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'

DEc. r

3,

I gor.]

THE MILITARY SELF-PROPELLED

WAGON TRIALS.

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

commenced

on

Thursday l

ast,

when

the

five vehicles

started at an early

hour

to run the north

e

rn

triangle, with the road from Aldershot to Odiham as

TH.E trials of self-propelled waaons for military

it

 s so

uthern

base. The distance traversed w

as

oses, w h i c l ~

ha

ve been i.nstit?ted by the War

about

30 miles.

Th

e

Foden

wagon

started

first

and

winch

were

1 e e d .1n

~ u r artic

le of and ar ri

ved home

first,

the two Th or

nycro

ft

lorries,

week,

have been

contmued

since In

accordance which came

in together, being

second.

'N

e believe

the programme . A good deal of disappoint- I hat, allowing for time of starting and una.void

has been

felt

at the small entry to the corn- able detentions, there was but four minutes'

th.at

the

offer

of

so respectable a sum

as

diffd

rence in time

between the Thornycroft

tn prtz

es

ha

s ca

ll

ed

forth

.

As

a

lready

stated,

No

.

6 and

the F o

den

wago

n.

As we have

sa

id,

ly

four

firms

have sent competing

vehicles

; the spee

d is

not

considered

the

lea

ding quality,

but

it

•

•

•

•

.

- - - -

•

FIG. 1.

I

•

79

los

ing the

cap of the pump valve-box,

and being

delayed

an

hour.

With the exception of

suc

h small mishaps, the

tr ials have,

as

we have said, been aneventfu1. On the

two first days

the roads

were good, but the

heavy

rains

of Sunday

mad

e them

extreme

ly heavy going.

The Foden, Thornycroft, and Straker

wagons, which

we saw on the road,

seemed

to take

little or

no

account of

the

soft country

roads

of

the southern

triangle

. Tho

rnycroft N o

. 7, which had

been

running with

o

il

fuel, was

changed to

coke by

way

of

experiment

.

We

s

hould iudge the Milne

vehicle

•

•

•

~

•

•

· · r

•

I

I

I

I

I

Fig 2

r

•

•

•

•

I<

. •

2

6

>1

I

I

I

-   0 , •

6

>l

J • O ----------------

•

I

I

I

•

I

I

•

I

t------ 1 l t

1

t 1 1 1 11 l? ~

lr

• •

· · ~

q)

•

I

-

tt---- -

- 1+-·

--

Hr  -H -·

I

I

I

J I

I I

l

I I

I

I

I

--

~

• - ' ' i - , . . . . . : : : : : , _ - - : . ~......

: . .

~ : / 1

~ / \ ~

1: /

I .

I

•

Steam

Wagon Company en tering two

In

t

he

p

re

sent i

ss

ue we give, in accordance with

of last

week, iJlust rat io

ns

of

the

wagon

trailer entere

d

by the Strake

r

Steam Vehicle

ompany, of 9, Bush -lane, E. C. Fig. 1 on the

page is a perspective view,

Fig.

2 is a side

and Fig.

3 an

end

view.

In our

last

(Eee page

779 ante

we

described this

vehicle,

th

e

re

is

no ne€d to

r

epeat the detai

ls.

The

eneral

arrangement is

very well shown in our

st

ration

s .

We

also give in

our present

i

ssue, on page 794

perspecti\ e view

of th

e

Thornycroft

wagon,

has been b uil t specially for military purposes

th e Thornycroft Steam Wagon Company, of

hiswick

and Ba

s

ingstoke, and

not by

e s ~ r s

J. I.

ornycroft and

Co., as was

stated

in one place by

ror in

ou

r l

ast

issue.

I t

will

be remembered

we,

ast week, gave line drawings (see Figs. 5, 6,

and 7

ge 776 a

 

e  and a description

(see

page 771

of

this

vehicle.

We also give

on

page

794

a

perspective

view of

esn·a

. F o

den and Son'

s

steam

wagon,

which

was

lso descr ibed

on

page

779

of our last issue.

U p

to

the time of writing th ere is not much to

c

ord

of

the

tria

ls . The com

petition

is

by

no

of the nature of

a race, and

the awards

will

made

not

to

the

vehic

le

which

cov

ers

the

g

round

qu ick ly,

but

to

the one which , in the op

in i

on

the

military

authoriti

es, is best fitted for

work

of a campaign. The consu

mption

of

and water naturally forms

a

most imp

o

rtant

in estimating total efficiency.

These

details

he War Office authorities do not propo

se

mak ing

at present at

any

rate. The

running tria

ls

\ .

I . •

·

-1 )

s ·

------· -

- - - - - - - - - - - · -

->

i J

.J.

11

j

I

I

I

I I ;

:: . -

.

~

•

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

• •

1< . · · G 

77 3.

c. )

TH E STRAKER

STEAM LORRY.

is evident that, other things being

£qual,

the

veh icl e that covers the ground most quickly must

have a great advantage in

milita

ry

operations

.

Th

e

la

ter trials h

ave

sh

own an

a

dvant

age

in speed

for

the Foden

wagon, t h

ough there

is not Yery

much

to

choose

between this

vehicle

and the

Thorny

croft ' 'No. 6 (Figs. 1

and

2,

page 776

ante ,

these

two

being, so far, at

th

e head of the

li

st.

On the first day, however, the

Milne

wagon, with

an

internal co

mbu

sti

on

engine, was unfortunate

in

regP

.

d to its trailer, which came to

gr

ief,

and

caused

considerable de lay; and t

he

St

ra

ke r lorry h

as

also

been somew

ha

t unfortunate, on last Monday 's run

to be a

little und

erpowered for the work.

We

do

not

propose

giving water and fuel consumptions

until wo

get

t he compl

ete

figures,

for

f

ear of

being

l

ed

in

to error,

but we

think it may

safely be

said

that so far

the Foden

wagon

has done ex

t remely well, a

combined

feed-water heater and

partial condenser giving good resuUs.

TR

AIN RKSI

STAN OES

: ERRATUM .

- In

the abstract of the

paper on TrainResistances,   re

ce

ntly read by Mr.

J.

A.

F.

Aspinall, before the Institution of Civil n g i n e e r ~ , which

appeared on page 741 of our issue

of

November 29 a mis·

print unfortunately occurs in the formula given in the

third

co

lumn. The numerator of the fraction should be

V

i instead of

V/ '

as printed. The formula should

thus read:

v i

R = 2.5 + - .

50.8 + 0.0

278

L

•

GERMAN INTERNA

L

NAVIGATION

S

. -Th

e

t o t a l l n g t h

of

German internal navigations is returned

ab

8855 miletJ.

This netwo1k comprises 5813 miles of streams and rivers,

1461 miles of canalised rivers. 1519 miles of ordinary

canals, and 62 miles represented by the Emperor William

Canal.

Of

the

8855

miles repre

se

nting the internal navi

gations of Germany, 1

389

miles can be traversed by

vessels drawing 5 fo. 10 in. The sections accessible to

boats drawing 5

fb

have a total len

gth

of 1883 miles ; and

the length of the sections which can be frequented by

boats drawing 3

fb.

4 in. is 4422 miles. The balance of

1152

miles is only acce

es

ible to boats drawing

2 h . 6

in.

and undH. The fleet using German canal navigations

comprised, ab a recent date, 22,664 boats, wi th an aggre

gate carrying capacity of 3,370,447 tons. The total of

22,564 boats comprised 1953 steamers, with an

a ~ g r e g a t e

carrying capacity of

104,360

tons. The German Govern

ment has submitted proposals to the German Legislature

f<;>r the extension . and i m p r < ? v e m e ~ b of G e ~ a n

na.viga.·

hone ; the

co

llect1ve expend1ture mvol ved 10 these pro·

po:als is aefl down

at

19,450 OOOl.

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:

•

79

•

:

a

•

•

s

z

,.

RAILWAY

SCHEMES

IN

PARLIAMENT.

IN our last two issues we have dealt with the

neral way a n ~

other

engineering work fore

? adowed 1n the Bills of

the

next session of

Par

nent, and also described the scope of the

merous deep tunnel schemes brought forward

th e b ~ n e f i t of t he Metropolitan area. We shall

lo'." outhne the nat ure of the light railways which

IS proposed to con

st

ruct

in

different pa

rt

s of

coun try. In cases it is extremely diffi

ul t to define t he difference between a light railway

a. t 1 ~ a m Y a y .

A lawyer, we presume, would make

distinctiOn d

epen

d en tirely upon the Act under

hiCh

a v e been sought, and the Light Rail

CommissiOners ha \re held in the Taunton case

at a g ~ t railway cannot

li

e entirely within t he

of a smgle borough. Nevertheless

in

manu

ctur

ing di

st r

icts, where centres of 'population

closely grouped, t he construction of a few

of tramway coupling up existing

li n

es

tn many cases, permit of continuous travel

istri

ct

of considerable size · and when

he are drive l electrical ly, a. system

t o all In

tents and

purposes a lig

ht

ailway ; though

it

is

true

that the Boa.1d of

rade regulations un der which the traffic is worked

may not be quite the same. In some respects t he

management hnve a

fr

eer hand, whil

st

in

other

s

are more restricted. A point to which the

offiCials of our great rail ways should direct their

is the closeness with which these pro

jected lig

ht

railways

para

llel in certain in

sta

nces

existing lines. P arliament, we believe, will turn

deaf ear to mere complaints from the great

mpanies that their receipts will

be

reduced by

he prop

osed

intru

sion,

unl

ess the companies

hemselves undertake to give a somewhat similar

. Taken by the large, the train services be

ween principal stations is rema

rk

ably good;

hough exceptions mi ght, no doubt, be readily

rought forward. I t is

in

the m

atte

r of a.ccom ·

modating local traffic that deficiencies appear.

O

ne

general manager, indeed, has frankly stated

that such traffic is a. nuisance, and seems rather

o welcome the prospect of handing

it

over to

more en terprising undertakers. Obher companies

will, however, be less ready to pass a. self-denying

ordinance of th is nature,

but

they will hard

ly

succeed in getting the ear of Parliament unl ess

the

y show themselves prepared to furnish equally

convenient suburban and local services. In some

espects t he electric tramway must have a consider

le ad vantage, a

nd

that is in the readiness with

the cars can be board ed at any point of the

oute, and

in

the frequency of the services. In other

and in particular that of speed, the re-

r railway is, or can bo made, unrivalled ; but

yet

few traffic managers seem to recognise th

at

work suburban traffic

in

a really smart way

as much power is needed as to run

n express service.

In the

case of a steam-worked

rvice

the

boiler,

it

is true, need n

ot

be specially

arge,

but

considerable cylinder capacity is needed

t he trains are to be brought rapidly up to speed.

In

the

r o p o l i t

district no wo

rk

of a specially

ing character is proposed, though the London

Tramways Company seek power to extend

lines of their system in West Middlesex. One

proposed

by them

is to

run

through Isleworth

n a northerly direction up to

He

ston and

. At Heston there will be a junction with

t ramways proposed in

an

ord er now pending,

d at Southall a junction with

the

existing li

ght

ailway. Th e total length of this line will be about

  miles. Another line is to run from the authorised

at Hampton, through Sunbury terminat

g in

the

Staines Road,

in

a

juncti

on with a. light

ay al ready authorised . A th ird line proposed

the Bill is to run from Hammersmith, along Old

to

H

ar

lesden, whence a branch will lead

Acton. There will be

junct

ions ·with exist ing

r

au t

horised lines at each terminus. Another

to t he west of the Met ropolis is that for which

are

so

ught by the

M

et

ropo

litan Di

st

rict

lectric Traction Company. This line is to com

near H ounslow Barracks Station,

in

a junc

with th e 1\Ietropoli tan Railway, and pass

Cranfo

rd

to Colnbrook, whence a branc h

extend to Slough, and another through H orton

Datchet. The

tota

l length of the lines proposed

about 16 miles. In North L ondon there would

to be some antagonism between the Metro

Tramways and Omnibus Company and the

•

E NG I N E E R I N

C

[DEc

. I j , 1 .

I

==

-

a

M ILITARY

LORRIES.

•

(F01· D

es

  ription see P  ge 793.)

•

. .

•

•

•

•

    ·

•

•

•

-

 

•

• •

•

•

ST

EAM L oRRY BY MEssRs. EnwiN FoDEN

SoNs

, AND Co

.

L IMITED ,

SANDBACH.

•

•

•

STEAM L oRRY BY

THE TH oR Y

CROFT

STEAM

WAGON C oMPANY, l\ITTED, BASI NOSTOK.E.

Urban District Council of Wo.lthamstow since each

is promoting a scheme, and these, to a certain

d

eg

ree, clash. The company 's

pr

ogramme is the

less ambitious of the two, the work foreshadowed

by them being merely a number of junction lines

at

T

ot

tenham, and an extension to Walthamsto

w

about 3 miles long. This line it is proposed shall

cross the Lea ty a new bridge. The Dist rict

Council, on

the

other hand, propose

the

con

st

ruc

tion of lines aggregating 10 miles in lengt

h.

These

in

clude a junction with existing tram lines

at Tottenham and Walthamstow through which

a number of lines will be laid down; whil

st

a

branch will extend to Leyton, a

nd

connect

there

with the

pr

esent t ram lines. Another

br

anch

will lead to Woodford, and a

third

to Ching

ford. In

th

e south a company is seeking an order

for the construction of a line from Lordship -lane

to W estow Hill.

Th

e above constitute the wh ole of the work

which it is proposed to cons

tr

u

ct

as light railways

within the Metropolitan area. To the we st, h

ow

e\'er, a scheme is being promulgated for a

lin

e in

Berkshire from Windsor to Maidenhead, following

the line of

the

direct road t

hr

ough Clewer a

nd

Bray. There is, however, to be also a loop further

south, passing through Fifield Green, Moneylow

Green, and Holyport. In Bedfordshire a company

is seeking

an

order for

the

construc tion of a line from

Hou g

ht

on Regis, th rough Dunstable,

wi

th a

branch

along the Icknield Way t o Lu ton,

in

which place a

number of lines wi ll be laid down, const ituting

over one- of the total length of soma 9 miles

of new

hne

proposed. In the \Vatford district

powers are sought to extend as l

ight

railways

th

e

authorised Watford tram lines to Bushey on the one

side, a

nd

to Rickmanswor th on the

other the

aga re

g ~ t e of .new w:ork being about 4t miles. In comp

0

et

i-

tiOn ~ 1 t h th1s scheme

~ h e

Hertfordshire County

Council have one of their ow n for the construction

of a light line from Watford to Bu hey arid a

nu

mber of locallinef: at the l

atte

r centre. '

Coming to the provinces, the most impor tant

brought forward this session is fo r the con

struction of about 43 miles of light railway from

Southend to

Co

lchester, t Bradwell- on- Sea .

Starting at Prittlewell, which lies a litt le to the

north of Southend , the line is to proceed t hrough

Rochford, and

th

ence in

a.

north-ea

st

direction across

t he Crouch to Burnham, and on to Southminster

where there will be a junction with t he Great

Easte rn R ailway . From Southminster the line is

to

pa

ss t hrough Dengie to

Bra

dwell-on-Sea., at

the

m.outh of B l a c k w ~ t

e r ,

where the svuth ern port ion

will

~ a t e

on

a.

J e t t ~

~ h e

northe

rn port ion of

the hne will commence 1n a Jetty on the other side

of the Blackwater

at We

st M

er

s

ea.

, and proceed to

Colches ter through Peldon and Abb erton. From

Colchester a. branch is to extend westerly to Stan

way and Copford, wh ere there will be a junction

with the Great Eastern

Ra il

way

.

From

the

southern end of the line branches will proceed to

Southc

hur

ch and South Shoebury. Another

E::sex scheme is for the construction of a light

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1JE

C. I 3 1901. j

railway from

the Great Eastern

station at Clacto

n

on-Sea to St. Osyth, following the line of high

road.

the

West Riding

a number of schemes

are

be1ng br?ught forward,

the

most important, per

haps, betng the extensions which

it

is

souabt to

make to the

a k e f i e ~ d and District

light raii

way

s,

already authortsed. 1n all, these extensions aggre

gate some

23

miles. They consist of a

number

of

~ r e . n c . h e s which one, starting

at

Dewsbury in a

J U ~ c t w n

w1.t

h the Spen V alley

and

Morley Lig

ht

Railway, will

run

east

through

O.ss

ett

to Wakefield,

where

there

will be a

ju

nct ion with

the

W akefield

a

nd

district

light

line.

On the

north

a branch is to

extend from a j unc tion with the authorised line

at

Roth":ell, near Leeds, through Oulton

and Methl

ey

to Wh1twood, where

there

will be a

junction

with the

authorised. vVest

Riding tram

lines. From Ardsley

a

brAnch 1s to

extend

from a j unction with

the

autho1ised line

to

Wakefield.

On the

so

uth

of

the

Jatter city a branch is to be constructed from a

junction with an authorised line

at

Sandall Magna,

east

to

Crofton and SharlsLon a

nd Featherston,

where the

re

will also be a junction with an

authorised line.

Another

branch

is

to extend

to

Normanton.

In the

Doncaster

district

a private

company is seeking powers to construct a line

from Barnsley to Doncaster via WombwelJ, Mex

borougb,

and

Conisbrough, with a junction

at

Hexthorpe, near

Doncaster, with the authorised

light line of

the

Doncaster Corporation.

Th

e total

length

of new railway proposed is

about

15 miles,

and

it parallels very closely the exi

st

ing railway

between Barnsley and Doncaster. The lJonca

ster

Corporation

are

themselves proposing some

further

development of their

lin

es in t

he

shap e of a short

extension from

Bennitthorpe

to the racecourse

stands.

From

Selby

it

is proposed to con st.ruct a

light

railway,

about

13 miles long,

to

Goole, passing

through Barlow, Drax,

and

Armin.

At

Goole

there

will be a

junction

with the existing No

rt h

Eastern lines, and at

th

e Selby end junctions

with

the

North - Eastern line to Leeds and

with the YOlk

and

Doncaster

lin

e. In concluding

our

notice of

the

proposals relat

in

g to Yorkshire,

we may add

that

the Yorkehire Vales

Light

Rail

way Company is seeking powers to raise additional

capital.

Co ming to Lancashire, it has to be noted that

whilst

in the

sister county

the bulk

of the work

brought

forward is

du

e

to

individual enterprise, in

Lancashire it is the public aulhorities who are

r

es

ponsible for most of the applications for pro

visional orders. A comparison of the results

obtained

in each case during the next

ten

yea

rs

should prove

intere

st ing.

In

one regard public

authorities

are

in a position

to

give a

better

service than companies, since they can break

the existing law as to speed with impunity, whilst

in case of accident a co

mpany

is certain to be

accused of risking the lives of the public in

its

greed f

or

dividends. So far as

our

observation

extends, on

no

company lines a

re

speeds

atta

ined

equal

to

those habitually adopted on

the

Corpora

tion

tram

way s of Liverpool

and

Glasgow. Many

of the lines now proposed in Lancashire are.short

junctions coupling up the tramways of a ~ J a c e n t

towns, so

that,

in

the

absence of maps showmg the

lines already const ruct

ed or

authorised,

it

is not easy

to estimate

the

full importance of much of

the

new

work.

In the Manchester district the \-Vest Man

chester Li

ght

Railway Company seek to make a

deviation of the

ir

authorised line at Stretford,

making a junction

with the

metals of the

Ship

Canal Company. In

the

same di

strict they

also

seek powers to make junctions

with the

rail way of

the Cheshire Lines Co mmittee

and

to acquire run

nin g powers over a portion of this railway.

The

Warrington Corporation

are

applying for an

order

authorising the construction of a j unction

at

Stockton

Heath

between

their tram

lines

and

No. 2

railway of the vVarrington

an

d Northwich Lig

ht

Railway Order. From Stockton Heath they also

propose

to

construct a loop back to vVarrington

vid Lacbford. Application has also been made for

an order authorising the linking up of

the

trams at

Acorington

and Burnley

by the construction of about

6 miles of

light

line closely parallelling

the

exist ing

r"ilway. A so

mewhat

similar enterprise is that f

or

the construction of a line, 13 miles long, from a

junction with the Preston Corporation 'l'ramways,

through Walton·le-Dale, Chorley, Adlington,

and

Andert

on

to

H ar

wi

ch. Fro1n Chorley a branch is

to

extend

to

Standi

sh.

Another junction

line is

f

N G I

N

E E R I N

G.

that from Ramsbottom to RawenstalJ, through

Edenfield, which is again parallel to the existing rail

way. In North Lancashire powers are so

ught

for a

light line from Preston to Lytham, a distance of

a.bout 11 mil es .

The

route chosen, to a large

extent, l l o the high road between the two

towns in question, passing through Ashton, over

Fr

ec

kleton

Mar.;,h, and

through \Varton.

Considerable activity is foreshadowed in the

Derbyshire and Nottingham district. In

th

e first

place, a company see

ks

powers to construct a line

from Derby, through

Sp

ondon Ockbrook, to Wils

thorpe, whence two

lin

es will lead to the Notting

ham borough boundary.

The

southernmost will

pass through Chilwell

and

Deeston, whilst

the

other

will follow a route th rough Sandiacre, Staple

ford, Trowell

and

R ldford.

The

total l

engt

h

of

the new line will be

about

19 miles, and

there

will be junctions with the Corporation trams at

each terminus. In another scheme, separately pro

moted,

it

is

pr

oposed to extend as

light

railways

the

Nottingham Corporation Tramways to Carlton in

the east, along the Mansfield-road to the north, and

Broomhill

and

Hucknall Torkard in the same direc

tion, whilst still another branch is to extend west

erly to Trowel . From Mansfield

it

is proposed to

extend the authorised

light

line to Bel

per and

Ilke

ston. In the

latter

town there will be a junc

tion with the authorised tram lines, and the line

will then ce proceed northerly through Shipley and

Reanor

· to Codnor a

nd

Ripley.

From

this

point

one branch will go towards Mansfield vid Black

well, to Hucknell·under-Huthwaite, where

there

will be a junction with the authorised Mansfield

Light Railway. A second branch will connect

Ripley with Belper via Heage. The work in

question will comprise

about

18 miles of 1ine.

Com

ing to the Black Cou

ntry, we

note

that

the

Dudley Col'poration are eeek

in

g powers for a line

from Dudley, through Rowley Regis, to Halesowen,

where there is to be a junction wi th the No. 1line

of t

he

authorised

Hale

sowen

Light

Railway. This

will apparently clash, to a certain exte

nt,

wit.h the

scheme promoted by the Worc€ster

Rural

District

Council for a line from

Hill

to

Hale

sowen.

Fr01u Burton-on-Trent it is proposed to con

st

ruct

a line to Ash by·de-la-Zouch, a distance of

8 miles, passing

th r

ough Swadlincote

on

the way.

In

I{ent

it is proposed to construct a

light

line

from Ca

nterbury

to Herne

Bay

·vi

Sturry

and

Herne,

the di

stance being about 11 miles.

A

number of local lines will

al

so be made in Canter

bury

and

Herne Bay. In the DoYer dist rict powers

are sought to construct a line from a junction with

the existing tram lines to

Martin

Mill on

th

e

north

of the town, whilst in another application powers

are

sought for the construction of a line alo

ng

the

Alk'am Valley in the having a junction in

Dover with

th

e Corporation trains .

Iu

Hamp

shire the London and South-Western

Railway Company are applying for an o

rder

authorising

the

construction of a line from Sal

borne, through Kingsley and Binstead, to a junction

with their Farnham line

at

Bentley.

In

Devon

powers are sought for a line connecting P t ~ . i g n t o n

and Torquay. In North Wales application is made

for

authorit

y to make a deviation in the line of

Railway No. 2 of the authorised Llandudno and

Colwyn Bay

Light

Railway.

In

our

issue of November 29

we

dealt with all

the

Metropolitan deep-tunnel schen1es, but for lack

of space had to omit any reference

to

two pro

vincial undertakingF. Of these the more im

pol·tant

em

bodies a plan for ·the construction of a

Manchester City Circle Railway.

The

particulars

in the Ga

ze

lt

e are

insuffic

ient

to trace

the

route which the line is in tended to foll ow , but the

generating station and depot

are

to be on the Roch

dale

Can11l, near

the Corpo

ra

t ion

's

Hydraulic Power

Works.

The ot

her sc

hen1e refened

to is in substitu

tion f

or

thebridge between

North And

South

h i e l d ~

for

wl1i

ch powers were vainly

so

ught last sessi

on

.

The promoters now propose to tunnel und ern eath

the Tyne

and

to run through this

tunnel

a service

of electric trains .

THE

FACTORY

AND

WORKSHOP

ACT, 1901.

IT will be generally admitted that .the m ~ b t

important Act

which hu.s been passed 1n Parlta

ment

during the Session of 1901 is the S t a t ~ t e

which amends

and

consolidates all

the

law relating

to factories and workshops.

Hitherto

anyone de

s;rous of studying the rules

and

regulations which

795

govern a particular industry has

been

compelled to

refer, in the first place,

to

the

l4,actory

Act

of 1878.

From there he bad to pass on to the two amending

Acts of 1891

and

1895 ;

and

if he eventually

obtained the requ

ired

information without the

assistance of a lawyer, he wasgifted with more than

ord inary skill. Frequent complaints with regard

to the unsatisfactory

state

of the law at length

induced

the

Government to introduce

an

amend

ing and consolidating Statute .

The new Act, which contains 163

s e c ~ i o n s

and

a

number

of lengthy schedules, is divided

into

ten

parts, described as follows :

Part

I .

Health

and

Safety ; Part II.

Employ

ment;

Part

III. Educa

tion of

Children; Part IV.

Dangerous t -nd Un

healthy Indust

ries;

Par t V. Special Modifications

and

Extens

ions;

Part

VI.

Home Work; Part VII.

Particulars of

Work

and

Wages;

Part

VIII.

Ad

ministration

; Part

IX. Legal Proceedings ;

Part X.

Supplementary.

Seeing that

the Act

consists in the main of a re

enactment of the older Statutes-e.g. , t

he

Factory

and Workshop Acts of 187 8, 1883, 1891, and 1895,

and the Cotton Cloth Factory Acts of 1889 and 1897

- it will be unnecessary to

go

through its numerous

provisio

ns

in detail.

But

inasmuch as it in

co

rpo

rat es numerous improvements

and

alterations in

the law, which were in the first instance present ed

to the House of Commons in the form of an amend

ing Bill [No. 130], it is necessary to examine the

consolidating Act

wi

th some care,

in

order to ascer

tain in what particulars the law has been amended.

The

amending Bill was submitt ed to, and discussed

at

considerable length by, the Standing Committee

on Trade. It was never published again in the

amended form, but was immediately incorporated

wi th the

co

nsolidating Bill in the

dr

afting office .

t

was

thus that

the consolidating Bill was submitted

to the Houee of Commo

ns

on the

report

stage.

To identify each section of the older Acts, as it

appears in the Factory

and

Workshop Act of 1901,

is a task of no mean order, because the language

has in many instances undergone considerable

alteration. In addition

to that, in

one or two in

stances the Act, as

it

now stands,

:s

an amending

Act on its own account, certain provisions appear

ing

th

erein which were not inserted in the amend

ment

Bill,

or·

discussed before the Grand Com

mittee.

In ord er to give the general effect of the new

measure,

and

with a view to showing

in

what par

ticulars the old law has been amended, we propose

to give a

short

account of the whole Act, emphasis

ing those portions which are new.

I ealth and Sajet y. Sections

1

to

9

of the

Act comprise a stateme

nt

of all the law which

in

any way affects the health of worke1·s in factories.

Here may be found the provisions of

th

e older

Acts relating to the sanitary condition of factories,

of workshops and workplaces,

and

overcrowding.

The

previously existing law relating to sa

nitary

condition has undergone no modification;

but

with

rega

rd

to overcrowding, a new sub-.section has been

added (see Section 3 (3)), which provides that where

a workRhop or workplace is occupied by night as a

sleeping apartment, the Secretary of

State

may

make

an

order providing that the proportion of

cubic space to the

number

of work e

rs

shall be

greater

than in

cases where a similar workshop is

only used

by

workers in

the

day time.

With

regard to the enforcement

of

the law relating

to public health as it affects factories, workshops,

and

workplaces, an important alteration is

mu.de

by

the new Act. Formerly it was provided by the

first section of

the Act

of 1891 that if the Home

Secretary was satisfied that the law relating to

public health was not observed in w o r k s h o p ~ he

might order an inspect

or

to take steps for the en

forcement of those provisions. Thts sfction was

specifically repeated

by

the amendment Bill of 1901,

and

a new clause was

insert

ed in Grand Com

mittee,, w

hi

eh has now become Section 4 of

the

consolidating Act. It provides

that

if the Home

Secretary is satisfied t h ~ t the provisions of the Act

and

of the law relating to public health so far as

it affects factories, workshops,

and

workplaces,

are

n

ot

carried

out by

any distr ict council,

he

may

authorise

an

inspector to

take

the necessa

ry

pro

ceedings for

the

enforcement of

the

Act.

The

duty of attending

to

sanitary condition of work

shops has always been imposed, in the first instance,

upon

the

sanitary authority of the district by

the

Public

H ealth Acts.

That duty

is now extended

to

"factories,

and

" workplaces,"

and

default on

the

part of

the

dis-

•

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•

•

M

•

E N G I N

E E

R I N

G.

CAPSTAN

LATHE

AT THE NATIONAL

SHOW.

CON STR

UC

TED

BY ~ I E S S R S . AL

1

· RE D H E RB

.

1

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ERT, LI.MITED,

ENGINEERH,

C O V E N r R Y .

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council may in

future

be remedied

by

imme

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part

of an in spector, who is

recover

the

expenses incurred fr

om

the

st rict

council at

fault.

With regard to the temperature in factories and

ork

shops, Sec tion 32 (1) of

the

Act of 1895 pro

ided that

adequate

measures should

be taken

o maintain

a

re

asonab

le temperature.

Section

6

the

new Act provides that in

takin

g such mea

there

must be

no

interference

with the purity

of the a

ir

in the rooms in which pe rsons are em

ployed. Badly-constructed gas or oil stoves un

doubtedly

raise the temperature of the air, but do

ot

improve

it for

breathing.

Thermometers must

be provided, if an order to

that

effect is made

by

the

Home Secretary.

Section

7,

relatin

g to

ventilation

in a facto

ry

or

workshop, is entirely new. I t provides

that

suffi

cie

nt

means of ventilation, the standard of which

for different classes of factories and workshops may

be pr escribed by

the

Secretary of State, must be

provided in

every

room.

If the

occupier alleges

that the whole or part of the expense of providing

the

means of ventilation should be borne by the

occupier, he may ap p

ly

to a court of

summary

j urisdiction for an

order

apportioning the expenses .

In

making any

such

order the Court

mu

st

have

regard

to

any

existing

agreement

b ehween

the

p:nties. Thus it is

presumed

that i f the occupier

were under covenant to maintain his holding

subject

to the

existing law

relating to

factories,

or any

fut ure modification thereof, the

court

of

su mmary jurisd iction could not

make

any order

fixing

the owner

with liability. A similar clause is

contained in Sect ion 101 (8). The former Acts only

pr ovi

ded

that factories should

be

ventilat ed in such

a manner as to render harmless all gases, vapoura,

&c., generated

in the

course of

~

n u f a ~ u r e a pro

vision which may now

be

found m Sectwn

1

of the

new Act; and that where polishing was carried

on

in

any factory or workshoi?, fans s

hould

be _p_o

vided (see _Section of t h 1 ~ A provlSI_on

which

requtres

suffictent venhlatwn m

an

factones

and

workshops is

therefore

a considerable advance

upon

the

old

law. . .

No alteration

has

been

made

1n

th

e law

wtt-h

re O a

rd

to sanitary conveniences, exce

pt that

the

H ~ m e Secretary

is to prescribe

what

is

suitable

accommodation within the meaning of the Act

(Section 9, S u b - s e c t i 2). .

F encing

of

Machtne1·y.-Vltth regard

to the

fencing of machinery, there is but little change

in

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CONSTRU C TED BY

M E SS RS

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AL li RED

H E RBE RT , L I M I T E D , EN G I N E E R S, CO V E N T RY.

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the

law, but new regulations have been made with regard to b oilers.

Safety valves, steam gauges, and water gauges must be provided,

and

every boiler must be insEected by a compete

nt

person at least

<>nce in every fourteen months (Section 11).

•

I

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· machinery, the new Act makes an impor

ta

nt exception in the case

of co

tton or

woollen machines (Section 12, Sub-Section i. ).

M achinery

in

Motion.- Children m

ust no

lo

nger be

allowed to

clean any part of a factory which is underneath m achinery in motion,

except overhead mill gearing (Section 13, Sub-Section i.).

elf Acting Machines. - T h e .Act of 1895 provided that self

acting machines should not be allowed to run in such a way

that there would be any chance of a person being squeezed between

the moving part of the machine and

any other

machine. As this

prov

ision was found to press too hardly on owners of spinning

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P1 ·ovisions or M eans o E

sca

pe

n Ca

se

of

Fi

re

The new

Act

re-enacts

those

pr

ovisions of former Acts which impose upon

the district

council

the

duty

of seeing that adequate means of escape in case of fire

are

pro

vided

in

every factory which employs more than 40

per

sons. In future,

•

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sufficient means of e9cape

must

be provided

the

ground

floor, as well as on the floors above

hat level. The

certificate,

which must be given by

he local au th

ority, must

specify

in detail

the

means

of

escape so

provided

(Section

14 (2)).

The

means of

escape must be maint l.ined in

good order

and con

dition,

and the duty of providing the necessary

m e ~ n s of escape is imposed on

the

owner,

not

the

occupier,

as

heretofore ;

but if

the

owner

t

hinks

that the

occupier ought to bear

part of

the

expense,

he may

apply

to the

County

Court Judge having

j

urisdiot.ion

in

the

district,

who,

after hearing

both

sides, may make such

order

as appears

to

him to be

just. .

Dange1·ons

a

c h i n ~ 1 · y .  

Certain amendments

have

also

been

made in the law

with regard

to the

power of

a

Court

of

Summary Jurisdiction to make

orders as to dangerous machinery. Formerly

the

power to make

such an

order

only

extended

to a dangerous " mll.chine " (see Factory

Act,

1895,

Section

4 (1)).

By Section

17

(i)

of

the

new Act it is provided that such an

o

rder

may be

made

with

respect

to any

part of the

ways,

works,

machinery, or plant used in a

factory

or workshop, including

a

steam boiler used for the

purpose of generating steam.

Here

again

we

have

boilers br0ught within

the F11ctory Acts.

Accidents.

The

provisions

of the older Acts with

regard

to accidents have undergone

no

alteration or

modification

in

the

new

Statute. Notice of

acci

dents which cause death or bodily injury must

now,

as

formerly,

be

given

to the

inspector,

and

certain

accidents mu

st

be investigated

and reported

on by

a

certifying surgeon, and inquests must be

held in certain

cases

(Section

21).

2. Howrs

of Emplo

yment  Certain

important

alterations ha

ve been

made in the law relating to

the h

ours

of

employment of

w01nen

and children.

I t

was this matter which

gave

rise to the

discussion

on

the report

stage, as

a

result

of

which the

Government

was

out-voted when the matter w11s

pressed to

a division.

As

the

law

now

stands

(Section

24),

where the period

of

employment of

women and

young

persons

in a

texti

le

factory

begins on

Saturday

at six o'clock in the

morning,

the

period

of

employment,

if

not less than one

hour is allowed for

meals,

must

end

at

noon

(fo

rmerly one

o'clock),

as regards employment

in

any

manufacturing process,

and

at half-past twelve

(formerly half-past

one) in

the afternoon as regards

employment for

any

purpose

whatever; and if

less

than

one hour is allowed for

meals,

shall end

at

half-past

eleven

in the

forenoon as regards

em ploy

ment in

any

manufacturing process,

and

at noon

as

regards employment for any

purpose

whatever. If

the period

of employment begins on

Saturday at

seven

o'c

lock in the

morning,

it

shall end

at half

past twe

lve

o'clock

in

the afternoon

as

regards any

manufacturing

process,

and at one

o'clock

in the

afternoon

as

regl:\rds

employment for any purpose

whatever.

