boy was in r

ea

li t

y

" employed "

at

Redhill, where

a.

proper notice was posted.

The Chief Justice, however, said that ·it would be

ri

di

cu

lous to hold that

the

st ructure in question wa s a " stall

or shop" within the meaning of tbe Act. What, then, is

a stall within

the

m

ea

ning of

the Act

? It is subtle

distinctions of this kind which render all grandmothe

rly

Acts of

Parliament

so diffic

ult

to interpret.

•

7/23/2019 Engineering Vol 72 1901-11-15

http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 21/31

NOTES FROM

THE

UNITED STATES.

PHILADELPHIA, November 1

THE situation in the Ameri c9.n steel market has

changed

for

the

be t

ter,

in

consequence

of

the ruah

of

large orders for de

liv

ery next year in most iron and

~ t e e p r o d ~ c t s . The vo

lume of business

is

percept

Ib

ly larg

er 1n

both crude and

finished a t e r ·

the

str ongest feature of the

en tire

market is steel ;ails

the

de

mand for

wh i

c

h,

for

next

year s delh

re

ry

the

o n s

of

three

months ago. The

produmng capamty Is about 4 million t ons per year ·

the orders, including inquiries now on hand amount

to

2 mi

ll i

on tons. Th ere is a rumour t o·day that

in

consequen

ce

pr i

ces

are

to

be

adYanced

from

28

do

ls.

produ

ced

to

30 do

ls. per

ton. Mr.

Ca

rn eg

ie

is

due

h ~ r e

in

a

day or

so,

and

, despite the

fa

ct t hat he has

wi thdrawn from a

ll

business, his advice will doubtless

be. sought concerning

the ad v

isabili ty of

adva

ncing

pr10es to

30

dola. Mr . Cnn

egie

stated some months

ago

that

Rteel rails could be ma de at a profit

of

15 dols.

and the present

prices

afford a

lib

er al

margin.

A

vast

amount

of

new rai lroad const

ru ct

i

on

work

is

coming

and

th? r a i ~ r o a d builders

are beginning

to appremate ·

the

situatiOn,

and

to recognise that

i

t h

ey

want to beg

in

t r a c ~ - l a y i n g in th e spring, i t will

be

necessary to place their orders soon. I t is

this

fact

that

is t he basis of t he rumoured

advance.

In steel

billets t h

ere

is a great scarcity ; productive

capac

i

ty

is

far

overso

ld, and

it will

be so

me

time

before

new

capacity will a ~ a i l a b l e .

~ h e r e large in

q

uiri

es,

or.rather negotiatiOns, pendmg this

week

for bill

ets

a 3 well as for Bessemer

and

basic iron.

I t

is

pro

bable

th

ere fore, t hat during the month of November

quantities

of

raw

material will be contracted for.

The

sam e sa tisfactory conditions prevail in all

other

b r a . n of

the ~ t ~ e l industry, and

it

would appear

much hke a repe t i tiOn to st at e the facts and condit ions

a 3

they are to ·day. The

bridgebuilders

and ot her

users of

st

ru

ct

ural material

are ve

ry

anxiou

s th is

week

t o secure la

rg

e supplies of mat erial,

and

i t is

sa

id, on

wh at appears to be good a

uthority,

that

there

will be

a.n

advance

in

shapes

within

a short t ime. I t is such

rumours

as

t hese,

co

up led

with the

knowledge that

eno

rm ous requiremen ts are ahead of us, t h

at

disturbs

the

market with rum our s

of

an adv

ance

.

Sh

ipbuilding

is also

calling for

much

more

material; q

ui

te a number

of ca

r

works,

in fact a

ll

t he la

rg

er

establishments,

are

working

at nig

ht

in order

to ac

c

ommodate

the railr

oad

s.

The

car

shortage ha

s reached such propor tions as t o

cause serious

in

convenience to shippe

rs

a

nd

manufac

turers.

In t he Pittsburg dist rict

there

is

at

pre sent

only

a.

half supply. In other districts

the

situation is

not very much better. In plates, s

heets

,

pipes,

and

sklep iron there is quite a. de

mand

for early de

liv

e

ry.

Th

e

situation all through is very

st

rong ,

and

the

a

ct

ivity

is

extending

to

coal and c

oke, which

some

conce

rn

s

are

endeavouring to accumulate.

The stee

l

makers

are

plan ning

furth

er enlargements

; the

largest

independent producers

a t

Pittsburg a re

putting

in

facilities to manufacture s

te

el rails. One

of

the

features of the rail demand is th e call for light

section

s ;

ano

th er feature is the call for very heavy

sections

-

from

80

lb. to

100

lb.

The monetary

si t

uat

ion

is

favourable,

and the banks a.re able

to

meet

all requirements;

no failures of importance

are

announced, a

nd

from

the

financial

standpoint there

is nothing to apprehend of a disturbing nature.

There may be some elements

of

weakn ess

at

work, but,

i so,

they

are beyond the range

of

vision. .

Th

e

great

coa

l combina tion, which has occupied a good deal of

attention, and which

controls

a quarter

million acres

in West Virginia

is

nearing com

plet

ion. The re

is

also

great

en terprise in bo

ring for new

depo

s

it

s

of ore

in the

outskirts

of

the

lake re gion ,

and

by

the

openin g

of u

ext

spr ing th e ore

area

will have been gre

atly

extended,

d

espite

the in t

erva

l of cold

weather.

November 6.

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

[N

OV .

15 I

901.

of 200,000 acres of roal lands in West

Vi

rginia,

but

only secured a c r e ~ . The deal will eventually

go t h ~ o u g h a t a

hi

gher pr iCe per acre t

ban

was origi

nally Intended. P ri ces for

bas

ic steel have advanced

75

.c

ents per t ~ n Pittsburgh

in

the open mark

et

, but

fimshed material IS un chan

ged

. The most

in

teresting

feature of

the ma

rket is

the rush for

cars

. The

Penn

sy lv

ania

Railroad Company is

in

the ma

rke

t for a

num?er.

The

pre ss

ur

e for cars is beyond all record.

Bndge builders are once more in

the

market for

ma

~ e r i a ~

for winter delivery , a

nd

the

ques tion

of

an ad vance

m priCes for

beams

is n

ow

under

consideratio

n. The

general ~ d u s t r i a l s i t u a t i o n

is

st

ron g,and manufac turers

are see

kmg

to

pr

otect themselv

es

by

co

nt r

acts for

raw material

of all

kin

ds

. The m

ovement

of cotton

has again become very heavy. Last week s exports

rea ched 423,393

ba

les, of which 210,264

ba

les were

s h i p p ~ d t o . n g l a ~ d : The volume of gen

era

l mer

chandtse shtpments IS enormous, and some lines are

blocked. For i ~ s t a n at this wri t ing 30,000 tone of

flour now await transportation

at

t he head

of

the

Lakes,

for Buffalo. T his

requires

1500

cars

. There

are other la

rg

e

st

ocks besides.

:Mr. Oeo rge S. Gibbs, general manager, Philip

Burt,

g e ~ e ~ r a f f i c manage r, and Charl es A. Harnson,

c

h1

ef eng meer

of

t he

No rth-Easter

n

R9.

ilway of En g

lan

d, are here as guests of t he Pennsylvania, a.nd have

been

shown ~ n d ..

Among

other

rides

they

were

taken.

to Atlantic C

•ty from

Ca

mden,

54 miles in

46 m m u t They h

ave

bee n

looking at American

locomoti v

es

, and

exa

mining

numerous

fea tures of

Am

e

ri ca

n ra

ilway pr act

ice.

is two t b i c k n e . . q g e ~ the tb ioknees varying fr

om

2 in.

out side. of the range of armour to in. inside of

that

protect10n. main deck, forming a crown to the

armol_lr

ed

port10n of the veesel, is of two thicknesses

a.

nd

IS genertlly 1  in. thick. The in ternal arrange:

m ~ n t s f?ll

,o

w ~ b e usual Admiralty methods, the vessel

be

mg d1

Vl9ed m

to

numerous

watertight

compartments ·

the magazmes and shell-rooms b3ing provided for at

the ends of the vessel well under the water-line, while

the coal are carried along each ide of the

veese

J,

r m m g a.n additional protection in way of

the m a ~ h m e r y space.

Th

e normal coal capacity of the

vessel IS a ~ o u t 800. tons; but

by

utilising the reserve

bunkers thiS. cap

a01t

y can .be increased

to

1600 tons.

The

vessel will be

f i b ~

Wlth

st

ea

m.

and

hand-steering

gear

by Messrs.

Napter

Brothers, L1mited . Steam is

adopted for the forward a.nohor gear by Measrs Harfield

w h i ~ electricity is the motive power aft. sets of

  a ld dynamos by ¥ essrs. W.

H.

Alien, Son, and

Co., L1m1ted, Bed ford, wtll be fitted of snit9.ble power

t?

produce t h ~ necessary for a complete in

sta.

Ua.

t ~ o n of hghtmg throughout the vessel, including

stx search hghts,

the

boat a

nd

coal hoists, the after

c a ~ s t ~ n

gear,. an.d

th

e necessary elect ric fans for the

artificial ventllat10n of the

ship

below lower deck. The

a r ~ a m e n t consists of two twin

6-

in. guns forward and

aft m

b e ~ t e s

f?ur 6-in. in casemates on upper

d ~ c k and stx s1mllar guns m casemates on main deck,

eight 12-pounder 12-cwt. guns, two 1 2 - ~ o u n d e r 8 cwt.

boat ~ n d field ~ u n s three 3·po

under qu

ick-firing guns,

~ n d eight

.Ma

xim guns ; in addition to which the vessel

1S

fitted wtth two

sub

me

rg

ed tubes, one on either side

for

th

e discharge of 18-in.

Whitehead

torpedoes. T h ~

he

a;vy

s-uns ~ r e so arranged that a heavy fire may be

mamtamed

m

any desued di r

ection.

The b ~ r b

t t e s

around the 6.in. twin guns are of 4-in. armour and are

well connected. to the c t u ~ ~ of the ship and efficiently

sup

po

rt

ed, whtle the a

mmumt10

n

to

these

gu

ns is served

through heavy armoured trunks from magazines a

nd

shell-rooms below. The casemate fronts

are

of hard stee l

4 in. thick, with rear

plat

es 2 in. thick; a.nd the co nning

tower,

f i t t ~ d

above forecastle deck, is of 10-in. thick

armour, w1th

a

comm

un

icating tube, 6 in.

th i

ck ca

rri

ed

down

to the

protective deck, containing

the

con nections

to all the gear throughout the ship. The side bulkhead

c ~ e m a t e and

co

nning. tower armou r has been

plied by Messrs.

John

Brown and Co., Limited, and

the barbettes by Messrs. William Beardmore a

nd

Co.

The

.m

achinery, which .will be

u ~ p l i e d

by the builders,

s ~ s

of two sets of triple.expansiOn fou r·crank engines.

T h ~ ~ 1 a m e t e r s of the cylinders,

and

the order of

their

postbions from o r w ~ are: .Low-pressure, 69 in. ; high

pressure, 37. m. ;

mt

ermed1ate pressure, 60 in.; low

e s s u 69

m ;

a

Jl

having a

st

roke of

42

in.

Th

e com

bmed

p o w ~

9f the two sets of main engines will amount

to   0 ~ 0 1 0 a t ~ d horse-power when running

at

140

revolutiOns per mmute. All the cylinders

are

fibt

ed wibh

steal? jackets; the liners of the high-pressure and inter

medtate pressure

are

of forged steel; tho

3e in

the low

pressure cylinders are of cast iron. There

are

four sur

face condensers for

the

main engines, a.nd two smaller

con.densers for

the

auxiliary en

gi

nes.

Each

of the four

mam condensers is provided with sluice sh

ut -off

valves

so t h a ~ any part of one may be overhauled while

1s

at

work. The tot al condensing surface in the

four 1s 23,000 square feet

;

all of the condenser casings are

of gun-metal. The main engine's air-pumps

are

worked

by levers off the high-pressure engines; there

s

one

pump

for each

set

of engines. The six main

and

aux iliary feed

pumps, two h

ot

well pumps, fou r fire and bilge pumps

one

latrin

e, a.nd. one

drain

ta nk pump, are all of

M ~ s r

LAUNCHES AND TRIAL TRIPS.

ON Wednesday, the

6th

inst., the steel screw steamer

Melobesia, builtJ

by lVIess

rs. Craig, TA.ylor, and Co.,

Stockton-on-Tees, proceeded to sea for her trial trip.

fhe principal dimension3 of

the

are: 332 fb. by

46 ft.

by 23

ft. 9 in. d

epth

moulded. The engines have

been

co

nstructed by Messrs. Bl a

ir

and Co., Lim

it

ed,

S ~ o c the c y ~ i n d e r s being 2 3 ~ in.,

39

in., and

64

in. in

dtarueter by 4 m. There are two large steel boilers

working

a.t

160 lb. pressure. On the run fr

om

the Tees

to

Blyth a speed of 1l

kn

ots was maintained. The

ship has been

built

to the order of Messrs.

Figli di

L uigi

Dufour, of

Ge

noa.

Messrs.

Ramage and

Ferguson, Limited, L ei th, on

Friday, the 8th inst. , launched a new steel steamer built

and engined by them to the order of the East Coast

Salvage Company, Limited, of Leith. The vessel has

been constructed

to

th e special design

and

und er the

supervision of

Mr. T.

N. Armit, manager of the East

Coast Salvage Compauy.

Her

prin

c

ip

al dimensions are:

Length,

110 ft. ; beam, 25 ft. ; dep th, 10 ft. She is of

light draug

ht.

Her engines are compound, with cylinders

18 in.

by

36

in.

in

diam

eter and

24

in.

str

oke, with boiler

power to give her an average speed of 10 knots. Her

equipment

in

cludes towing gear, steam winch, horn at

bow, long a.nd powerful derri

ck8

, steam digger, and

ot

her

appliances for salving cargo. The vessel was named

Belrorie.

On

Friday, the

8th

in

st .,

the

new twin-screw steamer

Alnwick Castle,

built by

Messrs. William

Bea

rdmore and

Co.

(late R . N a

pi

er

and

Sons, Limited), for

the

U

ni

o

n

Castle Mail Steamship Company, Limited, completed her

official trials on the Firth of Clyde, and fully implemented

all the

co

nditions of the cont ract . The Alnwick Castle is

the first of two similar steamers Messrs. Beardmore have

on

hand

for the U nion-Castle line, specially designed f

or

the company's

ext

ra cargo service to

South

Af rica, with a

carrying capacity of 7000 tons on a moderate draught of

w

ate

r,

and

a good sea speed. The gen

era

l dimensions

are

:

L e

ngth

between perpendiculars, 400 ft. ; breadth, 50

fb

  ;

d

epth to main

deck, 29 ft. 8 in. moulded ;

and

a.

{{ross

tonnage of

4800

t o n ~ . Very comfo

rt

able accommodation

has been

pr

ov ided for first-class passenger3 in a com

modious deckhouse amidships,

the sa

loon being finished

in

polished oak. A large number of thi rd -class p ~ s e n g e r s

and

emigrants can be ca

rri

ed in the 'tween decks. fhe

refrigerati

ng

space is on the lower deck a.ftJ,

with

suitable

machinery for maintai ning

the

va

ri

ous chambers

at

a low

temp

erature. The macliinery consists of two sets of

tripl

e-expansion engines, having cyli

nd

ers in., 35 in.,

a.nd

58

in. in diameter by 4 ft. stroke, with fou r single

ended boilers for

a.

working

pr

essure of

200

lb. per square

inch, fitted with Howden

 s

forced draught.

Th

e results

of the trials were very satisfactory, a speed of 14 knots

having been easily attained.

The general dr ift is t owards stronger pr ices, but

t here is a shadow

on

the horizon

of po

ssible over

produ

ction, when

the cap

ac

ity for

iron

and

stee

l

making

is ready for

work.

The

immediate

ou tl

oo

k is f

or

high

er

prices, because of t he inability of consumers to

get

the mater

ial

they

want at once. R equi rements

for

the

in -c

oming

ye ar are pretty we

ll

covered

by

all

the larger consumers. Ju st now

the

bulk of new

busin

ess comes

from

foundry and bar-mill manuf

ac

tu rers,

cover

ing

malleable,

ch

arcoal,

forge, basic, and

Besseme

r

iron.

Foundry work

is

very

urgen

t . The

Ameri

ca

n

Ca

r and Foundry

Company

, for instance, is

earning on

its 30,000,000 dols. capita l 3,250,000 a

ye

ar. All mills are crowded wi th work,

and

the news

papers contain announcements of new mills.

Th

e

two founders

of

th e Pressed Steel Car

Vorks

at Pittsburgh have re signed , selling out a ll t heir

stook and have undertaken the erection

of

a

5,ooo:ooO-dol.

steel

car-

wheel pl

ant

sout h

-east

of

Pitts

burgh. The

Pocahontas Coa

l and

Coke

Co

mpany has

com

plet

ed its purchase of 300,000 acres of coal l

and

in West V irginia, by adding 70,000 acres to former

purchaseR. The proposition to advance Southern pig

another

50 cents has been defeated. An English

syndicate has been endeavouring to close a. pu1·c

hase

The London

and

Glasgow E ngineering

and Shipb

uild

ing

Company,

Limit

ed, Govan, launched on Wednesday,

the

13th

inst

.,

H.M.S.

Monmouth,

the fi

rst of the two

fi rst·class cruisers of the '• County " class they have ab

present on hand for the British Admiralty, the pri n

cipal dimensions being as follows: Length be tween per

pe

nd

iculara, 440ft.; moulded breadth, 66ft.; load draught,

24 ft . 6 m. ; displacement

at

load draught, 9800 tons.

The lVIo

nm

outh is oue of the vessels ordered in

18U9,

a.

nd

her

armour consis

ts

of a b elt between main

and

lower or

protective deck,

exte

nding from

the

bow

to

the

aft

e

nd

of

the

machinery space. where

it term

in

ates

against

an

armoured bulkhead.

Th

e main citadel armour is carried

the whole length of engine and boiler space and is

k

in.

thick, forward of the boiler space the armour is reduced

to

3 in.

thic

k, and about the bow

to

2 in., while the bulk

head armour is 3 in. thick. The lower

or prot

ective deck

G.

and J.

W en 's. special type.. The main circulating

p u m p ~

t 0 g e t h ~ r

w1th fire and bilge pumps, give a total

pumpmgcapa01ty of

5200

tons of water per hour from the

bilges. The crank, in termediate, and p ropeller sha

hing

is all of the usual

Admiralty

type, made by Me

s3

rs . Jo hn

Brown and Co., L

im

it

ed

. The propellers

are

of Parson's

manganese bronze. In addition

to

the main engines a

nd

auxilia

ry

pumps

in the

engine- rooms, there

are

two sets of

r s . Cai

rd and Rayner s

evaporator3; each

set

consists

f

two evaP.ora.tors a

nd

one distiller. the combin

ed output

of

which will amoun t to

200

tons hours from evaporators

and

70

ton.s per

24

hours from dtstt1lers; these a.re designed

to work wttb the exhaust stt3am of the auxiliary systemat

a pressnre of 25 lb.

per

square inch, or

with

boiler steam

at

the same pressure. The air compressors, of which

are

two se t; , a;re placed fo rward in the capstan

e

ngm

e-room. The bmlera

are

of the ordinary

Be

lleville

~ y p e

with ~ c o n o m i s e r s ;

there

are 31

in

number,

arr

anged

m three

o o m ~ Th

e forward

set in

each boiler

room is of the single-ended, and the after seb of the

double.ended type. As they have to work under a.ssist€:d

draught, there are four fans and two furnace air pumps in

each

bo

iler·r

oom

.

For

ventilating purposes there are two

fans each engine·room. The fans

and

engines were

supp

hed

by

Messrs. M

at

thew Paul and Co • Limited,

Dumbarton,

and the

air-blowing engines by Mes3rs.

W.

H. Alien, Son,

and

Oo., Bedford.

The fir3t-class torpedo-boat No .

108,

built by Messrs.

J . I. T hornycrofb and Co., Lil lited, for the Admiralty, has

successfully passed her offi01al full-power coal trial of

th ree hours' dur

at

ion. The engines developed a mean

of 2876 indicated horse-power, which gave a speed of

2?.359

kn

ots with v o l u ~ i o n s of the engines. The

atr

pressure was 2 m. to m. The coal consumption

was 2.

009

l

b.

per

indicated

bor

se-power

per

hour. This

is sa

id

to

be one of the best results obtained with either

destroyers or torpedo-boats.

The

boilers are of the latest

Thornycroft-Schulz type, in which the ga.se5 enter the

tubes attached to the lower central barrel, and then pro

ceed over the firebox down towards the wing barrels,

and

thence up the funnel.

7/23/2019 Engineering Vol 72 1901-11-15

http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 22/31

Nov. 15,

1901.]

'l'HE ELECTRIFICATION

Oli, THE

METRO

POLITAN

AND

METROPOLITAN DISTRICT

RAILWAYS.

(

ont ntud

jrO n

page 660. )

THE proceedings

with

regard to the

arbitration

were

n t i n u on Tuesday

and

We

dnesd_l.l,y, the

5th

and 6th

ms

b., and on Monday, Tu

esday,

and Wednesday the 11th

12th, and 13th inst. ' '

In

open

ing the

ce.se

on

behalf of

the

Metropolitan Rail

way ~ p a . n y ,

Mr. C.

A y r i p p ~ , K.C., ~ l . P . , stated

be

th ough it was already suffi.otentlyobvious tha.t on some n ice

points,

both

of e leotrioa.l science a

nd

of electrical working

t ~ e r e

be,

an? it

was expected

there

would be,

a. c o n ~

fhob of eVldence m a case of this kind. He said Mr.

Moulton

's s t s

wer

e safety, efficiency,

and

cost,

and that

he, Mr .

Or

1pps, proposed

to deal

with specific points

where

th

e

matters

of

saf

ety,_efficiency,

and

cost arose,

in

order to show

what

was the

v1

ew of the Metropo

litan

Com

pa

ny

under each

of

t h o ~ e heads. Just wha.t Mr. Moulton

claimed

on

behalf. of

the n t i n u u s - c u r r e n b

system,

bac

ked

up by contmuous-cu

rr

ent engmeer

s - i

f he

might

use that

expr

ess

10n-Mr. Cripps

was going to claim on

b e h ~ l f

of

the

polyphase systeru, backed

up by

polyphase

engmeers, and

there

would be, no doubt, some nice tech

ni

ca

l po

ints to

be decided

up

on by

the ump

ire. Before

coming, however,

to

th

os

e electr

ica

l

data,

he wished to

give one or two points as to the histo ry of the matter

and

the

pos

iti

on of

th

e

tw

o

parti

es

in the

case. I t was

hardly necessary

to ~ a . ~ that. th

e

Metropolitan

Company

took

up

no antagomst1c a.tt1tude towards the District;

this was a friendly difference, which

might

have been

sett

led

by

agreeme

nt.

In

a certain

sense,

the

Metro

politan claimed th ey were

the

predom:nant

partner;

they

had

a

great

er interesb both in

the

Inner Circle

traffic

and

in

wha

t

had been

called

the interp

o

la ted

,

or

outside, traffic. The

Metropolitan

portion of the Inner

Circle wa.s 7.1 miles long;

they

were

joint

ow,ners of

the

city

lin

es

and

extensions

1.

92 miles),

and the

Metropolitan

bad a. system of

exten

sions and branches which amounted

to more

than

50 miles,

without

counting

the lin

e to

Quainton Road,

pe.sb

Aylesbury.

joint committee w

as

appointed some time

ba

c

k ;

the

ad vi

sera of

the joint

committee were Sir

William

Preece

for

the Distri

ct

and Mr. Thomas

Parker for

the Metro

politan. Accor

ding

to Mr. Cripps, the joint committee

came to

an ag

reement,

and

a

tender

on

the

polyphase

system

wa.s

specifically

asked

for.

He agr

eed that

the

two

Boards were nob technically bound,

in

a legal sense,

but

th

eybad never

thel

essdelegated

their

power to a veryst ro

ng

joint

committee.

Th ab joint committee

came

to

a conclu

sion

that

would

have

been

carried

oub

bnt

for

the

in t

er

vention of

Mr.

Perks and his friends. What gave

thew

an oppo

rtunity

of in tervening was

the

financial difficul ties

of

the

District. The

Metropolitan,

on

the

other

hand,

hn.d

no economical or financial difficulty. The

jo

int com

mittee was appointed on

May 4,

1900; the two engineers

of

the

joint committee were

united

in thinking

that

the

best solution w

a<3

the polyphase system.

Their

first

report

was made on

the

tenders; a.ft

e.

r the tenders, they

went

abroad

aud inspected the polyQ_ha.ae method

. According

to

Mr

.

Cripp

s.

the

system

the District

proposed

to adopt

ought nob

to be

called a. continuous-current system, but

a.

mixed

system

.

They

proposed

what the other syst

em

did-namely, to

bring

a.n al ternatJing

current

at 10,000 or

11

,

000

volts

to the sub-stations;

and, subjeot

to the

qu

estion of

the power

factor,

up to that

point, given

the

same electncal equipment, but little difference

would be found between one system

and the other

;

it was

wh

en

distribution

was reacbe

:i that additi

onal

cosb was found on the direct -current side.

With

regard to the question of

heating

surface of

the

hoilers,

Mr. Cripps quoted

figures

he had

rece

iv

ed from

Profeswr Ewing; according to these, and allowing for the

superheaters in the

Ganz

boilers,

there

would be 73,000

equare feet

in the

latter, as

against

80,000

in

those of

the

British Thomscn-Houston Company. Besides this, less

bteam was

wanted

with

the

system

ad

vcoa.ted by

than

in the

continuous-

current

system,

the proportion bemg

11

to 14. The two engineerE-S i r W. H.

Preece

aud .Mr.

Parker

-

had stated

that

th

o

sys

tem advoc

ated

by Ganz

was

the

be

sb,

owing

to its ap p

a

rent adaptability to

th

e

pr

ese

nt

aud future

r

eq

uirem

ents of the

co

mpanies;

they a/tded that ib wag

mu

ch lower in pricE', seeing

th

at

Gl n

z could di

spe

n

se

with the

cos tly

sub

·

s t a t i o n

Mr.

Cripps

believ

ed the

saving

with

regard

to

the

rotary converters was something

lik

e 75,000l:;

nob only were

the rotary

converters necessa

ry ID

the continuous-curre

nt

system,

but they had to

be

supervised ; while in the alberna.ting-

current

system

thGe were

in the sub

-stations only transformers a.ud

simple, which re

quired

no

s u p ~ r v i s i o n , except ~ n s t

that

c a ~ u a l

supervision of a

mau

gomg round occastonally to

Eee

that mattera were all

right. In the

a.lte

rnatmg

current

sys tem

the weight

of

the

line co

nductor wa

s

reduced to a small figure.

With

this system one got

rid

of

the

human element as far as possible,

putting

one's

self on

the sa

fer basis

of true

science.

Another element

of sa.fety was th e placing of the conductors o v e r h e ~ .

Mr. Cripps

further

analysed

the report

m a d ~

by

Str

'Villi

am

Pree

ce

and Mr.

Thomas Parker on

their return

from

Budapest

and

from

the

So

ndri

o-Lecco line,

and

stated that

the

two engineers

bad

w11itten down

the

vario

us rea

sons why

the

three-phase syatem was

the

besb,

the

oheapesb,

the

most

economical,

most

safe,

and most

efficient. Th e engineers

had

.added that t h r e e - ~ h a s e

alternating

c

urrents

had

n

ob

h 1 ~ b e r t o

been

~ x t e

1 v e l y

used for

traction

because the1r u

se

necess1tat£d two

in

sulated co

ndu

ctors, which were objectionable in the

public streets;

th

e frequency

taken had

not

hitherto

given high efficiency, n

or

sufficie

nt

torque,

but by

dEISigning motord for a. much lower frequency Messrs.

Ganz

had

obtained

an

efficiency equal to

that

of con-

E N G I N E E R I N

G.

tlinuous-ourrent motors,

and

a torque q

uit

e beyond

what

efficient,

and

likely to be carried

out under the

mora econo

praotice demanded. Of course, condioions of inaocessi- mioal conditions, did not

appear

to

admit

of

doubt

. He

bility a.s rega

rd

s

the

overhead conductors should

be

c

la

imed that under each of those heads

the alternating·

secured.

As to the

question of efficiency,

Mr

.

Swinburne current system had the advantage.

had

pra

ctically

withdrawn

his criticism of the

Gan

z motor,

Th

e firat witness called

by Mr.

Cri

pps wa.s Mr. 0.

T.

and

no longer relied

on

ineffici

en

cy as a

criti

cism of

the

Blathy, manager of

the

elecbrioa.l works of Messrs. Ga.nz

alternating

system.

Mr. Cripps admitted

that

what

is

and

Co., of

Budapest

. Mr.

Blathy stated

that

the

use of

called

the

se

rie

s parallel control with continuous-current

tran

sformers

in England

was

not

new

in

1885,

but

that

motors const ituted a great econo

my in

acceleration of

their

s

uc

cessful use was for t.

he

first time demonstrated in

speed ;

there

was not

the

slightest

doubt

about

that,

but,

1885

by his firm.

They

began to

study the

application of

he added,

the

engineer3

bad met

that

point

by

stating

th

at

the

Ganz C.:>mpa.ny

had

completed

an

arrangement alternating currents to traction about six years ago, and

of two three-phase motors, known as

th

e cascade arrange-

in

October, 1896 ,

they had the

first line w1th

alternating

menb, which had brought

the

three-pha-se system up to or three-phase motors

in

Budapest; this worked a.t a.

the

same level

as the

continuous motor with the series tensi

on

of about 300 volts. Since then, a

great deal

of

parallel co

nt r

ol.

The alternating

-cu

rrent mot

ors needed

their

work

had

been devoted

to the

investigation

of the

no attention,

a.s

there

were no commutators,

no

brushes, problems connected

with

polyphase traction

and

to

the

aud

no sparking.

Instead

of five sub-stations first con- designing of apparatus,

mot

ors, controlling devices,

and

templated with

the

alternating-c

urr

ent system,

there

details which would come

in

operation on

the system

.

wou ld probably be 27, o

ne

a.t each railway station, for The

ir

short.experir:nental line at

Budapest had

always

more economical working. Mr. Oripps

had

no

doubt

worked s f l ' c t o r t l ~ ; the motors had never been

the Board

of

Trade

would cons

ider

wha.t

the bet5t syst

em opened for

p e c b l ~ n

before

t h ~ e x p e r ~

of

the

was

and

would

not

be regulated

by

the

ab

s

urd

doctrine two L ondon compames

went

to

mspecb 1t.

These

of

the

u

ntri

ed motors

had

worked for twelve months

in

all kinds

. . • . . . . of

weather

;

the liquid rhe

ostat

had

only occasionally

. At th1s

pomt

Mr. qrtpps e n t e ~ e d m detail mt'? a ques- been filled with soda. solution.

Mr. Blathy then

gave

t10n of dates,

and

l lto

the

ht

story

_

of_ the

.difference particulars of

the

problem

on the

U nderground, as

between

b h ~

Metropohban

~ n d the Dtstncb

w1th regard wo

rked out

b;r his firm.

T?ey

proposed

to hav

e

trains

to

the

choJCe of an electrlO

~ s ~ e m

to be used ~ h e made

up

of stx oars, of whtch

the

first

and last

would

Underground.

He

gave also.hts v1ews o_f

the

i n ~ n 0 1 a l . s1de

motor

cars;

the

four trailers would weigh

15i

tons

of the matt

er,

t ~ e

finan01al connect10ns whtc? ex1sted eaoh,

and the

motor cars 34 tons each

; total weight

of

between the D1str10t Company and. the Tract10n Con;t·

train

empty, 130 tons; .

with

its. full complement of pas

pany, as to

p ~ y m e n t

of, and. secur1ty

f o ~ , the e l e c ~ r 1 c

s e n ~ e r s , 150 tons; sea.t10g ce.pa.ctty of each car, 60

and

64.

pla.nti, t ~ e eqmpment and

work

mg

of

the

ra.Ih

va

y,

addmg

Of

the

130 tons, 30 tons would

be the weight

of

the

that owmg t_  t h ~

nature

of the g r ~ e m e n t s between electric outfib. The motor cars would be each fitted with

two compames, lb ~ a s absu.rd to

thmk

that

the

Tra.otic;m two groups of motors-four motors

in

all,

or eight on

each

C'?mpany were

takmg the

nsk of

t_he

f_uture of

the D t ~ -

train. Of these,

two

in

the

baok

and two in the

fro

nt

tr10t

C o m p a ~ y

•

lVI

r. Perks a ld h18 fnenda were w ~ r e main or primary mot'?rs ; these ? llY were

su

pplied

ca.lly commttted. to

the

contt?uous-currenb s y s t e ~ • lb with a 3000-volt current, while

the

auxlltary

or

Eecondary

not, a.ccordmg

to

Mr.

C r ~ p p s ,

that

they

q n ~ s t l l o n e d motors

had

a lower tension

current

supplied.

them

by

system was

t h ~

best one. t h ~ y were commttted by the rotors of the two first motors. The

auxthary

motors

trad1t1on

and by

pohcy

~ o . the

oontmuous-current y s t e m , came

into

operation only during

the

caacade working, in

a . ~ d they

were sufli01ent

ly

powerful. they o

bh

ged

the starting up fr

om reib to half speed,

and

ijley operated also

Dtstncb

Comvany to adopt tb

_e

stt.me att1 tude, ~ n d then, as electric brakes from full speed to half speed. The

mot

ors

for th_e first

the

antagomsm arose .

Refernng

to

th e

, would

be

geared motors,

and the

frequency would

be

25 .

tec

hm

cal

pomts

of

the

problem,

¥ r yrtpp

s

stated there There

would be sub-

stations in

all

the

railway stationsrou

nd

must

always

an

elem.ent of n sk 1f

the

contact con-

the

Inner Circle, to reduce

the

pressure of 10,000 or 11,000

duct?

ra are easily a c c e s s ~ b l e to

the

workmen

or

. to

the

volts down to about 3000.

No

attendance would be re

public, as

they w o u ~ d

be .m the case of

~ h e

contmuous-

quir

ed.

Mr.

Bl

athy

gave detailed explanations of

the

current

system, wht le w1th the al

tern

atmg t h ~ y would working of

alternating

motors ;

he added

that

i

a.

be

p l ~ c

O?b of

r ~ a ~ b _ . As

rega

rd

s

sa

fety,

1b

was a polyphase motor was driven by

an

outside force at

q u ~ t 1 0 n of IDa

coesstbthty_;

as

rega

rds b r e a k d o ~ n s , Mr.

a speed

a . ~ o v e its

synchronous speed,

it

would

act

as

grti?PS _quoted

Mr.

Swmburne,

w ~ o had

satd th?-t a brake; 1t would cease to be a motor, and become

S O l e n t l f i c ~ U y you were as sound

ID

one oa.s.e a.s

1

a

~ e n e r a t o r ,

sending

ba

ck

an

adequate

amount

of elec

the.

othe

r.

As

regards speed

and

acceleratiOn,

Mr.

tnoa.l energy

to the

line.

Two

motors

in

cascade would

Swmbu_rne

had

_also

stated

that the speed between act as an electric brake ab any speed above half the syn

two g1 ven statllons. would

be

the same whateYer chronous speed of

the

single motor,

or

above half

the

w o u ~ d t h ~ electncal

sys

tem re

so

rted

to.