When

the amending

Bill

was

brought

before the

Grand

Committee,

a clause was

inserted

which pro

vided that

a

woman or young person should

not be

empl

oyed

on the

same

day

both

in a

factory or

workshop

and

in a

shop,

except during the period

of employment

allowed

for her or him in the

factory

or

workshop. In this

form

the Section

failed to meet with

the

approva

l of the

Committee

of

the

whole House, and

it

eventually became

re

drafted as Section 31 (4) of the new

Act,

which pro

vides that

if a woman

or young person be emp

l

oyed

on

the

same day both in

a

factory or workshop, and

also in a shop, then the whole

time

during which

the

woman or young person is so employed shlll

not exceed

the

numb

er of

hours

allowed

by the

Act for her or his employment in the factory or

workshop

on

that day ;

and if the woman or young

person is

employed i.n the factory

or

w o ~ k s h o p .

except during

the penod

fixed

by

the occupier and

specified

in

a

notice

affixed

to

the

factory ?r

work

shop in

purauance

of

the f1cb the

occupter

make the pr esc

ribed

entry 1 1

the

general register

with regard

to her or hts employment: (See

Section

129

with regard to the General

ReglSter.)

Pe rishable Articles. Certain important

excep

tions

in

favour of

industries which involve

the

manipulation of perishable articles are made in the

new

Act. When introducing

the amendment

Act

in

the

House of Commons

the

Home Secretary

said : Under

the present law fruit-preserving

.is

exempt

from the provisi

ons

of the

Factory

Acts

ID

the months of

June,

July, August, and September.

I

can u n d e r s t ~ n d th11t there should be

somo

re l

axa

tion of the

rules

relating

to hours of

employment

E N G I N E E R I N

G.

during these

months,

in order to

prevent the

fruit

from being

spoiled;

but I

cannot understand

why

the workshops

s

hould be exempt from the sanitary

provisions.

Therefore,

while

the Bi ll 1n

a

intains

the exemption

so

far

as

the

houra of labour are

concerned,

it brings the processes of fruit-prese

rving

within the

sanitary

provisions of the Factory Acts.

The same arguments apply to fish-curing. As

Mr. Ritchie points out, the older

Acts exempted

the

industries entirely from

the

operat

i

on

of the

Factory

Acts during certain portions of the year ;

and it

was

an anoma

ly

that an industry lik

e fish

curing shou

ld

have

been

ex

e

mpt

from

the

sa

nitary

laws. By

Section 41 of

the

new Act

the

periods

of employment, times for meals,

and

holidays

are

not to apply to women or young persons engaged

in (a) Processes in the preserving and curing

of

fish

which must be carried

out

immediately on the

arrival of the fishing·

boat

s, in order to

prevent

the

fish being destroyed

or spoiled

;

or

(b) in the

process of

cleaning or

preparing

fruit.,

so far

as

it is

necessary to prevent

t

he

spoiling of the

fruit

immediately

on

its

arrival at a

factory

or

work

shop

during

the months of June, July,

August,

and September,

bu

t

this

exception is to be subject

to such conditions as the Home Secretary may by

special order

prescribe. In

the case

of creameries

it is provided by Section 42 that the Secretary of

State may by special order vary the beginning or

end

of

the

daily

period of employment

of women

or

young persons, and

the

times

allowed for

their

meals,

and

a

ll

ow

their

employment

for

no

t

more

than

three

hours on Sundays

and

holidays ; pro

vided

that the order shall not permit any

excess

over

either

the

daily or the weekly maximum

number

of

hours

of

employment

allowed by t he

Act.

O

ve

,

rti1ne. he provisions

relating to overtime

remain as

before,

but an attempt

was

made to

diminish the amount

of

overtim

e

for women

in

non

textile factories.and workshops. The

Act

of 1895,

for

instance, provid

ed

that

a woman

must

not be em

ployed on overtime

for

more than three days in any

one

week

;

and

that

overtime must not take

place

in any

factory or

workshop on more than th

ir

ty

days in any twelve months.

In

committee these

figures

were changed to

" 2

and

" 25 " r espec

tively, but

the

provisions of

the

old

er Statute were

restored on the

report

stage of the Bill (Section 49).

Fitness f o r Employmen t . Section 61

of

the

new

Act

provides

that an

occupier of a factory

or

work

shop

shall

not

kn owingly allow a woman or a girl

to

be empl

oyed

t

he rein within

four weeks

after

s

he has given birth to

a child.

The words in

italics

are new, and were inserted in the

consolida

tion

Act,

without any discussion e

ither in the

Grand

Committee

or

when

the

Bill was discussed

on the

report

stage. I t is clear, however, that

the amendment is

a

righteou

s one, because, as

the

law

formerly

stood, if

an

unfortunate

girl

under

seventeen gave

birth to

a child,

there

was nothing

to compel the occupier of a

factory

to see that she

did not

come

back to work too early.

Limit of Chi ld s

Age.

-Section

62, which

prohibits

the

employment of any child

under th

e age of

twelve

in

any factory or workshop, unless lawfully

so

employed at the commencement

of

the Act

(January

1, 1902),

is entirely

new.

The limit

of

age

was fixed at ten

by the

Acb of 1878.

This

was

raised

to

eleven

by the Act

of 1891 (

Section

18

),

but

that section

is

now

repealed,

and

the law is

as

above

stated

.

Dange1·ottS

and Unh

ea

lthy I ndustries . - Sec

tions 73 to 86 of

the

n ew

Act

contain all the old

law

relatin

g

to dangerous and unh

eal

thy indu

s

t rie

s, together with many important new regula

tions

.

The

Act of 1878

prevented the

occupier of

a

factory

fron1 a llowing women

and

children to

h

ave their meals or remain during

meal-times

in

glass works,

lucifer-match

works,

or certain parts

of earthenware works.

The new Act

goes

further,

and provides

by Section 75

i.)

that in

any

fac tory

where lead, arsenic, or poisonous substance

is used so as to

give

rise to dust or

fumes, a

person

shall

not

be

a

ll

owed

to take

a meal,

or

to

remain

durin<Y the

times allowed to him for meals, in

any

room

in which such subst a

nce

is used;

and

suitable

provi

sion s

hall be made

f

or enabling the persons

employed

in

such rooms to

take

t

heir

.

meals

.

] s e -

where

in

suc

h factory or workshop. Thls provision,

it will be

noticed,

applies to all

person

s, whethor

young

or old,

employed in

a

factory or work

s

hop.

a n g e 1 ~ t t s T1·ades.

W e

next

come.

to

t

he p ~ o v i -

sions

relatmg to

dangerous trades,

wh10h

are entuely

new.

They are

contained

in

Sections 79 to

86.

•

[DEc. 13, 1901.

t

is provided

by Section

79 that

where the

Secre

tary of State

is

satisfied that any manufacture,

machinery,

plant,

process,

or description

of manual

labour

used

in

factories

or

workshops is dangerous

to ~ e a l t h or

dange

rous to

life

or

limb,

he

may

cert1fy such

manufacture,

&c.,

to

be dangerous,

and may make r egulations to meet the ne cessity of

the

case.

Before publishing any

such

regulati

ons,

he must

give

no

t ice

of hi

s

intention to publish the

same

to all persons likely to

be affected

thereby,

and must

give to

such

persons an opportunity of

stating their objections in writing. He must

then

use his discretion as to

whether

he

will a

lter

the

regulati

o

ns

in accordance

with the

objections.

f

he

does

not withdraw or amend

any draft

regula

tions in accordance with objections so made to him,

he must direct an

inquiry

to be

he

ld

by

a compe

tent

person to consider

the propriety of

the

pro

posed

regulations .

The chief

inspector and any

persons who are affected

by any

of the proposed

regulations may

appear

at the inquiry, by

counsel

or

solicitor, at the conclusion

of

which

the referee

must make

a

report to

the Secretary of

State

(see

Sec

t ion 81).

Regulations so

made may apply to

all

factories

and workshops

in

which

the manufacture,

machinery, plant,

process,

or

description of

manual

labour

certified

to

be dangerous is used,

or to any

certified

class of such factories

or

workshops. They

may also (by Section 82 (ii )) apply to tenement fac

tories

and workers.

The regulations made in

accordance

with the

fore

going

provisions

may

(

in

teralia)

pro

hi

bit

the em

ploy

ment

of all or

any

classes of persons in a

ny

employ

ment

certified

to be

dangerous;

or prohibit, limit,

or control the

use of any

material or

proceas. As

a

further measure

of

protection

t.o a

ll

who

are

affected by them, t he

regulations, before

coming

into

force,

must lie

up

on

the table

of

both Houses

of

Parliament for

a

period

of 40 days. If

within that

time either House resolve

that

the regulations

or

any

of

them

should be annulled, the

regula

t ions

after

the resolution shall

be of no effect,

with

o

ut

prejudice to anything already done thereunder, or

to the right of

the Home

Secretary to issue

new

ones.

Any

breach of the r egulat

ions is puni

shable

with

a fine

not ex

ceding

10l.,

a

nd

in the

case of a

co

ntinuing

offence

not e x ~ e e i n g

2l. for

every day

during which

the

offence

continues after conviction

therefor. Notic

e of the

regulations

is to be pub

lished in

t

he London, Dublin, an

d

Edinburgh

Gaze

tt

es

.

All regulation

s

und

er the

Act

are

to be

judicially

noticed.

The

va

lu

e of these new

pr

ovisions becomes appa

rent when

we

rec

ollect

that hitherto,

in

order to

disco

ve

r w

bather

a

trade

was dangerous

or not, it

was neces

sary to inquire into the

manufacture

carried on

by

individual

employerd.

The new pro

visions, which

are

found

ed

on the reports of the

departmental

commi

ttee appointed

some few

years

ago

to inquire into certain dangerous trades, have

much

to commend them, as

they

will

dispense

with

a costly

inquiry in

ca

ses where rules

estab

lished for one

fa

ctor

y may

be

fairly

and equitably

applied to other

s of the

same

class. Another ad

vantage which will be recogni sed by

the

repre :>enta

tiv

es of

lab

o

ur

becomes

apparent. Hitherto

a

workman has had but little

voice

in any

discuss

ion

relatin

g

to the question whether

a

given trade

was

dangerous or not. In

fact,

he could

only inter

vene

to di

scuss poi

nts wh

e

re the

ac

tua

l

objections

had already

been

taken by

his e

mpl

oyer

; and

this

limited right

was

further restricte

d

by the

fa

ct

that he

mighthave

been compelled to give

security

for costs. f we understand the above sections

correctly,

it is

now

proposed to

place a

w01

·

kman

on

an exact

footing

with

t he

employer

so

far

as

the

right

to

take

object ion to regula tions

is

co

n

cerned.

Unde1

g

1·oun

d

Bak

ehouses.

  The n

ext

important

chan

ge in the

la w which is effected

by the new

Act

relates

to

underground

bake

hous

es .

Bak

e

houses underground

were

abso

lu tely

prohibited by

the Factory Act,

1895,

Section

27 (iii. ),

unle

ss

they were

so used at

the commencement

of

th

at

Act.

By Section 101 of

the new Act it is

now

provided that

an

underground bakehouse shall

not be used

after

January, 1904, unless cer

tified

by

th e dist

rict

council

to

be

suitable

for

that purp

ose .

Th

e

dist

.

rict

council

must

be

satisfied of its s uitability,

both

as

regards

con

st ruction, light,

ventilation, and

in all

other

re

spects

.

In

the event

of

the district

council refusing

to certify, the

occupier

may make

application

t

a

court

of summary

ju r

isdiction. If it appears to

that Coul

t

that t

he premises in

question are suit-

 

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DEc. 13, 1901.]

•

able for

the

purpose,

an

order to

that effeet

may

be

made, which shall

have

the same

force as

the

certificate

granted by the district

council.

If

structural

alterations

are required, and

t he occupier

alleges that the expense

thereof ought to be borne

in

part by. th? ~ w ~ e r

he

may apply to a c

ourt

of

summary JUrisdlCt10n,.

and

that

Court may

make

such order

as

to

apport10nwent of expenses as shall

seem to be ju st subject, of course

to

the terms of

any

previously existing

cont

r

act

e t ~ e e n the parties.

Laundl ies. - Section 103 of the Act as it

at

present

stand

s , is

a

mere

r e - e n a c t ~ e n t

of

S ~ c ~ i o n

22 of

the ~ a c t o r y

Act, 1895.

Th

e

~ m a . l amendment Blll contained

a clause pro

Vldmg

that

eve

ry laundry carried

on

by

way of

trade

or

for

gain

s

hould be

de

emed to be

a

non-textile factory,

for the purposes

of

the

Act,

if

power was used,

and

a workshop

if no

mechanical

power was used. I t was also

provided

that

the

Secretary

of

State might

1nake special provisions

as

to

meal-hours, &c., in la

undr

ies but that

no

order

made

by

him sh

ould permit t h ~ employment

of

children to

exceed 30 houra, or that of women and

young

per

s

ons

to exceed 60 h

ours

(exc

lu

sive of

overtime)

in any one

week.

I t was also provided that fans

should be provided

f

or regulating the temperature,

that

stoves

used

f

or

heating irons

sho

uld be kept

apart

from

the

rooms where work is carried on,

and

that floors

should

be

kept dry and in good conditi

on

. I t was

furth

er provided that in the case of a laund

ry

carried on by

the inmates of a charitable or religious

u t i

inspec.tion

should be carried

out by

some v1s1tor nomn1ated by the persons having

control of the

institution and

approved by the

inspector

.

This

clause

inv

o

lved

t he

establishment

of a

system

of

inspect

ion

over the Irish

con

vents, wh

ere

much

laundry

work is

carried

on .

For

this

reason

it

was

bitterly

opposed

by the

Irish members in the House

of Commons.

In

the

event, the Home

Secretary

withdrew the

clause,

and the

old factory law rel

ating

to laundri

es was

reinstated

whon the

Bill

was consider

ed

in

the

House

of

Lords.

I t seems

to be

illogical that

laundri

es,

wherever

or hows

oever

conduc

ted

,

in

which larg

e

quantities

of clothes having t

he

seeds

of in fec tion are ga thered together

sho

uld

be

exe mpt

from

the many salu tary

provisions of the factory

laws

which hav

e

relation to the preservation

of

the

public

health. We sho uld not

be

s

urprised if 1n

the next session of

Parliament

t

he Government

see

their

way

to

overcome t

he

prejudices

of

the

Ir i

sh

members .

Applic

at

ion ofOertainP1·ovisions

of

theAct to Do

cks

.

he

new

Act

makes a

very important

alteration in

the

application

of t

he Factory

Law s generally

to

docks. As those who are well acquainted

with the

Workmen's

Compensation

Act

of 1897 are aware,

many

of the provis ions of the former Facbory Acts

applied as if the

term

" fac

tory

, included every

dock, wharf,

qua

y,

and

warehouse;

and

so far as

relat

es

to

the process of loading or unloading there

from

or thereto,

all machinery

or

plant used in

that

process.

In

future

t

he

same

provisions

are

to

apply

to

all

machinery or plant used in the

process

of l

oading

or

unloading or

coaling

any

ship in

any

dock,

harb

o

ur or

canal (Section 104,

Sub-Section

(i.);

and

for

the

purpo

ses of

the

section

the

expression

plan t ,

includes any

gangway

or

ladd

er used

by

any

person employed to

load

or un l

oad

any ship or

in

coaling, while

the

expressions ship,

and

ha r

bour

,

have the same

m

eaning

as

in the

lVIe

rchant

Shi

pping

Act of 1894. (See

Section

104 (2).)

Railway

Sidings.-

Railway

sidings, which are so

often used

by

private

firms in c

onnect

i

on with their

factories,

are bro

ught

within the

scope of

the

Factory Law

by

Section

106. Up

to the present

time, unless premises of

this kind

happened

to be

wibhin the R ail way

Employment (Prevention

of

Accidents) Acb, 1900,

there

was nothing

to

compel

the

proprietor to take any

of the precautions

required

by

the Factory Acts

to be

observed in

connection with

ord

inary factories. In future,

however, t

he

provisions of the Act of 1901

relating

to

dangerous machines and trades,

accidents,

powers of inspectors,

and

fines

in

case of

death or

injury, are

to

ap ply as if such premises were

part

of

the

faotory.

If the siding

is

used in

connection

with two

or more

factories,

it

is

to be

r

egarded as

a

separate

factory.

Homewo1·k The most important changes in the

law

relating to

"

homework

,

are connected with

infectious disease. I t

is provided by

Section 110

that if

the inmate

of a

house

is suft'e

ring

from an

infectious disease,

the

district council

may

make

an

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

order forbidding the occupier of

any

factory or

workshop from

sending out any

work connected

with wearing apparel

to

that house. Hitherto this

precaution has only

been

enforced in the

caRe

of

scarlet fever

or

sma ll-pox ; but it now applies

to any

complaint which may for the time being be regarded

as

infectious.

Pm ·ticula

1·s

of Work ancl Wages. Seotions

116

and

117 of

the Act are

a

re-enactment

of

the

o

ld

law

relating

to

the particulars

of work

and

wages which

must

be

g

iven to

pieceworkers.

Weavers

in the worsted

and

woollen trades have

always

been entitled

to

written

particul

ars showing

the met

h

od by

which

their

wages

are to be

ascer

tained. Th i

s provision is now

extended

by

Sec

tion 116, Sub-Section (1) b)

to

weavers in

the

cott

on

trade, and

may

by

Sub-Section

5

of

the

same

section

be app

lied

by the Secretary

of

State to

any

c

la

ss of

no n-text

ile factories

or to any

class of

worksh

ops

.

Certi

fy i

ng

Su1

·geons

Under the

old law,

where

a

surgeon

was

emp

loyed

to

draw

up

a certificate

with

regard

to the

fitness of a child or

young

person

for work

in

a factory or workshop,

the

employer

was allowed

to deduc

t the cost of that

cert

ificate

from the wages of the child or young person. This

power has

now

been

withdrawn, and

t

he

cost

must

be defrayed by the employer. This would seem

to

be

an

amendment of

the

law

in

accordance with the

principle of t he

Truck

Acts.

Gene1·al Registe1·s. N ew

and important

provisions

on this

head are

made by Section 129. I t is

there

provided

that in

every

fact

ory

and

w

or

kshop

there

s

hall be kept

a

general

re

g

ister

showing

in the pre

scribed

form:

(a) The children

and

young persons

employed

in the

factory

and

w

orkshop; and

(b) the

lime-washing of

the

factory

or

workshop;

and

(c)

every accident

occ

urrin

g in

the

factory

or

work

shop, of which notice is requ

ired

to

be sent to an

inspector ;

and

d) every special

except

i

on

of which

the

occupier of t

he

fa

ctory

or

workshop avails him

self; and e)

such

other

matters

as

may be pre

scribed.

Entries in this register are p1'i,md facie

evidence

as

againsb t

he

occupier of

the

factory of

the

facts

therein stated, and an

omission from

the

register

is

pri1nd facie

evidence that

the

provisions

have

not been

observed.

Legal Proceedings.- Th e only

change

in

the pro

visions of fo

rmer

Acts

relating to

legal proceedings

under

t

he Factory Acts

is that

no

officer of

any

association of

persons

engaged in

the same trade

as

a

person

charged

with

any

offence

under

the Act

shall act

as a

ju

stice of

the

peace

in hearing and

determining

the charg

e.

Hitherto

this

restriction

has

been

confined

to

a person engaged

in

,

the

same trade as the accused.

De

i

nitions.- Two new

and important

definitions

may be found

in

Section 14:9. A tenement fac

tory

, is defined as ' 'a factory where mechanical

power is supplied

to

different parts of the same

building occupied by different persons for the pur

pose of

any

manufacturing process

or

handicraft in

such manner that those

parts

constitute in law

sepa

r

ate

factories,

and for

the

purpose

of

the

pro

visions of

this

A

ct with respect

to tenement

fac

tories,

all

buildings

situate

within the same

close

or curtilage shall be treated

as

one building., Th

e

expression

tenement

workshop ,

means

any

workplace

in

which,

with the

permission of,

or

und

er

ag

reement

with,

the owner

or

occupier, two

or

more persons carry on

any

work

which would

constitute the

workplace a workshop,

if the

persons

working

therein were in the employment

of

the

•

owner or

occup1er.

Application of the

A ct . -The Act

is ap p

li

ed by

Section

160

to

f

actor

ies

and

workshops belonging

to

t

he Crown;

but in oases of emergency

the

Secretary of

State

may

exempt either

Crown fac

tories or

factories where Government

contracts are

being

executed

from

the

provisions of

the

Act.

Li

st of Facto1  ies amd Workshops to 1vlllich the

A ct .Applies .- Thi s will

be

found

in

Sohedu1e 6.

Electrical stations- tha t is

to

say,

any

premises

or that part of

any

premises

in

which electrical

energy

is

gen

erated or

transformed for the purpose

of

supp

ly by way of trade, or for the lig

hting

of

any

street, public

place, or public building,

or

of

any

hotel,

or

of

any

railway, mine, or

other

industrial

undertaking

"-

-are

now

included

for

the

first t ime.

T HE NEW ZE L ND .-A rrangements are

lx:ing

mtlde for a daily mail service between Auckland and

Wellington.

At

pre

sent

the mails are carried four days

per we

ek.

799

THE NEW VICTORIA STATION AT

NOTTINGHAM.

(

Oonti

m

ucd

from page 737.)

THE

station

buildings, with a frontage

to

Mans

field-road,

ar

e

illustrated on page

800.

The

general

effecb will

be

better appreciated by the engraving

on

page

801,

prepared

from a

photograph by

Mr.

Morrison,

the

well-known

phot

o

grapher,

of

Notting

ham. On page

800

Fig.

111

showA the

front

eleva

tion,

Fig.

112 t

he

plan

of

the

first floor,

and Fig.

113

the

plan

of

the

ground

floor

at

the

lev

el of

Mansfield-ro

ad

.

In front

there is

a

la rge open

area,

on the

oppos

ite

side of

the

thoroughfare

are

seve

ral

handsome public buildings, while

alongside a

new station

h

ote

l has

been

built.

Th

e main

faQad

e of

th

e booking-office is

about

250 ft. in

length. The style

of architPcture

adopted

is

ra

th

er

a free

treatment

of classic;

the

lower part

is faced e

ntirely

of stone ; the first-floor portion is

brick with

ston e dressings, stone

e i n ~

adopted for

the

dormers

and

gables.

The central feature

is a

hlgh clock-tower, finishing

with

dome

and

cupola,

and

the

genera

l

result

reflects credit

on

Mr. A. E.

Lambert, the

member

of Mr.

Parry's

staff respon

sible

for a

rchitectural

details.

In front of the booking-office a cab-awning has

been built, 100 ft. long

and

extending into the

yard

f

or

40 ft.

The

roof is divided into five bays of

varying spans.

The

main girders are carried by

the

main wall at the building end,

and

on columns

in

t

he

cab -

stand. These

girders; of

the lattice

type,

are

2 ft. 6 in. deep,

with

a

girder

of similar

construction

al

ong

the front

of

the

awning.

Ver

tical glaz

ed

screens

are

provided as shown

n

Fig.

114.

Th

e principals

are

placed

ab 10

-ft.

centres,

and at the

end

of each

bay they

are hipped

in the

usual way.

Referring

now

to the

plan,

Fig.

113,

it

will

be

seen

that

the

booking-hall occupies

the

centra

l

part,

and

is

104ft.

7t

in

.

by 65ft.

3 in.

There are three

entrances, 10 ft. wide,

and

booking-offices for

the

Great Central and the Great Northern

Companiee,

si tuated

respectively

at

t

he north and south ends

of t

he

hall. The walls of

the hall are

of

brick

and

plastered,

with pitch-pine

panelling 11ft. high,

and

the

floor is of oak blocks.

s already

mentioned, there is

dire

ct

access

to the

pas

se

n

ger

footbridge across

the station,

from which

there are stairwa

ys

to the

platforms. Luggage

is

dealt

with by two

lifts working from

the

base

ment

below,

and there

communicating

with the

underground

passage,

in

which

there

are hoi

sts to

each platform.

At the

south

en

d of

the hall there

is a eH-luggage office, with

an

entrance from

the

hall, and a separate one for

the

use of porters only.

This

offic

e

is

50 ft. by 42 i t., with a

lantern

roof,

so that

it

is well lighted.

There is

also a hoist

in

the

office

to the

basement. A covered way has

been made to the new hotel from

the

booking

hall along the

front

of the left-luggage office.

Th i

s

ar

ran

gement

is shown

on the plan

(Fig. 113).

To

the

north

of the booking-hall two parcels

offices

and

a

van

-y

ard are

provided.

Over

t hese

parcels offices, van-yard,

and

booking-offices a

first floor

has been

provided, affording rooms for

offices, &c. (Fig. 112).

The

booking-hall

oxtends

t

hrough

two floors,

and

its ceiling is divided

into a serie

s of semi-elliptical coves, which

are

carried by

the roof

principa

ls.

The

en

trances

a

nd

exits for passengers

are

provided

in

the fr

ont

el

evat

ion.

In

each parcels office, as

already indi

cated,

th

e

re are lifts in

connection

with the

base

ment,

where

exten

sive

stores are arranged, with

an

approach-way

on

a gradient of 1

in

14 from

the

Mansfield-road, as shown

on the plan, Fig.

1,

page 678

ante. Thi

s

approach

is also

convenient

for

the

fish, horse,

and carr

iage-loading

and

other

platforms

shown

on

t

he

same

plan. There

is a

similar

arrangement

of banks, &c., at

the south

end

of the station,

with an

app ro

ach

from the

Parliament-street bridge, a part of

this approach

being

built

on arches of 16·ft. span

to

provide

storage accommodation.

The

walls in the basement are lined with white

g

la

zed bricks,

with

a 6-ft. dado of

brindle

brick.

The

gro

und

floor is c

onstr

ucted

of

plate

girders,

stee

l joists,

curved stee

l plates,

and

concrete,

supported on

steel

co

lumn

s.

Th

e

supporting

girders vary much

in

span and

de

pth, the

largest

being

68 ft.

long and

of 4 ft. 6

in. depth. This

extends

across the booking-hall,

projecting into the

station as a cantileve

r

to support the

gangway

between the passenger

footbridge

and

the

public

•

• •

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•

•

•

•

•

•

•

•

,8co

E N G I N E E R I N

G.

[DEc.

I 3 I

90

1.

THE VICTORIA RAILWAY STATION AT

NOTTINGHAM;

THE

BOOKING-OFFICES

•

EDWARD

PARRY, lY

  .

lN

S

T.

C.E., LONDON

AND

NOTTINGHA J\I

f

ENGINEER

• I • Fui ti2.

•

FIRST FLOO R

.

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---

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•

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•

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-----...---

34

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Fi g .113. GROUND

FLOOR

PLAN.

PARCfl. B I

N8

PAAC LS

BI

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P RC£.1::.§

OFFI

E

•

•

OFFICE

OFFICE

TOWER

UJ

u

OFFICE

G NGW Y

•

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UPPER PART OF BOOKING HALL

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

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42

.JOINT CL.OA

•

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---·-

·-

•

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I

'

footbridge

across the station.

The

girders, how

ev

e

r, only

average

about

3 fb. 6

in.

in

dep

t

h,

the load

arranged

for being 1 cwt.

per squ

a

re

foot.

ELECTRIC

POWER

IN

CARRIAGE

WORKS.

By ERNEST D. PHILLIFS.

THE

business of

the Metropo

l

itan Ra

ilway

Car

riage

and

\Vagon Company,

Limited,

is one of

the

ol

dest

established of

its kind in the

world.

I t

dates

from

the

early years of

the past century,

when it

was founded in London,

and the bulk of

the

work

undertaken

was the building of stage

coaches. The

advent

of ra ilways led

the

original

firm

to be

one of

the

first builders of

ra i

lway rolling

stock,

and

since

that time the

ir

reputation

for ever

being abreast of

the

times has been steadily main

tained.

In

1862

the present

company was founded,

and

acquired the business from Messrs.

Joseph

•

Wright and

Son, a firm well . remembered as a

leading one

in

the

ear

ly days of rail way engineer·

(To be contin

ued

. }

•

COAL FOR

THE AMERICAN

NAVY.-The Navy

of

the

United States consumed

lasb

year 324.108 tons of ooa.l

cosbing

2,273,111

dols. The corresponding consumption

ten years since was

73,000

tons per annum.

•

•

•

mg

•

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ready mixed in t he best proportions, are

The quantity

of

this best mixture

per stroke is

proportional

to

the load

on

engine.

The

gas

and the air

supplies feed each

a valve

into the

mixing chamber.

These

are capable of easy and definite

hand

adjust

so

that the

proportional

quantities

of gas

allowed to pass

into

the mixing chamber

readily

adjusted

once

and

for all

to

give

best results for the quality of the gas available.

the mixing chamber

and the

cylinder

a valve

contr

o

lled by

a sensitive fly-ball

I t

will

thu

be

seen

that the

engine is

controlled

on the

old-fashioned h it·

and-miss

but that the numbet· of impulses per re

volution is always constant

and

maximum ; also

that

the

constituents of the explosive mixture,

admitted to

each cylinder every cycle,

are

in

co n'

ect

proportions, whereby

the best

effect and

the greatest possible economy is insured for all

loads.

The

well-balanced construction of

the en-

gine, combined with

this

principle of governin<Y,

has

enabled

it to

show highly

s ~ t i s f a c t o r y

u l t ~ .

It

s

claimed that more useful energy can be drawn

from a

pound of coal by its use than can

be

by

the

use of

any other type

of engine. Its operation is

unaccompanied by vibration, and the exhaust

its

practically noiseless. The ignition of

the

explosive

mix

 

ure is accomplished by an electric spark.

The

spark

co

ntacts are

in

the

clearance space

at the

cylinder heads. The pairs

are

in duplicate in each

cylinder,

to

insure reliability of operation.

Current

for ignition is supplied

by

a

battery

of six primary

cells when

starting up

the engine; but when running,

a small magnetic dynamo driven

by the

engine

maintains

the supply. The engine is

started up

by

compressed air, a storage cylinder of which is

kept constantly charged. The electric motor drives

also the hydraulic circulating pump, by which

water

drawn

from a small reservoir

just

outside

the power-house,

pa

ssed round

the

engiue cylinders

for cooling

purpo

ses,

and

afterwards discharged

into the

reservoir.

Each of the gas engines is direct-coupled to a

'Vestingh

ouse

alternate-current

generator.

Th

fse

are of the revolving

armature

type, each of 150

kilowatts

capacity, yielding two· phase current

at

a

pressure of 220 volts per phase,

running

at a normal

speed

of 200 revolutions

per

minute.

The

field con

sists of 36 pole-pieces. made

up

of soft steel

sta

mp·

ings, projecting radially from

the

1n

side of a circu lar

ring

into

which

they are

cast. Each pole-piece

carries a coil of

the

field-winding. The coils are

machine-wound on bobbins which slide easily into

po

s

ition on

the pole-pieces, where they are secured

to

the field ring by set-screws through projecting

lugs. The

armature

is

built

up on a cast -iron

spider

. It is of the slotted-core ironclad type.

The

conductors are of copper bar, insulated before

beino-

threaded into

the core slots, where they are

s e c u ~ e l y

held

by the

overhanging

lip

s of

the

slots.

Ample provision is mad.e for the. e n t ~ l a t ~ o n

and

cool

running

of

the

machme, the sp1der

nm 1s

cored

out,

and is practically only a supporting

fr

ame

work

and

slots are

turned on the

periphery of

the

c ~ r e so

that

a

constant stream

of

air

is forced

round

the conductors and

through the

core when

the machine is running. The machine has conse

quently

a large overload capacity ; overloads of

50

per

cent. can

be

s u s ~ i n e d

for a ye:y .consider

able

time without

ca.us1ng undue

or

lllJUrlous heat

ing to

a;ny part of the machine,

and

o v e r l o a d ~ of

75

per cent.

can

be

safely negotiated for

short

runs

.

Each alternator has

its

own exciter, which is

driven

by

belt

fr

om

the

opposite

end

of

the

engine

shaft.. Th ese are small machines of the well-known

W

es t

inghouse

di rect

-current multipolar type.

•

E N G I N E E R I N

G.

prop

er can

be

proceeded with, and the applications band,

and

circular saw$, tenoning

and

morticing

of

the

electric power noted. machines,

and

various

other

automati c wood-work-

The

iron

foundry is a new building,

about

150 ft . ing tools. They

are

driven by belt from lengths

long

by

50ft. wide,

and

contains

the

usual

plant

of shafting in

staUed under the

floor.

The

steam

for making smaller sized castings. The

pattern-

engine

and

the boilers are shortly to be thrown

making shop is built at one

end

of the foundry, out, and 160 horse-power of motors now being

and

along one side

are arranged the bras

s foundry, installed to drive all

the

machinery.

cupolas, and casting-dressing shop. Between

the

The assembling of

the

carriages and wagons

latter and the pattern-shop

iCJ a pump-house, is carried

out in

a large new building

built

on

in which a 30 horse-power electric motor is in-

the eastern

side of the grounds.

The

roof is in

sta

lled.

This

motor

iq

used

at the present time

five spans

supported

by wrought-iron columns.

for driving the machinery in the

dre

ssing-shop, Each of the five bays

thus

formed is traversed

a

nd

also some of

the

machines

in

the pattern- throughout by

three

rail-tracks,

the

tracks running

shop. ·

right out at

each

end

on

to

a traverser, which is

Between the foundries

and

the smiths' shop is wide enough

to

accommodate the largest railway

placed

the

new machine

and

fitting-shop, which

is

carriages built. The traverser tracks on the

now

practi

cally completed.

The

building is abo

ut

so

uthern

side

run

the extreme width of

the

works

500 ft. lo

ng by

80

fb. w i d ~ I t

was

built

over buildings, forming a direct line of connection

other

smaller shops, in which work

went

on during between

the

smiths' shop,

the

frame-shop, the old

building operations; these shops ha \·e been taken and new car-shops,

the

new paint-shop, and the

down.

The

new machine-shop is now

in

full opera- packing-shop.

The

traverser tracks on

the

no

rthern

tion. The southern end is devoted to

the

grinding side are shorter,

and

simply connect the car-shop

department,

where several

gr

iodstones

are

driven

and the

paint-shop.

The

traverser carriages are

by belt fron1 overhead

shafting;

the

shaft

is now being fitted with electric motors of a sufficient

coupled

by belting at one end to a 30 horse-power power to drive them at the speed of 4 miles an

motor. The

other

motors installed

are three

hour. A gallery along

the

inside of

the

car-shop

of 40 horse-power each. They are arranged at contains at the centre

the

foreman's office, which

intervals along

the

eastern

~ i d e

of

the

building,

thus

overlooks

the

whole department, and store

each driving by

belt

a section of

the

overhead rooms for

patterns

and templates.

shafting.

The

first section

i3

taken

up principally

The

paint·shop forms practically

an

extension

with

the

smaller lathes, drilling machines, &c.

The

to

the

e ~ s t of the car-shop building. t is 260 ft.

second

and

third

sections drive larger machine long

by

about

140ft.

wide.

I t

has a three-span

tools. A fourth.n1otor of 40 horse-power is

about

· roof, and nine rail-tracks

running

through its length

to

be installed at

the

north

end

of

the

shop, which direct on to

the

traversers, as just mentioned. The

was

the last

part finished . gallery of

the

paint-shop contains rooms for the

The

smiths' depg rtment occupies a ground space uph olsterers

and

wood-polishera. Several small

of

about

80,000

square

feet,

and

is

at present

wood-finishing machines

are

installed in this shop,

probably

the

most bustling and over-crowded of for

the

correct fitting

and

finishmg of panels, c.

any branch of

the

works. The old buildings are These are to be driven by about 30 horse-power of

being considerably altered.

The

roofs are all being electric motors.

reconstructed, raised much higher, and arranged to 'fhe motors installed throughout the works are

give greatly

impr

oved sky-lighting.

The

smiths' all identical

in

construction, differing only in size.

hearths are

also all being

rebuilt

originally the They"are Westinghouse type C alternate-current

brick chimneys and hoods for

the

hearths were built induct ion motors. This motor has become so well

to

the

main walls of

the

shops. The result has been known amongst electrical engineers

and

power use

rs

that

the vibration caused by heavy drop-hammers that .a lengthy description of it here is almost un

and other

machinery has practically shaken

them

necessary. I t will be well, however,

to point out

down. They are now being

built

entirely indepen-

the

particular advantages gained

by its

use in con

dent of

the

walls of

the

buildings. An electrically- nection with such work as is undertaken at

the

driven

Sturtevant

blower, provides

draught

for some Saltley Works. Having no rotating coils

and no

of

the

smiths' fires.

Other

power machines in

the

collecting rings

or

commutators, skilled attendance

smithies

are

still driven

by

steam engines,

but

for

the

motors is

not

required.

The on

ly

rubbing

150 horse-power of electric motors is to be

put

surfaces are

the

bearings,

and

these

are

fitted with

down to

take their

places.

The

hydraulic shop

at

automatic lubrication.

They are

self-starting

under

the

nor the

rn

end of

the smiths

' department con- load, and

the

operation of

starting

is simplicity

tains examples of mod

ern

heavy hydraulic forging itself. A two-way switch is provided with each

machines.

Two

electric motor-i

are

installed in

motor;

the switch is in a vertical position when

this

shop-one

of 40 horse-power and one of 50

the current

is cut off from the motor. Throwing

horse-power.

Th

e larger one supplies power to

the

switch do

wn

to one side,

the

motor is

started at

the

large forging machines ;

the

smaller motor a reduced pressure.

When

speed is up, the switch is

drives an air·compressor with which ritreting ma- lifted and thrown over to the opposite side, by which

chines, chipping, drilling, and

other

portable pneu- it is placed direct across

the

supply mains from

the

matic tools are supplied. main station switchboard. The reduced starting

There are at

prese

nt

th ree shops devoted to

the

pressure isdrawn from the secondary of a small trans

construction of steel underframes. Here

are

in- former placed in

the

below

the starting

sw itch.

stalled

the

shearing, punching,

and

riveting ma- This transformer,

or auto-starter,

" has additional

chinas.

El

ectr

ic

power has not

yet

been applied loop wires brought

out

from its secondary, so that

in these shops, but will be in

the

near future.

the

secondary pressure may

be

varied to give the

Elect

ric motors

are

particularly suitable for

the best starting

effect for

the

work imposed on

the

driving of this class of shop,

the

machines being motor. This is adju

st

ed once

and

for all for a

each driven

by an

independent motor. Like

the

fixed motor used constantly for ce

rtain

work.

smithies, the frame-shops are over-crowded,

and

Another advantage of this motor is

that,

having no

they are to be extended to a large building, which part of

the

electrical circuit exposed , it is indepen

has up to

the present

been devoted

to th

e paint- dent of climatic

co

ndition s

or

surroundings. I t is

ing

and

finishing of carriages and wagons. unaffected by moisture, dust,

or

dirt, and it can

be

The wood-working

department

consists essen- used with

perf

ect safety in shops where inflammable

tially of

three

timber-store sheds and a large wood- materials

are

worked. The Westinghouse type 0 ,

working mill.

It

is situated away from

the

ot

her

motor, being practically a

co

nstant- speed motor,

buildings on t.

he northern

side of

the

ground. One is, however, somewhat unsuitable for

the

operation

shed, measurin<Y 122 ft. by 83 ft., forms

the

sto

re

of

the

traversers. For this purpose type F '

for

the

expensive wood panellings which

are

re- motors are

to u ~ e d .

is an induction

quired. It is placed over 200 ft. away from

the

and work s

on

stmilar prm01ples to

the type C,

nearest of

the other

works buildings.

The

large but

the

secondary, or rotating

part,

is modified to

timber

yards

are

stocked with vast quantities of give variable speeds.

teak oak, mahogany, and all other ldnds of Carriages and wagons manufactured at these

lumber

. The handling of t

he

huge timber logs is works are, with very few exceptions, to be found

carried out by a steam-driven jib-crane. The jib amongst

the

rolling stock of. all

the

British railway

of

the

crane is of a peculiar shape,

the

upper end companies, notably

the

M1dland ; South-Eastern

being

bent

over to a horizo

ntal

pos

ition;

the

object

and Chatham;

London, Tilbur

y,

an.d

Southend;

The main switchboard is installed at one end

of the engine - house.

It

consists of six w?ite

marbl

e panels, s ~ p p o r t e d

on

a wrought-uon

framework. The

re

IS a

panel

for each generator,

and three feeder - pane1s. The genera tor p

ane

ls

carry

the exciter circuit switches.

and

regulators.

the

main alternate

- current sw1tches,

and the

usual indicating inst

rum

ents ; in addition

to

this

they are fitted with voltmeter and t r ~ n . ~ f o r m e

plugs, and indicating lamps for syll:chronising

p u ~ · -

poses.

The

ge

nerator

sets

are

designed

to run

In

parallel and

they

do so

in

an excellent n1anner-a

decided'proof of the even

turning

moment

and

t

he

close

speed

regulation of

the

gas engi le·.

Having

thus

given.

a short descr.Ipti?n .of the

electric

p o w e r ~ g e n e r a t 1 n

plant, whiCh

1s

1n con

st1nt

use day

by

day,

the

description of

the

wo

rks

of

this

is to sec

ur

e easily a vertical lift of material

North Eastern

; Taff Vale ; Cambnan, Furness,

from railway wagons or

trucks

.

This

crane

runs

on a n ~ Cheshire

lines;

Glasgo'_V and S o u t h - W e s t e ~ n ;

the

railway tracks which pass Into and between all M1dland

Great

Western

l ~ a 1 l w a y

(Ireland); Shgo,

buildings formina

quite

a network.

The

large Leitrim, and

North

Count1es, &c. The works

are

saw-mills'are at

r ~ s e n t

driven by a horizo.ntal slow- constantly e ~ g a g e d on G o v ~ r n m e n t c?ntracts

speed steam engine. The machines compr1se frame, for

South

Afnca, Ceylon, lnd1a, Australta, and

•

7/17/2019 Engineering Vol 72 1901-12-13

http://slidepdf.com/reader/full/engineering-vol-72-1901-12-13 11/33

•

other

colonies . Many

la r

ge for eign ra ilwayii are

also

supplied,

such

th o

se

of

Brazil, Argentina,

Japan, China, and

ot

h

ers

too numerous to ment ion

here.

When

the

alterations and im p rovements now

in

progress are completed,

the

Sal tley Works wi

ll

certainl

y

be the

l

arges

t

and

b

es t

-equipp

ed of any

similar

engineering concern

i n t he kingdom .

Two

ot

h

er la rge

man

ufa

clmring

conce

r n s

in Bir

m

in

gham h

ave

a

lread

y

pr

o

fited by the re

sults of

thi s pl

ant, and contracted with the

British

We

s

ting

h ou

se Electr

ic

and

Manufa

ct uring Comp

any for

s

im

ilar inst a

ll

ations .

Th

e

writer

is

indebted to lVIr.

G.

D.

Ch u

rch

ward,

the

co

mpany 's

general

manager and

en gi

n

ee r

, for

many

of t h e

parti

cular s

in

c

luded in

t

hi

s

arti

cle.

CAPSTAN LATHE.

LAST week, in gi ving

an

acc

ount

of the m

achine

too ls exhibited by M e s s r s

Alfred

Herber

t,

Limited,

at the N

at

ional

Cyc

le

Show,

we

mentioned

t h

at

exigencies of space prevented t he inclusion of t he

l

athe

named above, and we now therefore illustrate

a.nd desc

ribe

i

li

in

accordan

ce w

ith our

promise. The

lathe is a new tool, specially adapted for high-speed

w

or

k,

an

d marked by special novel

features.

The

illustr

ations,

F igs. 1

to

14,

on

pages 796

an

d 797,

give

a co:nplete

se

ries

of

views

of

the

ma

chine.

The bed A is of the flush-topped

ty

pe, very rigid,

and is support ed in

as

ud

-t

ray , B, wi th loose strainer for

removal of

the ch

ips . I t is

fitted with

various han

dy

accesories

which contribute

to

e

nh

an

ce

the valu

e of a

hand-op

erate

d

turre t lathe.

The headstock ,

detailed in Figs. 5

and 6, is

fitted

with freedom of

adjustment at

the s

id

es of the bed,

with set screws, by which Hs alignment can b e secured

and corrected as necessary. No keys are used to

fasten the u ri ving pulley to the cone spindle, but a

tap

er

fitting

, a,

at th

e

front

and

a. tig ht

enin g

nu

t , b

be

hind,

secure

the two without risk of the

banding

and s

pri nging t h ~ t

frequ e

nt l

y

results

fro m

the

use

of keys in

sma

ll

l

athes, esp

ec ially

in

a s

pindl

e

of

th is

kind,

whi

ch

is really a t

ub

e. The

sp

indle tbru  3t

is taken by

ba

ll bearings.

The wire-feed for - in. bars is of t he st a

ndard

design,

which is

operat

ed

by

a lever C and

ra t

c

het barD

, a

ll the

details of whi ch a.re

E-hown

cl

early in the

illu

st ratio

n

Fi g

. 5, tog e

the

r w_ith

the

st and, a_nd

extra ~ t a n d

(F ig. 4) for supportmg t he bars, wh1ch

1s

us<:ful, m the

case of

those of

sma.ll diameter and

of

soft metal, to

pr

e

vent whipping.

The backward

movement

of the

lev

er C

in sliding the cone bac

kwa

rds causes t he t:>ggle levers

E E t o

th

ru

st

the ch

uck

tube

f

orwa

rd,

and

so

tighten

the chuc

k

round the

ba.

r. Adjustme

nt of the c

hu

ck

is

by

m

ea

ns of t he knurled

nuts F, Fat th

e rear of

the

d l e

by

which

the

use of spa

nn

e

rs

is a voided. The

supporting bush G for

the bar at the

b

ack

of t he

spmd le is secured

in

its place

by

a

sc

r

ew

thread.

The s

pindl

e is finished by grind ing on

dead-centres

and ru ns in bearings of hard phosphor bronze. All

the wearing parts

of

th

e c

hu ck

are hardened a

nd

t e mpered.

~ V e _ h a v ~ an

object-lesson of_

th

e value. of

precision

gnnd

mg m t he t;)lodern shop m

the fittmg

on

these

and s

imilar

tu b

ul

ar par ts of

lathes

and screw

machines, some of which very lo

ng

a

nd

slender,

and

in which perfect balanc ing and

concentr

icity for

running at high speeds is essent ial, and in all

of

which

the most accurate fitting in bearing necks ana in

conical

parts

is of fir

st importa

nce.

Apart

fr

om this,

whi ch .

though

most

ac

c

urate

and precise, is compara

tively

inex

pensive,

the

product ion

of

high·class tools

would

be so cos t

ly

as to

pl

ace

them beyond

the

range

of common

sho

p service,

in which th

ey are

now

em

ployed.

l'be capstan rest, Figs . 7 to 9 in

elevation, and end v1ew, w1th secttons

dotted,

IS a.

n

ew

design,

havingst

rong loc

king and

t

urnin

g

ar r

a

nge

m

en

ts ,

wh

ich ar e a

ll

closed

in

anq

pr

otected fr

om

chips a

nd dirt. Th

e base H fits on t he flush

-topp

ed

bed

A, to which it is cl

am

p

ed

with strips, a

nd the slide

moves in this in the usua l manne

r,

with square edges

and gibs fitting

in

grooves

of

square section. The

locking bol t J and it s connections

are

covered in w

ith

a. thin

pl

:1 te K,

seen

in

the

various views, and fastened

down with

c

ounteraunk headed

screws, so

that

the

par ts

are ea

sily

got at

, and

adj

ust ments of t he l

ong

taper wedge L at

th

e s

ide of

the bol t

ca

n be

made

by

mea

ns

of

the

two nuts

on th

e stem

of th

e wedge.

The stem of the

bolt

is held

by

a

grub

screw d

in

the

top

slide

, and t he backward m

ot

ion

of

the

d - l e ~ e r

M wi thd raws the tapered end of the bol t J from 1ts

not

ch

agai

n

st

the

pres

s

ure

of t he c

oiled spr

in g

that

enc

ircl

es t he

stem.

The

turret then

comes

round

au

to m

at

i

ca

lly

to bring

the next

too

l

into

operation

,

whereupon the spring forces t he bolt

in t

o t he ne x b

notch a.nd looks

the turret

again. The

bolt

a

nd the

ring are both harden.ed.

The

me

chanism by which the

turret

is rotated in

unison with

th

e withdrawal of the bol t is seen in t he

plan and elevation, Figs. 7 and 8. A push -piece

•

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

or pawl N is scr

ewed

into the

turret base

.

Its

end is f

or

med to a small rad ius, which, by the back

ward motion of the slid e, is made to enter one of the

sfm

ic

ircu

l

ar re

cesses

in

a ra.tchet-wh.eel

0 rivete

d

to

the underside

of

the

locking-ring,

an

d

eo pushes the

tu

rr et

round

t

hrough an

a.rc of a circle

until the

loc

king-bolt

enters th e

next not

ch.

The neat

atta

chment of the turret to its base, and

the mea

ns provided

for the lubric

at

ion of t he pin, should

be noted (Fi g. 8). ' 'he locking of th e tool ste ms is

seen in Fig. 9. Two adj u

stab

le stops are fitted, one,

P,

at

th

e rear

and

one , Q,

at the

s

ide of the slid

e

in

the

groove.

The

cross-slide

or

cu t-off

rest

is of

plain constr

u

ct

ion,

s

hown in

detail

in

Fi gs. 10 to 14.

I t

is actuated by a

hollow lever (F ig. 14),

which

is sim ply clamped

upon

its

s

pindle,

so t

hat

it

can

be set ataoy angle

that

happens

to be most convenient.

Two

tool-stops f. f a re fitted,

each

wit

h a squ

are head and

a lock-nut.

The

t

oo

ls

are

cl

amped up

on

serrated

wedges

R, R

t h

at prevent

slip,

in

ord er t o give a variable

adj

ustme

nt

for

setting the

COUNTY BOROUGH o;: SALF ORD 

F

CEOER

BOJCES 

CABLES k .

M2

THE

ELECrRICITY WORKS OF

THE

SALFORD CORP ORA

TI

ON.

ON Wednesday, November

20,

the op

ening cera

m

ony

t ook

place

of

the ext

.ensive syst em of

t r ~ m

ways

l

aid down

by the

Cor

poratwn of

Sa

lford.

Th1s _

ho

 Y

·

ever is not the

first

venture

of

the o r a t

ID

elec tr·ic

eng

inee

ring,

for in the year 1895 it

elecliricity works

wh

ich generated alternatmg cur re

nt

at a pressure of 300 0 volts. Th e. capacity of

the

stat

ion being small, i t

was very ra

pidly fully l

oaded

,

and wh

en th

e

question

of

the s ~ p p l y t<?

t r

amways

h

ad

to be cons

idered

,

the

CorporatiOn de01ded

to

er

ect

a

new generating stat

ion

whi

0h

would

supply both

the

m

ot

ive

power

for the t r

amways,

and also meet

the

demand whic

h b

ad

arisen for elec

tr i

city for power

and

g h t i A ~

purposes. The Corporation h ~ d

pr

e

viously acquired about 5

ac r

Ps of land in thq cent re of

the

boroug h sit u

ate

d

on th

e

Bolton a.IJd

Bury

Canal,

whi

ch

wa.s suitabl

e for t he s

ite

of

the generating

station

{see Map).

-----------

---

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..

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--

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,

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$400

S t ttO

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CCCL£ S

11

RUEREHCE 

•

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CIITIHG

I'C«DEn OOJCCS.

• A C T I O u ,

a TllAC

Tit, . t lfCTURH

C COCR ooacs

T

«

FRACTION rc

C

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. TRACTION

 

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PI.T   Pt i.OT

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il

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..

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-

cutting e

dges

l evel with the centres. They are

pinch

ed

by

t he set-sc

rew

above.

The pump arrangements from the oil trough under

the strainer to the Fpreader pipe

are

clearly Ehown in

t he ge

neral

views (Figs. 1

to

4) . The

pump

S

draws

it

s s

upply

from

the trough

T

underneath the

strainer

in the

sud-tray B. The legs

which

support

th

e

bed

are cas t

in

one

with

th is tray. The tool tray

at

t he

rear-of cast

iron

- is

better

and cleaner

than one

of

wood. Altogether this new l

at

he is an

example of

a

compact li tt le tool which a lad

can

operate by simply

taking charge of th ree han dles- one for th e wire-feed,

one

for

the turret, and one

for t he cross-slide.

As

in

ot her l

athes

by this firm,

the chuck

and

the

sleeve

at the

r

ea

r are

prot

ected

with

light

cast-

iron

coverl',

which

keep away di r t, and prevent oil from

flying off.

BRA

Z

ILIAN

L IGHTHOUSES.- The Hrazili a.n Minis

ter

of

Marine has issued orders for the const ruction of the

Itaja.by Lighthouse on the Ganta Catherina. coasb , as soon

as

the

8a.nta. Anna.

Ligh

thouse has been compl eted.

GER

MAN OoAL·MINING

.- The aggregate outpub of coal

in Ger many

in the

first three

quart

ers of

th

is year is

returned at 75,761,092

tons, as compared

with 75,826 8

75

tons in the correspo

nding

period of

1

900 showing the

small falling off of 65 783 tons, or 0.09 per cent

1 J L L .

....

Early in the year

1899

the

C

orporation

a

ppointed

Messrs. Lacey, Clirehugh, and Sillar to be

their

con

sulting

engineers

for t he scheme, a.nd th e whole

of

the

works have been erected to t heir

~ p e c

a nd

under their direction.

After

carefu l consideration,

the enginee

rs

came

to the

conclusion

that the

area.

co

uld

be most economically

se

rved by c

ontinu

o

us

current at a preesure

of

550

volts

to

the

tram ways, a.t

440 volts to p

ower

u

se

rs, and

at

440 or 220

l t s

for

lighti1_1g

p u r ~ o s e s .O

ne adv antage

of

this arrange

ment

1s that It perm

tt

s

of

one type

of

generator being

used f?r both tramway and

ligh

t ing

purp

oses, and

h e ~ c e It reduces. the amo

unt

of by machinery

whtch need be laid down. By varymg the excitation

of

the fi

elds,

any machine

will

give

440 or 550

volts

as ma.y

be desired,

and

ca

n

be changed fr

om

the r a m ~

way

to the

lighting

c

ircui

t, and

vice versa,

a.t will.

Some of the

outly

ing po

rtions of

the borough,

how

ever

be well s

uppli

ed by the t

hr

ee-wire system, and

the h1gh-pressure a lte rn

at

ing cur rent will be continu

ed

to them. I t is

pr

oposed eventually to bring t

he

pr

esent alternators from

the

old

station to

the

new

and drive

them

by

means

of continuous-current

mo to

rs'

thus

enab

lin g the o

ld works to be

closed. '

I t

will

be of interest in the

f_uture

to

c

ompar

e

th

e actual cost

of

c

urr

e

nt per

car-mile

in

Sa.lford

and :Manchester. The

latter

c

ity,

which adjoins

S

alford,

and

has

running

powers

over certain

of ita

•

•

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•

•

•

•

•

•

£ N G I N E E R I N C.

[DEc.

I

3, 1901

•

ENGINES

AND

BALANCERS AT THE SALFORD ELECTRICITY WORKS

•

•

.

Yt:E

SSRS. LACEY, C

LIREHUGH

AND SILLAR, ENGINEER , MANCHESTER AND LONDON

•

•

•

•

•

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.

.

.

..

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1250

INDICATED

HORSE-POWER

ENGINES AT THE SALFORD ELECTRICITY WORKS.

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CONSTRUCTED BY MESSRS.

BR

OWETT, LINDLEY, AND CO. , LIMITED, PENDLETON.

For Description ,

s

P age 803.)

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8o6

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

has adopted high -tension

multiphase tra.ns·

to

converter

sub-stations. I t is

somewhat

to

note

that at as

recent

a date as February,

the

Manchester

Corporation proposed to run their

at a pressure of 400 volts delivered on the

car

i t 'Y'as only .after. the S a l f ~ r d Corporation, at

of thetr engmeers, potnted out the difficulties

ich must arise in connection with running powers

neighbouring lines, that 1\l a

nche

st er agreed to

the standard pressure of 500

to

550 volts.

The buildings deeigned by

Mr. John

Holt,

architect,

Manchester,

comprise engine-room, boiler- house

1500 lb. of

coal should

generate 12,000

lb.

of

steam.

The

stokers

are

driven

by electric motors through

round bands

(Figa. 4 and 5) working on cone pulleys,

the amount of coal fed at eac h revolution being a lso

adju

st able by the device shown in Fig. 6.

th e back of. the range of. boilers is a long flue

F t g ~ . 2 and 3), wtth an economiser and a chimney at

each end. The economisers were

u p p l i e d

by Messrs.

E. Green and

Son,

Limited, Manchester,

and

each con

tains 800 tubes. These 800 tubes are arrangGd in six

groups- namely, four groups of 120

pipes each,

and

two groups of 160

pipes each,

the

various groups being

coupled by copper expansion elbows. 1.'he dampers

and

feed-pipes

are

so

arranged

that

either

half can be

worked separately. The

top

boxes are fitted

with

in

ternal

lids, and the total he ating surface of the 800

pi pes is

about

800 £quare feet.

.

-rooms, econonuser-rooms, switch-rooms, storeEI,

ces,

&c.

The following is a list of the contracts

entered into

the

supply

and erecliion of machinery,

together

names of the contractors and amounts of their

cts , and it is

i n t e r e ~ t i n g

to note what a large

of

the

work has b :en done by local manu

:

In addition to the heating surface provided by the

boilers and

the

economisers,

there

are sixteen super

heaters placed

oppo

site

the

ends of the furn lce flues

immediately

behind the boilers,

and

between them

1.

E i ~ h b

775- kilowatb abeam

d y n a m o ~ ,

Messrs. Mabher and Pla.tt, dynamos

.

and

Browebb Lindley, engines... . .

2. Stxteen 30 fb. by 9 fb. L9.noashire

b Jilers, and superheaters, Ga.llowayP,

Limited, Manchester .. . ... . .

o. 3. Sixteen mechaniclll stokers, electrically

driven, J a.mes Hodgkinson, Sa.lford .. .

o.

4. E conomisers,

two

b a t t e r i ~ , comprising

1600 tubes in all, Messrs. Green and

Sons,

Manchester

. . . . .

No. 5. Eighb condensers

and Edwards'

pumpo,

steam exhaust

and

water

-pi

pes, r . : ~ .

W. H. Bailey

and

Co., S.\lford .. .

No

.

G.

Six

elecbrically.driven feed-pumps

and

feed-pipes, ea.ch delivering

4000

gallons

of water per hour, M e ~ s r s . Bertram

Thomas

and

Co. . . . . .

No .

7.

30-ton travelling crane, 4i ft . span, 220 fb.

trav

el, Messrs. J amea c ~ r r i c k and Sons

No. 8.

Electr

ically·

driven ash

conveyor, Messrs.

Gra.ham, Morton, and Co., Leeds ...

No.

9.

Tw..>

elecbrically- driven travelling jib

cranes for coaliog, Clayton

Eogineeriog

Comp1.ny . . . . . .

No.

10.

Overhe

a.

d equipment for tra.mwa.y:1,

M es3ra. George Hill and Co. .

.

No. 11. U

ad

erground cables for lightiog and

p')wer purpose3, including tlra.mw  l.y

feeder.i, Me srs. W.

T.

Glover and CJ.,

Limited,

Ma nches

ter

. . . . .

No.

12. Lighting and power switchboard, Me

3s

rs.

S.

H H ey wood . . . . .

N l. 13. Tca.ction switohb')a.rd,

M ~ s r s John

F owler

and

0...>. Leeds ... . . .

No. 14:. Balancing trausformera, Messrs. Mabher

and P l a . S.\lford ... . . . .

No. 15. Electrical conneobions

in

engine-rooms,

and signals, Messrs. Lightfo:>t Brobhera

N.>. 16. poles for tramway equipment,

Messra. J ames Ruesell and Sons .. .

No. 17. Sba.tion lighti ng, Allianc e

Electrica.

l Corn-

p n

. . . . . . .

£

and

the main

flue,

as shown

in

dotted

lines in

Fig.

3.

7

2,000

The guaranteed capacity

of the

superheaters

is

to

raise 10,000 lb. of steam

per hour

at

least

100 deg.

Fahr.

E ~ c h

superheater

consists of

two

boxes

united

15,200 by a number of U tubes, the steam from the boiler

entering one box, passing first downwards, then

2,495 upwards through the U tubes into the other box, and

thence to

the engines

. There is lifting tackle over

each

superheater, by which it can be

removed

rapidly for

2,860 in s

pection

or

repair.

Each pair of boilers

is

directly

connected to one engine,

so

as to reduce the

waste by

16,500 condensation to

the lowest

amount, the

steam pipe

passing from the

superheater through

the wall of the

engine-house

to

a.

separator,

and

thence

to the

en

gines. In addition, there is a longitudinal by · pags

3,157 main along the top of the mg.in flue

(Fig.

3, two-page

plate), which can be connected to any boiler, and

622 to

any

engine. All

the ~ t e a m ,

exhaust,

and

blow

off pipe3 were

supplied

and fixed

by

Messrs.

W.

H.

1,569

Bailey and Co.,

Limited,

Albion

Works,

Salford.

The

steam

pipes

are of

mild steel with welded

flanges, the

1,270 main

steam ring

being 14 in.

in

diameter. The main

exhaust

pipe is 18

in. in diameter with

15-in.

8,599 branches to each engine. In the main

steam pip

e

there

are

t h r e e ~ expansion bends of copper, each bend con

sisting of two 10-in. copper

pip

es with ca.st·steel boxes.

The steam

a . ~ d

exhaust valves are manufactured under

159,6 8 Garvie's patent. They are of the parallel face type

with renewable expansion

seats. The

interior gate

2,

2

80

consists

of a

pair

of

parallel

discs arranged to s

lide

2

684

bet ween parallel

s e a t These

discs fit

on

oppo-

, si

te

sides of a ci

rcular

supporting plate, through

which

1,060 the risi ng spindle of

the

valve passes, and

are

capable

of

rotation on

the

plate

to allow

them

to bed them-

4,179 selves properly on their seats.

The engines were constructed by Messrs. Browett,

Lindley, and Co., Limited, Patricroft, and each is

designed to give 1250 indicated horse-power as a

normal load,

but

is

capable

of withstanding an

over-

load

of

25

p er cent.

They

run at a

speed

of

17,450

598

3l

2

,

1

7

1

100 revolutions per minute, with a steam

pres

sure

The

whole

of

the

works are

now

nearing completion, of 140 lb.

to

the

square inch,

and when

exhaust

and

th

eir size

can

be

gathered

from

the plan

and sec-

ing into

a condenser having a 26-in. vacuum.

The

tions on

our

tw o

·page plate. I t will be seen that

the

engines

are

of the three-crank vertical

tandem

type,

main building is 324 fti. 9 in. long by 106 ft. 10 in. the high-

pres

s

ure

cylinders carried on the

top

of the

wide, and that at each end, ou ts

ide

the main building, low-presgure cylinders on poli shed steel pillars ac ting

there is a chimney. The e ngine-room is 221 ft. by 44ft., as disttJ.nce-pieces, as shown in Figs. 8 and 9 on

and provides accommodation for eight sets of main en- page 805. Between the bottom cover of the high-pres

gines. I t is separated by a wall

from

the boiler-housP, sure

cyli

nders and the top covers of the low -pressure

whi

ch is of

the same

length

and

of 55 ft·. 9 in. in cylinders is sufficient

space to allow

the la

tt e

r to be

wid

th

. In this there are sixteen boilera , together

raised in

order to

renew the piston rings in the

low-pres

with superheatera,

self-acting

stokers, coal

bunkers,

sure cylinder when requir

ed

. E1ch

low-pr

essur e cy

and

ash-conveyors.

At each

end of

the

boiler-room,

linder

is oa

rried

on

the

top of a

cast-iron

dist ance-

pie

ce

but

divided

from it

by

a wall

2 ft

. 9 in.

thick,

is a containing the wiper gland. These distance-pieces

pump

ro

om, cll

ntainiog

three

feed-pumps.

Si milarly,

also

contain

the

bored guides

for

the

crosshead slippers,

at ea end of the engine· room there is an

apartment,

and

are

securely bolted to th e top of the engine frame.

one beinO' the bJ.lancer-room,

with

the switchboard- The frame is st rongly ribbed, and provided

with

hinged

room

a b o ~ e ,

and the

other

being devoted to stores. doors both

at

the front and at the

bick

of the engine

The boilera, supplied by Messrs. Ga.lloways,

Li-

to give easy access to the working pa rts of the

eng

ine.

mited,

Knott

Mill Iron 'Vorks, Manchester, are of Each fra

me

weighs about 14 tons.

the

L an

cas

hire type, and of large dimensions. ·

They

The

baseplate

of

the engins is

of very mass

ive de·

a.rd designed

for

160 lb. workmg pressure,

and are sign

and

contains the four

main bearings. The outer

9 ft.

in

diameter

by

30 ft. long. '

fh

e

shell-plates

are

bearing

n

ext

t o

the

flywheel

is

14

in.

in diameter by

1

n. thick,

the

ll)ngitudinal seams being

butt-jointed 2ft.

8 in. long; the

other three

bearings

are

13 in.

in

and

double butt-strapped, with six rows of rivets, diameter.

The

b3arings

are

of gun-metal, lined

with

and the circular seams being

lap

-jointed and double- Dawrance's

white

metal. The

crankshaft

is of the

riveted. Tae flues (Fig. 5 two-page phte) are built of built-up type; the crankpins

are

13 in.

in

diameter,

twelve rinO's, mos tly varying from 3 ft. 10 in. to 3 ft. and a 4 in. diameter hole is

bored

right

throu

gh the

9 in. in di;.neter, the eleventh ring, however,

r i n g

shaft, and also through the crankpins. The ends of

from 44 in.

to 3S in . ,

and the

twelfth being 38

in.

these holes are plugged up, and the

hol

es

act

as the

in diameter. The thickness of

the

furnace t ube- reservoir

and

conductor for

the

oil supply to t he ma

in

plates

is in.

for the first

ring, aud in. for

the bearings

and

crankpins. The eccentric

clips a

re

of

others. Taese boilera,

i t will be noticed,

are of very cast iron working

on

cast-iron sheaves.

great

siz9 and .weight. They are

fitted

wi lih self-acting The whole of

the

working parts of

the

engines are

,.,tokers and self-cleaning firebars, supplied by Mr. un d

er

forced lubricat ion, ttle oil being forced

under

Ja.mes

Hodgkinson,

o.f

S llford.

E ~ c h

pair

of

s t o ~ e r s

pr e

ss

ure into each bearing by

means of

two

simple

i i c a . p a b l ~ of consummg 1 t?n of fuel per hour wtth- valveless pumps driven by

an

eccentric on the engine

out cJ.usiog an emission of black smoke. They are of

sha

ft.

E ~ c h

pump is fitted

with

a

filter,

t hrough which

the coking

type,

and the specifica•,ion required thg,t the o ~ l is pump

ed

, a?d which insures clean o.il being

fr

om

1350 lb. of bituminous slack per hour

there

supphed to the

bearmgs.

A pressure gauge 1s fitted

should he produced 10,800 lb . of steam wi th feed outside thq frame which s

hows

the pressnre of the

w t ~ t c e r at 1.40 deg

,

and t h ~ J

with foNed

draught

. oil on the bJariog3.

[DEc.

I

J,

I

90I

T ~ e

g o v e ~ n o r

of the

h i g h - ~ p e e d

centrifugal

type,

and

1s conta.med 1n a hood carr1ed on the engine frame

and

close to

the

starting valve. I t is

under

forced

lubri

ca tion

throughout,

and

runs

at a speed of 400

revolutions p

er

minute. The governor gear is driven

by a chain made by Messrs.

H ~ n s

Renold, and a spray

of oil is always playing on the chain whilst working

to insure efficient

lubrication.

The connecting-rods

are of mild

steel. Th

e cross

head

pins ara

case-hardened, and

are forced

into the

connecting-rods by

hydraulic

pressure. Th

e cross

heads

are of

the ~ I a r i n e type

and are

cottered

to

the piston-rods. The slippers are of

cast

iron and

work

un der

forced

lubrication.

The

pi

s

ton-rods are

of .4 carbon steel, and are ground

up

perfectly cylin

dr ical .

The high-pressure cylinders are 15 in. in diameter

by

30 in. stroke, and are fitted wit.h loose liners.

Both the cylinders and the cylinder covers are steam

jacketed with steam at

boiler pressure.

The high-pres

sure piston is

of cast iron fitted with plain Ramsbottom

rings.

The bottoms

of

the high-pressure

c

ylindersand

the tops of the low-pressure cylinders

are

fitted with

packings of th e United

States

make,

and

are suitA.ble

for working

with steam

at a

temperature

of 100 deg.

superheat. The valves of the high-pressu re cylinders

are of the piston ~ y p e ; the valve boxes are fitted with

hard cast-iron liners for ced in by hydraulic pressure.

The l

ow-pressure

cylinders are 32 in. in diameter

by

30 in. stroke, and, like

the high-pre

ssure cy

linders,

are steam jacketed,

The low-pressure

valves are of

the balanced slide-va

l ve type

the

clearances in

the

low-pressure cylinders are ex tremely fine. Both the

high-pressu re

and

low-pressure valves

are

driven from

eccentrics on

the

engine

&haft.

Th

e

l o w - p r

e ~ s u r e

pist-ons

are

of stamped steel and

are

provided with

plain cast-iron R amsbottom rings.

The speed of the

engines

is controlled by mean3 of

the governor acting on a throttle va.l ve supplying

steam to each

high-pressure cylinder. The

overload

is

obtained

by

an auxiliary throttle

valve

worked

from the

main

governor, which admits high

-pressure

stea

m to

the

low -

pre

ssure cylinders when necessary.

A knock-off gea r is provided for high and low speeds,

which,

in

case of need, disco

nn

ects the throttle va lve

from the governor and allows it to drop on its seat ;

thus

shutting the engine down immediately should

any accident happen to the gov

erno

r.

All the

h a n d l e ~

of the drain cocks, speeder gear,

lubrication and stop

valves

are brought to

one

end of

the engine

fr

ame,

and are within

easy

reach of

the

attendant. The vertical rod of

the

stop

valve is

provided

with a handwheel

on each

pl

at

form.

The

flywheels are 16 ft.

in

diameter, and each

weighs 18 tons.

Th

ey ar e

made in

halves, and

are

bol

te

d

and cottered together on

the

ri m

,

and

also

cottered on the boss, on which heavy steel hoops are

shrunk. The wheels are secured to the crankshaft by

four

steel keys. During tests made at Messrs. Brow

ett

,

Lindley,

and Co.

's

works, the drop in

speed

from

no

load to full l

oad

was revolutions; the temporary

run-up,

when a

ll load

was thrown off,

was

seven

r e v o l u

Each eng ine has its own cast-iron separat or

carr ied

on

a. bracket

on the engine-house wall, the

sepa

rator

being provided

with

water-level gauge fi t tings

and

protector glass.

The cylinders are completely covered with asbestos

composition, and lagged with planished steel.

I t

should

be noted that the engines are running

at

a

speed

of 100 revo

lutions

per minute, although of the

enclosed for ced lubri

ca t

ion type,

and

su itable for

at

least double the speed.

This was done to

meet

the

views of the

E ~ e c i t y Committee

.

No

doubt

the

low speed will conduce to a longer life, but as the

ca pi

ta

l cost was increaRed by 20, l

. this

is some

what

doubtful economy.