In the

speed

of the train. This

gave a means of utilising part

spe01_fica.t10ns

tenders, the .

i r m ~

were . asked. of t ~ e kinetic energy, or work, stored up

in the

train,

in

prov1de for runmng_ round

the

C n : ~ ID 50 mmutes ID slowmg down from full speed, or

any

speed over one-half

order

to do

that w1th

~ h e

alteroabmg-currenb system, a full speed to half speed.

After

half speed

had

been

~ o t o r _ wanted whtch at sy?chronous speed would reached, they relied upon the air-brake for slowing down.

g1ve

?

m1les

an

hour.

The

25 mtles an

hour

and the rate 'fhe

advantage of cascade coupling came

out

only when

ab

wh10h

the m o t ~ r

could be

a c c e ~ e r a . t e d

.

and stopped the

motors

had

a very high power facto

r. The

powe

:

woulq all?w

runnmg

ro.und

the

Ctrole w1th.

the

Ga.nz factor of commercial moto

rs

was between 85

and

90 per

machmes

ID under

50 m m u t ~ . The

a . l t e r n a t m g - c ~ u r e n t

cent.;

the

main motors for the Inner Circle would have

motors oa l be gea:red for a

htgher

speed

~ b a n

25

m 1 ~ e s an a.

power factor of 9 2 ~

per

cent.,

and the

secondary ones a

hour_, the n ? r e n .

m

s y n c h r ~ n o u s _speed bemg a. q u e s t 1 0 ~

of power factor of 94

per

cent.,

the latter

power factor being

geanng; 1f tb. was t h o u g ~ b m thts.

a ~ e

that the 25 mtles the more

important

of

the

two. Messrs. Ganz now expe

would

not

gtve a S?ffiClent margm,

the motor

could be rience

no

difficulty

in

?onstr.ucting

t ~ e s e

motors, as

they

geared

to _27

or

30

miles. . . have

o u ~ d : the

exact

dtmens10ns

to

gtve

the

various

parts.

vir. Cr1pps further

pomted out

that

the

alternatmg- The quaht1es of a polyphase motor could be judged by

the

current

installations would be

much

cheaper

than the

proportion of

current

which

it

will ta.keon

short

circuit

and

continuous -

current

ones, owing

to the

absence of for magnetisation.

The

first was

the

c

urrent the motor

r

ota

ry converters in the

former;

besides this,

there

would take with

the

rotor short-circuited, the magnetis

ing

would

be

a leakage of 13

per cent

. more

in the

con-

current

being

the current

ib would

take

were

the

rotor

tinuous-

current

system

than

in

the

alternating, between

not

closed by

any

resi

sta

nce.

The

r

ec

uperation

depended

the

motor and the gene

rating

station; and the coat of upon

the

speed a.t which

the

oe.sca

de

coupling was put

in

coal,

and

so on, inci

dental

to

the d d i t i o n ~ .

13

per

cent. operation ; on

the Underground

it would

amount to a.bout

power generated

would always

be

lin add1t1onal expense 9

pe

r

cent.

of

the

ele

ct

ric energy supplied

in

starting

.

th rown on the continuous-current system. ' 'he power The

capa

c

ity

of

the

motors acting as generators would not

factor put

both

systems on

the

same f0oting, but

the

con-

be

of much 1mportance

on the

Circle, but it would have a

tinuous-current system wou d

hav

e

to send a. c ~ r ~ e n t

of

certain importan

ce

on

outgoing lines, where longer

in

clines

113 to

the

100 of the alternatmg system. The pos1t10n was occur. All the moto

rs

would be four-poled for 25 periods;

n

eut

ralised so far as

equipment

was concerned, but as

the

synchronous S\leed would be

about

750 revo

luti

ons a

regards

the

continuous

current; there

would always be

the

minute,

with drivmg

wheels of 36

in.

diameter, a.nd

the

additional coal to produce 13 per cent. more to get

the

same gearing ratio, of 20 to 64 teeth, would sive a

running

effective power as

the

a

lt

ernating-current system in the speed of nearly 25 miles an hour.

The mam

motor would

mot

o

r. He

suggested an

annual

saving of six

or

seven thou- have a

rated

capacity of 300

horse-power; its

efficiency,

Eand pounds snarling of coal with

the alternating

system; '8xcluding friction, wou

ld

be 9 4 ~ per cent. at full load ;

the

less attendance with the

latter

system would mean including bearing

and

gearing friction,

it

would be

89

a

further

saving of 2500l. a year; he

did

nob count

per

ce

nt.

Its power faobor would

be

921

per

cent. When

the

less wear

and te

ar. Summing up the consideration

put

in cascade, the efficiency would

be

80 per cent., inclu

of co

st,

Mr. Uripps

stated

that

with

the alternating- sive of gears and bearings, and the power factor

per

current

system there would

be an annual

saving of cent. The motors would

be

completely

enclosed; there

15,000l.,

and an initial expenditure

which could

be

would

be no

opening for air,

dust,

or g

rit to get in.

In

ta

ken

as 115,000l. less

than with

the continuous-current the continuous

-current

motor,

the

commutator would

be

syEtem.

As

to

the

difficulty ab

Aldgate and other point

s, inside

the

casing of

the

motor,

and the carbon

dusb would

the

continuous-current

system had to

d

ea

l

with

it

as

get

depos

ited

on

the

mot

o

r ; there

would nob be, however,

well

as

the alternating,

and

the latter proposed deal- a very serious dang

er

from

this

in the most modern

types

ing with

it

by having a break

in the

overhead conductor of continuous-current motors. For a given speed

and

a

of the length

of a carriage

- o

f

about 50

ft.,

and there

given

o u t p u ~ , the

polyphase

mot

or would

be lighter than

would

be

no diffioulty

in

working the

trains

under this

the

continuous-c

urrent

one. The 300 horse-power motor in

break. Wibh regard to

the

beighb available under

the

g,uestionwouldweig

h2.7tons,and with

theg

ea

ring2.9tons.

tunnel ab

cerbain points,

the

level of bhe rails a.t those points

I he total

mo

tor

ca

pacity

in

the train pr

oposed

by Ga

nz,

would have to

be

lowered by about 4 in.,

and

this could

be with

30 tons

total

weight of electric outfit, would

be

don e

without any

difficulty. Th e overhead wires, far from 1200 horae-power.

The

total ontfit on

the

continuous

caus

ing

a

ny

diffic

ulty in the

sidings,

shunting

lines,

or current prin

ci

ple

would

be

abo

ub

30 tons

a l s o ~

but for a

yards, were

the best

so

luti

on.

In

short,.

the

1VIet

ropolita.n

total

of o

nly

JOO

h o r s ~ -

power.

the

alterna.tmg-c

urrent

Company

had

been

actuated by

one destre only,

and

that system, when

the

ma.m

and

auxiltary motors were put in

was

to get the best P O ~ i b l e

s y s t e ~ for

t ~ e

Inner <;Jirole, cascade,

the

power would be somewhat 1200 horse

they, of course,

hav1 lg

v1ew their u t s 1 d ~

traffic

the p o w e r - s ~ y about

1080 horse-P.ower;

th i

s, wtbh

the

speed

same

way

that the D1str10t Company

had

bhe1rs. Wh1oh of of 25 mtles

an

hour for a s10gle run, would give

a.n

the

two sysbems was

likely to be the

more certain,

the

more ·acceleration of 1.44

fb. in

the second ha.lf

the

accelera-

7/23/2019 Engineering Vol 72 1901-11-15

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7/23/2019 Engineering Vol 72 1901-11-15

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on this page

a

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steam hammer exhibited at the late Glasgow

Exh

ibition by Mr. John Cochrane, of Banhead, near

Olasgow. The piston head and rod

are

forged in one

piece,

and

weigh 15 cwt. As shown,

the

rod has fiats

planed along its whole length, and the buehes

and glan

ds

of t he

st

uffing-box be

in

g

~ h a . p e d to

fit,

no further guidance of

the

rod is necessary, as

it is impo3sible for the hammer t o twist rou

nd

.

The hammer head is of cast steel, and is Ee<;ured to

t he rod by a dovetail

and

k

ey

as shown. The anvil

block has

a

cast-steel face, secured iu a Eomewha.t

similar manner. The cylinder is 16 io. in diameter

by 36 in.

stro

ke. As shown,

the

st£am p

or t

a

are grouped near the

top

of t he cylinder.

Th

e

steam is distributed by means of

a

piston valve

working in a valve chest bolted to the cylinder.

This chest is bushed with gun-metal. The atop-valve

is fixed ne

ar the

upper portion of

th

e steam chest,

but th e handle operating is car

ri

ed down within easy

reach of the hammerman. A se

 

f-act ing gear is pro-

•

•

I

I

I

I

I

I

I

I

I

•

I

I

I

I

I

\

I

I

I

I

I

I

I

I

I

I

•

•

•

vided, which, however, ca.n be thrown ou t of use in a

few minutes when desired . The tot ll weight of the

tool is

10 tonEJ, and it oc

cupies a floor sp1ce of

11

ft.

by

4

ft. 10 in.

INDUSTRIAL NOTES.

Tn E

third

report of proceedings under

the

Concilia

t ion (Trade D:sputes) Act , 1896, has been h E ~ u e t

noted

that th

e first re

port

only coven:d a period of

ten

months ;

the

s£ oond, of two year

s;

and now the

third, two years-from July 1, 1899, to the end of

June

of th is year. Why the usual form of annual

rep l

rt

s should be dep

arted

from

in

this case is n

ot

clear . The subject becomes stale if

the

facts are of

old

dat

e- they lose t hEir interes t. I t is noted that

there

has been an increase in the number < joint

applications to

the

Boau.l of Trade

to in t

ervene, as

comp

ared

with ex

pa

lrte appli

cat

ions previously. I t is

also shown that voluntary boards embody in t heir

rules a provision to appeal to the Bond of Trade to

gr

ap

point umpires in cases of deadlock. All th is indi

cates a growing

te

ndency to use the A

ot

of 1896 in

oases of labour dispu tes.

The Board of Trade, und

er the

Conci

lia

tion

Act

, in

a

dditi

on to the registration of voluntary conciliation

boards, are authorised to take action in certain cases

where a dispu te exists or is pending, either as between

employer and workmen, or

bet

ween diff  rent bodies

of workmen. Th ey may, of

their

own ini tiative, inquire

into t he circumstances, or

ta

ke steps to promote a

conference; and, on th e application of e

ith

er

party,

t hey may appoint a conciliator, and, on app

lica t

ion from

both sides, an arbi tra tor to deal with the dispute.

No s

pe

cial form is prescrib ed, so

that

there

is no d iffi

culty in approaching the Boa

rd

on

the

ground of in

formali

ty

. Of oourae the application must be in

writ

ing, and the applicant must state clearly and

concisely the poin ts at issue, and the section under

which

it

is suggested that

the

Board shall take action.

As to fees a nd expenses, th e Board pays those whom it

appoin ts; local expenses have to be paid locally.

The total number of cases under the

Act

has been

113

; of these

35

occurred in the first ten months,

32

in

the n

ext

two years, and 46 in the two years to

July

1, 1901 :

I

Ten

Two

Two

Source of In ltiativt .

Months. Years. Yea1'8. To

tals

1896·7.

1£97-

99.

1899-1901.

Applic

ations

from both eides

..

6

12

24

42

Ditto from employers only

9 4

8

16

Ditto from

workmen

only 16 14

16

46

Ac

tion

without applioation ..

4

2

3

9

Tot als of cases

• •

• •

35 32

I

I

6

113

Growp

s

of Trad

es

.- Those involved and affected:

Bu ilding t rades . . . . . . 7 9 24

I 40

Mining

and

quarry

ing

. . . . 4 9 3 16

Engineering, ship buildin

g, &o.

12 6

1

• 7 26

Clot hing . . .. . . . 4 .. 2 6

Transpor

t .

. . . ..

..

4 8 6 13

Ot

her trades .. . .

..

4 5 4 13

Tot als of oases ••

••

35

32

46

113

T h e ~ two Tables afford

a

bird s-eye view of the

operat

10n

of the Ac  he eo

ur

ce of initiative

in

the

several cases, and

the

t rades, or groups of industries

The record is not a great one, and may a v ~

d 1 s a ~ p o 1 n t e d some who put implicit fai th

in

Acts of

r h a m e ~ t . B

ut the

res

ult

is neither disappointing

n?r unsa.t tsfacto ry to t hose well acquainted

with

labour

dts

p?tes

and w h ~ k_now the almost insuperable diffi

u l ~ I e of negot1at1on between the pa

rtie

s. I t is

ola1med

that,

at least, seve

nty

disputes ha.ve been

set tled un

de

r

the

Act, while in other instances

the

e e t t l e m e ~ t

was an outcome of

the

action

tak

en, though

the

fin9:'l

1s

sue was effected by n egotiation

ot

herwise.

There 1s s

om

e reference

to

cases where conciliation

failed.

The November number of the I ronwo·rke?·s Jo1wna

reports

the

usual meetings of t he Board of

Co

nciliation

a.nd Arbitration for

the

Manufactured Iron and teel

Trade of the North of England, and of the Midland

Wages Board.

Th

e first-named Board

had

some cases

?f

dispute before

it

- one relating

to

extras paid

to

men

m

the Stockton Malleable Iron Works

fo

r piles of

1700 lb. and over, which the firm claimed should cease.

The men

s e d

as

the

alterations made in the fur

naces a

nd

the blo

om

ing mill rolls had increased their

~ o r k A special committee was appointed to inquire

m

to

m1tter a

nd

to

report th

ereon to the Standing

Committe

e. Anot

her case ha d reference to 20-in. bar

a.nd

angle mill at

Jarrow,

t he ope

rati

ves claiming .

ton

m ~ r e

than the firm .Paid.

Th

e Standing Com

mit tee demded for

th

e cont muance of

the

rates paid

with a guarantee of 10s. per

shift

to the end of

Ma.r

oh

next, when, at the request of ei t h

er

side, a revision

might be made. In another case a.t Jarrow, an

agreement was t

ffe

ct

ed

by

th

e manager of

the

firm

and

an opera tive represe

nt

ative for

the

men. The

agreement was confirmed Eubject to the omission

of

the

l

ast

clause- the non-appli

cat

ion of

the

eliding

scal

e- the mat

ter being referred back. A dis

pute

at

Monkwea.rmou

th had

also been mutually ar ranged, the

agreement being signed by the managing di rector and

the

works manager and two

representat

ives of the men.

The operat ive members of the Board are as much on

the alert to prevent any infraction of the sliding scale

arrangement as the employers, showing that whatever

theoretica l fa u

lt

s may be found with

the

scale,

it

works

out fairly on

the

whole to all parties concerned. There

are casE's in which, instead of a

de

cision by the Stand

ing Committee being insisted on, the complainants

so

metimes

withdr

aw their claims; there was one

su<:h

case at Jarrow repo

rt

ed. ih e firm in

th

is instance

wit

hdr

ew

their

claim.

The November report of the

Ir

onfounders of England,

Ir eland, and Wales statE s that the general position of

trad e shows but

littl

e change. Employment m

ay

be

d ~ s c r as moderate rather than good . "The ship

building industry

continu

es to

l.

e well employed;

7/23/2019 Engineering Vol 72 1901-11-15

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new contracts hav

e been recently pl aced ; this

to be one chief mainstay

at

pr esen t . , The

e machine·ma

king indu

st ry is bad- getting worse

that moulders in this branch of engineering are

larg

ely idle.

Out

of sixty

branches

of

the

society

hi

ch h

ave

dis cussed th e dispute

with

the Liverpool

rassmoulders, and

the

consequent

suspension of the

union

from

the

Trades

Congress, fifty-eight

approve

of

the

action

of the executive ; one

regr

etted that the

resolut ion of Congress was not

provi

sionally accepted ;

and

one

asks

for a full repor t. The Council refuses to

publish

the

arbitrator's statement of

the

case. The

to

ta l

number

on the funds

was

2689.; increase

over

last

month,

31. Of

thos

e, 1130

were on donati

on

benefit- increase, 41;

on

sick

ben

efit,   e a ~ e

15; on superannuation

benefit, 966- increase, 8 ; on

other trade

benefits, 143- decrea

se

,

3 ;

in

dispute,

2 only

-Ea

me as

la

st month. The cost of benefi

ts

was

8731. 16s. 10d. per week, or

11 id

. per member per

week. The balance in

hand

was 105,562l. 163. 9d.,

increase

in

the

month

of 428l. 2s. 6d.

The returns as

to

the

state

of

trade and

of employment

show

that in

90 pl a

ce

s, with a.n aggregate

of 12,056 members, em·

ploym

e

nt was

from

very

good

to dull;

t

he sa

me de·

sc

ription appli

ed

to

95

pla

ces,

with

a total of 13,033

members last month. In 37 pl aces, with 6211 members,

employment was from short

time

to bad

and very

bad;

la

st

month this description applied to 32 places, with

5272 members.

Th

e position

therefore

is not so good

a<J it was

a

month ag

o,

although

the actual inc

rea

se of

memb

e

rs on

the funds

was small-namely, only

31. A

twopenny levy

in support of the

Halifax di

spute is

decl

ar e

d

to

be due,

and must be

c

ha r

ged

to all

members.

E N G I N E E R I N

G.

of 3498 members

wer

e unemployed.

The trade

mark

of t he A m a l ~ a m a t e d Woodworkers of America is

given in f c St mile

 

so th

at

joinery so

marked

will be

fixed without demur by

the

English unionists.

The report

of the

Cotton

S

pinners

shows a

de

c

lin

e of

16 in the full·me

mb

e

rship

class, but th e

number

is

slightly

above that of a year ago. The

number

of

unemployed in

receipt

of benefit w

as

387 on the

average,

or

6.16 per

cent.,

as compared with 9.35 per

cent. last month, and 17.14 per cent. a year ago.

This

shows some improvement in this branch. I t is hinted

that the

high

scale of

pay

helps

to in

c

rea

se the

list

- a

question

to

be

considered.