The air pumps a.

nd

c o n d e n e r s are of the Edwards'

type, and were made by Messrs. W. H . Ba.iley and

Co., Limited. They are eight in number  one for each

engine. They are of the three-throw type,

each

barrel

being 21 in . in

diam

eter, 12 in. stroke, running at .100

revolutions per

minute, and each

pump is

capable

of

dealing

with 18,750 lb. of steam per

hour.

The chief

feature of th e Edwa.rds'

patont

ai r pump is

the

absence

of bucket valves,

and

this dec

rea

ses

the

l iability of

breakdown and the number of parts requiring

atten

tion ; it also allows of very li tt le clearance between

bucket and discharge float. The pumps are fixed on

a level above

th at oi

the discharge

pipe,

which is ad

vantageous, as they can be run with the covers

for access to the

valves

removed,

O

that the

ac tion

ca

n be obse

rved

. Th ose pumps draw

condenser

water thr.>ugh a

20-i

n.

s u c ~ i o n pipe

from

the

ca.nal

and discharge

ioto a 40-in.

pipe

wilih

six outlets

to

the canal. EJ.ch

pump

is driven

through

double

reduction gear by

a 50

brake horse

-pow

er

el

ectr

ic

motor constructed by Messrs. P . R. Jackson and Co.,

Limited, Salford,

an

d each pump has a 15-in. auto

matic exhaus t \ralve and 15-in. stop and back-pressure

yalve, so that th e engine can exhaust to the condenser

or to the atmosphere. The pumps are

fitted wi

t h

B

 

iley 's

patent

rr..aga zine dial lubric

at

o

rs,

which pr o·

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•

8o8

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

THE METROPOLITAN RAILWAY CARRIAGE AND

WAGON

WORKS,

SALTLEY.

•

o

r Des ription 

S e

P Jtge 800.

•

•

•

•

•

•

•

•

. • t •

•

 

f

,

.  

.

G.

1

NT

EP.

IOR

oF PowER

STATION

•

•

FLG .

2. WE

STI NGHOUSE

Gas

E

NG

I

NE

.

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EERING, DE

CEMB ER

13,

1901.

•

~ c . . -

-

-

 

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N ISER

ECO NOM ISE'/

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SW ITCH BOARO ABOVE

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MESSRS

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SALFORD

ELEC1RICITY

WORKS.

CL I REH UGH,

AND

SlLL.AR

ENGJN <:ERS, M

ANCHES

'I

ER

AND

LONDON.

F

or Desc1 ipwrn1 see Page 80:3.)

•

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DEc.

13, 1gor.]

AGENTS FOR "ENGINEERING."

Viemaa:

Lehmann and Went:r:el, Ki.rntnerstr&.888.

TOWN

: Gordon and

Gotch.

John

Menzies

and Co . , 12, Hanover-st reet.

Paris : BoyYeau and Chevillet, Librairie Etrangllre, 22,

la Banque ; M. Em. Terquem,

31

bl

a, Boulevard Haus

s

man.

lso

for

Adver t isements, Agence Hava.s,

8,

Place de la Bo' -rse.

Berlin: Messr

s.

A. Asher and Co., 5, Unter den Lm den.

Frankturt-am-Main : Messrs. G. L. Daube and Co. (fo r

Ad

ve r tisements).

Leipzig : F. A. Brockhaus.

Mulhouse :

H.

St uckelber, e r.

:

WiU

iam Love.

DIA,

Calcutta :

Thacker, Spink,

and Co.

Bombay : Th

n.c

ke r

and Co.,

Limited.

: U.

Ho

epli, Mila

n,

and any

post

o

ffi

ce.

O

L:

Mrs. Taylor ,

Landing

Staj:re.

John Heywood, 143, Deansgate.

oRWAY, Chri

s tiania: Cammermeyers, Boghande

l,

Ca rl J ohans

Gade,

41

and

43.

sw SoUTu WALES , Sydney: Turner and Henderson, 16 an d 18,

Hunter-stre

e

t.

Gordon and Got c

h,

George-stree t.

TKBNSLAND (SOUTn),

Bri

sban e : Gordon

and

Gotch.

(N

ORTn), Towns

ville

: T. Willmett and Oo.

: B A. l<ramer and

Son.

•

lA,

Ad

elaide: W. C. Rigby. .

New York: W.

H.

Wil ey,

43,

East

19th-street.

Chicago :

B.

V. Holmes, 1257·1258, Monadn

ock

Bl

oc

k.

Melbourne : Melville, Mullen, and Slade, 261/264 Collins

street. Gordon

and Gotc h, Limited. Queen

-st

reet.

We beg to

ann

o

un

ce that Ame rican Subscriptions to ENGINKBRING

be addressed

eithe

r direc t to the Pu blisher , Mr . C. R

SON, a t th e offices of

this

Journal, Nos. 35 and 38, Bedford

~ e t ,

St rand, Lo

nd

o

n,

W.C

., or to ou

r accredited

Agents for

the

St a tes : Mr. W.

H.

WI

LEY,

43, East 19th-s treet, New York

Mr . ll. V. HOLMES, 1257-1268, Monadnock Block, Ch icago

e

pr i

ces of

sub sc

r iption (payo.ble

in advan

ce) for

one

year are

thin (f

or

eig

n) pa p

er ed 1 ion,

ll.

16s. Od. ;

for

th ick

(ordinar

y

p

er eJition,

2Z Os. 6d.;

or, if remitted

to

Agents,

9

dollars fo

and 10 dollars for thick.

•

•

I

•

•

•

)

r

NOTICE

TO AMERIOAN

ADVF..RTI

SERS.

American firms desi rous of advertising

in

ENoiNRBRIN&

nr

ed to apply to Mr . H. V. HoLMBB, 1257-1258, Monadnoc

ock,

C

hicago,

or

Mr

. WILI.ARD C. TYLBR, 150,

Nassa.u-street

1910,

New

York City, f rom whom

all

pa r

tic

ulars

and

pr ice

e

k

I

s

be obtained.

ADVERTISEMENTS.

Th e charge for advertisements is

th

ree

shill lnr

for the flrs

lines or

under,

and

eightpen

ce for ea ch addit1onal line. Th

~ v e r a g e s seve.n wo rds. Payme.nt m u ~ t a ~ m { > a n y all

orders

r smgle

advert1

sements ,

otherw1

se the1r m ser

tion cannot

b

for

di splayed advertisements on the wrappe

on the inside pages may be obtained on application. Seria

dve r

ti

sements

will

be ins

erted with

all practicable regularity, bu

t

e

e

r

1

t

bsolute regularity cannot

be n t e e

Advertisements

intended

for inserti

on

In the

cur

week's issue must

be

delivered not

la ter

than

p .

m.on Thursday

. Inconsequence ofthenecessit

going

to press

early with a p ort ion

of he edltio

for standing Advertisements

should b

ter

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In each

week.

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FOREIGN.

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NG INEERING can

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vanc

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For the United Kingdom . . . . . . . . . . . . . . £1 9 2

,

all

places

abroad

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pies

. . . . . . • ••

£1 16 0

Thick ,

.. .. .. .. ..

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•

ll

accounts are payable

to

ENGINEERING "

Limited

should

be

cr

ossed

" Union Bank, Oharing

Cross

Branch

P ost Office Ord ers payable at Bedford-st reet,

Strand,

W.C.

When

F or

eign

SQbscrip tions are s

ent by Post

Office Orders

ce should

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sent

to

the Publisher.

I

F o r e i ~ n and

Co

lonial Su b

sc

ribers receiving incomplete copi

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are requested to communicate the fact to

Publisher, t ogether

with

the agent's

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and add ress.

es

Offices for Publication and Advertisements, Nos. S

6

36, Bedford

Street, Strand, London, W.C.

We

desire

to call the attention of

our

readers

t

fact

that

the

above is

our

SO

LE

Address, an

no connection exists between this Journal an

other

publications bearing somewhat simUa

0

d

d

r

TB

LB&RAPifiO

Ano&xss- ENGINERRING.

LOND

ON.

TBLBPDON

B NUMBBR-

3663

GePP&rd. ·

-

CONTENTS,

PAG

E

he

Military Self

-Prop elled

Wagon Tr

ials

l l lus

.

.. 793

in Par

liament ..

.. .. . . . . ..

794

be Fa cto ry and Workshop

Ac t, 1901 . . . . . .

..

. . . . . . 795

e New Victor ia St

atio

n

at

o t t i

~ h a m (l

ll

u . ) . . 799

ct

ri

c Power

in

Ca rr iage

r k ~

(

lllttstrat'.d)

. . . . . 800

e Elec tr ioi' y Wo rks of

the Sal

fo

rc1

Corp

oration

f1 l/ R

rnfNL

8

  3

cellanea

.. ..  

. . . . 8 J7

e Elet·t.rlMea t.inn or the

Met.ropolitan Railways

. .

SOil

exi can Coal and Iron

.. ..

810

e Continuous Fi lt ration

of

S e w a ~ e

. . . . . . . . . . . . . . 810

e

Smithfteld

Club Show

811

. . . . . .

. . . . . • . . ••••

812

-Speed Engines . . . . . . . . 813

roscopio Action

nod

t he

I..oss of the

11

Cob ra l l ·

lt trated) .. .. .. .. ..

..

..

813

OB

A

The

Height

of Shallow Un

de rg roun d Tramways •••• 8

14

Test

of a Gas Engine . .

..

.. 8

Floo

ring

for Engineers'

Shops . . . . . . . . . . . . . . . 8

14

14

L'>comotives for Ind ia .

..

. 8

Notes from the Nor th . •. . S

Notes fr

om

Cleveland and

14

15

the Nor t hern Cou nties . . 8

~ o t e s

from the

South-West 8

Notes from South York·

16

16

eh

ir

e. . . . . . . . . . . . . . . . . . . . 8

Lig

ht

Railway Comm

i

ssio

n 8

Tbe Hydroleum System of

i n ~ r Liquid

Fuel

(l l·

lustratd)

..

.. ..

..

..

.

..

.

8

Notes

from

the

United

sootes . . . . . . . . . . . . . . . . . . 8

16

16

17

li

17

ndustrial Notes

.. ..

. . . . . • 8

Submarine

T

ele

g

raph

Eo

te r

pt

se . . . . . . . . . . . . . . . . 8

Launches nod Trial Trips . . 8

Uy d

r

aulic

P u m p i n ~ r .Ma·

chine

ry (Illu strated) .. .

.

8

18

19

21

" EnginE'e :i

ng

" Patent

Re

cord (lll

mtrated)

. . . . . . . 8

23

ith a Two-Pa9t Engraving

of

/; t S

A.

LF'ORD ELEC1'RIOJ T

y

WOltK ·•

.

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

TRACTION

and TRANSMISSION.

(P u

blilhtd

on the first Tuada.y in each month.)

PART IX. NOW RBADY.

P&JOB 28. •

Net

; POST .FiulB 28.

p

ubllahed

atJ the

Offices of ENoiNBBRINO, 86

and

86, Bedford Street,

St rand, London, W.O.

CONTENTS

OF PART IX.

COMPL

ETING VoL. 11.

P&OR PAO

P

s

y

stom11

of

RlooLd c

Tm

o

t.l

on .

By

Th

e

Eco

nomi

cs of

Rallwa y11.

By

Ph i lip J)aws?n (1lluatmt lons In

the

Hon. Robort P. Porter . . . . . 228

Tox t.) . . . . . . . . . . . . . . . . . . . . . . . .

193 l'he

Zurich Ul oct.

rl

o P ower P lnnt

Ed ucnLion

a tlll

Co

mtner

olnl S

up ro· (Pl

ute s L

VI I

. to rJ

XI.,nnd

III UB·

m noy. Jl y G. H. Du n e 

.

207 tmt.lons ln Toxt ) ..

• . . .

. . . . . . . . . . 234

'11

o

Lecco

·

Soml

rlo

(Otm z)

El

eo

t.

l'lo '

l'h

o In n

er

Circ

le

. . • • . . • • . . . . . . . . . . 2-1

1

t o ~ XL IX. to

LV I

. ,

I

l'ho W WIW· ll cn t K.ngtne

(Plates

ami s t . n ~ t l u In Toxt) .. .. . .

21

3 LXII. to LX I V

.

aud Ilhutm ·

Tntdlng.

By

:Mnjor t.lo

na

ln T

olo.t.)

. . . . . . •

• . . . . . . • .

• .

  l o o d l)nge . . . . . . • . . . . . . . • . . . . 22' 

I N

DE

X

10

VOL.

ll . SEPT

EMB

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ER 'l.

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r iday, D<c em be r 13, at 7.40 p.m., in

the

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cuss1

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•

I ng

of Modern

T ramp Steamers, by Mr. E. C. Ohaston

SOC IET\' OF ARTS.-Monday, December 16, at 8 p.m. Cantor

Lectures : " T

he

C

hemist

ry

of Confe

ctioners'

Materialg and Pro

cesses (f

ou

r

le

ct u res), by Mr.

William

Jago, F. C.

S.,

F. .C.

Lec

tu

re I V.--confectionery- Flavoured by fruit, che rr

ies

, cu r

ra nts,

raisins,

nuts,

walnuts, almonds ;

preierved

fruits, jams,

esse

ntial

oils, l

emo

n, orange, almonds ; fruit

essence

s ;

vanil la

their composition

and

properti es. Wednesday,

De

cember 18, o.t

8 p .m. Fifth ordina ry meeting. Range·Find ers, by Professor

Fo rbes,

F. R

.S. Sir F rede ri

ck

Bramwell, Ba r t.,

F.R.S.,

will pr

eside

.

T l l ~ I N

ST

ITUTION OF CI

VIL

ENGINBRRS.- Ordinary meeting,

Tu e

sday, c e m b e 17, at 8 p.m.

Pa p

er to be

discussed:

Mo t ive Power from Blast·Furnace Gases,

by .Mr

. Br

yan

Donkin,

M.

lo

bt. C.

E.-Students '

meeting, F r

iday,

December 20,

at 8

pm. Paper

to be read : Transmi

ssion

Dynamometers,

by

Mr. A. M. Mor

ga

n, 8-:;ud . lo st. C.E. Mr. F. S. Cou r tney,

M.

Inst.

O.E., will occupy the C

hair.

ROYAL

M

E'I·s

o

n

o t.

OG

ICAL S

ocnn v 

Wedoesday,

the

18th inst., at

7.80 p. m., at the Institution

of Civ

il E ng

in

eerl', Great Oeo rge

st r

ee t

, W

estmi

nst er, S. W., the following

pape

rs will be read :

·•

Fu

r

th e

r Obser

vations an

d

Co

n

clusions in relati

on

to

Atmo·

sp

he

ri

o Transparency," by t he Hon. F. A.

Rollo Russell,

F.R.

Met. Soc. R emarkab le Ph osphorescent Phenomenon observed

in th e

Pe

rsian Gulf, April 4 and 9, 1901, by Mr. W. S. Hoseason.

"

On

tbe

Mechanica

l Principle

of Atmospheri

c Circu

la tion,

by

Captain R. A. Edwin, R .

N.,

F .R. M

et.

Soc.

T

us Ol' 

ELECTRICAL ENGINBBR8. - Thursday,

De

cembe r 19. a t 8 p. m., at the Institution of Civil Engineers, Great

Geor

ge

-

st

reet, Westminste r , S.

W.

Or

dinllry

genera l meeting.

Adjourned dis cu

ssio

n on

Some

P rinc

iples

Underlying the Profirr

able Sale

of

Electri city, hy Mr. Ar th u r Wri ght(Associate Member)

Til E

lN

STIT

UTlON OF MBCIIANICAL

ENOINSSRS.

- F r iday, Decem·

be

r 20,

a t

8 p.m. Tb e following paper

will

be r

en

d

and

dis

cu

ss

ed : Tbe M:cr

oscopical

Examination

of the Alloys

of

Copper and Tin, by Mr. William Campbe ll, B.S c. , of Columb

ia

College, New York, late

of

the

Ro

yal College

of

Science, Lon

don.

(This

is a por tion

of

t he work of the

Alloys

Research Committee.)

-

ENGINEERING.

FRIDAY, DECEMBER 13, 1901.

THE ELECTRIFICATION OF THE

METROPOL

ITAN

RAILWAYS.

THE

Board of Tr

ade

and

the Hon

. Alfred

Lyttelton are

to

be congratulated on the exped i

tious manner

in

which

they

have

dealt

wi

th

the

prob

l

em

of deciding

what

system of electric

trac

tion

should be adopted

on

the In ner

Circle of the

Metrop

olit an

and

Metropolitan

Dist

rict Railways

of London. It was only on

September

18 that the

arbitrator wa

s appoi

nted

;

the

preliminary

sitting

took place on October

7, and

the regular sitt

ings commenced on October 29.

They

were

continued on the 30th, the 31st , Nove

mb

er 5th,

6t

h, 11th, 12th, 1

3t

h,

and

1

5t

h. On

De

cember 10

it w

as

announced th

at

t he award of the

Arbi

trato r had been deliver

ed

to the

Board

of

Trade

for i

t3

consideration. I t

must

be remembered that,

according

to

the terms of the Act

under

which

the

arbitration

was held, the decision

rested

with

the Board of Trade,

and

not

with

the

Arbitrator

.

I t was

the duty

of t

he

l

atter

to h

ear

the evidence,

weigh it,

and to

report

to

the Board, but the ulti

mate responsibili

ty

had

to

be undertaken

by

the

Doard. Generally, such a division of

duti

es would

have involved delay,

but

in

th

is case the proceed-

ings have

been

characterised by

the utmost

celerity

throughout,

and

everyone,

even

including

those

whose views have

not

found acceptance,

must

feel

grat

ifi

ed that

su

ch

a m p l i c

a t ~ d < l

uest.i

on been

dealt with so rapidly. 'J.lhe wmnmg stde ~ 1 1 1 now

be

able

to

devote themselves

to

the

practical work

of conBtruction, while

the

losers may

gat

her up their

forces

and

strengthen their

position

in

readiness for

the

next contest

in which they

may

be engage

d.

The

decision of

the

Board of

Trade

is

that the

Inner Circle

shall

be work

ed on

t

he

direct-curr

ent

syste

m, and

not on

the three-phase,

or

so-called

Ganz sy

st e

m.

Thi

s verdict will

1n

eet with the

gen

era

l approval of the engineerin g profession and

of the railway world, although

there

will be few who

will not sympathise with Mr. Blathy in his defeat ;

for his splendid ol?timism

and

his invinci.ble b ~ l i e f

in the powers of sctence

to

overcome all d1fficult1es,

evoked warm admiration

and the

hope

that

he

may,

in the future,

under

more favourable circumstances,

achieve

the

success which he so emine

ntly

deserves.

For the present his

project

h

as

failed

to

find

acceptance, for

an

undertaking of the importance

of the Metropo

li tan

Railway mu.st be conducted

on

business principles,

and neith

er scientific enthu

siasm n

or

personal

sympath

y can

be

allowed to

dictate

its

policy. I t has

been

suggested that

as

the award

only re

lates

to

t

he

In n

er Circle,

the

Metropolitan Company will still equip

thei

r ou

t

lying branches on the three-phase plan,

but

i t

is

inconceivable that they should deli

berate

ly

adopt

two distinct methods of

tract

ion on a

syste

m of such

limited dimensions

as

theirs.

Even

if

the

Ganz

system had every n1erit which is claimed for

it,

these would

not

outweigh the disadvantages of

having t

he

network of lines divided into two sec

tions, each requiring a different

type

of locomotive

for its working.

I t would be a waste of

our

readers'

time

for us

to

recapi

tulate

t

he

features of the two rival

syste

ms.

In a leading article of October 11 (page 521

an te)

we

went

over

the

whole gro und,

sett

ing f

orth in

detail the points which co uld be ur

ged

on either

side.

Further,

we repor

ted at

g1·eat len

gth

the

evidence laid before

the Arbitrator

(pages 612,

658, 689,

and

722

nte ,

while

in TRA

C

TION AND

T

RAN

SMI

SSION

the subj

ect

has been treated

exh

aust

ively from every point of view. As

long ago

as

May,

in

a geueral article

on The

Electric

Rai

lway,, we discussed the cascade system

of electric t raction,

and

poi

nted

out

that,

what

ever its advantages,

it

failed to answer

to

the particular

requirement

s of

the Metr

opo

li t

an

Railways, its economy in first c

ost

a

nd

working

expenses being more than counterbalanced by its

inability

to

respond to

sudden

demands

for

in

creased speed,

and by its

general inelasticity. In

the

issue of

Septembe

r we illustr

ated the Burg

dorf-Thun three-phase electric railway, which,

although not

on

t he cascade system, is

the

m

ost

prominent and

instructive

lin

e

on the alternate

current system now existing. In

November

we

gave a history of t

he In n

er Circle,

and

par ticularly

of the period during which the question of electri

fication has

been un

der debate,

and

negotiations

have been

carr

ied

on betw

een t he two companies

who

are inte

rested in the working.

In

Dec

embe

r

(the

cur

r

ent

issue) there is a l

engthy

article

on

"

Syste

ms of

Electric

Trac

tio

n, in

w

hi

ch

a

ll the

different methods

are

explained,

whilst

a second

ar ticle describes, with the

aid

of m

any

illustrations,

the Lecco-Sondrio

Electric

Railway, which is

now

in p r o c ~ s s of being equipped

with

the Ganz

system,

a

nd

whteh was constantly referred

to during

t.he

arbitration

. A third article recapitulates all

the

exper t

reports

which have

been presented to the

Metropolitan

and Metropolitan Di

st rict Railways

by the

various engineers who have

be

en

consulted

by them

and by

Mr.

Yerkes,

and

gives

long

ex

tracts

from most of

them

.

The entire problem has

been dea lt with by us in

a broad ma

nner,

and both

sides hav e

had

a full

and

fair exposition. At the

sa

me

time

we have ne

ver

been

in

. do

ubt as to h i ~ h

system was

the proper one

to

ado:pt t

he

cu cumstances.

Im m

e

diat

ely

the a t 1 0 ~ c o m m e ~ c e d ,

g?od

ta

ste

requir

ed

that

we should av01d anythmg wh1ch look

ed

like advo

cacy of

eithe

r method,

and

that

we should confine

ourselves

to statemen

ts of fact

and to

a

report

of

the

proceedings, which is privileged matter, al

though

it

contained a good deal which could not be called fact

and which

is

best described, in

the French

fashion'

. t ,

Tl

t

d. . '

as

1n

exac . 1a con tbon of affairs is now

pa

st

; we are at

liberty to

say that in our opinion

he

G a m ~

Company

had

no case tha.t could

appeal

to

•

7/17/2019 Engineering Vol 72 1901-12-13

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81o

business men

under the

particular

circumstances.

I t must be

rememb

ered

that

the two

Metropolitan

Companies are in a very critical condition.

The

opening of

the

Central Lonuon line deprived them,

all at once, of several thousand

pounds'

worth of

traffic per week,

and

they are threatened with still

further losses

in

the

future. .An

Act has

been

passed for a

de

ep-tunnel line along Brompt

on

-road

ancl Piccadilly, and nothing but the mo

st

unheard

of good luck can prevent that line

being continued

al

ong the Strand. A

line

is in course of construc

tion between Waterloo and

Baker-street ,. offering

a

route

along the

diameter of

the

Circle instead of

around its

circumference,

and there are

schen1es

to

connect

Paddington to Yictoria, and Charing

Cross

to

Euston.

There

1s the

pro

spect that

al

ternative routes

will be

opened for

traffic in

1nany directions in rivalry to the Inner Circle,

and

the

only chance for the Metropolitan lines

to attract new traffic i3 for them to offer

the

best

possible

se

rvice, and

to do

i t quickly.

They

must relieve themselves of the deterrent conditions

of slow speed combi ned with smoke and dirt, whi ch

have

driven away

so many actual

and

potential

passengers, and

no time must

be frittered away in

exper i

men t. A

capital

of over

15

millions

sterling

is

the

st ake for which

they

are playing, and more

must

be added to it i

the

original sum is not

to dwindle st ill further than i t has already

done. The circumstances are not those in which

salvation

can be

found by timorous counsels. Th e

time for exercising a nice economy has gone

past;

the shareholders'

money

cannot

be

redeemed by

the

methods

of

the

careful housewife.

I t

is rather

the policy

of

the bold

gamester

which is

required

- th e

courage

to

follow Fortune

when she

beckons.

The plan of doing nothing has been tried, and

failed the directors

have

sat waiting

upon Provi

dence

during

the

years

the

"Tube

' ' has

been

under construction, and

then,

when its opening

knocked millions off

the

ma

rket

value of

their

shares,

some of thorn proposed to adopt

an

unknown

and

untried

system

of electric

traction

because it was

cheap.

They

were

like so

ldiers

in

a fo

rtress

who

had idly

watched the erection of an enemy's

batteries all around them, and then, when they

opened

fire, proposed to strengthen the walls with

som e newly-invented composition, because it was

cheaper than stone. I t is difficult

to

believe that

the Metr

opolitan directors can realise, even now,

the

gravity of their position, and the struggle

for existence which will occur when there

is

not

only

one

tube railway, but half a dozen

within

their area, each crossing the Circle at two points.

They

are not

in the position of

an

old-established

firm which has a 'goodwill," which may be

likened to the flywheel of a

steam

engine. Th ey

have

no hold

whatever

on the

publ

ic,

and it

is

st rai ning one's charity to suggest that their new

attemp t will receive a fair trial for yeard of neg

lect of the interests of

the

public have raised a

prejudice

against

them.

If electric

traction

is

to

do for

the

Inner

Circle

what

is

expected

of

it, it

mu

st

run without a hitch from

the

first ; there

mu

st

be

no

stoppages or breakdowns, and no unsuc-

cessful experiments. .

We

trust

that

no

bitterness

will be left now that

the

struggle between the rival s

ystems

is over. The

sec re tary of the Metropolitan Cornpany declared

that his direc

tors only

des

ired

to

obtain

the

best s

yst

em, and that once the

point

was

settled,

they

would work loyally

with the

District. Time

enough

has

been lost already, and it now behoves

eYerybody connected

with

t he companies to

urge

the

matter forward

with

the

greate

st possible

celerity. The traffic of Lo

ndon

is increasing

weekly, and

it is

a

pity

that the

Undergr

o

und

rail

ways should

not

have

t heir share of the growth,

and that all of it

shou

ld go to t he omnibuses and the

"Tube

."

I t

is to the bene1ili of the

public

that as

much of it

as

possible

should

be

diverted

from the

streets,

but

this is

not

to be expected while the

dirt

and

foul air rule below. The sooner they are dis

plac

ed

the better for all concerned.

MEXICAN COAL AND IRON.

WITH

the

in auguration of a large steel plant at

Mon te

rey, lVIexico

ma

y be sa

id

to

have entered

up

on a

new

era. The

country

is

admittedly one

of the richest in mineral and

agricultural

resources

in all the world, but save in silver-mining, and during

the la

st

ten

years

in gold as well, it

cannot

be said

to

have done much

credit to itself, in the matter of

minerals at all eventF;. I t would problb1y not

troub'

e

•

E N G I N E E R I N

G.

about anything but silver were it not that the fall in

prices

during

the

last

quarter of a

century

has

made

that indu

st ry

anything but

the profitable

o

ne

it used to be. The people are

not

imbued

with any

superabundance

of

energy

the country

ve y

imperfectly explored, though this reproach

1s bemg wiped out

gradually

the

richer

dist ricts

are

ba

dly-many

of them not at all-

served

by

the

railways ; and, for all these reasons, capital

has been but fitfully attracted, and not a little of t

has been absolutely wasted through dishonest or

incompetent man

agement.

More

over, American

adventurers

have

palmed

off a

number

of swindles

as bonanzas,

and the men

who

are prepared to take

reaso

nable risk

s in return for

the

promise of excel

lent results-just the class of investors

needed

for

mine

development

-

ha

ve been discouraged. But

this kind

of experience

is

common

to

all

mining

dist ricts, and it does

not

argue exaggeration in

calculations of the resources. of a c o ~ n t r y as a

whole.

Coal is

an

example of Mexican

mineral

wealth

tardily brought to

light. Down to

little

over

twenty yeard ago native geologists of high stand

ing affirmed that there were

no

coal measures of

any consequence in the country. But in 1881

the occurrence of

anthrac

i

te

was

reported

from

several widely scattered parts ;

the

specimens

sent to

the

National

College of

Engineers

for

assay justified the

reports,

and as a result

the

Department of

Public Works appointed

Com

missions-first,

to inve

stigate

the particular loca

lities from which

the

coal had come,

and

after

wards to make a systematic survey of all the likely

parts of the Republic. At Barranca,

on

the Yaqui

River, in Sonora,

anthracite

beds containing

up to

90

per

cent. of fixed carbon were located, and found

to be extensive enough to revolutionise the whole

of

the

north-western

section of the Republic. .At

other

places in the same State the b lack gold"

was found, as well as

in

numerous localitieA

in

the

States of Michoacan, Vera Cru z, Guerrero, Oaxaca,

Puebla, and others. The

late

Mr. 0. P. Hunting

ton, the American railroad magnate, bought some

mines

in

Coahuila, which

are

now yielding 300,000

to ns or more annually, the better

part

of this quan

tity going to the Southern States

by

way of the

International

Railroad.

More

recently at

Piedras

Negras, in the same

State,

a deposit of coal having

"continuous, powerful, and compact seams" was

discovered; twelve trial shafts were sunk, and, from

the examination of the French engineer, about

9

000,000

tons

of high-grade coal were found

to

be in

sight.

Thi

s mine

is

not being developed, we

believe, for the simple reason that the railway

rates

were raised, possibly to prevent competition

with the Sabenas mines. I t has

been

estimated

by the

engineer Ramirez that in the one pro

vince of Coahuila there is a carboniferous region

covering nearly 5000

square

miles, and extend

ing from N acimiento to Ciudad Porfirio Diaz,

on

the

Rio

Grand e, followine- the margin of that

river

as far as t

he

Sabine,

and terminating

on the

South

at

the Patos ridge. The coal n1easures of

Sonora

are

computed at 7000

square

miles ; and

within the carboniferous

belt are

deposits of gold,

silver, copper, iron, and

other

metals. At

San

Marcial a 6-ft. searr: was found

at

a depth of no

more than 17 ft., and

this

seam, containing coal

"great in quantity and excellent in

quality,"

has

been followed for a distance of 10 miles.

Mining

is

being

carried

on

-

in no ver

y energetic

manner,

because of the born-tired i t u d e of the

p ms-

about 40 miles from Ortiz, a

town

on the Sonora

Rail

way between Hermazillo

and

Guaymas.

There

is

talk

of developing a f

ore

ign

trade by

way of

Guaymas,

and

we have

no doubt

that , with English

or American money and enterprise, quite a big

connection could be cultivated

with

the

Pacific

slope of the two Americas, which obtains its sup

plies at

present

mai

nly

from New

South

Wales

and

the Uni ted Kingdom. Three veins besides

the

the

one

referred to have been discovered, one of

them as much as 23 ft . thick,

with

fuel said by test

to be equal

to

the finest

Lehigh

V alley product.

I t would

be

possible

to

fill a column or n1ore of

this journal with

the

mere enumeration of the

various locali ties in Mexico where coal measures

have been

found. Puente de Piedras and Playa da

Jimenez,

in Tabasco (t

he

last covering 217 square

miles) Villa Aldama, Lampazos,

and

Galeana,

in N uevo Leon ; Texcoco and Guadalupe Ridge, in

Mexico State ; the Sierra

Ric

a, Rayon, Aldama, in

Chihuahua Texaluca and Limontla, in Puebla

these are only a

very

small s loction from

the

list

[DEc. I 3 I 90 .

at our elbow. We do not say

that

every occurrence

of coal is in payable quantities, that ib is invari

ably of good class, or that it would

in

every instance

pay to

improve the n1eans of communication, a

nd

tap it. Such a contention would

be

ridiculous. But

it has

been

placed beyond a doubb that fuel of

high

quality

exists in

many parts,

and now that a real

start has been made in

the

exploitation of some of

the principal deposits,

there

is

ground to

anticipate

some definite progress in the coming years. The

augury

is all the be tter as regards

iron

and steel

making for the reason that

iron and

coal are found

in close juxtaposition. Near Limontla,

in Puebla,

for instance,

are

Tepexco

and

Moreno, whe

re

specular and hematite iron of excellent quality

occurs

in uncounted

quantities .

Bancroft

commits

himself to the assertion that if its iron ores could

be "

even

partially utilised, Mexico would become

one of

the

wealthiest of modern communities."

In

Durango is the Cerro del Mercado, or Hill of

Iron,

of which we have all

heard

  a solid mass of

mineral 640ft. high, averaging

about

70 per cent.

of metal

and

capable of yielding over 300,000,000

tons of solid iron. A good authority says th

at

when

Du rango shall be in

direct

communication

with

every section of the Republic, and with the United

States

of America,

then one

or

more

companies

working this moun

ta

in of iron might export

its

products at such prices as would almost defy compe

tition.

This

prophesy takes some dubious condi

tions for granted, but certainly a big

industry

might

be created.

There are

a few

iron

mills in

the

neighbourhood now,

but,

M

ex

ican like,

they

make

for

merely local

requir

ements, and

ar

e quite

incapa

ble

of

enterprise

on a

grand

scale. Iron de

posits only less rich

than

those of Durango

are

found at Nochistlan and Zimatlan in Oaxaca,

the

first being in proximity to coal at Tlaxiaco .

At

Zimapan and J acala in Hidalgo

are

extensi ve

beds

of magnetic iron, and

in

those neighbourhoods are

located the only foundries which have

hitherto been

of any consequence. In the State of Guerrero

ore

in abundance is found on the

Cuit

lanapa and

Jumilar Hills, near Huitzuco; a

nd

more occur in

that

portion

of the

Sierra Madre

which lies in

the

State of N uevo L eo n, as well as in numerous dis

tricts of Vera Cruz a

nd

elsewhere.

It may be well to

remind

the

reader

that the

plant

of the Compania

Fundidora

de

Hierro

y

A.cero

at Monterey

represents an investment of 10 millions

of dollars in gold. Construction is making good

progress, and manufacturing will soon begin

with

an output of 1000

tons

a day and a capacity of

2000

tons: To

handle the freights of

this enter

prise, estimated

at not

less than

700,000

tons

annually, the Mexican Natior: J l Railway is improv

ing its road-bed,

straightening its

l'lne, easing its

grades,

and

providing a

dditi

o

nal

rolling stock of

ore and coal cars. The product of

the

new plant

will be pig iron, steel rails, beams, channels, angles,

plates

, and

merchant

bars.

I t

is only a pawn

on

the chessboard, perhaps ;

but

pawns, especially

if

there are

enough of them,

are

sometimes

very

incon

venient in embarrassing

ihe

movements of the more

important pieces of the game.

THE CONTINUOUS FILTRATION OF

SEWAGE.

I N

one

of the classic experiments on sewage

purification made some yea

rs

ago

by

the Massa

chusetts

Board

of

Health, the

filter was made of

small

pebbl

es. Our recollection of the experiment

is

that

these were of a size between that of horse

beans

and chestnuts, and that the filter received a

dose of sewage which was sufficient to fully wet

all the

surfaces.

The

charge gradually dripped

away, and in its progress very efficient puri

fication

took

place. Although the result was

encouraging,

this method

of filtration was not

followed up.

The

experimenters

in

America

seemed to prefer sand filters, which were

periodically flooded with sewage that found its

way slow

ly

to the effiuent opening; while in

this

country

the

tendency

was

to use

coarse filters,

and

to

keep them

full of sewage for an

hour

or two,

when it was rapidly discharged by opening the

outlet. One person in this country, however

Mr.

F.

\Vallis

Stoddart,

F.I.C., F.C.S., of Bristol

- has improv

ed

upon the

ear

ly

experiment

we

have

re f

e

rr

ed

to,

and ha

s

intr

oduced

the

continuous

sewage f i l t e ~ From a pamphlet we have received

from him, he

appeared

to have

attained

a high

measure of success, and there

are

evidently good

theoretical r

eu so

ns f

or hi

s doing so.