Th

e

united memb

e

rship

is

13,568,

or

87 less than a

month

ago,

and

588 fewer

than

a

ye

ar ago.

This de

crease is in the

pi

ece

rs'

sec·

tion.

The number

of

disputes

attended to in the

month

was 35,

most

of which we

re settled.

The

strike at King Spinning Company ha.s been arranged

agreeably to

the

operat ives. Thirty-two accidents are

reported; in

one case 100l. was

voted. There

were

also 21 claims

under the

CompensationAct;

where the

insur

ance companies

di

s

pute the

claim,

the to

ci

et

y

figh

ts it out

in

court.

The

position of the iron trade in the Wolverhampton

dist rict may be described as steady generally. t is

quiet as regards negot iations for fresh contracts,

and

buying is limited to immedi

ate

wants ; but makers are

m

ost

ly we

ll

booked forward,

and

do not

care to pu

sh

business at

reduced

ra tes. Moreover, consumers are

pressing for deliveries

on quarter-day contracts,

mills

and forges being in full operation.

R i.w

iron is in

demand, and

extras

from 6d. to ls. per t on

ar

e

de·

Th

e Novem

her

repo

rt

of

the Iron

moulders of

Scot

·

manded on

current

sal es for

early

delivery.

There

has

l&nd say s

that the

past month has been of a very been a fair demand for marked bars at full rates, but

fa.vourable characte r, trade being still well main

ta

ined, unmarked iron has been in slow eale. Black-eheet

and wi

th eve

ry

prospe

ct

of holding

on." Oa

t

he mak

e

rs report regular

bookings, but galvanised cor·

ques t

i

on

of low

fr

eig

ht

s,

and

t he compla

in t

s of

rugated sheets

have been

in

limi

te

d r

eq

u

est

. Gas

" bad trade setting in, "

the

re

port

refers

to shipbuild· st rip is

in demand at advanced r

ates

. S teelmakeraare

ing

on th e Clyde, to

th

e Pa tternmakers' report

and to

well supplied

with

orders, but complain of foreign

the BlackEmiths' report,

all

of

whi

ch show that in co

mpetiti

on in the matt er of ra tes . The engineering

Scotla

nd, at

leas t, t hose sections and the engineering and allied

industri

es continue fairly busy in most

and boilermaking branches are all well employed. branches, especially boilermakers, t ankmakers, bridge

The same is still reported wi th

the

ironmoulders. •

and

girder constructors,

and

those engaged on railway

The fa

ct that

th

e

re was

a

gain in

fund s of 1025l. 2s. work.

The

ha

rdwar

e indus

trie

s also

are

fa

irly

off

in th

e

month

is

an

evidence of good emplo

yment

for w

or

k.

Sla

ckness is exceptional,

but

some branches

gene

rally. The i

dle

benefit pa

id

in t he month was

the

are b

ette

r supplied with

work

than oth

ers

.

Oa the

low

est in the

year. Th

e negotiations as

to

an ad- whole the position is not unfavourable,

an

d the pros·

vance in wages

have

been h

l \

ngiog fire. In the las t

pact

s are not discouraging.

There a.re

no serious

reply

of the fed erated employers they

sa

y that th

ey

lab our

di

spu tes on.

regret that the position and

future

prosp

ect

s of t rade

do not warrant an increase in wages."

This

was

followed by a conference between the two moulders'

unions,

when, as no

further

reply was to hand, it

was

ag r

eed

to

meet again

in this

month.

I t

is only

in·

tended to take

a

ct

ion, if

at

all,

against

those em·

play

ers

who reduced

wages in F eb

ru

a

ry last, to

regain

the r

ed

uction. Members are

urged

to remember that

the proposed action,

if any,

will not affect the em·

players w here wages were not

redu

ced. The Scottish

Workers' Parliamentary Elections Committee have

con

vened their

second a.nn

ual

conference, to

be

he

ld in

Glasgow,

on January

4, 1902. I t is not merely a

trad

e

union conference, as Socialist

bodi

es a

nd the Indep

en

dent

Labour P a r ~ y

a.re

entitled to

send dele

gates

- t wo

each·

Trade

Co

un

cils four each.

Another

conference

.

precedes it-namely, of

labour

r

ep

resentatives on

pt1blic bodies ; these will meet on the day before,

J anua.ry 3, so as to be able t o

tak

e part, if so de·

sired,

in the

la

rger

conference on t

he

4t

h, the day

following.

Th

e report of the

Amalgamated

Soc

iety of. Ca

r·

penters and J oin

ers

shows a

tota

l membersh1p of

67,511;

of those, 1794 we

re

on unemployed ben

e? t

,

1246 on sick benefit,

and

1060 on

sup

erannuatiOn

allowance. A gradual slackening down. is o b s e r v a b ~ e

in

t he building trades generally, but 1ts advance 1s

slow.

The

dispute3

in

various p9.rts of the cou

ntry

indi

cate

that

work is

not so

plen

t iful

as it

w

as

,

or

tho

se co

nt ests

would

not be

prolonged. Members

a

re

requested

to keep away

from 14

towns;

in 15

ot h

ers they

have

to cons

ul

t th e local officers before

accepting

work

; in t hree

others the

branch secretary

has to be seen in reference to some p i.rticular firm or

job. In Ivfanches

ter

400 men are on strike at

the

wo

rks

of one co

mpany,

because of

disput

es

as to

meal

times and the time

of leav ing

work

at

night

co

ndition

R observed

by

other firms

in

t he distri

ct

.

Reports

are

given

of special audits of the accou

nts

of

708 branches. These

audits

e

ntail

ed an expense of

3041l. 161 . 2d.,

or

an average of 4l   6s. 2d. per audit;

but the net loss was only 309l. 19s. 4d. I t would

appear

that

payment of benefits i.s the chief

faul

t

in

the

bran

ches. In one case alonA It w

as

25l .;

reduced

arrear

s placed

to credit

37l. 1s. 1d.; cash

dehc

it only

ll 12s. 10d. In that insta nce

the surplus

to

the good t hro

ugh

t he

audi

t w

as 53l.

14s. 2d . In

five

towns

employers are e a ~ o ~ r i n

to

reduce

wages, whi ch the members are res1stmg. ~ o m e other

employers in the same t owns are not reducmg wages.

Employment

in

America is so good that only 25 out

In

the Bir mingham

di

st rict the iron t rade has been

dull ; business confined to immediate requirements.

Co

mplaints

are

st

ill h

ea

rd of high pr ices of fuel ; and

the

cost of

pr

o

du

ct

ion is such as

to

leave

no margin

for profits. But the mills

and

forges are kept fully

employed

wi

th

order

s on hand.

P

ig

iron

is scarce

and

prices firm. Best ba rs are in request, common

iron not so ac tive.

There

is fairly good inquiry for

steel fo r structural purposes.

The

engineering

and

allied trades a re moderately employed, as a.re for the

most

part

the

other

iron, steel,

and

m

etal·u

s

ing in·

dustries. The po

s

ition

is qui

et

, but not depressing.

The posit ion of the enginee

ring

trades

throughout

Lancashire h

as un

dergone li tt le change. General

act ivity is well mainta ined in the locomotive

and

railway ·carriage and wagon-building branches,

and also in electrical engineering in all sections.

Estab

lis

hments

eng-tged

in hydrauli

c

and

con

st

ru

ct

ive

engineering

work ar

e well employ?d: Boilermakers

are

busy

with

orders

on hand; but

It

1s re

port

ed that

new work is

not

coming forward freely. Toolmakers

also complain of scarcity of orders,

and

some that

orders

on

hand are

being compl

eted without adequat

e

prospects for the u ~ u r e some o ~ h e ~ branches, a.nd

especially in the texttle machme-makmg mdustry, slack·

ness is sad

ly apparent; and

it

is ex

pected

that

a

n u m b

of

men

will b" discharged from several

larg

e firms m

consequence.

The

iron

trade

continues

qui

et,

wi

th no

mater

ia

l c

hang

e either

as to

dema

nd or pr i

ces.

Th

ere

has been a moderate demand for bars ,

and

local makers

are well engaged up

to

the end of t.he year..

Th

e

steel trade is ftA.irly steady; but not qmte so bn sk as

of late. Generally, the outlook is regarded as un

favourable in all lihe abovo

br

anches, except those men ·

ti oned as be

ing still busy with orders on hand.

There

was

ano

ther

sto

p-day in t he

Sout

h

Wales

and Monmouthsbire ccal

districts

l

ast

wee

k ;

but t hese

in te

rruptions

have now been suspended. I t looks as

tho

ugh th

e miner3

had

been

pl

ay ing a double game;

but altogether into the hands of the coalowners. I t

is

rumoured

th

at

t he proposed

su

mmonses h

ave

not

been

applied for, but.

that

act

ion may be

t aken

a g a i ~ s t

t he

Fe

deration.

This ca

nnot we

ll

be.

Th

e Federat10n

d id not

order

the

strike

; i t was the

operative sect

ion

of the sliding-scale com

mitt

ee. Could that commi ttee

be prosecuted or wou ld an action lie

against

it as a

corporate bo

dy

? Now coalownors and miners are

asked to confer.

About

what ? To see how

best

to

[N ov. 15 , 1901.

inflate the price of coal t o the disadY  n

tag

e of the

public.

At the end of last week a further reduction of 5 per

cent. in the wages of the Durham miners was decided

upon,

to take

effect as from l

ast

Tuesday.

This

is

the

t

hird

re

duction

in

the ye

a

r ;

in

May,

ll

f

per c

ent.; in

August,

7 per cent.; now 5 per ce

nt.;

total reduction

in the present yea r, 24 per cent.

Ther

e is a

kind

of

triangular

duel going on between

Mr.

Benjamin

Pickard,

M.P.,

President

of the Miners'

National Federation,

and Mr.

J ohn Wilson, vi

P.,

Secretary of the Durham Miners' Association, and Mr.

Thomas Burt,

M.P.,

President

of

th

e

Northumb

e

rl

and

Miners'

Association, t

he President

of

the

Fed

er

at

ion

having

declared

that the Fe

d

erat

ion would absorb

the

ot her two organisations in batohes, having failed

to

do

so

en

blo

c. The di

s

pute may

lead t o an open rup

ture, disastrous

to

all.

The

French Ministry have proposed measures to

pacify

the

discontented miners as re

gards

pensions,

but

it

seems doub

tf

ul

whether the prop

osed general

st r

ike will be averted.

Already it

seems

that

a l arge

section of

the

men

are ou t

, and efforts are being made

to extend

the strike. On the

other hand,

efforts

a.re

being

made to

avert

it, and

to effect a settlement of

the questions

at

issue.

The State of California. has decreed in favour of an

eight hours' day

for

all

employed on

publi

c, St

ate

,

and

munic

ip

al

work. I t

has also passed a law for

bidding employers

to work

t he

ir

employes more

th

an

six

days

in any one week.

TEST

OF PRODUCER-GAS ENGINES.

WE have received from Mel?srP J. E. H . Andrew and

Co.,

Limited, St

oc

kporb, the

fo

llowing translation of

a

rep

orb

, by

R.

Ma.thot, of Brussels, on one of

th

e

ir

Stockport

ga.s

engines working

in

conjunction with a fuel

ga.s

plant

. l will be seen

that

the total consumption of

anthra

c

it

e was ex

a

cbly lib. per brake horae-power per

hour, and the cosb of fuel .145d.

B•

July

13, 190 I.

On June 27, 1901, a.t the requ

esb

of J.\IIessra.

"The

Material et Installations Electriquea G. Boty

,"

Brussels,

we

have,

in

view of final acceptance, tested a power

plant installed by Messrs. Ktderlen and Co., of Amster

da

m, in the

works of the mentioned company at Cureg

he

m,

near Brussels, and comprising a

D

owson " gas

producing

plant and

' 'Stockp) rt " (producer gas

type)

ga.s engine, in conformity wioh an agreement made be.

tween the two fore-named p

a

rti e3.

Th

e Dowson ga

s-

l?roducing plant is composed of:

A. A small vert10al boiler wi th inner

fu

rnace and

cross tubes of 2.5 square me

tr

es

(2

7 sq. H.) surfllce

a.nd

stamped

at 7

atmospheres (

102

.n

b.).

B. A generator worked by a steam injector fed

fcom

the

boiler.

C.

A c

oo

ler provided with

an

overflow tank.

D. A coke scrubber.

E. An

hydraulic box.

F.

A sawdust scrubber.

G. A bell-in·cup gasholder of a capacity of 22 cubic

metres

(777 cubic feet).

Part

s A, D,

E,

F, G, being of such a as required

for the feeding in

th

e future of an installabion capable of

three times

the

power at present require

d -

i.e.,

165

horse

power instead of 55 horse-power, a s specified in

the

pr

esent agreement.

The engine is of hori

zo

ntal type, with single cylinder,

built by Messrs. Andrew a.nd Co., Limited, of R eddish,

England, under the name of " Stockpo

rb,

" and fitted with

distribution valves a.nd with

a

tu be burner heated by

town gas. She

is

of

the

special elec

tr i

c lifrht ing high

speed pattern, with

ext

ra heavy flywheel and outer bear·

•

mg.

The

principal dimensions are as follo

w:

Di

ameter of piston . ... D 39 mm. (15.47 in.)

St

roke .. . . . . . C

559

11

(22

, )

Diameter of flywheel ... D 2.44 m.

(96

in.)

Width of flywheel . . ... L 0.33 11 (

13

11

)

A starting gear is fitted to the engine. I t is composed

of a pump, by

the

work of

wh

ich

the

mixture is deli

ve

red

to

the

cylinder with

out

compression, and previous to the

first explosion that will s

tart

the erlgioe.

A small rotary pump ac

tuat

ed by a be lt from

the

crank·

shafb

pr

ovides the necessary wate r for the

coo

ling of the

cylinder.

The engine drove,

by

means of

be

l

hs

, two dynamos of

continuous cu rrent, one being manufactured by the Union

ElectricitiitsGesellschaft, Berlin, driven direct from the

flywheel; t

he ot

her made

by Br

eg uet,

Parif:l,

driven by a

pulley

fi xe

d on

th

e opposite end of

the

cranks

ha h

.

Th

e (Swinburne) efficiency of both these dynam

os

had

previously been established and ascertained under respec.

tive loads of

70

amperes by

110

volt s, and l GO amperes by

110 volts.

After having firsbsettled, during

bwo

hours of previous

running under load, the normal working state of the gas

plant a.nd engine. we mounted on the flywheel

a

band

brake made of a leather belt,

the tight

end of which was

connected with an accurately tested "

Sa

lt

er , balancf, on

which

wa

s shown

the

total tensio

n,

while weights were

hanging from

the

opposite, or loose, end in order to

ob

tain sufficient adherence

to th

e rim.

By means of this brake we have regulated the load

so

as to maintain during

45

minutes 55 brake horse·power,

with th e following figures :

•

7/23/2019 Engineering Vol 72 1901-11-15

http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 26/31

Nov.

15, I901.]

· Average diameter of fly-

wheel D. ... ... ... 2.472 metres (97.32 in .)

Th i

ckness of

brake

belt ... 6 millimetres (.24 , )

Ra.dius of

brake

to reckon ... 1.24 metres (48.9 , )

Revolutions per minute .. . 210

We subsequently o ~ d e d th .e e

ngin

e with a ma.ximum,

the number of r

eyo

lut1ons bemg 212 per minute, and the

t o ~ a l load 170 k1logramm es (375 lb .), with 5 per cent.

m i S S ~

The corresponding work wa-s as foll

ows

·

Efficien b work : ·

2

4500

x 1.24 x 212 x 170 = G brake hor.:e-power.

In

co

nsequence of

this

excess

on the

power contracted

we decided to reduce

the

speed from 210 to 200 revo

lutiO?S, and now o a d ~ d the engine with

the

two dynamos

work1ng

on water e s i S t a

c ~ s . These

resistances

were so

re.gu

la ted

as

to th

e

engine

run at 200 revolutions

wtth only 85 per cent. o the total explosions i .e.,

und

er

exactly the same condttions as under the

above brake

test,

under

55

brake

horse-power.

data

have been .

s o e ~ t a i n e d by

the

use

of our

spe01al recorder for graph1c

regt

st rabion of explosions.

The

work of the dynamos w

as

respe

ct

ively

equa

l

to

U nion Elec. Gesell. Breguet.

Amperes ... ... 70

IGO

Volts ... ... ... 210 110

Watts

.. . ... ... 14,700 17,600

Effi ciency .. . .. 89 p.c. 85 p.c.

Power in brake

hor

se -

power... ... ... 22 5 28

By

adding

to the

work

produced under the

aforesaid

conditions, or 50.5 brake

h o r s

e - p ~

w e r

the work

abs

orb ed

by the

belts,

which we reckon at 5 per cent., the total

power

on the shaft of the engine

would

sensibly be the

same

as

that

n

oted

under the brake test

of 55

brake

horse

power.

During the last four hours of this

latter

experi

ment

we have,

ab equal intervals, taken indicator and

recorder

cards,

a sample of whi ch is

herewith

enclosed.

We have also noted at several moments of the s t ~

the average

heating

power of the D owson gas by eight

analyses made wlth "Junkers " apparatus, the outcomeof

which has been an average superior heating power of

1170 calories under a pressure of 30 millimetres and tem

perature of 19 deg.

Cent.

Hereafter

is given a lis t of the various

data

of our test :

Nature

and origin of fuel : anthracite from the neigh

bourhood of Oharleroi :

1. Heating power of men-

tioned fuel . . .. .

2. Cost of

fuel

per ton at

p itmonbh

...

. ..

3.

Cost of

fuel

per ton at

producer .. .. . .

4. Consumption of

fuel

per

hour in producer

...

5. Consumption of

fuel

per

hour in

boiler

. . .

G Amount of ashes in

anthracite .. ..

7.

Amount

of

steam

pro

duced ab 4.5 atmospheres

per

hour... .. . . ..

8. Average

~ i v e

work

on

shaft .. . . . ..

7520 cal.

27. 50 fre.

2 2 ~

)

31.93 " (25s. Gj,

21 kgs. (46.3 lb .)

3. 18 ~ 3 . (7 lb )

6

per

cent.

19 kgs. (42 lb. )

53

H.-P.

9. Consumption of

fue

l for

gas producing per

brake

horse-power

hour

... 0.396 kgP. ( 87 lb )

10. Consumption of fuel for

steam producing

per

brake horse -power hour

11.

Total

consumption of

anthracite

... . ..

12.

Corresponding steam

con

s

umption

at 4.4

atmo

s

pheres

. . .. . .

13.

Pressure

of gas a.t engine

14.

Amount

of water

for

cool

ing of cylinder, flowing

in

at

20 deg. C.

and

run-

ning out at 45.5 deg. C.

0 060 "

(.13

11

)

0.466 "

1

11

)

0 366 ,,

30mm

( 8

l )

L.2

in .)

par

brake horse-power

per hour

... ...

. . 23 25 kgs. (52 lb . )

1

5.

Amount of hea.t ab3orbed

by coolin g .. .. .

692.8 oal.

16. Average of initial

exp

lo

sive press

ures

on piston 22 kga. p. sq. cm (3131\:-.)

17. Mean average of average

pressures on piston .. . 4 9 kgs. per sq. cru.

(69.

7

1\:-.)

18. v e r a ~ e

indi

ca ted work

wibb 86 per

cent.

of ex

plosions ... .. . . ..

19. Corresponding

m

echani

-

cal efficiency . . .

2·). Correspo

nding

effective

electric work .. ..

21. C >St

of

horse-power for

anthracite ... ...

22

C.>Sb

of kilowatt-hour in

anthracite

.. . ..

23

.

Effective

electric work

developed

per

each

brake

horse-power

...

2

Thermical efficiency with

53 brake horse-power

63 I.H.-P.

84 per

cent.

31.950

kw.

0.0146 fr. ( 145d.)

0.024

fr

. (.24d.)

602.8 watts.

under 85 per cent. of

explosions ... ... 18.5

per

cent.

During the whole of this test the cyclical reg

ulatiby

of

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

the e

ngine

r

eckon

ed

on

unperiodical ' '

voltmeters

has

been

suffic

ient to

maintain

the

variations in

the

t ension

within

the

limits

of

volts

as an average.

Several

months

of

work

of

this plant

and

engine,

under our personal supervision and previous to our tests,

have

sh o

wn:

1. The

ignition

valve,

inlet

and exhaust valves

do

not

require cleaning and grinding more than once a week,

w h i l ~ the gas valve, the hydraulic box and overflow tank

requue n i n ~ out twice a week. Th is relates es

pecially

to the hydrauhc box, in which the dus t drawn from the

cooler lies in the bottom mi xed with water, thus forming

a thick mud.

2.

The

fires in the

boiler

and generator can be bank€d

every night, and the

latter

requires drawing twice a

week

o

nly. Afte

r

thist

some 20

lb

. of wood

and

a

little

oil will

suffice to revive tnem both.

One man will suffice for

looking

after the whole

plant.

His

work is hardly more than feeding ooal to the

fires two or

three

times l'er hour.

\¥ ood fibre is ueed m

stea

d of sawdnst in

the

first

scrubber, and this requires replacing every fortnight,

while

the

coke in

the second

scrubber will be good for two

months

with

out renewing. Both fibrJ and coke can

be

used again

after

drying

out

.

t should be borne in miQd that thes9 three latter

p ~ a

ra.tus are of a

designed

for producing a quantaty

of gas treble of

that

ab present required.

The

plant has besides been working

well during three

months, and, pr

ev

ious to

our t ests, we had n

ob

allowed

any cleaning

of the scrubbers

nor the

engine to be

taken

to pieces

and retouched. The outcome

of our tests

can

accordingly

be

considered

as

industrial results.

.

The

compression diagrams

showed

a fall of 300 grammes

m

the pre

ssu

re to th

e square centimetre

(4.3lb.

per square

inch),

owing to certain leaks in

the valves,

undoubtedly

due to

the

long

time-six month

s -during which the

engine

had

been

running without

retou

c

hing

as well.

No twithst anding

this,

the guarantees given

in

the

agreement

with respect to gas consumption and good

working

were

fully obtained. Even

when

adding to the

net cost

in

a nthracite of the

brake horae-power

that of

town gas

for

the burner, and of

lubricating

oil, it can be

safely

stated that the cost of the

brake

horse -power is

obtained in current industrial work at the rate of 1l

centimes ( /of a farthing} when the engine

runs

under a

load from 45

to GO brake

horae-power.

(Sig

ned)

R. MATHOT.

THE

OORRECT TREATMENT OF STEEL.*

By Mr.

C. H.

RI DS

DALE,

F.I.C. (M

iddlesbrough).

Concl

uded from

page

634.)

Sheets, BlacJ:plates, amd Tinplates  Much the same

applies to these as to thin plates ; being thinner, they

t ~ n d to be fiJ?ished cold er,

which,

though often done inten

tiOnally to gtve them a better surface, r

esu

lts in greater

rolling

hardness.

Hence

for

ma.ny purposes they are

"annealed, " the treatment generally consisting in packing

them in large piles into

boxe3

which are

intended

to

ex

clude the air from them whilst

they

are heated

(but

which

are generally cracked and

let

in quite enough air to burn

out a. good deal of the carbon from parts ab

least

of the

sheets}. A st

rip

of varying width ro

und

the edges shows

airing by its colour . These boxes are heated up slowly,

which may

take from a few hours to a day, according

to

size, and

th

en maintained from

eight

to

twenty

-four hours

or

more at full red heat

and

allowed

to

cool down very

slowly,

heating and

cooling

taking

altogether

from

one

to

three days. This

gradual

heating and

cooling,

if

carried

at all

to excess

as to

temperature

or

length of

time,

will

undo the

go

od of re·hea.ting by promoting

the

growth CJf

grain,

1 and if

too much

air gets in, by

burning

out

the

carb on,

so that

in

either

case the sheets may be mo re

brittle than before.

The more rapidly

it is possible

to heat the

sheets

up, and

the less

the

time

they

are kept

hot

once

they

have

reach

ed

che

rry-red,

the emaller the grain and the tou gher they

will

be.

All sheets that

are

paired or

folded

two or more

times

a.re liable to get foreign matter,

such

as scale, coal-

dn

st,

or as b, &c., between them, which may stick to and be

come

im

bedded

into the

plates,

and

form

streaks

of

various ~ h a p e s sizes, and colour, or, if they afterwards

come away, leave the corresponding roughne

ss

and in

de

ntations

on the surfaces. Th ese streaks, if only small

and thin, may be removed by the pick

ling

which usually

follows, and the roughne

ss

obliterated by q u e n t

operations, such as

cold

ro1ling, tinning, or galvanising.

The

foreign

matt

er is always present to a. greater or le

ss

degree, and it is rarely that slighb streaks may not

be ob

served

on

such sheets; but when

they

are rolled a little

hot

ter

than usual, so that the surfaces are eofter,

the dirt

sticks and is rolled in mo

re

easily, the

re

sult being

wa

ste rs.

No

streaks

of

this

description are ever the

fault

of the

steel

maker

.

The writer

was Ro

me

years ago afforded

the opportunity

of inves tigating th is matter thoroughly ab several works,

and

was able to d u o e at will all kinds of typical

streaks a.

nd indentatiOns, and

thus to

demonst

rate clearly

to

the complete satiefllobion of the principals

how they

were

brought about,

and obtain their full admission that

th is was so.

The matter is also referred to

later.

(See "Faults, ,

Sect ion V I.)

The

chief

treatment

which

s

heets may

have

to

undergo

are for:

* Ptlper read before the

In t

ernational E n g i n e e r i n ~

CongresP, Glasgow, 1901. Section V. : ron

and SteeL

t Stead, "

Brittleness

in Sc,fo Stet:l produced by An

nealing, " Jo1trn

al

of the b ·on and Steel I nstitute, 1898,

No. II .

1. Rolled.

Tinniug.

2.

Black pickled and sw

ill

ed.

3.

Annealed in boxes as de.

scribed.

4. Oold rolled.

5. Annealed again,

but

more

li

ghtly.

6. White

pi

ckled and sw illed.

7. Tinned.

•

Galvaois'ng.

Rolled.

Annealed (not always for com·

moo

sheets).

Black pickled and swilled.

Galvanised in molten zino at a

temperature of

41

2 to 600 deg.

Oent.

AfLerwards stamped, pressed, c.

Blisttr.s

are described under the

head

of "Pickling,"

Strips being s

imply narrow

thin plates,

mu

ch the

same

applies

to

these

as

to

the latter.

For st a

mping,

shearing, punching, or

similar purpo

ses

they should be very

soft.

They are

used

either in the

sta te as

roll

ed or as cold-rolled bright s

trip.

This latter,

th ough

materially

hardened and sometimes rendered

brittle by the pickling and subsequent cold

rolling

it has

undergone, ca

nnot be annealed after cold rolling, be

cause this

would

spoil the smooth bright surface. In

ei t

her

case, that

they

may be as soft as possible ab th e

outset-if

rapid re-heating to cherry-redness

for

a minute

or two and allowing to cool naturally in

air

1

or an

ordi

naqr annealing as

for

sheets is nob practicable-finish

rolhng ab a good che rry-red and

allow

to

cool slowly in

large heaps.

S,trips

for "fV

cld

i i

g Tu

9es

, 01'

for any purpose in

whwh

there

1s

further

re -heattDg, should receive as little

hea ting and be rolled at as low a

temp

erature

as

prao

tica.ble, since

they

have in

all to

stand a lot of fire, and

rolhng

hardness in them does not matter,

as

it is ab once

removed by the nexb heating.

H oops,

being s

imply

smaller strips, come

under

the

same category.

There

is

sometimes

a tendency,

as they

are

so

thin

and

cool rapidly whilst rolling,

to

heat

the

m to

a v e ~ y

high

initi

al

t e m p e r a t ~ r e

and

perhaps

~ u r n

them,

causmg

red·shortness.

Agam, a good

de

al of 1mportance

may attach to

the degree of stiffness

they

possess

and to

their colour,

on

the one

hand

(as in baling hoops)

;

whilst

on the other, if they are

of 0.2

per cent. to

0 4

per

cenf .

carbon,

they may be brittle if

ro

lled

a.t too

low a

tem

perature.

A

good

deal

may

be

done

to avoid

all the troubles

named by rolling

at

not too high

an

initial te

mperature,

so as t?

avoid

red-shortness, but cooling

slowly

in heaps

to avmd

too

great

h a r d n e

Wire Rods

and

Wir e.

-Though

the

area

of theee is

relatively small, wire rods are generally rolled fastJ,

especially

in

continuous mills, that they finish ab a good

red heat ; and being wound in compact coils, which are

often stacked in large

heaps,

they cool slowly, and are nob

so hard as might have been expected.

At

the same time the rolling hardne

ss

is considerable,

as can be

seen

from a comparison of the twisting test on

wire as it leaves the rolls, and the same after

rapidly re

heating to cherry-redness and allowing to cool.

The

hardness id

no

doubt increased locally wherever the rod

t

ouc

hes a cold objrct, such as a

part

of the reel, a floor

pl

a

te, or

co

ld

coil,

or if put outside in wet weather, and

may sometimes

amount

to brittleness.

H igh carbon steel is, of course, more

affected

by

all

hardening influences than low carbon

steel.

t is not often

that

wire rods are finished hot enough to

render

them, even with slow cooling, brittle or "rotten ,

from

this

cause, but cccasionally in the thicker grades,

such

as

guide rods, in. in

diameter

and upwards, in

stances have been

met with

vide sample 4a exhibited by

the

writer

in May, 1898, when reading his

paper on

"Brit t leness in Sofb

Steel"),

though it

is

more than

probable

there

has also been

"soaking"

of

the

billets

before rolling when this occurs.

Wire Rods

jo1· D1·a

/wing are

nsually first

pickled,

swilJed, lime-washed, and a

nnealed,

and then,

after

every

two or

more drawings (according

to the

redu

ct

ion,

the

carbon

contained,

&c.),

re

-annealed

lightly.

There

i t ~ ,

no

doubt, a tendency

to

draw through as large a

number

of

boles

as

possible, and

minimising annealing.

Cold

drawing has, of course,

a very marked

hardening

effectl and,

if carried

a

little too

far,

may easily

make

the

steel

orittle.

Wire

rods

and

wire

for galvanising,

after

pickling,

are

usually passed

through

a. long red-hob furnace at such a

rate that they are nob scaled, but just dried and

heated

up to about the melting-point of zinc before

entering

the

ba.th. Z

inc

melts at 412 deg. Cent. (which is just above

blue heat), and to avoid loss of

zinc

it mu st not get too

hot, so that the wire, with its pickling hardne

ss perhaps

not

completely removed , is far a short timll, both before,

during, and a fter galvanising, kept ab or near blue heat

whilst

under

tension and vibration.

t

s not surprising. th er efore, that hardness or brittle

ne ss is more freque

ntly met

with,

especially

in guide-rodd

and large sizes, in galvanised than in ungalvani sed goods.

Pi

o

kl ing. Ib is

pretty

well recogni sed, and there is a

good deal of published evidence, that pickling causes

hardness and brittleness, sometimes to a very

marked

extent, whi

ch is generally attributed

to an

alloying of

hydrogen with iron,

and this

is no

doubt

substantially

correct.

The writ

er

has several

times heated pieces of pickled

wire rod of

various

age s

that

were bard in

an

atmosphere

of

carbonic

acid contained in a

glass tube sealed

o.t one

end,

and obtained particularly

between

barely visible red

(say 500

deg. Cent.

)

and

low cherry-

red heat,

to whi

ch

the

heating

was

continued, an

evoluti

on of gas which

(besides the carbonic acid

gas

used

),

on testing, proved to

be hydrogen.

As

soon

as this ga s was

liberat

ed the sample became

quite sofb.

The

writ

er has

never

seen

conclusively

ex

plained why or under

just

what conditions the hydrogen

is

absorbed

; whether it is a qu estion of strength of acid,

7/23/2019 Engineering Vol 72 1901-11-15

http://slidepdf.com/reader/full/engineering-vol-72-1901-11-15 27/31

E N G I N E E R I N

G.

~ ~ ~ J i ~ ; t d ~ ~ ' s ~ r

g ~ ~ y

~ ~ ~ ' t ~ ~ t s ~ ~ ~

~ ~ ~ t c e r t a i n that

1 htd

bndom. ~ l o d m . a n u m b of

pa

cks of

Ob

se

rvations

could

probably be best made

.

I

lC

bl' at

een ptc. e m

th

e

ordmary

course With

out

wo k h ·

kl'

· . so

me

IS

ers

appeariDg),

and bung

over

th

e s

ide

of a

be e ~ ; ' i : : : r ~ ~ ~ i n ~ n i ~ ~ ~ : ~ ~ ~ ~ o ~ i d r t ~ t ~ D t h l ~ ~ p l b

would

k t l i n t ~ vatth,

so

1

that

bthe

1

y

dipped

half-way in,

and

afber a

Ib is 1 ·tt . 11 · . . • s or 1rue e ower a. ves of the

plate

s were all covered

b l i s t e r s & ~ ~ fh'in

: b : e ~ s r e T : ~ ~ t ' t

P b f l ~ n g may

a ~ s e

"'bith pickling

b1i

sterfl,

the

lin e of demarcation being

quit

e

di

sti nct

from o

rdinary.

blowho

le bl

'

Itng

1Sdera

are qu

lllte s

arp. In tbt

s case

th

e

extr

a

pi

ckling was

the imm

e

diat

e

1

. . .

1s ers,

an are

usua y c

1

use

~ h ~ o : l i e

; ~ ~ i ~ ~ ~ a d v t e ;

t ~ ~ ~

~ l ~ t e ,

a n ~ r h a . n g e

from

a

be

ut

I t

pr

o?ab

le

that

the r a . i ~ s .

whi

ch

in

thin

sheets

until after pic

kling

and often pea. d

er

ne; hr app

ei

r

are

flattened mto _ hkes or lammoo, become

sepa

ra.te j,

ing

which follows '

it Such

upd urhmgt e a.

nn

e

la

.

ph

e  a . p ~ .

by the

actiOn of .the .acid, and,

wh

en sufficie

ntly

brittle

· lS ere s ee s

are

a

t.

m,

th

e film of me

tal 1s

dts

tended by the

hydrogen

Th

·

't

h

b . . etther

at once

or

by

the h

eat whilst

annealing. '

d e

w r ~ er ads i r r

e

dd

suc

hb b l ~ s t e r e d

sheets m

t?

s

hr

€ds

From

expP.rime

nts

conductGd by

th

e

writer

(

th

ough

be

u.n

er

wa.

er, eo ecte t e

It

berated wb10h con- cannot consider th em final ),

it

seems

stron

1 robable

BlStei est:e

nt l

a

lly

of

hydr

ogeu,

as

obtamed

from

the that

blistering is

by

a higher

teJJefature

of

SECTION VI.-MANIFESTATIONS.

[NOV . I 5, I 901.

large s n ~ e s ,

as

the work

pe

netrates the mass still lees

the

compression

and

disto

rtion

of

the

surface sets up

a

s t a ~ e

of.st rain

and

sometimes

minute

transverse cracks,

p r e d t ~ p o ~ 1 to

fracture..

The

e

ff

ects of

co

ld ba.mmer

IDg,

as

se.en th e microscope, have been described

by

the. ":11ter m a former parer,*

and

cold-drawn rods

show stmtlar effect?.