7/17/2019 Engineering Vol 72 1901-12-13

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DEc.

I

3,

I

g

or.]

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

however (

Ju n

e, 1900), the filling was exchanged

for

2

-in. clinker. Th rough this filter the whole

of the sewage of the district, sowered on the

separate system, was passed, the amount on M

a.

y 28,

1901,

being 46,800 gallons, or 1

56

0 gallons per

square yard of filter per 24 hours. Th e rain

from r

oo

fs and back

pr

e

mi

ses also enters th e

sewers, and at

tim

es raises th e

fl

ow to 10,000

gallo

ns

per square yard.

Th

e whole of

th i

s passes

th r

ough t

he

works, any excess over five t imes th e

normal flow being diverted from t he tanks and

passed dir e

ct to

th e filter. The nuisance

in the broo

k

ceased soon af

te

r

th

e fil

te

r

got to

wo

rk, and in

the

Co

un ty

Co

ur t,

wher

e proceedings were being taken

against th e authori ties, the Ju dge made an order

that th e

pr

oceedings should be abandoned. The

follo

win

g

ar

e analyses of the

tank

a

nd fil te

r efilue

nt

s

on Septe

mb

er 12, 1900 :

p e · 100,000.

The sewage fi

lt

er, or bacteria bed, or con tact bed,

r whatever it may be called, does its work by aid

f aerobic organisms, and these can only live

an

d

rosper when t hey have a sufficient su

pp

ly of

n. All such

beds mu

st be completely

erated at. frequ

en

t in ter vals, and occasionally they

ee.d rests to t he bacteria " to

get

e1r breath, after havmg been repeatedly im

mersed

in sewage devo id of oxygen. Managers

f sewa ge work s are always ap t

to

im

it

ate t he man

who t ried to teach his horse to live without food

y gradually

re

ducing

hi

s ra tions, with much th e

same resul t.

Th

e beds are wor

ke

d ha

rd

er a

nd

harder, the period of aeration i s reduced, and the

doses of sewage made more fre quen t , until the sew

age is found to leave much as it en tered, while th e

capacity of the bed grows steadily smaller.

Th

e bac

teria are evide ntly peris

hi

ng for want of oxygen, and

time mu st be allowed for th em to mul tiply under

more favo

ur

able conditions. Th en

th

e bed has to

be laid off for a week or two , for a

lth

ough the

act eria are amp

hi

bious, t hey cannot live in water

devoid of oxygen. Th eir work is to oxidise the Saline ammoni a · · • • · · · ·

Tank .

6.12

.50

None

~ 6 0

I

Filte

r.

-

2.61

Albuminoid ammonia . . . .

organic mat ter of the sewage, and this th ey cann

ot

Nitrogen as nit

ra

tes and ni t ril e -J . .

do without oxygen. A great deal of this becomes Ohlo

rin

e

as

chlorides . . . . . .

.13

1.46

8.60

en tangled in th e pores of the fi ltering medium Oxygen absorbed in

4

hours at so

deg. Fa.hr. . . . . . . . . 3

37

each t ime t he bed is dra ined, bu t · the supply Odour • . . . . . . . . . sewag t

1.36

None

is probably less

th

an the organisms could utilise if Dis3olved

oxyg

en af ter eat ur ation and

standing in open vessel 24 hours.

they had t he oppo

rtuni

ty. Mr. Stoddart aims at

Pe

r

ce

n

t.

of saturat ion figur e

.. 92

g

iv

ing them a constant s

up

ply . To this end he Incub

at

ion

tes

t 3 min utes'}

makes his fi lter of very coarse mat erial, such as oxygen absorption a t so Fre3b

deg. Fah r.

washed c

link

er in

pi

eces of 1i in. cube or larger .

Ditto,

af te

r six days'

• •

.432

.428 (

qu

it

e

I

•

The e may be contained

in

a tank , and they may in closed vessel

be laid in a heap on a concr

ete floo

r.

Th

e angle of

repose is fairly st eep, and th ere

1

s n

ot

much g ' tn Rate of flow per square yard of fil ter pe r 24 hours = 1060 gallons,

Q

or

about 5 million gallons per acre.

cub ic capacity

by

t he use of retaining-walls all 1 · · 1 1

round, while the addi tional cost is considerable. This is a ve

ry

sat isfacto

ry

ana

ys1

s, parhcu ar y as

Over the surface of th e heap th e sewa2:e, previously regards t

he

proport ion of ni t rogen and the incuba-

....

tion test.

screened or pas

se

d th rough a s

eptic

tank , is hl

dropped

in

a con

sta

n t rain, at such a rate that it We have taken these facts from the pamp et

before us,

bu

t we have no reason to doubt

their

flows over all the s urfaces of the stones

in

the heap acc

ur

acy, beyond that of the general experience

in

fi

ne fil ms. Th e

rate

must not Le great enough d b d

to waterlog any par t of the filter. All t he in ter- that bacterial

acti

on always procee s etter un er

stices must be kept qui te open, the liquid being the eye of the

in

ve

ntor

of a particular system

than in the bands of

ot

her people. Confirmat ion

confined to exceedingly thin films on t he stones. A of the analyses is, however, available, for at the

ery large amount of sewage can be passed thr ough Local Government inquiry held at Kingswood, on

a filter

in

this way without causing w

at

e

rl

ogging ;

E 0

k F I

0

F

c s

' th t' 1 · f

2

·

3

· · d . March 6, 1901, Dr. rnest

oo

, . . ., .  

w1 par tc es rangtng rom 1n. to 1n. In

1a-

11 F I c F c s

t 10 000

11

d d

l

and

Mr. Chas. Waterfa , . . ., . .

.,

gave

me er ' ga ons per square yar per ay, equa evidence and analyses which showed that 'he

o 50 million gallons per acre per day, can be passed filters did their work admirably. The following

ithout causing wa

terl

oggin g.

fi

l H

fi

ld

K

1

d S

r

I t is not an easy mechanical problem to dis- analyses for ters at or e , . now e, an a IS -

ribu

te se wage

in

fine

dr

ops constantly over the bury were made by Mr. Waterfall. As to the

Saline Albuminoid IOxygen

urface of a fil ter. All kinds of no

zz

les

or

minute

orifices

ar

e useless, because

they

clog up in a sho

rt

time, while complicated apparatus re

quirin

g con

ant at t en tion are too expensive. The difficulty

has, however, been s olved by makin g

the

l

iq

uid fall

om metallic po

in t

s, which, of course, su

ffe

r no

oss of effic iency even if

th

ey become covered

ith a mucilaginous layer. Across the top of

he filter th ere are placed a series of V-section

nc gut

te

rs, side

by

side, forming, as it were,

roof to the fi lter. Above, and at right angles

to th e length of th ese, th ere runs a dist ri

bu tion cha

nn

el wh

ic

h receives the sewage from

th e tank. I t is exactly level,

and the

se

wa

ge ove r

ows its edge, falling in to th e gu

tt e

rs btmeath in

equal quantities. These gutte rs, which are closed

the e

nd

s, h

ave

notches c

ut

in the edges, while

t here a re poin ted projections at frequent in te rval tJ

long the bottom.

Th

e liquid, therefo

re

, escaping

the notches r uns down the sides, and falls off

he points in fine drops, t here being 360 poin ts to

each square ya

rd

of fi lter. Th e arrangement is ex

ding simple, and ought

to

wo

rk

well.

Th

e

qu id is evenly d istribu ted ; it runs in an alm ost

nvisible

fil

m over t he surface ef every stone, which

s covered with thousands o f bacteria, and

fi

nally it

eaches the concr

et

e

floo

r , which slopes outwards

om the cen tre in all directions. Th e liquid

erging from the edges of t he s

to

ne heap is

aught in a sur rou

nd

ing channel, and led away t o

e outfall.

Th

e first continuous

fi

l

te

r of this k ind was laid

own at the sewage works at

Kn

owle, Br istol. At

he time of i ts const

ru

ction t here were

in

operat ion

septic tank a

nd

three conta

ct

beds, each 30 square

ar

ds

in

are

a;

bu

t the p urification was

in

sufficient,

d the Brislington Brook, into which t he effluen t

fell, was badly pollu ted. I t was ther efore decided

o co

nvert

one of the ex ist ing filters in to a con

inuous fi lte

r,

with an area of 29} square yards. I t

was filled wit h 6 ft . of washed cl

ink

er, retained

et

we

en in . a nd in . screens. In a shor t tim e,

•

Amm

onia A

mm

onia.

Ab

sor

be

d.

Nit ra tes.

-   ·-

 

Horfi ld.

Ju

ly 27, 190

0:

13

30

1.25

6.

31

ewao-e

• •

••

...

Tank Effluent

• •

1

0.

62

0.736

3.78

Effluent

••

• •

U  4 0.123

1.35

6. 78

K?low:e.

24, 1900 :

Efflue nt

• •

• •

3.12 0. 140

Feb ruary 23, 190).

13.17 5.08

e

wage

• • • •

1.060

Tank

• •

10 Qij

0.770

4.

40

E tli uent

•

•

•

4.01

0. 180

1.40

S   isbury.

Ju ly 17, 1900:

2.0 l

ewage

•

•

2 40

0.3H

Tank

• •

2 29

0.

180

1.80

E ffl

uent

• • • •

0.61 0.030

0.54 0.57<1

va

lu

e of

the

sy

st

em of con tinuous filtration with

out wa

terl

ogging t here can be no doubt, for it is only

by i t that continuous aerobic ac tion can be obta ined.

I t is ve

ry

probable t hat much of th e work done

in

the usual contac t beds is performed by anaerobic

organisms.

Th

ey a

re pre

sent

in th

e sewage a fter a

long travel underground, or a. stay in a tank ; and

they do not find th e conditions ve

ry

inimical

in

a

bacter

ia

l bed with large spaces filled with liquid.

Probably both they

and

the aerobic vari

et

y cont inue

the

ir

opera t ions together, w

it

h some

di

fficulty but

yet not ineffectually ; and this accoun ts for crude

se wage receiving much purification in one bed. I t is,

however, self-evident that two such dissimilar pro

cesses as tho

se

carried

on

by th ese diffe

rent

bacteria

cannot be

pr

operly conducted simultaneously, and

that the right method is to separate th em. If th e

final purificat ion can be don e at anything like

fi

ve

million gallons per acre of bed,

it

is a wo

nderful

feat , for hi therto one million has

been

an ideal per

formance , which has been se

ld

om main ta ined for

any gr

eat

leng

th

of time. Of course,

th i

s is n ot

th

e first time a filter had been made to which

th

e

air

had

access at all sides. Th ere have been filters

in

which air was mechanically blown through

8

11

pip

es, and also filters of. which the walls were

perfora ted tiles, and wh10h could not be wate r

logged. But

in

none of these, so far as we k now,

was the plan successfully carried

out ?f

keeping

an

alm ost invisible film of moisture continually travel

ling over stone fragments entirely

surr

ounded

by

air and it is in this f

ea t

ure tha t the success of

. St

odd

a.

r t 's meth od seems to

li

e. If, as

he

stat

es, th e capacity of such a filter is

determined

by the actual amount of organic mat ter

in

t he

sewage, and not by the volume of water it con

tains, then the question of st o

rm

overflows be

comes simplified, for a large

pr

oportion of t he

ra

inf

all can be passed th rough the filter.

THE

SMITHFIELD CLUB SHOW.

THE cen tenary of the Smithfield C

lub

was cele

brated

th r

ee yea1·s ago, and this the first year of

the

new cent

ur

y finds it with a reco

rd

member

ship

and

a

pr i

ze list

am

ounting

w

3585l.

In

addi

tion to

it

s

primary ob

ject of improving th e q uality

of fat stock, th e Club has also afforded space for

the display of agricult

ur

al impleme

nts

of every de

scription,

and

year af ter ye

ar

we

fi

nd th e same

firms occupying the sa

me

stands

with

n early th e

same display of machinery. Unkind cri tics have,

indeed, suggested t hat n1urh of t he machinery on

view has made its appearance in every Show since

the

first held at Wootton's yard, Smithfield,

in

1799,

but we are inclined to believe that t

hi

s remark

exaggerates

the un

chan g

in

g charac

ter

of t

he

dis

plays made by some of the firms

in

que

st i

on, though

we

have a suspicion

that

o

ne

firm at least has

ex

hibited ident ically the same engine for many years

past. Standardisation is such an excellent thing in

its way that it is a pi ty to see som e firms making

it an excuse for practically absolu te m ental i

ne

r tia

The farm labourer- and, indeed, the farmer him

self- is not commonly considered as specially

in

t elligent, yet he appears t o be able to t ake care of

a class of machine which no electrical engineer

would admit within

the

four walls of a central

station,

in

spite of the highly skilled assistance on

which he can rely. In central-stat ion work every

effort is made to reduce the

duti

es of

the

a

tt end

ant

to

a minimum ; engines, even when not enclosed,

are automatically lubricated; delicate Corliss gears

and trip

gears are being more and more avoided,

and, in short, every step

taken

to reduce

the

likeli

hood of a call

on the

services of

the

highly skilled

staff responsible for th e running of th e i o n

n none of the engines now on view at the Agri

cultural

Hall

has much been done in embodying

the improvements wo

rk

ed out

by the

builders

of elec tric·lighting plant. The num erous bear

ings, which in many cases will be exposed to the

weath er, are quite unprotected, and the lubri

cation invariably depends solely upon the j udg

me

nt

of the at tendant. In spi te of this the

long experience of the builders seems to have

led to the ado

pt i

on of limits of speeds of journ als

and

of

pre

ss

ur

es on bearin gs which enables t he

engines to run successfully, even under t

he

badly

t rained superintendence which is often all t hat

can be

pr

ovided for th em. Unoiled bearings

do wear, no doubt,

and

may seize ; but beyond

a li ttle delay no special harm results, and a

farmer does not object to a certa in amount of knock

in

connecting-rod

bra

sses or

in the knuckl

e jo

in ts

of valve-rods. The boilers themselves are th oroughly

well constructed, and, as the Board of Tra

de

repor ts

show, are capable of withstand ing an inordinate

degree of ill -treatment before they give way.

Ge

ne r

ally speaking, the p01·table and trac tion

en

gines shown

ar

e of a simple

type; but a. number

of firms also show beautifully-finished horizon tal

en

gines,

in

some cases fit ted with elaborate trip

gears. I t is difficult

to

believe that these

are

in t

e

nd

ed

to

fa

ll

in to the hands of the ordinary

farmer 's help, but we are assured that a market for

this class of engine is found at the

Sh

ow. Appa

rently, compounding

in the

case of portable a

nd

tr action engines does

not

grow

in

favour. P ower

for power, the first cost is naturally

gr

eater,

and fuel economy is often of little moment to the

proprietor, who ve

ry

frequently is not a. farmer

himself, but hires the

en

gines to all the farmers of

a district

in turn.

As

the

l

at

ter

supply

the

fuel

and are not prepar ed

to

pay more for the hire of

a. compound than they do for that of a simple

engine, the

pr

oprietor naturally prefer3 the cheaper

type of machine, the more ~ a 1 l y as its ma

in t

e

nance

char

ges are also lower

than

those of

it

s mor e

economical rival. In respect t o oil engines, which

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•

8 2

are e_very

year

forming a

feature

of

constantly

in

creaslng

prominence

at this Show, one

can

similarly

observe the clashing of two opposing

sets

of ideas.

Some firms regard simplicity as all important, and

r e d u ~ e

the n u ~ b e r of

w o r ~ i ~ g

parts and of bearings

n e e ~ n ~

attentwn

to

a m1n1mum by

adopting

auto

ma.tlC

mlet valves, and a gravity feed for the oil

s u p p ~ y .

Other_s, on the

other hand,

provide for the

pos1t1ve operatwn of every valve, and supply

the

oil

under the

pressure

of a pump

driven

by an eccentric

on

the valve shaft.

The

poss

ibility

of a breakdown

is lo doubt in this way materially

reduced

; but, we

thmk,

many

farmers will e

lect

to take the

risks of

the si npler

and

cheaper

type. Indeed,

the

matter

of prnne cost has, quite rightly,

a.

special

interes

t

to

the farmer

in

his

choice of implements.

In

the

nature of things, he can only

expect to

use t

hem

for a

very small proportion

of his

total

working

hours, and

with this

low

"power factor," to adopt

a.

term

made

common by our

central-station

engi

neers,

the

question

of capital cost acquires an

enhanced

importance.

With respect to

individual exhibits, we

note

that

Me

ssrs.

Richard Rornsby and

Sons, of

the Spittle

gate

Iron

Works, Grantham, have rem

odelled their

mowing machine. As now made, this machine has

roller bearings

to

the

main shaft and ball bearings

to the wheels, so that the machine is much

light

er

behind its team,

and

it

may

be anticipated that the

wear, which with plain bearings generally becomes

noticeable in the third season of the machine, will

be

very

substantially

reduced.

The

Hornsby

Akroyd

oil

engine

is also

on

view

at this stand, and

is, we

learn, being exported to Russia

in large

quantities.

This engine, it will be remembered,

can utilise

as

working

agent

a much heavier oil

than most of its competitors, which is doubtless a.

substantial advantage in Eastern

Europe,

where

a s

urplus

of

heavy

oils is produced.

In this

engine,

it

will be remembered,

the

vaporiser,

having

been heated

by

a.

blow

lamp at

the

start,

has its temperature maintained subsequently

by

the heat of the explosion. The governing is

effected by

adjusting

the oil

supply and

not

by

mi

ssing explosions. The

arrangement

for

spraying

the oil in

to

the vaporiser

ha

s recently

been

considerably simplified. In addition

to

the above exhibits the firm also show at their

stand an 8 nominal horse-power

portable

ongine,

a threshing machine, and their newly-introduced

"

tubul

a

r"

ploughs. Messrs. Clayton

and Shuttle

worth,

Limited, of Lincoln, show a 5 horse-power

agricultural engine, having a single cylinder of 7

-

in.

in

diameter by 12

in. stroke, the designed boiler

pressure being

150

lb . per square in. For travelling,

the engine is provided

with

two systems of gear

ing, giving respectively 2

and

4 miles per hour.

An undertype engine, having a cylinder 10 in. in

diameter by 12

in.

st

roke, is also shown

at

this

stand, as

well

~ l s

a por

ta

ble engine of similar

£-ize. Both

these

engines are now fitted wi th bored

guides, which is, we believe, a

departure

from the

firm's previous practice.

Me

ssrs. John Fowler

and Sons, of Leeds, who occupy their old stand

at

the

n o r t h - e a ~ t e r n corner

of the main hall, show

specimens of their well-known

traction anC.

agricul

tural

engines, in

addition to

a large

stea

m plough.

In the opposite

corner

of the hall is the stand of

the Wantage

Engineering

Company, Limited, of

Wantage,

who show a

7

horse-power portable

engine and a small

high

-speed "automatic " en

gine, rated

at

10

brake hor

se-power. The next

stand is occupied by s ~ r s Marshall, Sons, and

Co.,

Limited,

of the Britannia Iron Works,

Gainsborough, whose

exhibit

of traction, ho

ri

zontal and

portable

engines is practically identical

with tbat

of

la

st

year, though

the

traction

engine

now shown is of the compound type, whilst last

year a si mpie

engine

was shown.

In

t his engine

all

the

valves-stop, safet

y

and

slide valves-

are

placed

above the cylinders, and are therefore

very

readily

accessible. Mes srs.

Wm.

Fo ster and Co.,

Limit

ed of Lincoln,

h o w

a 7 horse-power trac

tion engine, having a cylinder

~ t i n . in

_

diameter

by

12

in. and fitt ed w1th. cr';lc1ble

s ~ e e l

gearing

throughout.

A

s m ~ l l

ele.ctrlc-hght

e n g u ~ e

having a cylinder

5

10. 10 d1ameter

by

5 1n.

stroke,

and

d e s i ~ n e d to run a:t

500 revoluti.ons

per

minute,

is also sho·nn

at

this stand.

It

1s

fitted

with Robinson's shaft

governor, which was de

scribed

in ENGINEERING, vol. lxviii., page 707. A

somewhat

larger engine

of a similar

type,

~ a p a b ~ e

of developing

30

horse-power

at

490 reyolutwns 1s

also

on

view, the shaft governor

ID

thlB case bemg

of the firm's own design.

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

Another

Lincoln firm, Messrs.

Ruston, Proctor,

~ n d ~ o .

Limited, have

a very

varied

exhibit,

1ncludmg an 8 horse-power

portable

engine, a 10-

ton road roller, a finely-finished horizontal engine,

and

a.

high -speed vertical

engine

for dynamo

driving. The

Ruston

oil engine

is

also

on

view,

the

specimen

shown being

capable of de

veloping

14

horse-power

on

the

brake. This

engine was, it will be r€:'membered, one of the

prize-winners

at

the

recent

Cardiff trials. The

makers claim

that,

in large sizes,

1

horse-power

hour is developed for less than five-eighths of a

pint

of

Russian

oil.

The

engine has automatic

ignition,

and

can,

it

is

cl

aimed,

be started

from

the cold in

le

ss than ten minutes. Messrs. E. R.

and

F. Turner,

of Ipswich, have always a well-

fi

lled

stand at

the

Smithfield Show. As usual,

the

"Inkoos"

mill, which, originally designed for

the

South

African

market, and

is now a favourite

with

farmers here, is shown in its seve1·al si zes ;

whilst the other

exhibits include a

portable

engine

and a "John

Bull"

horizontal engine of 10 brake

hor

se-power.

This

engine is fitted

with

a Picker

ing high-speed governor,

and

has a

hand adjustment

allowing the speed to

be

regulated

whilst

the

• • •

engme 1s runnmg.

Messrs. Ransome, Sims, and J efferies, Limited,

of Ipswich, occupy their accustomed

stand with

a selection of tract10n

and portable

engines,

threshing

machines, ploughs, and cultivators.

Other

exhibitors of

traction

or

portable

engines

are

Messrs.

W. Tasker and

Co., of

Andover;

Messrs. \Vallis and Steevens, of Bas in gsto

ke

;

Messrs. Aveling

and Porter,

of

Rochester

; Messrs.

Brown

and May, of Devizes ; Messrs. Charles

Bun

ell

and

Sons, of

Shetland

;

Mr.

J ames Coultas,

of Grantham;

and Mr.

\Vm. Allchin, of

North-

ampton. ,

Oil engines

are

numerous

at

the Show. Those

by Messrs. Hornsby and

Me

ssrs. Ru

sto

n we have

already mentioned,

and in

addition Messrs. Crossley

Brothers,

of Manchester, show one of

10 brak

e horse

power, one of 5

brake

horse-power, one of

2 brake

horse-power,

and

one of 1

- brake hor

se-powe

r. In

all sizes the valves are mechanically controlled.

The vaporiser is of a pattern very readily cleaned,

the

passages being all straight.

This

vaporiser

is

placed above the ignition tube

and

is

heated

by the

sa

me

lamp

as the latter.

In

all but

the

smallest

size shown, centrifugal governors are fitted

in

place

of

the in

e

rtia type,

which appears

to be

steadily

losing ground.

The

Campbell Gas

Engine Co m

pany, of Halifax, show three engines, the largest

giving 17 horse-power on the brake. This firm do

not

use the usual side s

haft and

skew bevel gear

ing, but operate the

exhaust

valve by a simple

eccentric

driven by

0

one to two " gearing

fr

om the

crankshaft . The

inl

et valve is of

the

automatic

type, and the oil is fed in by gravity merely.

Another

firm working on so

mewhat

similar lines is

that of Messrs. C. lf. Wilson and Co . , of Old

Ford-road,

Aberdeen.

s s r ~

Alien

and Barker,

Limit

ed, of 'faun on, show their A H oil en

gines at their accustomed

stand,

and near by is a

similar display

by

Messrs.

Fielding and

Platt, who

occupy, if our memory serves, a portion of the

stand

held

by

Messrs. R obey and Co .

in

former

years. Messrs.

J . and F.

Howard, of Bedford,

also show a couple of oil engines, as well as

their

well-known straw press,

and in the

gal

leries Messrs. Black& tone and Co., of

Stam

ford, also show oil engines. The

portable

oil

engine exhibited by this firm has

a.n

improved

water-cooler, by which the

supply required

for a

day's run has been reduced from

about 30

gallons

of

water

to 6. This, we should add, denotes the

whole charge carried,

and

not the loss by evapora

tion

an

d waste.

The

exhaust is u

sed to

induce a

flow of cold air over the cooling pipes.

In the

galleries, Canada is

represented by

the

famous Massey-Harris firm, who show one of the

reapers and binders to

the development of which

they

hav e so largely

contributed

.

The binder

will

always be considered a mechanical triumph. The

problem of tying a knot in a string would seem

one to be solved solely by highly-finished and

delicate machinery. Yet makers of harvesters suc

cessfully accomplish the operation by the use of

litt

le

but rough castings, an d market the machines

at what

see ms to be

an

astonishingly low figure.

On

the same side of

the

gallery as the Massey

Harris stand will be fo

und

that of the McCormick

Company, of Chicago, who are, we believe, the

la rgest builders of agricultural plant in existence,

and show an in terestin g selection of

their

products.

[DEc.

I

3, 190 r.

Near them is the stand

of

another

American firm,

the Johnston Harvester Company, of Ba.tavia,

New

York, who have a

very

similar display.

NOTES.

NAVAL AR CH

ITE

CTURE IN JAPAN.

THE

Japanese Society of Naval Architects have

had

a

most

successful annual meeting in Tokio.

The

Society consists of some 370 members, including

the Inspector-General of

Naval

Construction (Mr.

Sasso) and other officials of the Admiralty staff,

the

chief officials of

the Imperial

Dockyards,

the

professors in the Engineering College of

the

Imperial

University (the

curri

culum of which

includes naval architecture as one of

its

impor

tant courses), and several

private

shipbuilders.

The

papers

read at the meeting were :

"The

Docking of Battleships," by Commander M.

Asaoka, a chief constructor

to

the

Imperial

Navy,

and at present on

the Admiralty staff; "Refri

gerating Plant," by Commander

I

Takakura, a

chief eng

ineer

constructor

on the

Admiralty staff ;

"The Relation

which should

exist

between

the

Naval Architect and the

Seaman,"

by Captain

T. Hirayama, director of the Mercantile Training

School, Tokio and

"Floating

Docks, "

by Dr.

I.

Ishiguro, chief of the technical staff of the

Bureau

of Naval Extension.

The

proceedings were en

tirely in Japane

se

; the first paper discussed matters

of such interest and importance that we propose

to

give a

translation

of

it

at

a.n

early date.

Aft

er

the

adjournment

of the meeting, the members re

assembled

at a.

local

restaurant

for

their annual

dinner.

DR.

BANG'

s

ELECTRI

C

LAMP.

Dr.

Bang, the well-known Danish physician, has

constructed a new electric lamp, which is likely

to

prove of

great

importance, even outside

the

field for which

he

has

intended

it. In

the

ordi

nary

arc lamp the carbons

are heated

to some 3000

degrees, but Dr.

Bang

has succeeded in avoiding

this high

temperature

by making

the

carbons hollow

and

letting

a

strong current

of

water

run

through

them. The effect is very singular. Almost the

whole of the energy of the electric

current

is re

moved

to the light arc

between

the

two electrodes,

whilst the latter themselves remain so cool that

one can touch

them

with one's fingers whilst the

lamp

is burning.

In

addition

to

this the carbons

a

re

consumed so slowly

that

the

usual automatic

adjustment

can

be

dispensed with.

In

science

the

new

lamp

will no doubt be invaluable : its cold

light

is able

to kill

bacteria

in

one-eighteenth of the

time required with the light of the ordinary arc

lamp. 'fhe electrodes can

be

made from different

substances, according

to

the use for which the

lamp

is intended. For medicinal purposes, carbon, silver,

and

certain kinds

of ir

on

appear preferable.

Metallic electrodes have

be

en u

se

d for several

years by doctors, but

they

have had many draw

backs ;

they

gave a

great

heat, the m

et a

l melted,

&c., and

it

was necessary

to

place the patient at a

comparatively

great

distance from

the

lamp. All

these objections have

been

overcome-or

rather,

entirely removed- in Dr. Bang's lamp, which is

very small

and

handy,

and

4 1 which consumption of

electricity is exceedingly small.

THE

DIRECTOR

O NAVAL

CONSTRUCTION.

The

appointme

nt

of

Mr. Philip Watts

to

succeed

Sir

William White as

Director

of

Naval

Construc

tion

to

the Royal Navy will

not

come as a

surprise to the nation. No o

ne

in this country

outside the Admiralty has

had

the same experi

ence in being responsible for the designin g of

large warships as the chief of Elswick shipyard ;

and in this

case, the experience

ha

s been so

eminently successful that the

country

may fe el

assured that one of the most impo

rtant

positions

in

the

public service will

be

well filled. Of

the

de

bb

the country

owes

to

Sir Vvilliam White we have

often

spoken,

and little

can be

added to what

we

have already said.

Wh

en Sir

Nathaniel

Ba.rnaby

retired, about

sixteen years ago,

through

failing

health,

Mr.

White,

as he then

was, gave

up

a highly

lucrative position, and one which

had

many

other

advantages, to

re-enter

the serv

ic

e of the Crown.

He

came at a period when public opinion had been

awakened

to the

dangerous condition

into

which

the

.Royal

Navy had been

allowed

to

fall.

With the

pres

sure from outside thus created, the Government

was impelled

to

a duty it

had

long shirked.

The

consequence has been that by unparalleled

exertions, and

with

the

aid

of the magnifi-

7/17/2019 Engineering Vol 72 1901-12-13

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private resources

of

the country, a ne w

was created

in an

extraordinarily s

hor

t

space

time. The work thus thrown on the con

and

engineeril1g branches of the

Admi

is

little

appreciated by the

public.

In a

private

hipyard

a rush

of

work is met by the enlargement

the staff ;

but

there is very

little elasticity

f this kind with our public offices. The conee

e

n

ce

has

been that the

period

which ha

s

lapsed since Sir William White took office

s

be

en one

of excessive

stress.

The

anxiety

must always

accompany

important work done

pr e

ssur e-

in

this case work involving the

thousands

of

live

s,

and the

very existence

t

he

country

in an extreme

case, which might

y have arisen--has

been

too great a burden

or a man with

originally even

so robust a

.itution as Sir William White. I t is

well

country should

rec

og

nise

t hi s ;

and

should

sist

that one wh o

ha

s

labour

ed so s trenuouely for

general good

should

not be fo rgotten, now

he

is compelled to

lay

down the

burden

he

s so

well

borne. We n1a.ke no ment ion of Sir

White

's high

professional attainments

;

he

s a

stronger

claim on o

ur

gratitude than would

from

a consideration of

hi

s brilliant

From

the h

ou

r

he

returned to

the

Ad

he ha

s been prompted by the o

ne

purpose

o

advance

t

he

efficiency of t

he Navy. The

fleet

s

it

now exists is wi tne ss to his success .

CAL CIUM

CARBIDE

AND ACE

TYLENE

IN AUSTRIA

H UNG

ARY.

Though

the municipality

of T otis,

not far from

was t

he

first to introduce public acety

on, this indust ry did not , owing

to a

ew minor

accidents and

a natural prejudice, at

once become

so developed as

had

been predicted

in Hungat

y .

In the

abse

nc

e of s nfficieut

experi

ence and of definite regulations, poor

materi

als

defective

apparatus we re applied and offered,

it took some

time

before

the

public con

During the last year,

however,

promising

has

been mad

e, the

State

rail ways

and

railw ay com panies having

adopted

ace tylene

g

ht

for their station s. Hungary o ~ s

not

po

s

sess

carbide wo

rk

s,

but

manufac ture s acetylene

no carbide concession appears to have

been

granted

as yet.

Austria

has five

carbide

orks - at Meran, Lend Gastem, and Jajce, and

at

atrei and Paternion ; the la tt er two are

of

more

date.

The

aggregate power

of

these and

under construction (23,000 ho rse

)

mount

s

up bo 80,000

horse-power.

As

he general over-production of carbide made itself

elt

also

in

Au

stria-Hungary, three

of

these works,

hich are

controlled by

different companies

a m

ely

, those of Meran and Ma.trei (both in

Ty r

ol)

nd Jajce

(

in Bosnia)

-

formed

a

kind

of

syndicate,

nown in Austria

under

the tern " Car

ell."

The

carbide produced in the

united

works is

sold

in

Vienna by

a concern

which is

un der

the

immediate

control

of

the Bosnian

company.

Their carbide enjoys

a good reputation,

and

an acetylene generation of

280 litres

per

ki logramme of carbide is

guaranteed

.

The

syndicate

charges

from

33 to

4

crowns

per

100

kilogrammes

of carbide ;

the

price

had

pre

viously gone down to 24 crowns (a little over 20s.).

The

Ga

stem

works

have not

joined t

his

combine,

but

they

have

bound

themselves n

ot

to sell

any

carbide

wi

t

hin the Dual

Monarchy

;

their market

is

in

Bavaria, and their chief customer

the Bavarian

State

Rail

way D epartment. N or has

Paterni

on

joined.

These

works are near

the

Italian frontier,

the seat of the company is

in

V en ce, and all bhe

bus

iness

done is pr act

ically with

Italy. Foreign

competition need

not

much be feared

in

Austria, as

an import duty of 20 crowns is levied per 100

kilo

grammes

of

carbide. The annual

consumption of

carbide

in

Hungary is now estimated at

about 6

tons.

Th

e total annual carbide production has been

estimated at

60,000

tons ;

that

figure is

probably

too

high,

however. The State Railway De partment

has made contracts

for

a

supply of

about 60 tons

for

th

ree

years. The question of standardising calcium

carbide

and

acet

ylene generators, or

of

enforcing

d u ~

sa fety

measures

at

any rate,

has recently again

occupied t

he

authorities

and

expet ts,

and an

early

understandin g

on

the basis

of

the counter proposals

made by

t

he

manufacturers

is

confide

ntly

expected.

FREN OH CANALs. -The French Nav igation Commiesion

has

rt>jeoted

a proposal of

1\I.

Labusoiere for

bhe

establish

ment of a canal from the Loire to the Rb6ne ab an esti

mated cosb of 12,000,

OOOl.

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

HIGH-SPEED ENGINES.

IN a paQer on

g h . - S p e ~ d

E n g i ~ e s , " recently

re.ad

before the Liverpool Engmeermg So01eby, .Mr. J. DaVId

son gives the following figures as

r e p r n t m g ~ h e

average

present-day practice in the type of engme constdered :

Revolutions Piston

I H. -P. per Minute. Speed.

50 550 475

lOO 500 500

150 450 600

200 400 600

300 375 625

400 350 650

600 325 700

1000 300 700

The difficulty in attaining st ill. higher o_f revolu

tion lies nob only in the great mcrease

of

mert1

a

forces,

but also in obtaining sufficienb ~ r e a . through the ports. to

a.dmib and release the steam qu10kJ y

e n o ~ g h . ~ e f e r r m g

to the facb thab excellenb .double-a.ctmg h t g h · s p e ~

engines were now obtainable,

the

author stated ~ h a t . m

these wear was avoided by the excellenb l u b r 1 0 a . t n ~ n

afforded,

and

by the care taken provide.ample ~ r e a m

the bearings. Thus, in a.n ordma.ry marm.e e ~ g t n e the

maximum pressure on

the

crosshead pm IS a . ~ o u b

1500 lb. per square inch, the pressure on the g u t ~ e s

60

lb. to

70

lb. per square inch, on

the

c r a . n k p 1 ~ s

500 to 600 lb. per square

i ~ o h ,

and on t_he mam

bearings

400

lb. per aqua.re mch. . In a htgh-speed

double-acting engine the n d m g figures would

be aboub as follows: Crosshead pms,

1000

lb. per ~ q u a

inch; guides, 40 lb. per square inch; crankpin, 400 1 ~ . per

square inch ;

and

main bearings,

250

lb. per

u ~ r e

All these bearings would, m o r e o v ~ r , be

s u p p h ~ d

With

oil under pressure by means of

an

.otl pump. .In lllustra

tion of the small amount of wear m the workmg parts of

a modern high-speed engine, lVI r. Da.1dson gave

the

e s ~ l t s

of

u r e m

taken on

a

Willa.ns central valve engme

of

80

indicated horse-power, after five years' work,

the

avera. ge day's run being 13

u r s . In t ~ e

five years

bhe

engine had made over

535

mtlhon.revolub10ns.