As

.both

th

e pickling whi ch preceded it

and

the co

ld

dra.wmg hav e such

b a r d ~ n i n g

effects,

ibis

most d

es

irable

that the s

te

el should be m a very soft condition prior to

these operab1ons. Therefore, where possible

it

should be

a ~ n e a . l e d by

.rapid re-heating to

d ~ e e s , as

pre.

v t ~ u s l y c;>r by the ordinary

m

et

hods ; or, failing

tbts,

h e d u f f i 1 ~ n b l y h ? t ~ or

cooled s

uffi

cie

ntly

dowly.

after

rolhng to (whtlst avo

tdmg

large ~ r a i n ,

and

want of

toughness on

that

score) also avo

id

ro

lhng

h l.rdness.

Class ified 11nde1  H eads of J a ults of cl ffenn t T11pes, appeari·ng aft

e,

· Treatment

by

th e User, f oJ  T·raci

11

g th eir P·robable

Sou1·ce

.

Type of Fault and

Manifestation.

Unsoundness

:

Hollowness

• • • •

• •

L ~ m i n a t i o n . . . .

Se ami

ne

ss (when machined)

Split en

ds

.. .. ..

{

Laps

• •

• •

••

•

Su

rfa

ce de fects :

O

ra

oks

• • • •

•

•

• •

Scabs

•

•

•• •

•

•

•

Spilliness

(wire)

• • • •

Blis te rs (she ets)

•

•

•

Ditto

• •

•

Ditto

• •

•

St

reaks . .

••

• •

•

Ind

entations

. . . .

•

Rou g

hn ess

or

pitting

•

•

Dr

y ne

ss

. . . .

•

0 peni ng at ends . .

•

By .whom i n a t e d (probably),

proVlded Materull ns se

nt

aw a

y of

Composition within Limits Specified

and Fr ee

fr

om Visibl e D e t e c t ~ .

Occasio nally (if clean) . . Use r

Ge

ne r

ally

(a lways

if

en cloeed sla g

or

dirt

fou

nd

) . . . .

Maker

I f clean, roller,

whether

maker or

us r . . . . . . . . .

I f dirty, or other signs

of

un ·

so

undness . . . . . . Maker

PR

OBABLE

0A U R.

~ ·

{

Work a t too low tempErature, no t

penetratin

g mass evenly

and

a . ~ s " cree l;>." of

~ a t e l ' i a l ,

t partic

ularl

y in forgings.

t

Seg

rega.t10n and (or) msuffi01ent cropping . . . . . . . .

Rolled from co

ld.sheared

bare some of

ends of

which

hav e

split and not been

n

otice

d '

Pipe in in got imperf

ectl

y cropped, or crack no t

wor

ked out

•

Generally

(a

lways if enclosed dirt) }O ra.cks, &c., imperf

ec t

ly rolled up bu t closed

up

enough to

Mak

er

escape noti

ce '

I f . bright

in

si le,

but

la rge a

nd

} e : ~ t i ingtott top }

Insufficient

c

rop

ping

\ 1solated, or

1

g roups

..

Maker ow o

es

mgo op

If bright in

sid

e, but

sm all and f . ·

•

•

• •

•

•

t.h ick ly di st

ribute

d, probably Improper piCk lin g . . . . . . . . . . . . . . . .

user

. . . . . . . . . . , ,

pr

eceded by overh ea ting or soak ing . . . .

Occasio

nally,

ma ker . . . . . . Spong

iness

;

insufficient

cropping . . • • . . . . . .

(Unless

a

ccompani

ed

by

lamination Foreign sub

stances.

coal, coat ash, S:}a

le

,

&c

. , roll

ed

into

at

edges

of

st

r e

aks) Use

r su ·face

th

roug h

gettmg between

rolls

and

piece, or

between

patr s or fo

ld

ed eheets. F requently st icks mere if €heet s

ho tte r, and hence softer than usual.

} l..eft

when

for

eign

substan

ce

s become detached . . . . . .

~ [ ) . k e

{Red

€hortness . . . . . . . . . . . . . . . .

· · ' Segregated

parts in centre

(l

eM

L

cohesion

) not a ll c

ropp

ed c

ff

.

. . U.ier

O'

•e

rh

ea.ting , s ticking in rolls, &c. . . . . . . . . . :

G t>

nerally

• •

• •

O c c a s i o n ~ l l y ..

• •

Use

r

J ve

rh eated or

soake

d "

too

long

R ed shortness ..

• •

. . F req

ue n

t ly ( to

some

ex tent).§

•

• • •

• • •

•

•

\ W

an

t of a 6ux . . . . . .

t Unsuitable qua

li

ty specified . .

• •

• •

• •

• •

. . D:tto

Ditto

on't weld we

ll

..

• •

• •

• • •

•

• •

"

body

"

••

• •

•

l'

OR IOB NT

IYYIN

G 0 A

US

E.

} Micros cope showa abn ormally d istort ed grain, &c.

Presence of sla.ggy matter high in

ma

nganest-.

}

Examine en

ds

of unrolled

ba

rs

l

Ef li

c

arefully.

Eye or micr

oscope

can generally discrim inate

Eye

or

mic roscope shows lapping,

and

gen erally or di rt .

Co

nhin CO and N if

formed

before annealing.

{

Microscope

shows normal

·si

zed grains,

a

nd

sou

ndn

ess

be

fore

p ick ling , or in parts other t

han

ac

tu a

l bliste rs .

Microscopic examination shows large gra in or ba nds.

{

Microscope s

hows

unsoundness before

pi

ckling, or in p1

nts

other than

actua

l blisters.

If scraped

ofi'

, sheet underneath

so

und .

Co

lour and s

imple

tes t

shows

what

it

is. Goal

(bla

ck)

bu rn

s

brown

or

white

·

coa l ash b  own (oxidised) ; coal

ash

white

(not

oxi

di

sed):

Scale contams

60

to

70

per cent. iron.

Microscope shows la rger g rai n if hea ted ho tt e r. t

Analysis shows

S and

.Mo.

a

nd

hen

ce

if t h

ese

are at faul t.

Exce

ss t

impu

r

ities oo

insides.

Colo

ur

and sca le s ho ws this

, and

if composition

quite

suitable

tor purpose, overh eating probable ca use .

l l y

m p a n by thick sca le . Microscope sh ows

la r

ge

g ram or bands

outstde,

good norn11l g rai n

in

side if

piece

th ick

enou

gh.

Make we

ldin

g

test

wi th ftux.

Analysis in

conjunct

ion with purpose shows th is.

Ditto Ditto

Ro

ug

h (  saw ) edges

Won't

forge

well

• •

{

Occasionally.

Mak

er if all

pi ece, or user

e r } Q1Jality has not sufficient

ma r

gin of

Burnt

.

•

If only part,

say

on

e co

rner. User

•

•

• • • • •

•

•

• •

• • • •

JG e

ne r

ally

a

cc

ompanied by thi ck scale. Mioroscop

et

shows

. .

\.

lar

ge

gra.io or

ba

n

ds outside, good

no

rmal

gr

ai

n

inside if pi

ece

t-hick

eno

ugh.

Brittleness :

B reaks short off . . . .

C racks in punching, stamp ·}

ing , or shearing ..

Ha rd ne

ss

:

Won't bend enou gh . . . .

, twist , . . (wi re)

Pu nches

an

d shears too

Tensile test too ha

rd

.

0\ e

r-softnees :

Ge

nerally (unleEs

se

riou sly a t faul t)

Ditto

D

i t to

Ditto

Ditto

oompo3ition

. .

Use

r

D

itto

Ditto

Ditto

Ditto

b e r one or more of t he foll owing ia greate r or leAs

degree:

. Fu rn ace too bot . . . . C

1

d

I f

oon.rse

grain

Fini

shed too Rolled hot to spare machi·

0 0

e

bo t or n ery . . . . . . ve ry

Rolled

very

qu

ic

kl

y slowly in

r

. · lar

ge

~ u g e

sect1ons . . . .

b

soaked

J

Delay in mill- steel l

eft

in ea.ps,

too lon g l furnace or

ove

rni ght . .

Over ·annealed

Finished Fi rst

pie

ce . . . . . . .

too cold

or

Stalling

" of piece, or other del

ay

If

fine

c

hill

ed

Thin se

c

tion

s . . . . . . . .

Cool

ed

rapid ly

whilst at Co

ld

floor, &c . . . . . . . . .

g ra in blue

heat

Spr ead

too

mu ch . . . . . .

Rain or inten tional waterin g ..

Om

itting l i n ~

wher

e requir ed.

Exceptionally

se

vere pi

ck

ling; cold drawing, rolling, or hammer ·

iog ;

or

ga l

vani

sir,g.

Tools too blunt or cut l3efore asking for ha

rd

er :

stee

l, make

t 'lo heavy su re it \vill not d o h arm in ot her

I Fr act ure g enerally

shows

c

oarse

grain . Mic

ros

cope sh ows

J

l la r

ge

r gr

ain

than

normal for

t hat

se

c tion , or st ru ctur eless

bands,

es

pe

cially

at outside

of piece. t

•

} Mic

roscope

sh

ows abnomu.lly diato

r

ted

g raio,

&c.

t

Io samples render ed br

it

tle by any of causes named, heating for

a mi nu te or two to cherry- red and c

hillin

g in water if 0 not

over 0.

10 per cent., or c .:>olio g in ai r if abo,·e t his,

re

sto r

es

toughness, unless

sam

pl

e has

been

t horoughly

spoiled. Mi

cr

o·

scopic e

xaminatio

n

also

sho

ws

grai

ns re

s tor ed

norm

al.  

W

on't

cul

' ' Lugging " crisp and

Generally

• •

• •

• •

UJ

er

Unsuitable quality

way.

Try sharp er t ools or lighter

specified

out first .

Comparat ive tests, using same to ol or drill with pieces con·

sidered righ t, will

show

whether steel is soft or

tools

blunt .

turn smooth

Tests too

so

ft.

Di

tto

I

{

Finish

ed

rathe r ho

tt e

r or cooled slower than

usual,

sufficientJy

to make stee

l

softe

r.

Mi

cr

oscope

may show la r

ger

r ~ i n .

I

Excepting most fonns of un so

undne

s3, i t is

pr

obable

that

faults

whi

ch

affect

only a. sma

ll

propor tion of the steel, and

no

t a. whole oast, are not due to the maker ,

but

to

th

e u

se

r· for t he

o s i t i o n , if

.

w o n ~ ,

is

so

in a whole bl

ow,

as ~ e r e is no ma te

rial

variation b e t ~ e

n o n ~

part

an

d

of

t h e same blow, exce pt that

occ

urring

from

t he .

inwards,

du e t o

s e g ~ e g a t i o n ,

wh1lst

any va.

rtat10n

10 the

heat

and treatm

e

nt gtve

n by maker

does no

t

cou

n t, as tt 1s

obht

er

ate

d on re·hea t

tn

g by

user. 1\

la.ny fa

ults

a re,

ho wever, du

e to a comb10a.t10n of

causes

for

which bot

h

ma ker and use r

are in

va r

ying

d eg re

es

responsible. I f (1)

the

steel is no

rm

ally taxed almost to the

limit

of i

ts

eo durance by the

pr o

cesses i t ia mad e to go t hrough ; (2)

Th

e

maker

h a ~ n

ot

bee n

clearly informed as to t he purpose for whicn it is intended or treatment i t will r eceive, particularly as to so

undne

es wh en worked 1nto machined a rticles, the ~ h t e s t speck or seaminess in which

will con d emn them; (3) the characte ristics of each make of steel are not studied by t he user, but all worked

indi

scriminately ; the maker's r

esp:m

sibility for t ro

uble

should be less.

t Except

in

t he oa.se of ingots or large o o m E ~ , sli

ght

sur face crac

ks if

chipped d eeply.

t

Dixon

Brunton, ' 'Wi

re

and Wi

r

e-Dr

a

wiug,

J ou.rnal of

the Tl es

t

of

Sc otland J.

ns

tttute, No. 4,

Janu

ary,

1900, pnge 119.

Also M 1 n n e ~ m a n n is an ex a

mp l

e.

t Rid

s

dale,

11

Pra

c

ti

cal Mic rosc

op

ic

Analysis,

J ou·rnal of

the

I ron an

ti Steel Institute, 1899,

No.

11.

§ Maker for his own sake will

keepS

and other impurities low, as, if seriously at fault, heavy draughts on i

ngots

at once reveal red-shor t ness, and will no t roll down clean, so gets t hrown

out

ns d e fective, and does not lt:ave

works.

pio

kled

wire rod ; whereas blowhole bli

ste

re, euch M

are

occlsionally

met wi

th

in the

sheets when firsb rolled,

are

generally

larger (eo

meti mes

qui

te large

),

r ecur isolated

or

10

sma

ll

groups,

and

cons

ist

ch

iefly of ca

rb

o

ni

c oxide

and

nitrogen, no hydrogen.

Pickling r a ,

if

they

only con;e

up

after an nealing,

have lost

their

h

yd

rogen,

it

having been

exp

elled

by beat

and

replaced

by

a

ir.

F r

eqnE"

ntly a

sma

ll hole is

vi

s

ib

le

in the

bead

of each blis

te

r where ib has

bur

st a

nd

the

a

ir

entHed. As with pickling e ~ s so wi th

pi

ckling

blisters;

the wri ter

cannot

exact

ly say what

are

the

con

ditions

under whi

ch

they are

produced.

At

some works

th ey are recognised

l's being

solely

the ~ o d u c t

of pickling,

whil

st at

othe

ra,

w1

th e

xemp

la

ry

consiStency,

the

steel·

maker is blamed for them.

So

me yea

rs

ag

o, at

one

0f seve

ra

l wo

rk

s where the

wt iter

w

ll

s ass

ur

ed that pickling w

as

solely respon

sible f·)r them, to

prove it

abo

ut

a do

z<3

n

plat

es

were

the

heets when rolled, or

by

them longer

than

usual, such tr

eatme

nt tending to

burn out the

carbon

and

permit

s

eparati

on of

the

fibre.

Ua lvanising. M uoh the

same applies

to

o

th

er nrhicles

as

has been described

under

th

e head of

ga

lvanising

wire rods. Ill is pretty generally rEC)gni sed that

it

te

nd

s to produce bribtleness, mainly, no doubb, from

the

causes

menti

oned,

and

possibly also from

the britt

le

natur

e of

the

zin

c- ir

on alloy which fo

rm

s

at th

e junction

of

th

e

two

metals when th

ey are

properly unit€d.

R ods predispoeed to brittlenes3 

ei t

her

by

finishing

ab

ove critical t emperature,

and thus

leaving the grain too

coarse, or by finis

hing

at or n

ea

r blue b

eat

, are, when sub

jecbed

to

th e

furth

er

hard

ening

and

st raining t-ffects of

pic

klin

g

and

co

ld

drawing, almost certain to become

Vt

ry

brittle.

Tbe

3e

few examples should suffice to illu

strate

some of

the di r

ections in which to look for

o c ~ o

s e s for unusual

behaviour;

bub, of course,

the num

ber of possible causes

which

might

bring aboub a res

ult

is very l

a.

rgP, though a

oareful c .msiderat ion of each particular case bhould fllcili

ta.

te

a co

rr

ect

solution.

ll

that

ca

n

be

done

is

to

k

eep

the stee

l as so

ft

as

pos·

s

ibl

e

up

to

the

stage of pickling ns describ ed for wir

e,

and

b

eat the

goods ns hob

as

possible u

ft

er k l i n ~ of

oxidis

in

g the surface

and

preventing the

adbes

10n

of

th

e

Rr ;crroN VI. Te sts- Sta;nda ra R

cqu.

 i1ed.

zi

nc) so

as

to expel hyd rogen

an

d restore softness,

and

'V ith

reference t ) steels being

tann

ed '

'b

r

it tl

e,"

un-

a

void

a

ll

ohilliog,

and

cool as slow

ly

as possible. af ter

j

leaving

the bath

. . * Jou:nal of. the Ir <Yf '

a;nd

S t e ~

[n

stitute, 18 >9, No. I I.

old or Rolhng has

been referred to.

In a c t 1 0 ~ M 1 0 r o c o p 1 0 A n a l y H ~ .

'

•

•

•

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7/23/2019 Engineering Vol 72 1901-11-15

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•

6g6

E

N

G I

N

E E R

I

N

G.

•

[Nov. 15,

I90I.

States

with

a view of controlling certain

raw

m'iterials neer, however, one of

the

m

ost

distinguished past presi- say pub character above everything; be sure in your

and industries. This policy I cannot agree with.

For

dent3of the Institution of Civil Engineers, died

an

honest work, whatever

ib

is, that it shall bs work for God and

my

part I

have

no

sy mpathy

wi

th

, hub

am

albogether man.

not

for

the devil; then

you will find

in the

end, when

against, what

I

may term any cut-throat

competition Should you

be

called

upon

to

give

evidence, while you y{)ur time comes

to

leave

this

world

and the

true value

amongst produce

rs

or manufa.cturers, which I am sorry

to

would

be quite

jusbified in avoiding reference

to the

weak of your

work

comes o u ~ that there will

not

be a prince

see so much of amongat contractors; hub,

on the other

points of your client's case, do not damage your character or a mjllionaire in

the

land who would be justified in

hand,

I would look

up

on such combines

as we have

m

the

eyes

of men

of

integrity by

saying

anybhing

in the

looking down upon you.

recently

seen

set up

in

the United States, and

suggested

interests of your

side which is

not

true. You may imagine,

as most young

men

at

some time

in England, combinations against

the 'public

weal,' While not for one moment

suggesting my

remarks imagine, that

the

world is hostile

to

you, hub you will

which should

be

prevented so far

as

possible by

alllegiti-

would applv

to

the ma.joriby, for whom we must have a I arely if ever find anyone designedly doing you harm.

mate means. Our American friends may

talk

of economy high regard, I fear, with my, perhaps limited, experience,

If,

however, you should find some miserable wretch of

of

working

through such

combinations,

and

pub before I

hav

e nob

the highest

opinion of some of

what we may humanity

designedly

hard upon

you,

leading

you

to

think

the

public such-like blinds, but I venture

to think

that

term the expert

i t n e ~ s e s of

th

e present

day. In point

of

the

world cruel

and

cold-hearted, you will also find, as

before long

the

intelligence of

the

American people will fact,

there are

many men, even well up in

their

profes- I have found, those sympathetic noble souls who in a

cause

them

to realise, if

they

have nob already begun to sions, to whose evidence, if I were sitting, say,

on

a

Par-

sincere

and wanly

way will look kindly

on

you, and you

realise.

who has

to pay the

piper.