The

results

of the measurements are given below:

Lo

w

Presswre umks.

Wear from gland rings; steam gland

ring has reduced trunk ... . .

Air

buffer ; steam gland ring has

reduced trunk .. . . . .. .

In

s:de wear, due to the valves, could

not be measured accurately; but

io amounts

to

about... ... . .

High-P1·cssure Trwnks.

Outside wear due to gland rings ...

Inside wear due to valves (approxi-

mately) ... ... ... ...

Cyli fiAlers.

Low-pressure: Wear at the

portion ... ... ...

top

• • •

Low-press

ure:

Midway, wear

•••

Low-pressure: Bottom of cylinder,

we r

. . . .

• • • • • • •

••

.002 in. in dia..

.015 in. in dia..

.002 in.

.003 in.

.002 in.

.008 in. and

.001 in. oval

.007

in.

and

.0015 in. oval

.009 in. and

.002 in. oval

.022 in. and

igh-pressure: Wear ab top portion

.0015 in. oval

... .0265 in. and

.001 in. oval

HiRh-pressure: Midway, wear

High-press

ure:

Bottom of cylinder,

we r . . . . . . . ..

.025 in. and

•OOlp in. oval

Connecting·

Rod Bras ses

.

Worn in bhe crown .. .. . . .

.02 in.

Orosshead-P

in

.

lVIa.ximum wear on one portion ... .002 in.

Va l

ve Guide-P

in

.

\Vear due to Iitble end of eccentric-

rod . . . . . . . . .

.00 in.

Co

nnecting-Rod.

Sm8tll end bush, wear... . . ... nil

Eccentric

Rod.

Wear

in the bush in the small end is .002 in. in dia.

Total wear between eccentric shaft

and pin amounts to... ... ... .03 in.

In

the strap varies from ... . . 075 in. to .15 in.

Crankshaft.

The

grooves worn a tl the ends are

- ,. 10. in depth ab bhe governor

end,

and

/  at the dynamo end.

Journals.

The wear on the journals varies from

.001 in. to .002 in., while tha.b on

the eooentrios is ni l.

That on all four crankpins is .007 in.,

all being quite alike, but they may

have been as much as .003 in.

below standard size originally (th is

being the maximum deviation

allowed from the standard size).

All

pins and journals are absolutely

round.

Ma

in

B e

arings.

The wear in these varies from nothing

at. the governor end to .016 ab

bhe

dynamo end.

Corresponding figures from a B ~ l l i s s double-acbing

engme, after a run of three years, were as follows:

•

813

•

0

•

•

Crankpin main bearing journal .

1

noo in;n ro

6

no m.

Low-pressure crankpin . .. . ... ~ 1 u J m.

H i g h - p r ~ s u r e

crosshead pm... ...

n:

o,

Valve-rod crosshead .. . . . .. ,

Low-pressure cylinder. . . ...

~ ~ n

High-pressure crankptn ... ...

Eccentric sheaves . .. . ·.. , ° ~ ~ ,

Low- pressu

re

cross head pin . . . . 1 n o "

High-pressure cylinder .. . ·.. t on

·

Piston rings, open ab joints . .. . 1

1

1J 1n. full.

lS

• J

The

total wear of

the

shafts and brasses was

rnna mT.

a

the governor end and ~ ~ w in. ab the flywheel end. he

thickest feeler which could in any way be passed bebween

the solid valve ring and the valve cham_ber bore was

fou

nd

to be

1

~ r r in., representing, say, m. wear from

the original dimension.

GYROSCOPIC ACTION AND THE LOSS

OF THE "COBRA."

To THE EDITOR

OF

ENGINEERING.

Sm,-Mr.

Jordan objects to my using t h ~ w ~ r d

"pre

cession" in connection with the change of d ~ e c t l o n o the

axis of a revolving body; he. sa..ys,

"there

IS nob, e1ther

in the phenome

na.

of the

spmmng

top, or those of the

gyroscop,e, any counterpart to the earth's mobion of pre

c e ~ s i o n , ' &c.

I am well aware of

the

value of your space,

and

I have

been as great a sinner as anyone in tlhe rece

nb

correspond

ence which has occupied so large a portion of your

columns. The discussion is now

getting

away _rom ~ h e

original

question-

namely, whether gyrostat1c a?bton

wrecked this shi p, and (by a per

fe

ctly ne.tural tram of

thought)

bhe

whole question of gyrostatics has been

intr

o

duced.

Sbill, if you t hink there are many of your readera who

think as Mr. Jordan does, you may consider

ib

worth while

to publish the following explanation of the use of

the

word

''

precession" in

m e o h a n i ~ ,

and

of bhe fact

that

bhe

earth

is only a top acted on by a tilbing couple; and that, con

s ~ q u e n t l y ,

the slow change in the position of the pole,

and of the earth at

the

spring and autumn equinoxes,

are merely gyrostatic phenomena.

before the mechanics of the subject were under

stood, the advanced position of the

earth

in the heavens

at the equinoxes, year by year, was observed. Ib was

appropriately called p r e c e because the earth

had

gone jor1vard

on

it

s orbit every year a short distance be

yond the position for the equinox the year before. The

yearly difference is

nob

much-about 50 seconds of arc. Ib

was aho observed that the po

le

was gradually changing

by

an equal

amount; the

two phenomena, of course, are not

distinct, but are really one and the same.

The explanation was deferred until the discove

ry

of

universal

s : ~ . t t r a c t i o n

I saac Ne wton himself gave the

reason of the slow conical motion of the earth's

e.xill.

the benefib of Mr. Jordar;1, and any other readers who may

n

ot

know it, I will explain

it

by the following figure:

•

S is the sun, E is the earbh in

ibs

midsummer position

The latter is not a perfecb sphere,

but

an oblate spheroid :

it may be considered

as a

sphere with a belt round it,

as

shown in black ab a and

b.

'£he a.bbraction of the sun on the

central sphere passes through

its

cenbre

of

gra.viby, bub

the

abtraction on the belt does not pass through its centre of

gravity (which

is in bhe

centre

of the

sphere), beoa.use the

half of the belt nearer the sun is more stro ngly abbracbed

than

bhe more remote half b.

It

is worthy of remark thab

while the law of attraction is that

it

varies inverdely as

the

square of

the

distance, a;ny

law by

which bhe attrac

tion was stronger as bhe distance diminished would pro

duce bhe same sort, hub

not

the same degree, of effect

viz., the resulbanb pull of the sun on the

ee.rbh

does not

pass through.

the

~ e n t r e of g r ~ v i ~ y of

the

latter, but

through a pomt

e. httle

south of Ib 1n the (northern hemi

sphere) summer, and a

little north

of

it

in the winter.

Bub

the

centrifugal force of bhe

earth in its

curved pabh

which is e q u ~ l

and

opposite to. the pull of the sun, d o ~

pass th rough Its centre of gravtty; consequently there is

a couple t e n d i ~ g

to

pull bhe polar axis square

to

the

plane of the orb1t

In

the. figure, t ~ e

upfer

line joining

the earth and s

un

18 the line of

a.ct10n

o bhe centrifugaL

force, and bhe lower

the

line of resulba.nb attraction.

The

distance between these two lines is the arm of the couple.

The pla.ne.b, howeve , ~ o e s not obey bhis .couple in the

way tha.b

It

. would

1f

.Ib were ~ o b revolvmg;

ib

is, on

accounb of

tbs

revolub10n

a b o ~ b .Its

own axis, a g1rosta.t,

a n ~ obe s the o t ~ p l e

by

descrtbmg a cone

with

Its axis,

~ v b 1 ? h ,

1f

the tiltmg couple were constant, would remain

mchned at the a ~ e angle to bhe plane of the orbib. The

couple, however, IS notl constant, being zero ab

the

spring

and autumn equmoxes, when the sun, the centre of gre.viby

of

the

half of .the earth's belb nearer to the sun, and the

ce

nb.re

of ~ r a v t t y of the t r ; l O ~ e remote La.lf belt, are in one

s t r a t g ~ b lme. Thus

the

~ t m g couple varies from a maxi

m u ~

m s u D m e ~ to

z e r ~

~ n t u m n , increases again

to

a

m a ~ u m u m m wmber, dtmmtshes again

to

zero

in

spring

a . n ~ ~ o u n t s once more

to

bhe summer maximum. T h i ~

v a r 1 a . b t ~ n

of

t ~ e

cou_ple

c9ruses

the

u t a t i o n ,

or

nodding,

of

th

.e a ~ n s , wh1ch shghbly, very shghtly, changes its in

~ h n a t t ? n

to the plane of

~ h e

orbib. I believe I am right

m saymg (some a s t r o ~ o n u c a . l reader will correcb me if I

am 'fOng) tha.b

the

sue-monthly_ solar

n ~ t a b i o n

is imper

c e p t ~ b l e exc.epb

to

bhe most highly-tra.med observers,

furniShed

wtbh

the very besb instruments.

The

lune.r

•

7/17/2019 Engineering Vol 72 1901-12-13

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7/17/2019 Engineering Vol 72 1901-12-13

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NOTES FROM

THE

NORTH.

GLASGOW,

Wedne

sday.

Glasgow Pig.b·on Market A t the forenoon market

la

st

Thur

s

day

on

ly some

1500

tons

of

iron change

d

h a n d ~ .

The bone was dull,

and

Cleveland lost

ld. per

ton. At

the afternoon meeting of

the

ring , the amount of metal

dealt

in

was 2000 tons. Scotch was steady, and Cleve

la.nd

bad

a

sh a

rp rise

to 433.

2d.

per

ton sellers.

The

settle

ment

prices

were:

Sco tch, 55s. 7 ~ d .

per

ton; Cleveland,

423. 9d ; Curuberland hematite iron, 56s. At

the

fore

n

oo

n

s e ~ e

of

the market

on

Friday

eome 5000 tons were

dealt in, and

pr i

ce3 were very firm, but Scotch

warrant

s

remainfd unchanged

in

price.

Between 40

00

and

5000

tons changed hands in the afternoon, and pr ices were

rath

er easier.

There

were seller3 of Sooboh at 553. 4A

d.

per

ton for

th

e

£nd

of

the

year,

and

ab 523. 6d. f

or

two

months ; and the

sett

lement

pricbs were : 553. 6d.,

43

3. and

56s. 9d. per ton. At

the

forenoon

market

on l\'Ionday

a

good

busmess

was done,

the

amount of

ir

on

d

ealt in

being about 20,000 tons, or even fully that amount.

Dealing was alm ost entirely confined to Cleveland iron, of

which one

broker

b

ought

10,000

tons

in one line.

Sc

otch

fell 3d.

per

ton .

and

Cleveland d.

In

the afternoon

some 3000 or 4000 t ons changed hands, and pr ices were

per boo

up

for C eveland

and hematite ir

o

n.

The settle

ment

prices

were

:

553

. 3d. , 433 .

l ~ d . , and 563.

6d.

per

ton . The p i ~ - i r market was very

quiet

on Tu esday

forenoon, only about 5000

tons

were dealt in.

Businees w

as oo

n6ned

to

Cleveland, which wa3 firm ab

43

s. 2d.

per

ton cash, with buyers over,

an

improv

ement

of

1 ~ .

per ton . In the afternoon only 1500 tons of Cleveland

were

dealt in ab

43s. one

month,

finis

hing ab 4 3 ~ .

cash b u y e r being

ld.

per

ton

up

on the

day. Scotch

warrants were quoted ab 55 J. 4 ~ d . cash sellers at the

ulose, being the same as ab the finish on Monday. The

se t

tlement prices we

re:

553

.

3d., 43.3. 3d.,

and 563

.

per ton. Some 2000 tons were dea.lb in on the pig· ron

market t h i ~ forenoon. The to

ne

was steady, and Scotch

ir

on w

as

called

4 ~ d .

per

ton

dearer

.

Bu

s

in

ess

in the

afternoon

o o n s i ~ t e d

of

~ lots

of Cleveland-500 tons ab

433.

2 ~ d .

per ton one month, and 600 tons at

433. 3 ~ d .

three months. Cash quotations wera better,

both

for

Scotch

and

Cleveland,

than

at mid-d

ay

. The settlement

prices

were:

55s. 7 ~ d . ,

43

s.

~ d . , and 563.

per ton.

The following are the market quotations for

mak

ers'

iron : Clyde. 6d.

per

ton

; Gartsherrie, 67

s.; La.ng

loan, 6 8 ~ . 6d

.; Summ

erlee.

7ls.;

Co

lt n

e: s,

7l

s. 6d.-a.ll

th e foregoing

shipped

ab Glasgow ; Glenga.rnock (shipped

f\t Ardrossa.n), 663.;

Sho

tt s (sh ipped at L eith), 70s.;

Carron i p p e d ab

Grangemouth),

67s.

6d

. per ton. Th e

general situation of the iron

markets

has of late become one

of considerable interesb, and

it

looks as if the struggle

going on

betw

een

American activity and European

dul

ness was fa.sb reaching a crisis.

This

W€ek

the news

to

band

s

as

strange as

ever; indeed, a.t

the

moment

pig iron

is the strongest feature in the American trade position,

with the

pnce 1 dol. up for foundry grades.

All furna

ces

have contlracted well in to nexb

ye

ar , a. few for six months,

and several t) J a.nuary a

year

hence. T h ~ b pig iron com

mands a premium of

2

o l ~ . per

ton.

Ib

is s

a.1d

that

the ri

se

in

pr i

ces

in

America. is owing

to the

scarcityof

supplies;

but

perhaps the most interest

ing item

of news is that of the

purchase by American consumers of 30,000 tons of German

bematite

iron for

prompt

sh

ipment.

A

pu r

chase such

as

that mu3b

go

f

a.r

t a relieve the Ge

rman

dullnes:r,

and

lessen the competition from Germany in th is country;

and,

if

followed

up by fur

bher co

ntracts, mu

st even end

in i m p a r t i n ~ some vigour

to the German markets,

a

state of a.ffd.trS that would soon t e

ll

beneficially here.

Middlesbrough warrants have been moderately active

during the

week, prices fluctma.bing considerably . Scot ch

warrants

are

still held in dread of the

end

of the

year settlement. Vl esb Coast

hematite

iron has still

a. downward tend

enc

y, and ha

s fallen

as

low

as

5 6 ~ . 6d. per ton. The furnaces in blast

in

Scotland re

main ab 83, as oompa.red

with

82 a.b

this time

lasb year.

Th

e stock of

pig

iron in Messrs. Conna.l and Co.'s public

warrant sto re

s stood yesterday

afternoon

ab 57,932 tons,

as compared

with

57,592 t ons yeste

rday

wee

k, thus

showing an increase for

the

week

amounting

to 390 tons.

Finished I ron

and

Steel.

Nob

much change has taken

place

during

the w

ee

k in respect of finished iron a.nd

steel, and the wages a.re we

ll

maintained. Every week

sees a steady importation of manufactured

ir

on and steel

into Glasgow, which mu3b have some effect on lccal in

dustries. Last week

about

800

tons

of bars, plates rails,

tubes, nails, &c

.,

came

in fr

om

the States and

Belgium,

::and tha.b

is a

smaller quantity

than usual, but the im

portation of 800 tons per week lesse

ns

the demand to that

extent on the looa.l m a n u f a c t u r and helps to keep

down

pri

ces.

Sulphate of Ammonia.-There

s

still an active dem a

nd

for this commodity, t be price for which

runs

abo

ut

lO

l. 18s. 9d.

per

ton f.o.b. Lasb week's

shipments

at

Leith

amounted to

481

tons.

Gla

sgow University E r ~ g i n e e r i n

Society. A

meeting

of

the

Sooiety w

as

he

ld

on

Thur

sday,

the

5bh

in

st ., Mr.

Bamford occupying

t h ~ Chair.

A

paper

was read by

Mr. Thomas Ewan,

Ph

.D., on

t h ~

" U tilisation of

Elect

riciby

in

Chemical Manufa.obore."

Beginning with

the

el

ec t

ric refining of co

pper

a.nd

the manufa

ctu

re

. of

aluminium,

be went on

to

the

processes for

obta

inmg

cau

st

ic soda. from common salt. In conclusion he de

scribed

the manufacture of

oarborundum, for emery,

and

the

preparation

of calcium

carbide

In

the

discussion

which followed, P: Anderson.

Dr. Gray,

Mr. Ohrist ison,

De Henderson,

and

several

others

took part.

On

Saturday mornin g,

the

7bh inst., more

than

fifty members,

including

Dr.

Ba.rr, visited the works of

e ~ s r s .

D.

Rowan

and Co., Elliot·s treet. : r v r ~ s r d . Rowan, Creighton, and

Riddell conducted

the

parties round

all the

different

E N G I N E E R I N

G.

departments

for boiler

and

machine constru

ct

ion. T

be

splendid arrangeme

nt of

the

shops,

and the

aystems.tic

manner

in

which

the

work is carri ed out, are of special

interest

to those studying economic a.nd speedy pro::Juo.

ti

o

n.

NOTES FROM CLEVELAND AND

THE

N<JRTHERN COUNTIES.

MIDDLESBROUGH, Wednesday.

T he Olcvelamil Iron Trade - Yesterday there was only

a

th i

n attendance on

'Cha

ng

e, but the market

was less

cheerless

than

ib has been of late,

and

buyers were nob

quite so backward as

they

have been. No. 3 g.m.b.

Cleveland

pig iron

realised 433. 3d. for prom

pb

f.o.b.

de

·

livery,

and

se

ll

ers,

as

a rule,

quoted that pr i

ce,

but

there were buyers who reported that they

bad

done

business ab 433. H-d. No. 1 Cleveland

pig

was

put

a.n 443.

9d.,

and

N'o . 4 foundry 433

. ; grey

forge

ir

on

was st ill scarce, and mainba.ined its rela.ti vely high

rate

of 433 . 6d.

Mottled

and white iron were each

about

42s. 9d.

East Coast hematite pig

was decidedly

weaker,

the

supply being now fairly plentiful,

and

cJm

petibion with West Coast

mak

ers for Sheffie

ld

ordera

IS keen. Th e general ma.rkeb quotation for Nos.

1.

2,

a.nd 3 Ea.sb Ci>ast brands was 59s. for

early

delivery, but

bayers,

a.s

a rule, endeavoured to purchaEe a.b

583

. 6d.

No. 1

wa.s

593. 6d., and No. 4 about 553. Gd . Spanish

ore,

after

ho

lding to its pri

ce for some considerable

time, fell,

and

rubio was bought at 15.s. 6d. ex-ship

T e e ~ To day

prices were unaltered.

Manufactut·ed

Iron

and Steel. The manufactured ir

on

and

s

te

el trades

keep steady.

Though

there

is nob much

new business doing, mosb firms keep pretty well employed

on contracts they have in band, and

th

ey are very un

willing

to

reduce

their

quotations. Ab

the sa

me

time

new orders a.re difficult to secure, a.nd

there is

no d

oubt

that

most producers would accept work at a little below

the

recognised ma.rkeb

quotations

. Common

iron bars

are 6l 5.s.;

best bars,

6l

15s.;

iron

ship.plates,

6l  

12s.

6d

;

and

steel ship-plates, 6l.-all less

the

customary per

cent.

di

scount for cash. Heavy sections of steel rails

remain a.b 5l.

lO

a. net at worke.

Wages in the Shipyards. A m

ee t

ing of

the North-East

Coast shipbuilders ha.s been held, at which, we are

in

formed,

the

wages

question

was con

side

red, but no

de

ci

sion was arrived

a.b in

view of

the

imminent close of the

year, an.d

the

necessity of finis

hing

contracts

in

band

which close

with the

yenr. Th e

re wa

s

very

considerable

o

pp

osition to

any prop

osal for

a

reduction

a.b pr

esent.

The closeness of t he Christmas and

New

Year holidays

was taken

into

account, and it was felb that if anything

of

the kind wa

s

to be

put forward, it

bad bette

r

be ab the

beginning of

next

year.

Coal

cvnd

Ooke.

-

Fu e

l

is strong

and in good demand.

Inquiries for

this year

's delivery of coal a

nd

coke

are

very ea.tisfa.ctory, bot the forward

demand

is only very

moderate. Best

Durham

gas coal is

about

12s. 6d. f.o.b.

Medium qualities

of bla

sb-furna

ce

cJke are st

ro

ng ab

16s. 9d. delivered here,

and

in some cases

more

is as

ked.

~ , R E N

SRIPBUILDING.

  T h

e

~ r a n c h shipbuilding C) D·

earn

known

as the Societe des

l i e r

et Chantiers de

la.

L oire has approved the accounts for 1900·1,

and

has fixed

its

dividend for the year at 2l  per share. The profits

r

ea

lised

in

1

900-1 were

163,813l.,

as

compared

with

147,145l. in 1899·1900.

TH

IN

ST

I

TUTIO

N OF

CIVIL ENGINEERS: MEETING OF

STUDENTS.-A meeting of st udents of

the

In s

titution

of

Civil

Engine

ers was held on Friday evening-,

the 6th

inst.,

the President. Mr. Charles Hawksley, in the

chair,

when

a

paper

on

Gas-Engine Constructi

on " was read

by

Mr.

R.

W. A.

Brewer,

Stud.

Inst.

C.E.

The following

is

an

abstract

of the paper : In th is pa per

the

author deals, in

a general

way,

with the prin

ci

pal

f

ea tures

of

modern

practice in

ga

s-engine construction

in this

country. The

various parts of the engine a.re successively considered,

and the author's remark

s

are

concerned chiefly willh

the

larger

types by

well-known makera.

The

formation of

the bedplate,

and the

advantages of girder f r a m ~ ,

are

considered first; the means of obviating as much as pos

sible the internal stresses set up during cooling being

dealt

with. The methods of fixing the

crankshaft

brasses

in their

pedestals,

and

of

taking

up the wear of the brasses,

and the grouting

of

the

p

edesta

ls on

to the

foundation,

are

described.

The mean

s of fixing

the

cylinders

to the

frame,

and

the advantages of a breeoh·end

are then

investigated , and

the

usual forms of piston,

with their

slippers a.nd rings,

are

discussed. Several

method

s

of

watering large pistons

are

explained, and illu

strated

by

drawings,

and

their relative merits

are

co

mpar

ed. Pr o

ceeding

to the

connecting-rod,

the

a

uth

or compares

the

various a-djusting arrangements f

or the r a . ~ e s

of

the

small

and

la.rge ends respectively. The relative advantages of

benb and cub cranks, and the means of counterbalancing

them,

are then

discusse

d. In treating of

flywheels,

the

author

describes

the

methods of cons

truction

adopted for

different sizes of wheels,

the

means of fixing together

the

pa.rta of

built

wheels,

and the

differe

nt systems

of

keying

the

wheel to

the

sha.fb.

In

conclusion,

the

action

of the valve ge l.r

is explained;

the vertical and horizontal

types of balanced, watered,

exhaust

valves are described;

a few observations

are made on the

best pos

it i

ons for

the

air va

lve

and

ignition

gear; and the

differe

nt

arrangements

for controlling-

the

speed are briefly referred to . The

paper

is illust

ra t

ed

by

dra.winga

and indicato

r

diagram

s.

The

reading of

the paper

was followed

by a

discussion, in

which l H e ~ s r e . J . Holli.da.y, F. Wrighb, B.

M.

Du ke,

A. B.

Lin

scotb, and T. H. IVIann,

students

of the Insti

tution of Civil Engineers, took parb.

NOTES FROM

THE

SOUTH-WEST.

Oa.rd(O'.  There have

b e ~ n nu m

erous. a.

nd

pressing in

quiries for

steam

coal, and Ib

has

been d1ft:icult to

arrange

for a cargo of mo

derate

size

with

d eJivery before

Christ

mas.

The

best

stea

m co Ll has been

making

16s. 9d.

to

1 7 ~ . per ton. while secondary qualitie3 have

brought

15.3. 9d. to 16s. 3d. per ton. H ouse coal has been held

with

firmness

at

late rates; No. 3

Rhondda larg

e

has

made 163. to 16s. 3d. par ton. Cilke h a ~ shown little

change; foundry qualities have made 21s. 6d. to 26s.

per ton, while fnrnaoe

ditt

o

have brought

17s.

6d

.

to

183.

6d. per ton.

As

r

egard

s iron ore,

ru

bio

has made

143. 3  :i per ton, and

Tafna

15s. to

15.s.

6:i. per to n.

Co

lliery Developmen ts near S wa

nsea. The firsb soda of

bwo

shafts

of

the

propo

sed Cefngyfelach colliery

on the

Penllerga.re

estate

were c

ub

on Saturday afternoon by

Miss Gladya

Ll

ewelyn, and Mr. C. Llewellyn. The

taking e

xte

nds over 1000 acres,

and it

is

intended to

work

the

5- ft .

and

the Graigola 6.ft. seam.

The

two s

hafts

will

prob Lbly reach coal a.t a deJ?th of a.boot 300 yards, and it

is hoped

eventua

lly

to

attam

an output

of 2000 tons per

day, for which

quantity

machinery is bei

ng

fitted

up

.

O a r d ~ f Tramways  A t a meeting of the

tramways

committee of

the

Cardiff

Town

Council

on ~ . 1 o n d a . y

a

letter

was re

ad

from

Mr. Barber

Glenn, sec

retary to the

Provincial

Tramw

ays Companv, accepting on behalf of

th e company 50,000l. for the Cardiff lines,

that

sum to

include good will,

prosp

ective profits,

and Parliamentary

a.nd engin eering expenses. The council will

h ~ v e

to re

construct portions of

the

lines.

The Swansea Valley  O rders

for

a.ll kinds

a.nd sizes

of

tinplate

for delivery as fa.r forward a.s March, 1902, a.re

to hand; but as

the

pr ices offered are comparatively

unremun

erative,

makers are di

sposed

to hold their bands.

The

Do

wlais Works.

There

is no

ne

ed for apprehen

sion concerning

the

Iv or Works, D owlais, as

their

closure

is on

ly

temporary.

A IVIorgan mill

and other

new

plant

is to

be laid

down.

THE INS

TITU

'riON

OF

J u

NIOR ENGIN

EERS  At

the

m e e t i n ~

of this

Institution

on December 6, held ab the

Westmmster Palace

H otel, the Chairman, Mr. Percival

Ma.rshall, presiding,

the p a ~ e r

read

was on ' 'Street

Railway

Cons

truction

for Electric Traction,"

by Mr.

F. S.

Filling

(l\1ember), of Devonport.

In

introducing

the subject, the author pointed out bow necessa

ry it

was

in laying out a tramway

scheme,

to keep well in mind

the object of such a.n undertaking, viz , to attract

the

largest possible

numb

er of n g e r s . U nless the

engineer were familiar

with the

working of

the

system

from

the

traffic

manager's point

of view,

there

woold

ultimat

ely

be

failure somewhere,

prev

enting the lines

from being worked ab

their

full earning capacity.

Re

ference was

made to the

a.rra.ugemenb of

termini as

affect

ing

the oar-mileage, a.nd to the mistake often

committed of const

ructing

double jonotions between

main

and branch lin

es

with

no pr

ovision on

the

main

line ab

the

junction

for tran

sferring a car from one

line to th

e

other

,

with the

result

that

when

the

cars were being

distributed

in

the morning and rettirning

in the

evening

they frequently

have a

profitless

run

of

perhaps

300

or

400

yards to the nearest cross-over

in order to be

transfe

rred

to

the

right line outwards or inwards. The objections to con·

atant radius

curves

were dwelt

upon,

and

the

writer

showed that

the application

of

rail

way

practice

to {>er

manent

way construction for tramways

on

public high

ways was a mistake. In considering the construction of

the

tr

ack the

difficulty was

to make a.nd maintain

it

in a.n

absolutely

rigid

condition. The weakness arose in the

joinbing of the rails, the most satisfactory type of which

ab

present,

to meet British

requ

ireme

nts, was the

girder

with a weight

of nob less

than 90

lb.

per yard.

Con

siderations affecting the

de

s

ign

of rail section for electric

traction

purpos

es were then

entered

into, and the chemical

composition touched upon.

In

tr

ea ting the question

of

rail

joints,

and

to show

the

nece

Es

iby of perfect

rigidity

in

them, the

author

theoretically

inv

estig ated the problem

of a

loaded

ca.

r

meeting

with

obstruction

through

an

im

perfect

jo

int, proving

that

the

defac

ing

fo

rce

of

the

blow

upon

the

joinb would be equal to that giYen by a

stea

m

hammer, the head of whi ch weighed 4000 lb ., falling a.t a.

velocity of practically 3 ft.

per

second at the

moment

of

impact

. Sole plates were not to be commanded. The

a ~ o p t i o n of a dee.per

rail

section with a very much

wider

so

le than

IS u

sually emp

loyed,

to?ether with

the

use of deep·ribbed fis

h-plates

secu

red

by means

of six pairs of bolts, wou

ld

probably be found ad

v ~ n t a . g e o u s ; the bonds taking t h ~ form of copper

riv

ets

of

larg

e

area

,

comp

ressed mbo hol

es

drilled

through both

pl ates a.nd the web of the raiL Refer

ence was made to the

Falk

system of ca.sb weld solid

jointing, it

being stated

that

the joint produced

was

an

expensive one

and li

able

to

fracture, though

the

per

centage of failures was claimed to be extremely low. 'fhe

p ~ o c e e s e s

in

connection 'Yith ra.il.laying were then dealt

With, a ~ d

the v e ~ y great

1mportance of good bo

nding

was

emphasised. Pomts

and

orossmgs hav\ng been considered

questions relating to the

preparation

of the

c o n o r e t ~

forming the

bedding were treated, and, in

conclusion

the

best .materials to

em

ploy

in t h ~

laying of

the paving ~ e r e

c o ~ s t d e r e d ;

the use of .a.ll

kmd

s of wood-block

paving

be10g rega

rd

ed as unsUlta.ble. In the discussion which

fo11owed,

1\Iessrs.

A.

F .

Gatrill, A. H.

Sta.nley, H.

Stevenet,

A.

H.

Tyler,

V.

H.

Chabot,

W.

J.

Tennanb,

T. C. Morewood, K. Gray, L . H. Rugg, C. J.1IcNaught,

T.

E.

Moor

house,

and the

Chairman

took

parb a.nd

the

proceedings closed

with the

announcement of

'the

visit

on S a . t u ~ d a . y a.ftern_oon, D e c e m ~ e r 14, to the

C r o y d o ~

Corporatton Combmed Electnc Light and Traction

Works.

7/17/2019 Engineering Vol 72 1901-12-13

http://slidepdf.com/reader/full/engineering-vol-72-1901-12-13 25/33

8 6

NOTES FROM SOUTH YORKSHIRE.

. . . SHEFFIELD, Wednesday.

Leeds Assocwtton aj ~ - n e e r

s . - T h e

annual dinner of

t b ~

above

a s s o c i ~ t ~ o n was held on Saturday, Mr. J.

H .

W

c k s t e e ~ pres1dmg. The chairman

proposed

the toast

'  P rospenby to the Association,''

and

indoingsocommented

on ~ h e number of f r e s ~ b r a n c ~ e s of_ the e

ngineering

trade

wh10h.

had

ta:ken root ID t ~ e 01by

smce

their organisation

came mto bemg. Th e Pnnce of Wales had said we must

wake

up. He

(the

chairman)

agreed with

the remark.

~ h e r e

.was no doubt that all the important engineering

1.nvent10ns.had been m ~ d e in England, and ib would be

whtle

to mentwn one. '£here

were

imported in

dtfferent.

part

s

of

the

world large numbera

of

American

automatic gear.cutters.

The

Americans did not invenb that

cutter. .More than

twenty years

ago, at Messrs. La.wson's

w o r ~ s

ID Leeds,

he saw

those

automatic gear

-cutters

cut.tmg

wh e

els all the day. with only one attendant to

wa1t

upon them. The English made the invention but

he th o

ught

th ere was

an

inert ia, a. certain contempt for

~ e f i n n t ,

an

objection to

being disturbed.

and

coerced

IDbo

go

mg one better

.

The average

E oglisb

workman

and

th

e average small empl oyer considered that ib did not

pay to dep art from th e way a thing had

always

b een

done

before.

No

w bad come the

time

when ib wo

uld be as

well

for

them

to open

their

to the value of improvements,

to ~ r y as. far as they

P<?S

stbly could to make an

improved

a

rt i

cle

~ I t h o u t

enbancmg

the cost.

I f they did

that, they

w<?uld r a . ~ e

an

amount of mechanical talent which was

Jymg

n t i m the m echanic3 of this

country,

and

which

w o ~ l d

g1ve ~ o g l a n d the sa.me precedence for me chani

ca

l

aptttude wh1 ch ~ h e had been credited with

hith

erto.

Alderman J . H. Wurtzb

urg,

in

proposing

"T h

e

City and

Trade

of e e ~ s

referred

to the competition from Ge r

m s . ~ ~ ,

and

sa:td 1b had nob been altogether a fair oom

pet.l&Ion.

Wuh rega

rd

to

the cont

ract

for

electrical

work

wh t

ch

th

e

Germans bad

just

obtained

in Manch

ester

their tender

beiog

35,000l. leds than the lowe3b Eoglish

tender,

they need

nob

mu

ch

regr

et that

the work

ha d

gone, because at the price th e German ' would nob make

their

own by

i b.

•

N G I N R I NG

[DEc. 13,

1901

LIGHT RAILWAY COMMISSION.

. W E

are

i n d ~ b ~ d to Alan D.

Erskine, the

Secretary, the ollowing list of applications

made to the

Light

Railway Comm1ss1oners m November, 1901, for

Orders

anthortsing

Ltght

Railways :

TlTLE.

PROMOTERS.

ENGINEER.

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

 

.

England

1. Accrington and Buroley

••

2. Ashby, Swa.dlincote, and Burton

•

•

• •

. . Auxiliary and Light

Rail ways

and Tram· C. Chadwell ..

ways Company, Limited.

. . T. ilall, W.

H.

Buokley, R. Lt"wton, aod C.

H.

Gadsby ..

W . J. Kershaw.

3. Barnsley and Donoa.ster

••

..

Sir Henry

Wood,

T. Mitchell, and W. H 

Chambers.

4.

Canterbury and Herne Bay . . . .

6. Cheltenham and District (Extensions)

0.

W.

Bowen and

W.

J. Kershaw . . . .

Cheltenham and District Light Railwa)

Preece and Cardew and

J . N. Shoolbred.

6. Claoton-on-Sea. and St. Osyth.. . .

7.

Uounty of Hertford (B unet)

No 2 ..

a.

Co

unty of Hertford (Bushey)

No.

3

..

9.

County o Middlest x (Enfield Exten-

sion)

Pritohard, Green,

&

Co.

E. Dodd

.. .. ..

·

Company

T. Lilley, S. J. Stiff, G. Riley, and others . . J. Russell

..

Hertfordshire Co unty Uouneil . . . .

V.

B. D. Cooper

Hertfordshire County Council . . . . V. B. D. Cooper

Middlesex Cl)unty Cou noil

..

.. .. H. T. Wakelam .

• •

• •

••

• •

10.

Crystal Palace

..

••

• • . . Crystal Palace Light Railways and Tram- V. B. D. Cooper

waye

<Jompany, Limited

• •

Milea

ge.

4

I t

1

6t

11

6f

4

2

2t

2

11. Derby an d Nottingbam. . . . {

12. Derby, Nottingham, and District ..

Sir Jam es Mackenzie, Bt., J. Fell, and}

W. J. Ke rshaw

C.

H.

Ga

dsby ..