In

the

p a s ~

legislation

liamentary

Committee, I should nob

pay the

slightest

will

learn to

value

their

good opinions

and

their

assistance

in the United States appears

t

me to have

been

mostly

in regard.

in anything you

may have

to do

beyond

all

price.

the interest

of

the

milhonaire,

or

I may

say the

billionaire,

I t

mn.y not be, and, in fact, is not, always desirable to " y e s h o u l ~

try

in our relations, b u ~ i n e : s >r otherwise,

but a change may come. The

spirit

of a h

ealthy,

but not speak all the truth that a man may know but whatever partiCul arly wtbh those who are w v r ~ m g w t ~ h us, to be

undue, competition,

in

my

humble opinion, is a spirit you do speak, let

it

be

truth,

even if ib be ab the risk s y ~ p 9 . t h e t i c

and

open as far practicable t ~ h a ~ l men.

far

preferable for

the

benefit

of the nation to the one now

sometimes of

shaking somewhat

fiercely

fair authority

SoCiety would

better

for

1b

.

My great WlSh IS that

in vogue across

the

Atlantic. by

the

beard. when

my

work

S

done,

whatever

else

peC?ple

~ a y

s ~ y

of

Speaking more particularly to those of you who may

be

I was interested in

an

arbitration, before another of

the

me, ~ h e y may speak of. me as

one.

who m his bu3mess

at some

time

engaged

on

the staff of a contractor, or even

past

presidents of

the

Institution of Civil Engineers to relatiOns at any

r a t ~

tr1ed to do hts duty,. and aJso,. to

be contractors

yourselves, I would

remind you

of

the ttl tt

f d'ff ·

t'

•th 'th

quote

from a memor1al

card

of

a.

d

ea

r old

fnend

of mme

great

loss of life, which, sad

as it has

always been, is

fe

e ;ome

ma

era

0

I erence

10

coMec hn

Wl Sh e who

recently died

in

the North

of England

that th

ey

unavoidable

on

public work(3, in

the

hope that

we

may a :.i

c ~ ~ t t t ; : : : n t : E ~ c h ~ i d : t ~ a ~ ~ r a u ~

t h ~ ~ ; h : s : : ~ h o u ~ ~

might

, write me

aa

one who loved his fellow

~ e n .

,

realise how all

important

it is, in whatever position we have done better, but I a.m sure neither aide would ever

may be

placed,

to

use

our very

utmost

endeavours

to

have suggested that

in

every

detail

the

award

had

not

reduce this

loss of

life to

a

minimum.

I

think

I

am

ris-ht been given

in strict

accord

with the arbiter's

conscientious

in

stating

thab, according t the

insurance

compames'

judgment; but, further,

ab

the

end of

the

inquiry, before

returns,

the

lives of no less than

three

men

are

lost

by the

award w a ~ given, the lawyer on

the

company's side

accident for every lOO,OOOl. value of work carried out; told my lawyer that

he

could

pay

us

the

compliment of

and yet

I

am told the mortality

from accidents

in

coal

and saying that, without

exception,

the

witnesses on

our side

other mines where

explosives

are

used is even

higher had

every one of

them

given their evidence truthfully in

than that on

public works. The sbrange

thing

in regard a

way

that his

side

could find no fault with,

and

we, in

to our accidents is that

they

do nob so often happen to our turn,

had the

satisfaction of being able to reciprocate

men engaged

in

work

that

is known

to be

dangerous

as

these feelings

to the

full. I fear

that

it is

in

few such

with

work of a

more ordinary nature.

For instance, inquiries

that

expressions of

the kind can be

made,

and

it

during the

twenty-five

years

I

have

been a

contractor

I should nob

be

so.

have employed many men as divers, and yet I cannot Again, if, as an engineer, in carrying

out

a work you

recall to

mind

one sins-le fatal accident t hat we have had should make a mistake-and the best of men make mis

to a.

diver.

The calhng

is

prinn d f acie

a dangerous one,

takes-do

nob

try to

pub

the

responsibili

ty

on

others;

and consequently those

engaged

in it are

cautious,

and

say, for instance, on

the

contractor.

I f

you

are ever

so

take

every ca

re;

while with

other

work, such

as

weak, you will

a.b

once put yourself a.b

the

mercy of that

excavating in timbered trenches, traffic work

on

rail- contractor, who

will-and

I think

excusably-make

capital

ways,

quarry

work, and so forth, where

the

dangers are out of you some

day

. In

my

experience I have found it

nob so

apparent, men get

careless,

and

often,

with no

has been

the

able

man

who

has

been

the

most

ready to

doubt

commendableanxiety in their

work

,

run

ris

ks

which own up

to

a mistake,

and

in

99 c a ~ e s out

of 100 his clients,

are

unnecessary,

and

end in

the

loss of life. We do nob where

they

have been men of intelligence, have thought

wa.nb the na.mby-pamby man, who is always afraid of

him-j

all

the better

of him for it. I have noticed that it is

self, but

we

do

require that,

while

to the best

of

our

usually

the

empty-headed

fellows who

are

so afraid of

abilities

we take

care

that

every

arrangement

of

our work

admitting a

mistake or

of changing their

plans wh

en a

is a reasonably safe one,

we induce

our men

uot

to incur

better plan has

come to

their

knowledge.

risks which

are

unnecessary in

the

proper carrying

out

of I well remember an occurrence in connection with the

their avocations. extension of a dock for which another

past

president of

Now,

although

I fear I

am

trespassing too much upon

the Institution

of Civil Engineers was

the

engineer-in

your

time, before concluding I should

like to

ask you

all,

chief.

It had

cccurred

to my

engineer-in-charge that

each one, in whatever line of business he may

be

engaged, there might be some risk to

the

new work owing to our

to do his

best

to uphold

the

old-fashioned high character uncertain knowledge of

an

old wall, part of

the

old work,

of

the

Nnglish engineer.

To

use, I

think,

the

words which

an

extra. cofferdam

might

prevent.

The

pro

v

iding

of

St.

Paul, ' Quib ye

like men

; '

this

means honest of such a dam in

this

case would have been a

matter

f

or

manly men. Leo your word

be

your bond; respect every

the

company. I

made the

proposal

to the

engineer-in

verbal promise as if it were.

c o n t a i ~ e d

in the most formal

~ h i e

who, however, chose to

run the

ri.sk ra

ther than

legal document. To

my mmd

the Idea of a.

man

suggest- mcur the x ~ r a e x p e n ~ e . The old wall fatled, the ~ a t e r

ing

an

obligation is

not

binding, because

it

is

not in came

through

and

flooded

the

whole of

the

new workmgs.

writing, is beyond

contempt

. I sometimes

think in

.

th

ese

This grand ~ I d

man, however,

did not

s ~ e k

to

burden

the

days, with some of us, there IS t oo much of

the

feehng of

contractor

wtth

the

blame, but at a. meetmg on

the

ground

anything

for peace

a k e - a n y t h i ~ g

althou.gh a bib against with

the

directors at once said to me' ~ l l M r . Jackson,

conscience, for the sake of pleasmg those m power, or for whatever the consequences may be, th1s IS no fault of

saving our pr

ofessional

reputations.

yo

urs-if

anyone is to blame, I am

to blame:' That

was

I

think,

with one of

the

ancient writers, that

'A

lie is an x p r e s ~ i o n of honest feeling I sha.ll never

o r ~ e t .

a

thing

naturally hateful both to ~ o d s and men.' Young Conceit,whiCh, on n.ccounb of the1rless experience, may

men at school or college are, I thmk

1

naturally

truthful

; be more natural t younger men, is cer.tain to

get prun

ed

but sometimes

in later

life

our

anx1ety for professional

down;

but I am

sure if

a young

man

will

b o n e ~ l y

confess

repute the prospect

of

monetary

gains,

or

a feeliug of his ignorance,

be

will

in the

long find .hi Dse)f

the

vanity'

may sometimes check

this

noble

instinct. gainer

;

r ~ i s e , the

very

a?t

of vei.hng

h1

s. 1gnorance

I f any

one of you comes to sit

as an

arbitrator, as you from o b h ~ r s wtll bec<;>me hab1b .bY

he

wtll ?Onceal

would value your life never allow

the thought

as to how It from h1m st>lf, leadmg h1m to hve a life of shams mstead

your

decision will

in the future

affect

your

personal of realities. · .

interest

ever

ente

r yo

ur

head. . . Now, I fear some of.

YC?U

may

thmk

I am

to<;>

down on

I would

point out

how

unjust

1t IS on

th

e part of

an the younger m e n ~

Tb1s IS nob

the

If 1t werE\, I

engineer in drawing up conditions of c o n t r ~ c t to . p p o ~ n t should be down

~ p o n

l lyself, for although I have had

himself sole

arbiter

for the

settlement

of

dispute

s twenty-five

yea

rs

e x p e r t e n c ~ as a contractor,

and

more

may

arise between his principals

and the

contractor.

In than twenty years

ago carrted

out

som.e contracts

then

most cases,

any

such

disputes originate

through differ· spo

ken ?f as

g r e a ~ works,

I

am yeb only. fifty year s of age,

ences arising between the engineer

and

the contractor an age m these times of old men makmg me a compara-

very often through ambiguity in the specification; hence ti vel v young man. . . .

such an

engine

er puts

himself

in th

e

i t i o n

of

judge With

refere

nce to the

older men, I

thmk

1t a

great pity

upon

a case

wh

ere he is

pr a

ctically one

of the

dis

putant

s, that some of those now o v ~ r seven

ty e a ~ s

of age, who ~ o r

the

fitness of whioh course can bear no enquiry

whatever

years have been leaders m

the

professiOn, do.not retue

from a fair and moral

point

of view.

It

has been argued nnd make room for

the

greater e n ~ r g y

and

qmte enougp

that

in

such cases contractors should decline to come experience of

the

o m p e t ~ n b men

tbuty years

or

more then

under

such conditions,

nnd if contractors

would, junior,

many

of whom m c,on

seq

uence of

the

greed of

in

standing out against such

conditions, only stick their elders

obtain

~ u . t very hbtle work. I should

be

very

together and decline

to

sign ~ u c h docull?e.nts, ther would glad if

by

some l e g ~ t 1 m a t . e means these elderly gentlemen

form a combme of a very

fau

and legitimate kmd. I t could be compulsorily rettred. . .

may be

said,

and in this

I e

ntirely

agree, that with

~ e n :'Now to

you, who

may be

m

the

full

swmg

of

great

of

high

character

and

position,

contractors are fauly

t h i n g ~ ,

to

you .men of gemus, I say, do

not

rely

boo

much

safe

under

such conditiOns,

and

I

my

self have ofte? upo?

y ~ u r

gen.ms; .for I have

known

ml\ny m e ~ of great

accepted such conditions for

the

very good reason bbat If gemus m e n ~ n e e r m g .

wh_o,

on of theu

want

of

I bad not, some eager competitor would have

put

me out· steady, practiCal. apphcat10n to the1r w o r k ~ have made

but

the prinoipl.e

is a

~ r o n g

one,

a ~ d in England

should

b u t ~ poor show

m .the world.

~ e a l

success

IS

more.

often

be done away

w1th

as It

has practically been do

ne awa

y

obtamed by

contmuous ploddmg, steady

work, and

with

already in S c ~ t l a n d .

In the

views J have exp

re

esed therefore I

say

to those. ?f. you who may

not

have suo.h

on this cu

sto

m I know I have with me some of the best of exceptional natural a b i h t ~ e s , but w ~ o yet possess

f ~ t r

Eoglish

engineers. power8,

take

hearb,

and

with self

-re

hance

work steadtly

'

'S o

me

years

ago, I wa

.s

o n ~ of

the

parties

in an

arbi tra-

and

. honestly,

and

you

are

almost sure

to

succeed,

and

tion where

the

consulting

n g m e e ~

to

the

Board

f.or

whom e ~ b l y .make a. fortune.. People t

c:ll

us

tb

  :b

~ e y

I was w

orking

sat as judge. His

a w ~ r d

w ~ given con- makmg 1s . not

an

ennobhng occupatiOn, but m this I

scientiously

entirely

in

my

favour, but Immediately f t e ~ - a n n o t l qmte s.gree. I t depends t?POn how

the

money

ward

s,

some say by c o i n c i d e n ~ e , but

ma?y

say

not,

h1.s

IS madP.. A

nch man

has ce

rtamly .g

r.eat.

power

f?r

services

to

that Board werP

dispen

sed w1th. That engt- gcod whiCh a poor

man

can

never

ha'

e

sttlJ, I wou cl

Oun

RAILS

ABROAD.-

Our export rail trade

appears

likely

to exhibit moderately

good res

ults this

year,

the

shipments in October having been 41,261

t o n ~ .

as com

pared

with

36,896 tons in October, 1900,

and

47,181 ton3

m October, 1899.

The

principal exports last month com

par

ed as follows

with the

corresponding

exports

in

the

corresponding

months

of 1900 and 1899:

Country.

Sweden and Norway

• •

Egypt

.. ..

Argentina

. . . .

British South Africa

• •

• •

British India ..

• •

Au

st

ralasia . . . .

• •

Canada . . . .

• •

-

Oct., 190

1.

tons

3721

3855

9782

1667

5107

9297

7476

I

t . , 1900. Oct., 189

9.

tons

6033

358

6411

3183

9728

8724

3

57

9

tons

2,377

5,929

4,948

663

10,651

6,669

9,119

The

agg regate

exports in the ten months

ending.Ocoober

31

this year

were 386,866 tons,

as

compared wtlih 314,705

tons in

the

corresponding period of 1900,

and

401,918

tons in

the

correeponding period of 1899.

This

year's figures would not have been so favourable

but

for

the larg

er

demand

for

our

rails

in British

India,

Argentina,

and

Canada.

The

value of

the

railc1

exported from

the

U

nited

Kingdom in

the

first ten

mon he of this year showed a

l a r ~ e

increase; they amounted

to

2,309,108

l.

, as compared

with

1.951,624l.

in

the

corre

sponding period of 1900.

and

1,947,572l. in

the

correspond

ing

period of 1899.

The

dearness of coal has, however,

of course increased

the

cost of production.

OuR

CO

AL A.BROAD.-The

export

duty

of 1s.

per ton

impo

sfd by Parliament upon coal Exported from

the

U nit ed

Kingdom appears

to

l:

e telling, to some extent:,

upon our coal exports, which amounted for October to

3.985,234 tons, as compared with 4,110,668 tons in October,

1900,

and

3,610,090

tons in

October, 1899.

The

contrac

tion

observable in

the

demand i ~ , however, by

no

means

universal,

the

ehipments made last month to Sw€den

and

Norway, Denmark Spain,

It

aly, Brazil, and British

India

showing

an

mcrea

se

, a.s compared

with

October,

1900.

Tbis

will

be apparent

from

the

annexed com

parison,

illustrating the

principal

shipments

of

the

months in question:

The

a g g r e ~ a t e

exports

for

the

first

ten months

of

this

year

were 36,865,214

tonE , a.s

compared

with

38,443,491

tons in

the

corresponding period of 1900,

and

36,107,649

tons in the corresponding period of 1899. The principal

shi pments made this year compared as follows with th ose

effected

in the

corresponding periods of 1900 a

nd

1899 :

Co

untr

y.

•

•

••

ussia

Sweden

an

Germany

France

Spain

. -

Italy •.

d Norway

• •

• •

• • • •

•

• ••

• •

• •

•

•

• •

: I

• •

• •

I

-

- - - - -

I

1900. 1899.

901.

tons

tons

tons

2, 339,732

2,976,965 3,187,379

3,622

,2

85

3,675,306 8,851,658

4

,9

46,449

6, 039,646 4,268,736

6,504,735

7,013,400 5,616,470

2,241, 593 2,127,910

1,844,361

4,711,487

4,4

(6

,396 4,644,3

63

Although thE re b.een .a Ret:sible reduction

the

price

of coal this year, It IS st1 ll much dearer than It was two

years since.

This

is shown

by

th e facts that

the

36,865,214 tons of coal

exported to

OotobPr 31 this

year were valued ab

2 5 8 ~ 5 . 4 2 0 the

38,4t3.

491

tons

shipped in

the

firab

ten

months of 1900 at 32,019,626l.,

and

the

36,107,6-19 tons shipped in

the

first

ten

months

1899

ab

18 886 407l.

In the

first

t£n months

of thtR

year coal ~ a s

shipped

for

the

0f

~ t e a m e r s

en·

~ a g e d

in i ~ n t r a ~ e to t h ~ extEnt of 11,282 557 t o ~ s .

The o r r e E ~ p o n d i n g shipm ents m

the

corresponding penod

of 1900 were 9,757,233

tons; and in the co

rrePponding

peri

' d of 1899, 10,003,440 tons.

•

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Nov. 15, 1901.]

"ENGINEERING" ILLUSTRATED

PATENT

RECORD.

COMPIT EO BY w. LLOYD WISE.

SBLEa.rED AB

.STRAUJ

S

OF

REOENT PUBtlBHED 8PEOIFIOATION8

UNDER THE AOTS OF 1883-1888.

TM number oj vie WS given

in

the Specification 1 · a ~ s is stated

in each case

;

where none are mentioned, the Specification is

not

illust·rated.

Where inventions are communicated from abroad,

tM

Na.m.es,

d:o.,

oj

the

C o n t m w ~ i c a t o r

are given in italics.

Copies

of

Specijicat iO M may be obtained at tM Pa tent O

t/lce

Sale

Bramch, S6, Southampton BuiMi·ngs, Chamcery-lane, W. C. at

t h ~

ttni/orm price of8d.