Sir Bache Cunard . . . . . . . B. Peytoo Legare

.. (

11

 

-

5

13. Don

castt>r Co

rporation (devi

at ion

and

extension)

Donoaster

Co

rporation . . . . . . W. H. R. Crabtree

•

• •

14. DJver River and Alkham Valley

. . Sir Wm . Crundall,

R.

Tritton, G. Olark,

and A. Olark

15.

DoMve

1

1

r

1

, St. Margaret's, and Martin Sir Weetman Pearson, Sir John Jc1ckson,

and Sir Wm. Crundall

16.

Dudley and Rowley Rt>gis . . . . Dudley Corporation and Rowley R('gie

Urban District Council

17. Erewash Valley . . . . . . . . Sir Bache Cunard . . . . . . . .

1a. Grimsby and Salt.fteetby (amendment) Grimsby and Saltfteetby Light Railw

ay

Company

19.

Halesowen. . . . . . . . . . Halesowen Rural District Council . . . .

20. Hounslow, Slough, and Datchet . . Metropolitan District Electric Traot.ion

Company, Limite.:l

2

1 London and South-Western Rlilway London and South·Western Railway

Com·

(Bentley and Bordon) pany

W. T. Pressland

Mark Parker

W.

T. Pressl

a.

nd

Mark Parker

R. P. Wilson . .

B. Peyton Legare

W. Whitworth ..

Sir Alex. R. Binnie

and

and

••

• •

• •

W.

R. Galbraith, and

J. W. J. Hood

22. London Un ited Tramways (Light London United Tramways, Limited

Rail

way

Extensions) No. 2

. . J. Clifton Robinson ..

23. Luton, Dunstable, and

Di

strict .. J . Fell, W. J. Kershaw and C. Osborne . .

24

. Mansfield and District (Extensions to Mansfteld and District'Lio;ht Railway Com·

B e l p

and Ilkeston) pany

25. No rth L t ~ d s e y (amendment) . .

: .

No rth Lindaey Light Railway Company . .

26 .

Nort.h

Sh1elds,

Tynemouth, and

D1s-

Tyoemou th·and District Electric Traction

t r ~ c t

(Extensions) C.>mpany, Limited

27. No ttmgha'll Suburban . . . . . . Sir Macken

zi

e, Bt., J. Fell, and W.

J . Kershaw

28. Poole and District (Extensions)

29. Preston and Horwich

..

• •

30. Preston and Lytham

..

••

. . Poole and o ·str ict Electric Traction C

>m

·

pany, Limited

. . Si r James M lCk.en zie, Bt., G. Hunter, J

Harlick, and C. O;iborne

Pritchard, Green, & Co.

A. Dickio

so

n and Co .

L. B.

Wells

S.

Se

llon ..

••

••

C. H.

Gldc:tby

..

S. Sellon. .

C. Chadwell

C. Cha1well

•

•

• •

• •

• •

• •

••

•

•

• •

.

2tt

i

2

5

l O 

1a

I  

12

4i

12

-

10

2Jf

t

11

J 

23:\

Gauge.

ft. in.

4 0

3

4

3

3

4

4

4

4

4

4

3

4

4

3

3

3

4

3

4

4

4

4

3

4

3

6

a

6

6

a

at

a

8

6

8

at

6

6

6

a;

6

a

Et

at

a

6

a 

6

Mr.

C. H.

Wilson s

H

ull Schemcs. -

Speaking

on the

nighb of Wednesday, D ecember 4,

Mr.

C. H. W1lson,

M .P., refe rred to his purchase of Earle 's yard, and sa

id

it

h ~ t d been stated

in Hull

that

he bought the

place for

th

e

No

rt h-Eastern Railway Company, or that ha bought it

to . sel.l

it

to them. As a matter of facb, he asked Mr.

Glbb

1f he

wanted

to

buy

the place before

he

went in for

in, and

Mr.

Gibb replied that he did nob. Therefore all

rumours of that sort could be

stopped

. He had no doubt

undert

aken a heavy res

pon

sibility. A great deal of money

would have to be

spent

up on the yard to modernise ib

and

31. Ramshottom, Edenfield, and R:1.wten·

introdu

ce electric power. He hoped that, by a little good

st

all

. . Sir James Mackenzie, Bt. ,

G.

Hunter, J

H

nli ck, and

C.

Oshorne

C. L. Dovet, J. Thornton, and A. Want ..

J. H. Rh odes

.. .

9

6

13

4

3

4

4

4

4

4

8 

6

a 

at

S

at

empe

r on bo th sides, those l

ab

our difficulties would be 32 Selby and Goole

..

••

•

•

. . R. Crey ke, G. Stubley, A. F. Hood, and

others .

W.

B.

M.vers

Beswiok

and R. E

lli

ott Co.>per

vo

id

ed which had been so

fatal

to the c.ompa.ny in the

past .

His

son

(Mr.

WE:llesley Wi lson) wa-s the active

man wh o was pu tt ing th e place i nto order, and as soon

as tb at

bad

been

done

they must try and get oommis

for

building

steamers to keep the

men

ab work.

The

yard

would require a good

deal

of supervision and

attention if

i t was

to

be made a s u c c e s e _ ~ .

33. Southend (and district), Bradwell·on

Sea, and Colchester

34. South Norfolk

..

Railway and General Construction and

M

ai

ntenance

Co

mpany, Limited

••

• •

35.

Torquay and Paignton

..

••

36. To tte nh am and Wal thamstow

. . Sir Reginald Beauchamp, Bt., N H. B ~ c o n

and others

. . Provincial

El

ectric Supply and Traction

Co

mpany

. . Metropolitan Tramways and Om nibus Com

p:my, r.imited

37. Wakefield and District (Dewsbury

and Castleford Extensions)

Wakefield

a.

nd District Light Railway

Comp1ny

M. N

Rid ley . . . .

• •

••

Pressland and Fippard

S. Sellon

..

•

•

Pri tchard, Green,

Co.

•

•

and

3a. W

a.

lthamstow and Distr

ict

(Urban

Walthamstow Urb

an

Dhtrict

· ·

G.

W. Holmes .•

..

District Council)

39. Warriogton Corporation

..

40. Wattord and District

..

. . .

41. West Manchester (extension

amendment)

42.

Windsor and Maidenhead •.•

. . Warrington Co rpoution . . . . . .

..

Watford and Distri(}t Tramways Company

and West

Man

chester Light R ~ i l w a y s Company

Preece and Cardew

..

Pritchard, Green, & Co.

W.

B. Myers Beswick ..

. . Metropolitan District Electric Traction Sir Alex.

R.

Binnie

Company, Limi ted

• •

••

10

7

25

3

4

4

4

4

4

4

4

8 \

-

6

8 

8

a 

at

8

The Hull oal T

 

ade. The

return of

the

Hull Incor

p orated Chamber of Commerce, showing the coal trade

of the p ort in November, discloses a sharp decline in the

tonnage

dealt with.

The

total weight of coal forwarded

tlo the

port

lasb mon th was 316,608 tons, as C.)mp  l.red

with 385,000 tons

forwarded

in N0vember, 1900, a decrease

of 69,092 tons.

The

eleven months' trade has been equally

unsatisfactory.

The

tonnage forwarded in the eleven

months just

closed was 2,989,64.4 tons,

as

compared

with

3,864,960 tons in the corresponding l?eriod of l

ast

year, a

4

Wales.

dec

line

of 875.296 tons. The coasnw

1

se

trade

las t month 3. Glamorgan

Co

unty Council (Morris- Glamorgan County Coun c

il ..

. . E. S. Sinnott

••

•

•

4

6

• •

28 835

h 1

h

' b · ton to Pontardawe)

totalled . tons, t e e even mont

8

U ~ I D e s s

amount-

44. Llandudno and Co lwyn Bay (d

ev

ia- Llandudno, Co lwyn Bay, and Rhyl Electric Hewitt and Rhodes

..

ing to 288,386 tons. In

November

of the present year tion smd amendment) Traction Company, Limited

..

I

3

105,585

tons

were shipped to i g n p orts, and this

is

a

decline of 56,586 tons when co

mpared

with 1900.

In

the

eleven mo

nths

1,323,100 tlons have been exported, against

1,915,993

tons

in the like

period

of 1900, a decline of 31

per

cent. on the

trade of

the present ye

ar.

The

falling

off in the export trade is of quite a r a l ohara.ober, and

extends

to e very

country

with whiCh

the

p o

r t has

deal

ings.

The

return

shows

that

there has been

no change

in the distribution of the trade; South Yorkshire col

lieries

having

suffered the smallest proportion of loss.

Denaby and Cade Main heads the list of

contributing

pits with the huge total of 56,976 bona, an increase of

no

less

than

24,208 tons upon the quantity

sent in

November,

1900. Several other collieries also show increases .

I ron cvnd Steel  There is no improvement in business

among the large ir

on

and stee

l works.

but, on

the contrary,

the

slowing.down process is st ill going on,

and

more men

are

being discharged. . The for

open-hearth

s

teel

s is ve1·y

mu

ch

qu

1ete

r,

and, With one or two excep

t ions the out>put is very much b&low the

means

of supply.

~ are firm, and are likely to

continue

so for some

li

btle time.

The

crucible

stee

l trade is in

an un

satisfacto ry

condition, a

nd

ah ho

ugh

a. few orders have recently come

in

works are only partially employed, and in con

se

q uence

tb'e rolling

mills and forge

s

are running

shorb time.

There has been a very marked falling off in the demand

for heavy fi les, on account of

the

depression in

the

engi

n eering shipbuilding,

and

railway branches ;

but

for

small fi'tes there are some very fair orders on hand. For

light-edged

t

oo

ls

there

is

a

steady inquiry,

but

for e

ngi

neers' tools generally co

mparatively

few orders

are on

the

books.

South

Yorkshitre

oa

l

Trade. The

majoriby of the rail

way

co

nt r

acts have now b

ee

n

placed,

the pr ices

ran

gi

ng

from 8:4. 6d . to 6d.,

but

ib is only in exceptional oases

that

the higher figure

has

been secured. The

owner

s

have

not attemp

ted

on this

oc

cas

ion

to amalgamate to

sec

ure

•

the additional 6d.

on the

late

rates, but hav

e acted

in

dividuaJly.

The pit

s continue to be regularly worked .

Notwithstanding the

general

depression in the iron trades,

there

is a good

demand

for

manufacturing

fuel and there

is

also a

fair

export trade

for ba

rds.

House

coal

is

so

me

what

listless, but the ad vent of

the

present

sharp

wea ther

is expeobed to quicken

this

market into aotivitJy. Good

hand-picked Silkstone coal is quoted at 14s. 6d. to 153. 6d.

per ton, and Barns

ley

thick l:ieam

at

6d .

to

6d.

per ton.

The

demand for gas qualities continues strong.

Prices of coke

are

stiffening, but there is nob much change

in the

amount

of

business doing.

STEAM

v.

EL

EOT

RIOI

TY

. -Some information has reached

us this week from New Y ork which is

not

altogether

without importance. We re fer to an

announcement

by

the

Pennsylvania

Railroad

Company

of its

intention to

discontinue f: lectrio trolley traction between Mount Holly

and Burlington,

Ne w Jersey, and to substitute steam for

it. The trolley service was

brought

into operation in

June, 1895 ; bu b the power-house was recently burned

down,

and

the company has

decided not to

rebuild

it.

This is regarded

as an

indication that

the

management

has co

me

to the conclusion that electricity as a motive

power is less sa t i

sfacto

ry than steam. We rega

rd this as

an

impo

r

ta

nt a

nnouncement, because the Pennsylvania.

Railroad

Company, which was incorporated so long s

in

ce

as

1846, is

one

of the largest,

oldest,

most prudentt,

and

at

the

same

time most proe-ressive railw

ay

undertakings of

the U ni ted S ta tes , as

it

IS also one of the most prosperous.

Not only,

too, has the

Pennsylvania

Railroad Oompany

discontinued the use of the electric trolley system upon

one

of ibs seobions, but

it

has also

ordered

400

addition

al

steam locomotives for delivery

up

on

its system

in 1902,

although 300

E

imil

a.

r locomotives were builb in its own

shops, or by other firms and companies in the twelve

months

now drawing

to a o s ~ .

I

NST

I

TUT

I

ON OF

M

ECHAN

IC

AL

E

NG

IN

EERS.-

On Mon·

day

a v e n i n ~ , D ece

mber

9, at 7.30

p.m.,

a

meeting

of the

graduates

of the

Institu

tion was held at the Institution

House, Westminster. Mr.

Henry

D"vey, Member of

Council, took

the

chair, and a paper was read

bf Mr.

W.

Sba.nley-Bott, graduate, on

"Twelve

Months Re-

vision of a Drawing-Office." The author described the

o b a n ~ e s made

in the conduct

and

management of the

dra.wmg- office of a works which had removed from

London

to the

country.

He first mentioned some of the

existing methods in the drawing

-o

ffice

before

the re

moval. Among these w e r ~

t ~ e

habit of n d i n ~ tracings

into

the

works, no blue prmtmg apparatus bemg used;

the

ab

sen

ce

of detailed drawings of castings; and

the

irregular sizes of the drawings made.

In

the revised

office three

alterations

were

at

once

made

- namely, (1)

every drawing had a. number and was known by thao

number

; (2) all

drawings

were made to sba.ndard sizes,

and

of as few sizes

as poss

ible ; (3) a copy of

e v ~ r y

drawing remained in the office. As regards alterat10n

(No. 2) above, a standard size of 36

in

.

by

24

in.

was

adopted,

~ n d any

sizes. were m.a.de 24 in. by

18 in., 18 m. by 12 m., and 12 m. by 9 m.

The

office

copy

~ a s

always

a

tracing. This last

o i ~ b

led to much

di scu

ss

1on.

The

author subsequently

de

scr1bed the elabo

rate method of filing the drawings, and the orders for ~ h e

k ~ , &c . A good di scussion followed,

in

whioh man y of

the

graduates

took part.

The

chairman gave a ~ o a t inte

resting description of the methods of reproducmg draw

ings firs t

instituted by

J ames W

a.tb.

A v

ote

of thanks to

the author and

to

the ch airman terminated the meeting.

•

7/17/2019 Engineering Vol 72 1901-12-13

http://slidepdf.com/reader/full/engineering-vol-72-1901-12-13 26/33

DEc.

13, 1901 J

THE HYDROLEUM SYSTEM

OF BURNING

LIQUID

FUEL.

. WE recently bad an

opportunity of seeing in

opera

tlOn

new system

of

burning liquid

fuel

which

has

been mtr?duced by the

Hydroleum

Company, Limited,

of

323, H1gh Holborn. The example

in

quest

ion

has

bee?

fitted up

a t

the e

stablishment

of Messrs.

Mutrhead. and Co.,.

a t

Elmer ·a

End,

for firing their

works bo1ler, nd 1t

was

through their courtesy

that

were

enabled to see the apparatus in

operat10n. The novelty of the system lies in a com

bination

of the particular

form

of

burner or feeder

used,

_

and

th_e

.

construct

i

on of the

furna

ce

in which

the Jet of. 011 18 burnt.

In

Fig. 1 on the pre sent

page

g1ve a partly sectional view

of the

feeder.

It. cons1sts

of

two

concentric

cylindrical chambera

w 1 ~ h n o ends,

and

a long taper rod co

a.xtal w1th

the

chambers. The plug is mo ved

back

wards or

forwards

by

means of

a

disc

wh

e   1 at

the back and a screw wh i

ch

is inside the feeder

and thus acts as a finely adjustable valve

c o n t r o l ~

~ i n g

the flow

of

liquid fuel. Steam at pre

ssu

re

passes

mto t h ~

a n ~ u l a r

c h a ~ b e r formed by the two

concentnc c y h n d e ~ s and t

ss

?es an annular

jet

from

the l e . The

01l is contamed m the inner ch a

mber

,

~ n d as

It

flows out round the

cent

ral spindle, it also is

m the forD?- of an

annular

stream (Fig. 2).

In

th is way

the steam

1s

made to su rround

the oil

as th e two emerge

from the nozzle. The form of the latter is such that

the steam jet e n ~ a r g e s iu diameter at first,

and

it after-

  1

•

703 /.A

1 { 1 8

ag ain co

ntra

ct s, the theory being

that

a vacuum

form

ed

inside the

annular

steam jet. This prevents

u

stio

n commencing

a t

first. The jet is confined

a small firebrick chamber

(Fig.

3)

and

impinges

a

firebrick

placed at a

sui

table distance from

nozzle. In this

way

the annular formation of the

et is broken up,

and

combustion can take place.

good

deal

of

importance is attached to the exact

i ~ i o n of the fire-bricks. t will

be

_seen that the

beyond that throug h wluch the steam

and

the

liquid

fuel

is drawn up by ~ l e escap

steam je

t.

In this way the oil reservotr

can

be

a t

a lower level_than the b u ~ n e r without t h e ~ e

need for

the

01l to be subJect to

pr

essure m

to

make it rise. The

supply

of oil

to the

feeder

automatically stops when steam is shut off.

The

boiler which

we

saw under steam was of

the

water-tube type, and

wa

s fitted with

three

:Messrs.

Muirhead were led

to

adopt the

ydroleum system owing to trouble they had with

local

authorities through

the emission of smoke

they burnt coal under their boiler. Since the

fuel

system has been subst ituted

there has

been

trouble,

a

nd certainly

during the time we

were

on

works there were no indic

at

ions

a t

t he chimney

that

the

boiler was in operation. The fu el then

burnt was water-gas tar.

E N G I N E E R I N

G.

The following figures have been supplied to us as

the results of tests which have been made:

Test of the Evaporati1 e Power (from and at

212

deg

Fahtr. ),

of

Coke

Constlltned under

Forced Draught in the

a c e

of

' '

50 Horse-P

owe

r Hornsby Water-Tube

Bot ler belongtng to Messrs. M tt-iTheacl and

Co

. , Elmer s

End , Kent.

Date

. . . .

. .

Duration

of

test

... ... . .

Mean temperature of feed-water ...

, pressure on boiler .. . . .

Pounds of

water

evaporated... ...

, coke consumed . . .. .

, w

ate

r evapo

rated per

aound of coke from and 212 deg.

ahr

. . . . .

• • •

\fay 15, 1901

9 hours

60 deg. Fa.hr.

90 lb.

10,100

1792

6.73

Price paid for coke . . .

. . H.

1s. 8d.

per

ton =

.ll6d. per

pound

Test of the Evaporative P

owe

r from afld at

212

deg.

Fahr. ) .of

Wat

er·Gas Conswmed on the H yd1·oleum

System

tn

the

sa;me

Boiler as the P I C

vi

ous Test.

D

Da.te . ... ... ... . . ... August 14, 1901

urat10n of best . . . 2 hours

Mean

temperature feed-

water

...

70

deg. Fahr.

, pressure on holler .

. ..

.

90

lb.

Pounds of water evaporated... ... 2400

,

tar

consumed ... ... 211

, waterevaporatedper pound

tar from and at

212

deg. Fahr. .. 13.47

Pnce of bar .. . .. . .. . O ~ d .

per

ton

= .1U2d. per lb.

N.

. - ~ n

m a l ~ i n g the test the tar was

taken

as received,

no deduct10n bemg made for any

water

it contained

The hydroleum system has

also

been fitted to

a

crucible furnace and to a boiler

on

a motor

ca

r.

The

l a t t e ~ was

under

s ~ e . a m

in Messrs.

Muirhead

's yard at

the time of our v1s1t,

and

acted very well for a

time·

?ut,

with the ~ r e n t perversity of new inventions:

a n ~ g e d

to fall when

specially

brought out

for

mspect10n.

The

defect was, however, in the mecha

nis

m,

and

h ~ d

n o ~ h i o g

to do with t ~ e fuel-burning

system.

Th1s vehtcle was

fitted

w1th a specially

designed water ·

tube

boiler.

I t had

one burner

and

steam was maintained while the vehicle made'very

short runs,

btopping

and starting in

the

yard

w i ~ h

o u t

any

appearance

of

smoke

a t the c

himney.

NOTES

FROM

'

THE UNITED

STATES.

PHILADELPnu, December

5.

T

HE pres

sure

for iron

and steel material continues

but

the

outward

evidences of

activity

are

not

so

appa:

ren t as a week ago. The plain sense of the situat10n

is about this: early in autumn it became apparent from

the ru

sh

of o

rder

s

for large

r

equi rements

,

and whtch, in

fact, began

to

assume enormous proportions-that raw

ma te rial would soon be in extraordinary

demand.

The

larger intere

sts

then

began to quickly cover

,

especially in Bessemer and basic material,

and

in

forge iron. Heavy co

ntra

cts were also placed for

billets,

but

the coverings

were large

ly confined to the

needs of t he rest of

this

year. As weeks

passed the

l u ~ e of business ex panded,

and

demands began

to

flow

m

from new sources, such as from foundries,

shipyards, car

and

locomotive works, implement

and vehicle concerns, and from municipalities re

quiring water and gas pipes, and from com

panies

r

equir

ing

electrical

equipment

(t

rolley lines).

These

new requirements created

greater

demands, which

resulted in orders for dehvery through the win

ter

and

spring. The

· la

test

phase of this

extra

ordinary movement is a

quieter

demand for supplies

for delivery during the lat.ter half of 1902, made in a

way that

would impress

the

observer with

the belief

that buyers were anxious

to

avoid

auy

undue stimula

tion of

the market

by

visibly

franti

c

endeavours to

secu

re supplies

to

cover

work contracted for.

The

difficu

lty

of placing orders for delivery

during

the first half of the

year

have been increasing,

especially

as manufacturers have

been showing

a

reluctance

to make

concessions.

A

great deal of new

capacity is now nearly on the

point

of produ

ct

ion,

and

during the coming year

the

output of this added capa

ci ty,

especially

in

the last

half

of the year, will be

large enough t o

indu

ce buyus

to

adopt a less urgent

policy of ordering during

the

coming winter than they

have

been

purs

uing

during the past few

months,

during

which

time

prices have advanced chiefly on

raw material. The

consumers

are sustaining a some

what

artifi

c

ial

demand Ly

reason

of

their

anx i

ety

to

accumulate material. The car-shortage has not been

materially overcome. A sw

it

chmen 's st rike

at

Pit.ts

burgh is creating some inconvenience. Congress

has

opened

this

week,

and it

has

to

face a

number

of

national

and

international questions of supreme im

portance,

but

which

do

not

directly

conc

ern our

in

dustrial

in ts.

BRAZILIAN RArLWAYs.-Tbe public works committee of

the Brazilian

Senate

have reported favourably

on

a con

cession for

a

railway between

Rio and

Nictheroy. Accord

ing to this project,

the

two cities will be connected by a

submarine tunnel, through which an electric railway will

be

laid.

INDUSTRIAL

NOTES.

THE Parliamentary Committee of the Trades Union

C o n ~ r e s s

h ~ v e

~ e c i d e d to. prepare a Bill for next

sess10n,

deahng

w1th

the pomts

raised

in the

Ta.ff V

ale

c a s ~

and other

cases.

They

took counsel with several

e m u ~ e n t men, one

of whom was Home Secretary in the

Parhament ?f 1892 5, so that the provisions of

the

measure de01ded up on

ought to

be such as to insure

strong supporb. Upon one or two points there ought

to

no. mistake:

Picktting

has been the bone of con·

tent10n m mo.st

~ n s t a . n c ? s

and the question is what

demands

the

um

ons

w11I

make.

n

the

progrees of

l

egislat

ion,

in

the

y e a r ~

1871, 1875,

and

1876, the

a b ~ u r leaders of that

penod

were emphatic upon the

subJect

. They

de

clared, and by that declaration they

are

b o ~ d that t h ~

. ra d

.e u ~ i o ~ s . of

~ h e country did

not

desue

to

legtLtmat1se mt1m1datton

or

coercion.

The

utmost

demanded was that trade unionists should

be

able

peaceably

to

persuade

their

fellow-workmen

in the ~ m e way

and to

the same extent as c e a b

persuas10n could be exercised

by

other citizens not

m ~ m b e r s of

trade

unions. That

was endo

rsed by the

umons.

I t

was urged in

Parliament

by those who

s u p p o ~ t e d the workmen's demands, and by the band

of emment men who voiced

thtir

views outside

Parliament. TheLegislature w?uld

not, or

did not,

con

cede that ~ c _ h but the n c e ~ t o n s made approx imated

to recogmt10n of such a r1ght. This sufficed for a

penod

of nearly fifte

en years,

but during the last ten or

e l e ~ e ~ years

there

has been an implied claim by trade

~ m o m

for more power, and, whether given or not·

1t

has been

exercised. This has led to

the

adoption

of

u r e s

of resi

stance

, c

ulminating in the

decisions

to

which reference has been made,

and

as to which

there

has been a

l o ~ d

ou tcry.

The

country has had a pro

l o n g ~ d expen_ence of

the

s o - ~ p

ea

ceful picketing,

and 1t has dtscovered that 1t generally is a more

or

less veiled form of intimidation.

An.other point is .

the right

of compulsion to for ce

men

m

to a trade union. That right was never claimed

when t ~ e Acts of 1871-96 were under discussion. The

complamts bad

been that employers claimed

the right

of deciding

whether

those whom they employed sho uld

or

should not belong

to

a union. When trade unions

were

unlawful

combinations, there was some

show

of

legal rights so to act; but

when the Combinat

ion L9.ws

w e r ~ repealed, ~ n d the right of belonging to,

or

not be

long

mg

a umon

~ ~ e

a matter of individual policy

or convemence, the leg1t1mate exercise of

the right

con·

ceded by s_tatute could not be gainsaid.

Trade

unions

were descrtbed as voluntary associations for th e mutual

advantage

of their

members.

f

trade

unionists seek

to

co

mpel men to

belong

to

a

union, they are violating

t h ~

first p r ~ c i p l e s of their own charter. They claim

a r1ght demed to employers.

f

it

be

right to compel

men

to belong to a union, is

equally

right to compel

men not to belong

to

a un1on ;

and Parliament

is

not

likely to assent to

any

provision

in

any

Bill

whi

ch will

confer

this right of compulsion.

n the

United States

the prese lt time the cou.rts ~ r e restricting the exer

CISe of coerc10n. The conflLct, if conflict there be, will

not con

duce

to

the

advantage of

the

higher

principles

of t r ~ d e u n i o n i s ~ . T h ~ r e is

plenty

of scope,

within

the

hn_es

of equality of r1ghts, for the exercise of legili·

mate mftuen

ce

;

beyond

that, the influence

will

be

baneful.

In

drafting a

measure for

debate

in

Parlia

ment, the rightful limits of association will have to be

considered;

if personal

liberty is attacked there will

of

n e c e s s i ~ ~ ~ be

resi

stance

.

~ h e r e

are

p ~ i n t s in t h ~

recent

de

cJsions open

to

quest10n. As given no

court

can over-ride them. But Parliament can

~ m e n d

the

law

so as

to prevent further decisions to

the

same

effect, if

it

so determines.

I t

iR

to

that

tribunal that

the

trade

unions

must appeal.

The l ronwork

e1·s Jou1·nal for

the

current

month

reports at length

the proceedings of the first council

meeting since the election of the new council. Among

other

matters

discussed was

the

Midland

sliding

scale

as

compared with

the

North of England scale.

I t

would appear that the differences in rates did not

correspond

wi th

the

basis. Instead of the Midland

m

en

getting

6d. per ton more than those

in the

North

of England, h e i ~ wages had been the same

during

the

last

four

ascerta.mments. The

whole

question will be

rai sed

at

a meeting to

be held on

the 14th instant at

Wednesbury,

to

the present eliding-scale basis.

Another questiOn

before

the council was the three

shift

system of eight hours

each,

instead of two

of

12 hours each. Full particulars

are to be

given

and

a

ba

llot

to be

taken

on the three-shift

SJ

s tem. The

cou

ncil agreed

to

a

contribution towards the law

costs

incurred

by

the Bla.ckburn picketing case the final

~ e a ~ i n g of which

~ a s

not yet

taken

pla

ce

.

A

report

1s g1ven of a m

ec t

mg of

the

Welsh Committee

of

the

Midland Iron

and

Steel Wages Board, when a case

was considered of the Orb Iron Works ; it was of a

technical character,

resolutions

thereon

being

carried.

The

report of the

accountant

of the

North

of

England

Board is also given, but the

result

has already been

ghren in Industrial Notes.

In

reports of

meetings

held in various districts, the

president

of the union

stated at Hanley that during the 50 years which he

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8I8

spent

in

the

iron trade wages were

neY

er relatively

high in proportion

to

prices

and

profits as now.

said that the men could do even better i they

lted ; they alone were as brakes on the wheels of pro·

as 3,

or

at least they were chiefly to blame i things

not better.

_The report of the Associated Iron :Moulders of

icates that employment is not

quite

as

it

was, for it says that

the

outlay on idl e

enefit was heavy as comps.red

with

the previous

onth. The income for

the

month exceeded the ex

143lt. 83. 1d., but

it

is explained t ha.t

576l.

1713.

3d. of

the

s

urplus ca

me from in

te rest

on

invested capital, a source of income which used to be

uch neglected, but which is now cultivated be cause

of

the

reserve funds for provident benefits. During

the past

month

there was a good deal of negotiation

on the wages question, which had stood over for some

time. The society had ma.de a demand for an increase

in wages of a farthing per

hour; this the

Employers'

Association refused. After a good deal of corre sp '

>nd-

ence,

ther

e was a meeting.

The

negotiation9 finally

ended in a mutual arrangement to postpone

th

e demand

for a period of three months, when, if trade be as

good as now, the

ad ,ra

nce is

to

be granted.

I t

was

for some time contended that

the

words should be,

if trade

improves;

" but this wa.s abandoned

by

the

employers. '£he way in which these negotiations

were conducted reflect credit upon both parties.

A

trade

c9nsus is being

taken

of the number em

ployed, wages - day and

piece-and

hours worked

in the several shops. Every memb

er in

the union

will thus be able to ascertain

the

condit ions in all the

districts

where the

union

has bran

ches.

The

proposed

reYision of the rules of the Engineering

Feder

ation of

Trades has been agreed

to

by a very large majority,

on

ly

125 being

against

it. Tha.t Federat ion is apart

and distinct

from

the

General Federation of Trades.

The report of the National Union of Boot and Shoe

Operatives indicates ex treme slackuess of

trad

e. A

large majority

of the branches furnish unf avourable

accounts, such

as qu

iet, " " bad ," very bad ."

The

strain on the funds is severe; some members have been

on

the

funds for weeks and months, and special local

help has bsen given in some instances. The fa

ct

is

that improved m 1.chinery and grea

ter

speed enable

manufacturers to keep so fully

abreast

of the demand

that

production has to be slowed down when the

demand slackens.

Th

ere is no need of large manufac

turera' stocks; the retail establishments haYe always a

E:uffi

ciency

to

meet

current

demands,

and

focus the

ir

requirement3 to

thi

s or that

kind in

a few hours.

Fortunately,

disputes

have

been few,

and

none of

them

very serious. The dispute between the union

and the B

is

hop Auckland

Co

Operative Society

ha

s

b

e9

n

settl

e

d,

a statement being agreed to. The men

ar e out

in an

East London firm over the Indoor

Workshop

\greement,

but negotiations for a settle

ment have ta ken place. At Heckmondwike the mem

bers employed by the

Co

-Operative Society st ruck

owing

to

the discharge of a man ; the general secretary

wired them to resume work, and

that

the matter

should be attended to, but they refused.

The

dispute

at Northampton as to

the

classification of chrome

glace work bad been referred

to

a rbi tration ; as the

award wa  ' not regarded as sa.tisfactory by the em

ployers, the matter was refe

rr

ed to the Boa.rd of

Trade, who appointed an umpire. The award has

been given. There is a difference on a t echnical point,

but is likely to be mut ually arranged.

The report of the co

tton

spinners states

that

" the

out-of-work li

st

still continues a larg e one."

The

pro

p o

rtion

is

at

the

rate

of

6.

06

per

cent. ,

and the

previous

month

th

e proportion was 6.16 per cent., and a

year

ago 9.75 per cent. It is remarked t hat a few years

ago a

per

centage of about 3 per cent. of unemployed

was regarded as a large proportion. I t cannot

be

that the demand now is less ; the increased proportion

of unemployed is doubtless due to improved machinery,

greater

speed, and more spindles. The united member

sh ip is now 13,605  a decrease of 602 in

the

yea r,

chiefly of piecers.

Th

ere were 18 dis

putes

in the

month, all of which were settled

by

negotiation

between the union officials and representatives of

the

employers . There were 24 accidents in the month.

Two members were granted

lOOl.

each from

the

Acci

dent Fund .

In

connection with the Workmen

's

Com-

pensation Act there were 16 claims on behalf of injured

members. The repor t adds : And I find th is Act to

be of the

greatest

service in assist ing members who

Jose wo

rk

and wages through acciden

ts

-good

test

i-

mony to a much-abused Act. A further sum has been

added

to

the

Superannuation

Fund

Account , which

has now reached 37221. 3s. 8d., of whi ch . have

been invested

with the

Oldham Co rporation at per

cent. for five years. The sec

retary

often refers to the

stationary chara

cter of the association ; the full

members seldom increase.

The

automatic arrange

ment

of claims in dispute caseR causes the operatives to

believe that all

th

ese things ar ise naturally,

without

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

efforb.

But

the union has been

th

e mea.ns of t he

arrangement,

the

joint committee being t he inst

rument

of negotiations.

In t he Wolverhampton district

it

is reported that

the condition of the finished iron

trade

shows no im

provement,

and

that

the

re i s a general s

la

ckening off

in demand a

ll

round. lviakers of

marked bar

s, it is

said,

ha

ve barely sufficient new business coming for

ward to r ~ p l a c e orders that

are

being rapidly cleared

off their books ; they

are

able, however ,

to

ma intain

the

list rates.

Very little

business is doing in commoner

qualities, even when offered at reduced prices to

st

imulate

buying. Bl

ac

k sheets have been

further

reduced ;

but

tube-strip is in steady dem and, as also

are

boiler

and

tank-plates, and strong she ets, and

generally hoop-iron. Steel is less

in

demand, and

concessions are made off quoted rates. The engineer

ing and allied

trades

continue to be fairly well em

ployed, though in one or two branches there is less

pressure than there was. Boiler and tank-makers,

bridge and girder constructors, and

tho

se engaged on

railway

work

generally are

still

actively employed for

th

e most put.

In

the hardware industries

there

are

va riat ions in activity ; but, on the whole, there is a

fair amount of work in progress. Employment has

not s

la

ckened down very Rerionsly.

The

position is

not

quite

so favourable as

it

was, but the prospects

can scarce ly be said to be discouraging.

In the Birmingham district a little more animation

is reported in

the

iron market,

but

buyers are still

ve

ry

cautious

in

committing themse

lv

es to forward

purchg,ses. lvla.kers of finished iron in almost e\rery

department are well employed, their books being full

t o the end of the year. This is especially the case

with

marked-bar mak ers, who are able to command

full li

st

rates,

and in

some casea an advance upon

tho

se

ra tes. Unmarked-bar m l.kers are also doing bet ter,

and in some instances t ~ e y are able to sell a t advanced

rates. Hoops and st rip s are ra ther lower in

pr i

ce, and

st

eel is still somewhat weak in price.

Ther

e are still

complaints

as

to

the

scarci ty of pig iron.

The

engi

neering and allied industries continue in

ab

out

the

same condition ; moderate employment is the term

used

to

describe the situation in the reports of trade

union branch secret

1;1.ries

in the distri

ct

. On the whole

there is not much to complain of as yet , though the

prospects are not wholly bright.

In

th

e Lanca.shire districts the position of the eng i-

neering trades remains nearly the same as last r eported.

It

varies considerably in differe

nt

branches. Electrical

engineers continue to be fully employed, und er pros

sure,

and there

appears

to

be no slackening off

in

new

orders if the firms are able to undertake them, with

guarantees as

to

delivery. Locomotive, railway

carriage and wagon builde

r3

are also fully engaged,

excf.

pt

that

with the

latter less work is coming

in

from the collieries. Machine-tool makers have only

been securing a smdl weight of work recently, but the

principal firms are still well employed. Boiler

makers generally

are

well employed. Textile- m

&·

chine makers are very slack; depression

in thi

s

bran

ch

is only too apparent. Those engaged in general engi

neering are reported to be only moderately employed.