Th

e date of the

culvertisente? l.t

of the acceptance of a Complete

Specification

is,

in

each

C l,8e,

given after the abstract, unless the

Patent has been sealed, when the date

of

sealing

is

given.

Any person mav, at any tim.e with

in

two months

r o n ~ >

the date of

the a.dve1·tisement of the

acc

eptance

of

a. Complete Specification,

give ·notice at the Pa.te·nt 0{/lce of owosition

to

the grant of a.

Pate11.t on any

of

the grounds mentioned

in

tM .A

cts.

ELECTRICAL

APPARATUS.

16,3'10.

Siemens

Brothers

and Co., Limited,

Loudon. Siemens a11Ct

Ha

lske Company, Berlin. ) Elec

tr ic Meters. [4 Figs.)

Ju l

y 20, 1901. - ln volt or ampere

meters of t

t.

e kind in which the scale divisions are approximately

proportioned

as

in the lower of the th r

ee

scales illust rated; a small

adjustable we

ight is added to

an

extension

from the horizontal

ax

le of the indicating needle, and in such a position t hat the

tends

to aid t he current in producing deflection on the

Pig. I .

•S Jl fl}

N

•

first half of the scule and to oppose deflection on t

he

second, io order

that the scale divisions may be P.roportioned more

nea

rly as shown

in t he

upp

e

rmost

of

the

t hree tll

ustrated.

Instruments

to

whi ch

the

invention is applied are more useful for measuring widely

differing pote ntials or cur rent strengths than for indicating small

differences in a value normally requiring nea rly t he whole scale

for ita ind ication, in which case the lowest

sca

le of t he th ree

shown is t

he most convenient. Accepted Septenwe1·11,1901.)

15,8'10.

T. J .

Rlcaldoni, Buenos

Aires,

Argentina.

Hertz-Wave

Radiator.

[1 F

ig.

) September 6, 1900.- In

the Her tz·wave radiator, according to this inven t ion, and which, the

inventor

states,

is with like discharge

ene

r

gy

, from ten to twenty

{ls,4TO.) ~ _ . . . . . _ ~

tim£S as effeoth·e as t

ha

t of Rig hi, the spark djsc

barge

pa th through

viscid

or

other liquid dielect ric is interrupted

by

one or

more

m

eta

llic ha

ll

s. The

variou

s

balls

serving as

di

sc

harge

electrodes

within

the

liqu id dielectric, are made

adjus

ta ble as to their dis

tances apart. Accepted Sep tem1.Je1· 4, 1901.)

19 ,4'10.

Crompton and Co., Limited, and S. L.

Brunton, Chelmsford, Essex. Motor Switches.

(2 Figs .) October 3l, 1900 . In liquid immersion switob apparatus

fo

r motor circ

uits,

and in order to prevent u

se

of t

he

switob sh<?uld

the liquid have been allowed to evapo

ra

te to an extent suffiCient

to permit a dangerously mpid inc rease of current st rength in the

motor should t be

sw

i

tc

h

be

us

ed

in this

cond itio

n, an

el

ec t

rc ·

magnetically

withdrawn

catch is provided, which

se

rves

to preven

t

t.he

mo,

•able elec trode fro m b e i n ~ lowered beyond a cer

ta

m poinL

if current is then not o.lready flowing through the switch

and

mot.or cirr ui t. .Accepted September 18, 1901.)

GUNS AND

EXPLOSIVES.

17,83'1. B.

Barris,

Congleton,

Chester.

Rifle

Magaaine. [·J Figs.] October 8, r ifles of

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

the kind in which t he cartridges lie aide

by

side, a

nd

in ord er

to

prevent ' ' piling of t he

ca

r t ridges during the oper

ation

of l

oa

d

tug, the two aides of

the

magazine ar e made ofdifferent conflgura·

Fig .1.

F ig.8.

tion, the several shapes

illustrated

having been

determin

ed ex·

perim

entally.

The

mven tion is a

pp

licabl e

to

magazines of the

kind described in Patent Specifloat10n No. 1

6,284

of 1900. A

c·

cepted Se

pt

embe

t·

4, 190 \.)

8016.

J .

F.

Choles, Pietermarltzburg.

Natal.

Rifle-Sights.

[2

Fiq

s

.]

Ap

ril1

8, 1

901.

-

ln this

back-sig ht for a

r ifle according to

the

m vention lateral movement is obtained by

means of a wormwheel t urn ab le in bearings

upon

t he

barrel

and

en

gaging

o ~ a

at the rear end

of t he eight-bed, which

is pivoted at

ita fore end. A set screw is provided to fix

the

sight-bed when

adjusted. (.Accepted Se

pt

embe,. 4, 190 1.)

13

33'1. A. T. Dawson

and

G. T.

Buckham,

London.

Gwi-Breech Mechanism. [7 Figs. ) J uly 24,

1900.

According to t his invention breech-blocks or l u ~ a which engage

with the breech

inte

rior

by

means of

stepped

series, of t

hread

ed

Fig

.

.

·

I

•

•

or like engaging portion s, are with

th

e breech inter ior so form ed

that they

may be

t urn ed th roug h a g reater

dist a

nce than has

heretofor

e been usua l,

apparentl

y in order that

the

blo

ck and

lhe breech t

hr

eads may so far clea r one

anothe

r that the bloclc

may be

simp

ly

swung

fr

ee

from

the

breech. ~ e a n a are

p r o v

for

tu

r

ning an

d

wit

hdrawing t he block, or

Vtcc verstt,

the

w 1 t ~

dt awing movement beginning before tbe tu rn

ing

movement ts

completed. (.A

cce

pted September 4, 1901.)

8365.

0.

lmray

London.

G.

L

N or

ri

s_ Washino.ton, D .C. )

Explosive. April 23 , 1901.  A

n i t r o ~ l

r m e . exp l?stve w h l ~ h ,

it ia stated cannot be fired except by d etonatton, 1s a c c o

to

this ~ n t i o n

compoun ded from ni troglycerine with a p p ~ o x t ·

mately

30

pPr cent.

by

weight of a mi xtu re of

equa

l parts of hght

oil of wood tar

and

oil of mirbane. The com

pound may

be usert

absorbed by or gelatinous subst ances if des ired. .

t

is

stated that t he compound does not dec ompose or e,

and that it ia n

c:-t

subject

eithe

r to precipitation or oozing.

A

cce

pted September 18, 1901.)

14,5'16.

0. B.

J .Krag. Chrtstiania, Norway. MaJazlne

for Small Arms

[8

Fiqs.]

Au

gust

14,

19

00.

(Oonvent10n

date

August

4

1900 ) Tbe' magazme according to

this

invention is sh

aped

as

a S t g ~ e n t of a parallel

or

conical-si

ded

~ o l l o w cyli.nder

.

and

the

car t ridge feed is effected by means of a s

pnog

conto.tned 1 a le·

tach

ab

le oase he ld cent rally io the cylinder, the said sprin g servrng

Fi..g

.1.

FifJ..2

•

to rotate a " wing " which presses against the cart ridges. On e

portion of the ou ts ide wall of th e. magazine is hinged to t ~ e

lid,

and

h

as

a cog attachment whtch engages cogs

on

the wmg ax1s

io

order

th

at

wh en it is opened for int roduct ion of

ammunition,

the

wing may be drawn m to its fully ret racted position. Ac

cepted September 18, 1901,)

MINING, METALLURGY, AND METAL

WORKING.

13,3'19. G. Taddei, Turin, Italy. Aluminium Be·

duotion. July 1, 1901.- Ac cordlng to t his invention

a

process

by means of wbich, it is stated, metals whose c

hl

orides are less

exothermic than chloride of sodi

um can

be obtained from their

oxides is as follows : Fused chloride of sodium i.a elec trolysed

at a

temperatu

re of 1

000

deg. Oent. by cu rrent, at a potential

of 4  volts, and the chlorine evolved is passed into a second recep

tacle

containing

oxide of the met al to be obtained which

has

been

mixed

wi

th

ta r

or

some other form of

ca

rbon in

combining

pr

o

portion,

and

is maintained at a temperat ure of about 1400 deg.

Oent. The chlorine, it is stated, then un ites with the meta l,

ca

rbo

ni

o oxide being liber

ated

and the

ch

lorid e

vapori

sing-.

Th

e

vapori sed metallic chloride is t hen led into an unheated vessel,

into

w

hi

ch

is

also conducted vaporised so

dium

from

the

ele

ct

ro·

lysing bath, the sodium

and

chlorine combini ng to form common

salt, with which the metal to

be

obtained is mixed, and from

which i t can afterwards be sepa

ra

ted , t he salt being returned to

the ele

ct

rolysing

ba t

h. The

pro

cess

is

described in referen

ce to

obtaining alum inium from alumina. Accepted September 18,

1901.)

RAILWAYS

AND TRAMWAYS.

15,369.

Siemens Brothers aud eo., Limited,

London.

(Siemens

and

Halske Company, Berlin.) Electro·

Pneumatic Brakes. [2 Figs.] Ju ly 29, 190 1.- In elect ricalJy.

ope

ra

ted Weatinghou

se brake appa

ratus of the

klod des

c

ribed

in

Patent

Specification No. 20,186 of 1900, ncco

rdin

g:

to

this inven

tion a combined

band

oper

ate

t elec tric switch

and

pneumatic

valve

de

vice is provided wherein the switch leve r for the electric

circuit is pivotally mounted on the

handle

of the driver 's br

ake

.Fig

.

.

valve, and ia so ar ranged th

at

wbeu the

driver

's bra

ke

valve la

in the position closing t he t rain pipe, the Ewitch leve r can

be

operated

by band for ac

tuating

t

he brakes hy means

of

the elect

ric

01 rouit, while when the driver 's brake valve is t ur ned so as to

dis cha rge the a

ir

under

pre

ssure from the t rai n pipe for operating

the bra.kee, the swi

tc

h lever is at the same time

automatically

made

to close t

he

t rain c

ir

cuit by means of a

cam

s

urface

, so as

to operate the brakes

also

by

th e elect

rically-actuated

vah·ea.

A ccep ted r m b e > · 19(

 11.)

•

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•

20,887. J . Brown, Dunmurry,

Belfast. Working

Railways. [2

Figs.]

November 19, 1900.-A method of C')n

r k i n trains, and which is specially applicable to the

~ m t

system

of ele

ctric

traction, according to this inven

on provtdes

that

one car shall

be

picked up

at the front

and

from the rear of the train for each station

The

car

to be picked up is started in advance of the

and

that dropped is

brought

to a standstill by its guard.

ssengers change from

the

car

picked up

to that which is to be

at

the

station at

which they wish

to

alight.

Accepted

er

11,

1901.)

SHIPS AND NAUTICAL APPLIANCES

•

19,134.

J . S. Berrtott ,

Atgburth

Vale,

Lancs.

Packing.

[2

F igs.] Ootober 26, 1900.

propeller shafts according to this invention has,

11

combi

nation

with the main J;tland which surrounds

the shaft,

outer

gland within

the

stuffing-box

and

contain

ing ordinary

the innu gland presses, and a ring of

~ -

 

·  ·- ·- ·

Pin '>

-

J '·

r ubber

or

ot

hEr re

silimt

material

abutting

a g a i n

the

bottom

of

the

stuffing-box,

and

so arranged as to lie just clear of

the

shaft except

when pr£seure is applied by the outer gland

to

com

press the same."

Th

e ohject of the invention is

to

provide means

for the prevention of leakage alonir

tb

_ 

shaft

when repaoking the

main gland. (.Accepted, September 18, 1901.)

STEAM ENGINES, BOILERS, EVAPORATORS, &o.

1541. T. White

and

C.

Rainbow,

Luton. Steam

Boiler. [5 Figs.] January 23: 1901.-ln this boiler for steam

lorries and the like, and in

orde

r that

such

boilers

may

be readily

taken arartand put together

again, the walls of the water space

are formed of separable parts connected with one another by

•

•

•

•

•

• •

cou ling rings of variable ~ l a m e t e r , and formed w i t ~ w e ~ g e - l i k e

o r ~ o n s adapted to

act

8.Jla1Dst o t h e ~ wedge-like porttoos m such

~ a n n e r as to

bring

together

OJ?postng

fl.anges on the s e p a r a ~ l e

ar ts

to

be connected. By

altermg

the d :a.meter of t b ~ couphng

rings when in position the separable pa r ts .can he QUIC

kly

COD·

nected or dis connected. Accepted Septembe1 4, 1901).

12 701. J . M. Burd, Wolstanton, Staffs. W a ~ e r ·

E N G I N E E R I N

G.

and the other similarly parallel with the other

upp

er one, two

rows of straight tubes c o n n e c t i n ~ each

upper

header with a

corresponding lower header which is parallel with it, the tubes

0

0 0

0

0

0

0 0

•

•

in

ca.cb

row b e i n ~ ranged ver tically one above the other. Hori·

zontal cylinders s1tuated below are connected to the lower ends

of the lower headers.

(.Acc

epted September 18, 1901.)

TEXTILE MACHINERY.

18 701. A. G. Bloxam, London. J.

P. Be>

nbe>·il,

Oehde, Germ

any

.) Chain

tor

Stretching ~ n d Drying

Machines. [5 Jigs]. Octo?er 19, 9 ~ 0 . T h e cha1_0s u s u ~ l l y pro

vided for stretcbmg and drymg ma.ohmes for

textile

f

ab

n cs, and

having hooks

or pins

for holding

the

f

ab

ric, are,

it

is

stated,

so con

structed that they are c a ~ a b l e of moving only in a t o r i

z o n t ~

or

a vertical course a.ccordtng as the means by wh1ch the hnks

are united (such: for e x a ~

p l e ,

as

b i n ~ e ~ turning.

o.n pins). are

arranged vertically

or

horizontally. .Tbts

i n v e n t t ~ n

provtdes

such a obain capable of moveme

nt

horizontally, vertically, or

at

an angle. For this

purj>Ost>,

instead of being hinged together, the

- -- -

•

-   -

  _

..

..

.

Prrr )

~

\

·f ls·

5.

•

•

LNov. 15.

1901.

on guides in the wheels a n ~ tilting cog-pieces, and c

o.ne·

shaped sheaves of rods shdm(r on the shafts, the rods p 88tng

through the blocks and serving to move them in the gu ides. The

cones a re moved

in

reverse direction by means of levers, so that

•

the diameter of one wheel becomes proportionately less as the

diameter of

the other

becomes greater. The t ilting cott·pieces

are smooth on the

outer

side, so that only

the

piece or p1eces on

which the chain

preBBes

unevenly are tilted in such a manner as

to give positive engagement. (.Accepted September 4, 1901.)

18,810. G. Watson, Leeds. RefUse

Destructors.

[6

l igs.]

0 Jtober 22, 1900.-A portable refuse destructor accord

ing to this invention has a firebrick lining within a metal sheJJ,

there being an air space between the firebrick and the metal.

. .

-

There

is a small fire tube boiler on the flue in fr

ont

of the furnace

in

order to

supply

steam tor

a forced -d

rau

ght

injector

furnishing

air

under

pre11sure

to the furnact>. There is a dust eeparator and

settling chamber in connection with the emoke-box. .Accepted

.Attgt.Ut 14, 1901.)

16.603. F. Wlndhausen, Berlin. Obtaining Motive

Power.

t2 Figs.] September 18, 1900.-In order to obtain

motive power from waste beat by means of the evaporation

of very volatile liquids, the

inventor

employs a combination of

a turbine motor,

an

evaporator, and a condenser. It is

stated

that : " The advantages afforded by utiliaing

the

difference in the

pressure of the cold vapoura as between evaporator and condenser

in a steam turbine, as compared with the utilisation in a piston

engine, consist in

the

gr

eat

simplicity and cheapness of the tur·

bine motor

and

in the presence of only one stuffing-box (t

ha

t of

the shaft) to be rendered tight·. A further very important advan·

tage is the omission or any internal lubrication . As in piston

engines internal lubrication is indispensably necessary, and t·he

l u b r i o a t i n ~ material <.irculates

with

the oold va.pouJB ,

such

materi al wtll gradually collect in the evapo

rator and the

condenser

•

and

form a solid layer on

the

walJs of

the

pipes, and hence the

beat-conducting power would be considerably reduced. Thus

1

great difierences of temperature between the spaces. inside and

•

outside the pipes would be necessary, whereby the dtfferences of

. . . temperature and pressure between the evaporator and the con-

links

of the

chain

are united by books of mroular se9t10n wbtob denser would be reduced. A further

advantage

lies

in the

greater

behave as

b a l l

a n d - ~ o c k e t joints, allowing movement 1D all di.rec- useful effect n.nd the P oportionately number of

re

volutions

tions. The slit openmgs of the books are so r r a ~ g e d t hat the ~ n k . e of co

ld.

vapo

ur

turbmes. The effect ts the greate r and the

can only be put together by means of these shts when the links number of revolutions the smaller as the density of the vapoura

are at right angles to each other. It o l l o w s ~ of s e ~ ~ b a t the used is the great

er

; sulphurous acid, on account of

the

denstty of

links can

only

be separated when they a r ~

I?

.tbts po.stbon, and i

ts

vapours, appearing to be specially suitable for cold-vapour

that

an

accidental dismemberment of the cbam tstmp

oas

tble so long tu rbines " In order to seal the shaft gland , what is called a cen

as the latter is in tension. With a chain of this kind it is p ~ S · t rifu

ga

l s t u f f i n ~ · b o x is used, in which, when the apparatus is in

sible in

putt

ing the fabric on or off, to

m<?ve

the two cbam s motion a liqmd for example, oil, la maintained by centrifuglll

n e a r ~ r together or farther apart, as may be.destred i lnd w b e ~ the force u; an annuiar channel

in

the casing casting and around

the

fabric has been removed,

to

tu rn the obatns back e

tther

bor1zon- periphery of a disc on the shaft. (A

cceptedSeptember

26, 1901.)