In the iron and steel trad

es

quietude is

the

order of

th

e day. There is a scarc

ity

of pig iron of the Midland

brands. Finished iron has been

in

slow inquiry, and

local makers complain of finishing their contracts with

small prospects of a sufficiency of new work to replace

them.

Rumours haye been flying

about

of a proposed reduc

tion in wage3 of men engaged in the shipbuilding

trades on

the

North-E l.st Coast,

and

of

prep

arations

on the part of the unions

to

resist it. I t is reported

that

a m

eet

ing of the shipbuilders of the Tyne, Wear,

Tees, and Blyth was he

ld

to discuss the que stion, but

no decision was arrhr

ed

at.

The

shipbuilding indus

tries cannot be described as slaek, but ci rcumstances

unconnected with labour have caused some anxiety as

to prices and profits of late; hence, probably, t he pro

posed action.

A crisis is reported in the Welsh steel trade. The

employers have, it is said, demanded reductions in

wages, in some instances amounting

to

40 or 50per

cent

.,

in

consequence of, it is alleged, German and Canadian

competition.

The

men's representatives absolutely

refuse to entertain t he proposal. The present rates

were established

about

two yea rs ago, as a result of

pro longed negotiat ions between the employers and

workmen's r epresentatives. From 8000 to 10,000 men

are involved in the dispute.

[DEC. 3, 901.

I t is

stated

that at the end of the year the steel

works in Scotland will remain closed for a month after

the

Christmas holidays, in consequence of the close

competition on the parb of competitors on the Conti

nent of Europe and elsewhere, and the dearth of new

orders for Scotch steel. I t would appear that compe

tition is becoming acute in most of

the

steel-producing

centres

in

Scotland , \\

7

ales,

the

Midlands,

and

some

places in

the

North.

Some 5000 miners are rep orted

to

be

out

on

strike

in

Yorkshire over

the

question of timbering. The

case of safe ty is involved,

and

also, more or less, that

of ease to the men in getting the coal.

The question of " t ipping , has arisen in the coal

trade, in consequence of some revelations made at the

Black

burn

Chamber of Commerce. Coal merchants, i t

is alleged, have been in the habit of tipping mill

stokers and firemen, according to the amount of coa l

they consume. Coalowners, i t is stated, will see what

can be done

to

abolish the system.

I t is reported that the men are gradually going in

to work at

the

Penrhyn quarries. During

the

last

three months 103 men have returned

to their

work.

The

output

has increased, so

that it

has now reached

some 35,000 tons

per an n

um.

The

report

of the Committee on

the

Employment of

Child L1;1.bour indicates that a large number

are

em

ployed who are still under school age, at very long

hours. While fathers of children clamo

ur

for

an

eight-hours day, some of children work nearly

48 hours per

we

ek, besides

attending

school.

The eff

ect

s of the coal dispute in France have been

rather

serious for

the

poorer consumera. The men

who

st r

uck get no advantages, but the poor

in the

towns had to

pay

higher rates for their fuel.

The

merchants got the

plum;

in some c1ses the owners

shared i t ; the men got nothing.

SUBMARINE TELEGRAPH ENTERPRISE.

THE gross receipts of

the

Eas tern Extension, Aus

tralasia, and China Telegraph Company, Limited, for

the fira t half of

this year

were 346,336l. , as compared

V?i th 313 ,2Z

7l.

in the corresponding period of

1900

.

The

working expenses, includ ing for the

maintenance of cables, were

11

5,

78l

t., as compared with

l08 ,660l . in the corre3ponding period of 1900. The

n

et

profi t reali

ze

d for the fir

st

half of

this

year was

accordingly 230.555l., as compared

with

204,567l.

Interim dividends, amounting altogethe·r to per

cent.,

and

absorbing 75,000l

.,

were pa

id

for

the

first

half of this year, leaving an availa.ble balance of

140,023l. Of this amo

unt, l2

5,000l. was transferred

to

th

e general reserve fund, and 15,023l.

wa1

carried forward. Daring th e half year und er re

view the company, in conjunction

with

the Gre1;1.t

No

rth

ern Telegraph Company, duplicated the Taku

and Chefoo section of international cables which they

established to the north of Shanghai in the autumn of

l

ast

year. Partial

renewah

of cables between Singa

pore, Malacca,

and

J a.va were also ca

rried out

during

the past half year ; the cost, amounting to 7810l., was

charged against the general reserve fund. A contract

enter

ed

into

with the

Ne t

herlands

Indian

Government

for supplying

and

laying a cable between Java

and

Borneo, on account of that Government, has been

satisfactorily completed. The Cape and Australian

cable has been opened for traffic as far as P.erth,

W astern Australia. The manufa

ct

ure of the rem ain

ing section between

Perth and

Adela

ide

is making

satisfactory progress;

and

the whole line is expected

to

be

in

working

order by

the

close of

February,

1902. The expenditure made by the company on

accoun t of the Gape and Aus tralian cable

to

the c

lo

se

of

June, this

year,

amounted

to 583,24ll. ; of t his

amount l 25,137l. was debited to the general reserve

fund last year, and 458,104l. has also now been

charged against the general reserve. As the cable was

not , however, completed

to

Adelaide at the c

lo

se of

June,

1901, a still further charge will have

to

be made

again

st

t he general reserve in raspect of it. Substan

tial

reductions of tariff have been brought into force

for local telegrams exchanged between South Africa

and Australasia.

By

an arrangement with the

American

au t

horities

in the Ph

ilippines,

th

e tariff for

telegrams exchanged between Europe

and Luzo

n has

been reduced from Ss. 7d. per word to

53

. 9d. per

word, the rate to

the

other islands being at the same

time reduced to 6s. 2d. p er word.

Co

nsiderable re

duct

ions have also been m

ad

e in the

ta r

iffs for local

international messages to a

nd

from the Philippines.

\Vith

a view

to

meet the

company

's

requirements in

connection with t he maintenance of the Cape and

Last

week the weavers employed at the Tay vVorks, Australian line, and also

with the

view of strengthen

Dundee, s tr uck work,

the

cause of

the

dispute being ing the company's fleet

in the Ex t

reme

Ea

st ,

the

pri

ce to be

paid

for a new fabric

in

troduced at

the dire

ctors have· entered into contracts for the

the jute establishment in que3tion. Spinners

and

co

nstru

ct

10n

of two more repairing steamers.

The

other mill hands to the number of about 1000 were general r eserve fund stood at the close of Dacember,

thrown id le in consequence of the wea.vers'

st

rik e. 1900, at 1,248,396l. 'l'he amounv received f

or

the

pi

st

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•

•

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

[D

Ec.

I 3, I 901

HYDRA U

LIC

P

UM PING

MA

C

HINERY

 

F

or

D

escr

iption, see Page

821.

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D Ec. 13,

190L j

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

HYDRAULIC

PUMPING

MACHINERY

.

Fw 2.

•

if

••

I

I I

- · - J o

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F IG, 23 .

HYDRAULIC PUMPING

~ I O H I N E R Y

Hyd

ra

ulic P

umpi

1tg Plan ts  Bui lt by the Ber

Un

e

1· lf l

a

sohinenbat , Actien-Gesellschaj

t

vor-mals L. SohwaTtzkopff.*

By

FR. FR<EL IOH,

Berlin.

C

oncl

uded

fr

om page 790.)

THE two pumping machines

of the

subterrane

an

installation are p1aced behind each o

ther

in a. long

Engiae

-room.

Ib

is of

imp

o

rt a

nce

to

call at tention

to

the

co

mparativ

ely

narr

ow cons

truction

of

the

pumping

* Abstract of a

paper read

before

the

Society

of Ge

rm

an

Engineers (Verein DeutRcher Ingenieure) at Witten.

machines,

a.s

a lob

of

&{>a

Oa

can

bs

s

pared in the width

of th e eng ine·rootn, a. cucumstance especially important

if weak stone is

met

with

in the

mine. Tbe

principal

dimensions of the pumping machine (Figs.

20

to 22) are

given

in

the

following data :

Di

a

meter

of

pressure

pi

s

tons

..

,

pump

pistons .. .

Common stroke . . . . .

N umber

of

strokes per

minute

..

Output per minute

... . .

Height

to which

the

wa t

er

is

1

35 mm.

(5.3

in.

32

5 "

12

.

8 "

800 , 31.5 ,

15

3 cub . m.

105 cub. fb.)

raised . . . .

.

 

. 300 metres (984 fb.)

8 21

r

b

mighb

still

be m9

ntioned

that press

ure

-equa. ts

ers

jo

ined to the press

ure w a . t e r a d m ~ i o n and

r e t u r n p t ~

line.

Their

co

nstruction, as

s

hown

m Ftg. 24

page 822, 1s

similar to the above detailed accumulator of the surface

plant The two

piebons

have

diameters

of

135 a.nd 330

m i l l i ~ t r s (5.3 m. and

13

in.) and a str.oke of. 600

millimetr

es

23.6 in.).

The

p r e s s ~ r e w a . ~ r 18 furmsh:ed

from the equalisera to the r e v e ~ m g c

yhnders

conta.m

ing the distributing

val (Ft gs. 25 and 26). Th.e

suction-valve boxes,

the

dehvery-va.lve box, f i t ~ d v ~ r t t

oally

ab

o

ve

the

pump

cylinders, and the oo

nne

otmg p1pes

are

of oast

steel, while

the suction air

':'esse . a.nd the

suction

pipes are

of C3.St iron. A suct10n atr v ~ e l

into

whteh

ex t

e

nd the suctio

n

pipes

of

both s u c ~ 1 0

valve-boxes, is placed on each aide of. the ~ a . c h U ? e .

They are conne

cted by a

single suction p ~ p e w ~ t h

the

sump in

the

mine. The end of

the

suct10n ptpe

is closed by

a.

valve. The delivery

p i p ~

on both_ sides

of

the machine are joined to a single p1pe, lea.dmg to a.

separat

e

ly

placed air vess

el

in the shaft,

and

thence

to

the surface of

the

mine

. .

The admission pipe for

the

hydraulic pressure consiSts

of cold-drawn

steel

pipes 60 mi_llimetres

in ~ i a : m e t e r ;

for the discharge mlm welded ptpes of 70 m t l h m e t ~ e s

dia

meter a.

re applied.

All the

pipe

lines

a

re fitted

w1th

expansion gla nds.

Fi g. 23, annexed, shows the n g e m e n t

of

the

pump·

ing

ma

c

hine on the bottom of the

ehafo. Ca re

has been

taken that the single parts were constructed in the

smallest

dimen

sions

po

ssible

in

order that

their

weight

might be

comparatively small.

The

following

Table

gives

the

dimensions

of

the

prin·

cipal parts of the machine :

I

- 

..Q

..Q

+>

Object.

..Q

O

0.0

. 

c

CV

CV

Q

I

k g.

mm. mm. mm .

Bedpla.te, in

three part

s

• •

Ea.ob of two outer pieces

• •

Middle piece . . . .

•

•

Pump cylinder delivery . .

• •

Valve box

• • ••

• •

• •

. .

33

l0

•

1200

• •

9l

0

• •

11

70

••

t.OO

20

00

1

600

1500

950

1250

1

250

600

650

300

300

820

9

00

Air vessel

• •

• • • • • •

• •

1100

sso I

550

4000

I

I I I.

CoNTRAc r T RIA LS.

The

r

esults

of co

nt ract

trials

of some plants

con

st

ructed

by-

the

Berliner Maschinenba.u-Aotien-Gesellsohaft a.re

g1ven

in the Table:

COLL

IER

Y K<ENIGSD ORN,  NEAR U NNA .

Date

of

Trial, January 8, 1899 .

Surface Plant•

Twin-oy inder engine of

850

mil

limetres cylinder

diameter

and

1000

millimetr

es

stroke

Area

of cylinder ... ... . ..

Diameter

of

piston-rod

. . . .

U seful area of cylinder .. . . .

Mean

revolutions per

minute

.. .

Pi ston speed per second . .

Mean

pressure derived from the

diag

r

am, right

... . .. . ..

Mean

pressure derived from

the

diagram,

leh . .. ..• .. .

Indicated

power of right en-

gine

...

55

90

.

2.33.

2.45 =

75

In

dicated power of left

en-

•

gme

...

5590 . 2.36 • 2.45

~ =

T

ot a

l

.

  ...

Subte·rQ/TI.ealt Plaint.

5674.5 sq . cm.

84

.5 "

5590.

"

73 .5

2.45

m.

2.33 a.tmos.

2.36

425.5 H .-P .

430.9

856

.4

Twin-:lylinder

pump

of... ...

32

5 mm. dia. a.nd

800

mm.

stroke

Mean number of stro

k

es per mi·

nute

.. . . . . . .. 21i double

stro

kes

Water pumped per minute

...

5

596

litres

Pressure in a.ir vessel .. . . .. 49.9 a.tmos.

Height of surface

of

water in

sump to surface of wa ter

in

a.ir vessel . . . .

Efficiency

of pump

5596

·

505

=

60

.75

6 m.

638

H .

-P.

Total useful effect of plant

638

·

0

= 73 .3 per oentJ

856.4

CoLLIERY ERKULEs, , NEAR s E ~ .

Da.te of TriaJ, August 24, 1899.

Stwfaoe P l

an

t .

Twin

· oy

linder engine

of

850

millimetres

diameter

and 1000

mil limetres

stroke

Area of cylinder .. . .. . .. . 6674.5 sq. cm.

D i ~ m e t e r a of

piston-rod, respec-

tively

... ... ...

...

120

mm.

and

85

mm

JYiea.n

ar

ea

of

pi

s

ton

... ... 84 .5 sq. cm. •

Useful area of cylinder ... ... 5590

JYiea.n

revolutions pe

r

minute

. .. 63

Piston speed per second . . 2.1 m.

Mean

pressure derived from the

diagrams, right .. . . .. . 2.35 atmos.

~ I e a pressure derived from the

d i a ~ m s left

... ... . . 2 21

· - . ,

•

7/17/2019 Engineering Vol 72 1901-12-13

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Indicated

•

p')wer of right en-

559

0 .

2.35. 2.1

gme

...

-

75

Indi

cated power of l

eft en-

gine . . 5590 . 2 21 . 2.

t

75

...

. .

.

.

367.8

H.P.

345.9

713.7 ,

Subte

n·anean

P

lant

.

Twin

-cy

linder

pump of 325 milli

metres

diam

eter and 790

milli

metres

stroke

.

Mean number of

stro

k

es

. ..

'\V

at e

r

pumped

p ar

minut

e

...

Pressure in air ves

sel . . .

Htigbt

of surface

of

wa ter

in

sump

to surface of

water in air

vessel

Total r e s i s t i ~ · g height

52o·+

G 

5 ; ·

Effi

cie ncy of pumps

47 50

·

526

5

60 75

18.5 double t r o · ~

47 50

litr

es

r.; 1

t

o a

mos.

6 5 m.

526.5 ,

555.7

H.P.

Total useful

t:ffdct

of phnb

555

7

= 77.8

per ce

nt.

713.7

COLLIERY

HEDWIGW

UKSOHGR

UBE ''

0:1 THE

BOR

SIGWE RK

IN UPPER SILESIA.

Date of Trial, July 12, 1900.

Sur

fa   ePlant

Twin

.

cylinder tandem

e

ngin

e

of

550 and 850

millimetres

cy

lin-

der diameter and

1000

milli

m e t r e ~

st rok

e

Area

of

high. pressure cylinder

..

,

low-preEsure cyli

nd er . ..

Diameter of high-pressure piston-

rod ... 120 respectively

Diameter of low·pressure piston-

rod . 115 respectively

Mean area of high - pressure

pis ton .rod .. . . .. .

1\Iean area of low - pressure

pis ton-rod .. .. . ..

Us e

ful

area of high·pressure

cyli

nder ... . .

...

...

2375.8 eq.

cm

.

5674

.5

,

115

mm.

85

,

108.4 sq .

c ~ .

80

.3

0 ,

2267.4

,

Useful area of low - preEsure

cylinder .. .. . . . .. 5594 2 ,

1\Iean revolutions

per minute

... 65

PUiton speed

per seco

nd ...

...

2.17 m.

1\Iean pre

ss

ure derived

from

the diagrams :

For the

high-press

ure cylinder,

right

.. .. .. .

...

For the

high·pre

ssure

cy li n

der,

l ft

. . . . .

1.88

a t m o ~ .

1.

74

For

the

lo

w-pressure cylinder,

right

...

...

.. .

...

F or

the low

·

pressure cylinder,

le

ft ... ... ...

0

74

,

0 93

: ,

Indicated power of right engine>,

(2267.4 .

8 8 + 6 5 9 4 . 2

_ : _ ~

2- 3. 1

H.-P.

75

Indica.ted power of leH

engine,

(2267.4 . 1.74

+5594.2

. 0.93). 2.17=

75

264.7 ,

Total indicated power

...

S ubterrcvnean Plamt.

Twin-cylinder pump

of 325

milli

metres

diameter

and

800

milli

me t

res s

troke.

1\tiean

number of st

r

okes per

minute ...

... ...

..

Water

pumped

per minute

..

Pressure in air

vessel .. .. .

Heigb

t

from surface of

w

at e

r

in

sump to surface of water in

air vessel... .. .

...

. ..

Total resisting height 300 + 5 =

Effi

. f 5200 . 305

J

01ency o pumps

=

60 . 75

507.8 ,

20

double strokes

5200 litres

30

atmos.

5 m.

305 ,,

353.4

H.-P.

Total

useful effect of plant,

353·:

=

69.7

per

ce

nt.

507.

•

l

NoTE.-The pump

constructed for a

depth

of 500 metres

has been provis

ionally

pl aced

in

300 metres

depth.

After

the

shaft has been sunk

it will

be

lowered accordingly.

·

Owing to th

ese

very favourable r

esults,

the ap plica tion

of these

pumping

machines has

become

general for f\ub

terranean

pumping

plants.

In

a ehort period the Ber

liner

i n e n b a u

· Actien-Gesellschaft, vormals L.

Sohwadzkopff, h

as exec

ut ed more than 30 similar plants,

m ostly in the colliery

di

s tr ict of vVestfalia, Germany.

Some

plants

have al

so

been i nstalled in

foreign

cou ntries,

wh

ere

mining ab great depths has

become

necessa

ry.

The

output of the different pump3

varies between 0.2

an d 7 cubic metres per

minute

.

The

largest plant

yet

constructed

by the Be rlin

er

Maschinenbau-Actien-Gesell

schaft

is in

st alled

in the

colliery Altendorf,

near

Langen

dreer, Germany; 14

cubic

metres of

water

per

minut

e

are

rai ee

d to a t

em

pora

ry

height

of

400

metres,

whi ch

will

be incr

ease

d l

at e

r

on,

if the

sha

ft goes d

eeper, till

800 m e t r e

THE I NSTITUTION OF ELKCTRIOAL

ENGINEERS.-The

thirteenth

annua

l

dinner

of

the

Institution of

Rlectrical

Engineers

was

held ab

the Hotel Cecll

on Monday

eve nin

g

)M t the

Chair being

occupied by

th e President.,

Mr.

W1liiam

Langdon.

The guests in

cluded Sir G.

Cricb to

n

£ N N ~ £ R t N G .

[DE c. r j ,

r96t

HYDRAULIC

PUMPING MACHINERY.

•

•

FIG.

~ 4 .

FIG.

26.

•

702/

.

><·)

Brown, Admiral Si r

vV.

J. L. W harton, Mr. C. Hawkr

ley, and Mr.

R.

T. Glar.ebrook, F.R.S.

AR

GENT

INE

\VORKIN G

EXPENSES.-Tbe

ratio of the work

ing

expenses

to the traffic rece

ipt

s of the principal

Argen

tine

railways

is

shown

by the latest official

information

to be

as follows : A1·gentine Great

Wester

n, 63.70

per

cent.; Buenos

Ay r

es GreatJ

Southern,

48.06

per

cent.;

Buenos y r ~

and Pacific, 55 31

per

cent.;

Buenos

Ayres

Western, 46.81

per

cent.; Central Argentine, 46.37

per

cent. ;

and Buenos Ay

res and

Rosario,

52

.9

1 per cent.

PERSONAL.-The firm

of

Messrs. Priestman

t h e r ~ ,

Limited, are remov ing

from

their

present

offices

in Queen

Victoria-street,

and from the

16th inst

.

their addre

ss will

be

32,

Victoria.streeb,

Westminster,

S.W.-The

Electric

Con s

truction Comp

any,

Limit

ed ,

will open

a bran<'h offi ce

ab

Prudential B u i l d i n g ~ , King.street, Manchest

er,

on

or

about the

20th inst

.,

and Mr. Sidney Crou

c

h,

A.M.

Inst.

E.E., has been appointed the repre

sentative of the com

pany for Lancash

ire, Yorkshire>,

and neighbouring

dis

tr i

ct s

.

S T E A M S B I P P I ~ G EooNO.i\II Cs. The

rece

ip

ts

of the

Peninsular and Oriental Steam

Navigation Company

for

the

year ending

Septfmber

30, 1901,

from

pasEengers,

e i g h ~ ,

&c., were

2,

761,230t.,

while

Government

contract

se

rvi

ces

pr

oduced 335,125l. This

latt

er

item included

11.625l.

for

an

armed

c

rui Ee

rs, &c.,

subvention-

that is, a

subvent i

on ·received f r

om the Tr

easu

ry in considerat

ion of

the

company holding some

of

its

8tea

m

ers

at

the disposa

l

of

the

Government

with a view

to

their

being converted, in

case of

n e c e ~ s i t y ,

in o ar med Cl i s e r Th

e c o

st

of navi

~ a t i n

the com

pany 's

s

teamer

s

for the year was

1,367,663l.

The provi

sioninp: of pMsengers, officers, and

cre

ws cost

309

,5

1

5l

. ;

Suez

Cann.l

dues ab

so

rbed

201,85Gl. ;

and

gen

e

ral administration at

h

ome and abroad inv

olved

a. further

c

harge of

194,684l.

The company

also

paid during the

year

39,257l.

for

miscellaneous

expe

nses, 245,175l. for

maintenance

charges,

and 174,189l.

for insurance

ch argee,

while

318,936l.

wer

e

written

off

for

d

epreciati

on. Ab

the

clo

se

of

September,

1900,

the

co

mpany 's fl eet

s tood

in the

Looks at 2, 747,019l. ' rhree steamers- the Persia, the

Pl assy, and the

Sicilia

- were added during 1900.1, ab a cost

of 593,873t. On the other hand, 205,870l. bad to be

written off

for

steamers los t or sold,

whil

e 318,936l. were

cha rged off

for

depreciation. The

fl

eet

accordingly

stood in the

books

ab the cl

ose

of September, 1001, a t

2,816,085l. A t the same date, payments had

also

been

made for new ships to th e

extent

of 292,655l.

T e n d e r ~

launches, and lighters stood in the

books

for 85,743l. ;

coa l, naval and victualling s

tores for

62,261l. ; and

graving·docks, workshops,

machinery, wharves, build

ings, land, &c.,

for

258,545l.

CATALOGUES

.

-lVIessrs. Schischkar

and Co.,

of Stafford

street,

Birmingham, have sent us

a pamphlet

describing

the multiple-spit:dle automatic

sc rew

ma

c

hine which they

F I

G.

25.

•

are at present introducing to

tl:.

e British market. Th is ma

chine differs from the ordinary type of automatic scrPw

machine in

having a number of spi ndl es equal to the

number of operations t o

be

performtd . Hence all the

ope

rati

ons are

performed

sim ultaneously

by

the machine

in

place of in

succession. -

The

1\tieta

lli

c Valve

Company,

of Tower

Buildings,

Water.s

tr fe

t, Liverpo ol,

iE

sued

a.

new catalogue of their metullic

valves

for circulating,

air,

feed, and

bilge p u m p s . - ~ I e ~ s r s . J. Halden

and Co. ,

of

8,

Albert.square, ~ I a n c h t e r ,

have

efnt

us a copy

of

their

new

catal

ogue

of tb e

c

dolitee, levele, and

su

rv

eyo

r

s'

materials.-

We

have

receivPd from the L c

nd

cn

Em e

ry

Works

Company,

of 58

H,

Hatton-garden,

E. C. , a

copy

of

a.

new

catalogue

of mo

ulding machines

ar.d f

ou

ndry

specialities

.

The

firm

direct specia

l attention

to

their

core

·

making machine, which is

stated

to automatically

mould

cores

of almo

s t

any de

sc

ripti

o

n.

t

is

further

claimed that, by

followi

ng the proce

es

worked

out

by the

company, the

cores are so

porous that air passages can

usual1y

be dispensed with

,

and they

dry

very rapidly,

a

core

4

in. in diameter drying in

3o

minutes .-We

haTe

received from M eesrs. Norman

and

Young, of 36, Camo

miJe.street.

E.

C. , agents to the Colthias Al loy Company,

of I vry Port, a.

copy

of a catalogue illust rating the

finished

castings

product:d by the firm in questio

n.

Many of ilhese castings are very complicated, bub they

are, it is sta ted, cast so perfectly

that

no machining is

n

eeded . Me

ssrs. I eaac Storey and Sons,

Limit

ed , ha\'c

issued a pamphlet containing an illustrated descrip

tio

n

of their new

works a t Cornbrook,

near

Manchester.-vVe

ha

ve

receivt:d fro m the Kemps

mith

Manufacturing Com

pany,

of

Milwaukee,

U.S.A.,

a

co

py

of t

heir new cata

logue

of

milling machines

and acceseoriee.-Tbe General

Elec

tric

Company,

Limited, of Queen

Victoria·street',

E .

C.,

have

issued a

new li

s t

of supplies

for

the equipment

of

elec tric

t r a m w a y ~ suc

h

as strain

  insulators, fr ogs and

c

rossing e, trolley st a

ndards, and

the like.-The Horsley

Company,

Limited, of Tipton, have

sent

us a

copy

of a

pamphlet

de

sc

ribing

their works,

which

claim

to have

turned out the first

iron ste am

sh

ip,

in 1821.

AtJ

the

present day the

energies

of the

company

are

mainly COll ·

ce

ntrated in bridgework.

- Mesns.

Babcock

and

Wilcox,

Limit

ed, of

Renfrew, Scotland, have

i

ss

u£d a

p a . m p h l ~ t

describing

witJh colour

ed

illus

trations

the arrangement of

their superheater.-The

Briti

sh

Schucke

1

Electric Com

pany, Limit

e

d,

of

Clun House, S u r r e y r e e t :

S

trand,

W.C.,

have

issued a

new price list

of

measuring-i

n

s t

ru

ments, such as voltmeters

and

ammeters, both

for co

n

tinuousand alternat

e-currentplants.

-1\Ir

. A.

S. Ostreicher,

of Cu1lingham-road,

Ip

swich,

as

Briti

sh representative

for

J\.'Iess

rs. E.

Capitaine and

Co.,

Fra.okfort

·

on-Mair,

has

senb

us

a

cata

logue de

scri bing the different typ

es ( f

r ~ a b l e tools su pplied by

his

principals

.

Th

ese tools

are driven through

fle

xib le

s

hafts by

eleotromoto

rs . A

new catal

og

ue

of

air

compressors

has

b

ee

n

i s ~ u e d

by

TiJghman's Patent Sand Bla

st

Company, Limited, c

f

Broadheath, near

:Manchester.

The

firm

supply

com

pressors

bUitab

le

for any

svstem of driving, whether

by

belt,

rope,

el

r c•rioity,

or steam

.

•

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ILLUSTRATED PATENT

RECORD.

COMPITiEO

BY w.

LLOYD

WISE

.

OF REOENT

PUBLISHED

BPEOIFIOATIONB

UND

ER THE

ACTS OF

1883- 1888.

~

m n n b ~

oj

vi ws

given in the SpecijLCation Dm,wings

i

stated

ut. e.ach

case

; where

ncme

are mentioned, the Specification is

not

tllu

s

t1 a

.ted.

ere inventions are commtmicated fr(J In abroad the Nan nes

~ ~ . , of the ~ n m ~ m i c a . t o r s a·re given

in

italics.

1 1

o p ~ e s

of

Speoijicatwns ma.y be o ~ t a . ~ n e d at the Pat ent Ojfice Sale

S6, S o ~ t t l l a m p t

Bu ild:tngs, Chancery-lane W.C.

at

the unt/Orm prwe of8d. ' '

e of. a ~ v e r t t e m e n t ~ I the accepta11ce of a Complete

Svecijication

tB

tn

each case, gwen

ajter

the

abst1·act,

unless th e

P a t ~ n t has bee11 sealed, ~ h e n ~ h e . d a t e of sealing i8 given

ny s o n ' lav, at any ttme

wtt

hu l t·wo months { rorn the date

of

t ~ e a d v ~ · t t B

of

th

e

p t a n ~ of

a Contplete

Speoijicat;io-n,

gtve notwe

at

the

Pat

ent OUice of oppositi01t.

to

the grant.t of a

Pat ent on

any

of the grounds mentioned

in

the Acts.

AGRICULTURAL

APPLIANCES.

18,738.

D. Eakeman.

Low

Fulney,

Lincs.

Skim

[6

Ftgs.J September 19, 1901. -

A

hor se-tract ion

plough nccordiug to

this

invention ond intended

for

tu r

11·

comp

l

ete

ly a

su rface

la}

er of

€oil

with

the object of

dest

r

oy·

•

.Ffs.J

•

the

weeds th erein , compr ises a t hr ee-wheeled frame adjust·

b ly r t i n t hr ee breasts , each of which has a. sbn re and is

eceded

by n

coulter mounted on

a rod

carr ied in

a clevie.

ct

obe

r 23, 1901.)

EI·ECTRICAL APPARATUS.

18,179. J .

B.

West. Berltn.

Electric

Cables.

9 Pigs. Se

ptember

11,

1901. -

An air · insu

l

ated elect

ric

cable

cco

rding

t this

invention is

made

by fo

ldin

g n paper strip z

ig·

,

gr

ooving

th e fo

ld

ed mass

l

ongitu

dinally, laying wires in

the

rooves and at the same time drawing

t he

st

r

ip so that it form

s a

Fig

7.

Fig 2

be arin g insulating

contaots

with the w ires, and wrapping

w

hol

e around with a binding

se

rving which may

be

a s

ingle

or a complete insul

ating air

and ·watertight met allic or

r coverin g or casing. A

number

of such cab les may be

together to

fo

rm

one large

ca

ble

nnd

finally

in

su

la ted in

etail or as a whole. (Ac

cep

ted Oc

tobe1·

16, 1901.)

18,180. J .

B. West,

Berlin.

Electric Cables

[23 Figs.}

r

4,

1901.-Tbis invention rel

ates

to

ai r

-insulated electric

Fig.2.

ltJ

;

so

suitab

le for telephonic use,

and in

which t he conductors

e held

apart

by a pap er strip. Th e pape r st

rip

according to

E N G 1N E E R I N

G.

this invention is made nod plac

ed

upon or

in

to

the

cage

of

con ·

ductors in

suc

h

manner thnt

there is no di r

ect

su rface connection

across t he

st

r

ip between

co

nd u

c

to1·a on oppos

i

te

sid

es the

reo

f.

In

the examples

illustrated

th

e paper

st

rip is cut

from

a

tube

or

no tched

a.nd bent in to L

section,

and in eit

her

case is wound or

drnwn

in t

o h elical form. (1lccepted October 16

1

1901.)

6242.

W.

Cowderoy. Brighton. Electrici ty Demand

Indicators. [2 F igs. } Ma

rch 25, 1901.-

This in ,

·ent.ion r

elates

to

t

hr

ee-wire system demand indicatora, and is

devised

wit h

the

object of ap proximately com pensating for the excess reading

which (in

view of

the

f

not

t

hn

t

the heati

ng

effect dev

el

oped

in a

resistan

ce

is as t he

sq ua r

e

of the

c

urren

t) would othe

rwi se be

cau sed by

un

equa l lo

ading

of the posit ive

and e ~ r a t i v e leads,

the

indications on euob an ins tru ment being produced by the added

-

•

•

separate

b e a t i n ~ ~ . f f e o t s of cu rrents

in the

posi t

ive

and

nfgative

leads.

Accord i

ng

to

thi

s

invention, which

ie

de

sc

ri bed

and

iUus·

trated

in refer

ence

to a demand indicator

of

t he kind r ef

er

r

ed

to

and

in

whi

ch the re are two

bulbs-one calle

d

the

expansion bul b

and t he other the compr ession bulb- res islaoces in series with

the positive nod negative

lends r

espectively are wound

on

the ex·

pansion

bulb,

and n r

esistance in se

ri es with t he neutral

wire

upon the compression bulb. (Accepted Octobe1· 28 , 1901 .)

23,366.

W.

Whiteley,

Junr

• Lockwood, Yorks.

Electromotor. [2 Figs.] Decemb er 21, 19

00.-

Wheo electro·

motors hav

e to

be us ed un de

r

conditions

where

cooling by me ans

of fr ee

a

ir

is

no

t pr a

ct

ic

able

, t hey are,

ac

cordin

g

to this ioven·

tion, made

with

combined or

ap

plied

jackets

t hr ough whi ch

•

,- -

-

-

water flows

in

order

that th ey

may

be

cooled either directly or

through

the medium of t he

confined

ai r circ

ulating the

r e

in.

Th e

invention is limi

te

d

in

t he claim to euob ap par

atus

in whi ch t he

wate

r

"circulates from

b

ottom

t o

top." (Accepted Octob e1· 23

,

1901.)

19.072. G. J .

Gibbs, York. Electric Accumulators.

[10 .F

igs.}

Oc tober 25, 19

00.-As

a means of

uniting

the

con

nect·

ing lugs of contiguous sto rage ce lls according to this invent ion

[]]

an acid-proof collar is

pl aced

over the two lugs

and an

acid·proof

wedge or plug dr iven between them, either the collar or t he

wedge (

pr

efe r

ab

ly

bo th) being of

lead

or

some

acid-proof

alloy.

(Accepted Oct

obe

r

23,

1901.)

20,135.

E. B. Tyler,

London,

and

A.

G. Hansard,

Limpsfteld, Surrey.

Controlling Electric

Vehicles.

[3 Figs. ] November 8,

19

00.-

In

a

system

of el

ectrio

traction

w

it

h

continuou

s

cu r

ren

ts where it is

r

equire

d

that

t he motors

shall be aNe to

gener

ate curr ent

i t is

desirnb)e

t h

at

s uch

machines

wben

u

se

d as

generators

sh a

ll

bnve the cba. racteristlcs

of

inde·

pendent ly -exoited dynamos, but it is p referred th

at

when used as

motors l b t

y sha

ll

be

of

the eeries kind.

In o

rd

er

to meet

thi:J

•

r equirement

a c c o r d i n

to tbie in ven tion motors are provided

which normally bnve their fields excited by coils in se ries with the

armatures

-

that

is to

say, when th

e motors

a.

re

taking power from

t he

lin

e they possess all t h e

h a r a

i ~ t i c s of se ri

es

motors;

but

when they o.t•e required to not as dynamos and generate current

either for

braking

purposes or for

r

eturnin

g

cu rrent to the line

or to

an

accumulator the field coils a re

then

excited with c

urrent

from an

ind

ependent sou

r

ce -

for instance,

from

a motor gener

ator

or f

rom

an

accumu

l

ator or th

rough a

separa te conductor

l

aid

a long

the

t r

ack. (Ac

cept

ed O

ctober

23,

H>01

)

22,599. A. Jus t and R. Falk,

Vienna,

Austria . In ·

candescence

Filaments. D

ecembe

r

1,

19

00.-A

fi lament

for an

electrio glow-lau1p, and op er

ating in pnrt

by electrolytic

co

nduction

,

according to

this in

vention

co

mprises metalli

c zir

conium

and

zirco

nia.

The

filaments

are made

by taking

finely ·

divided

zirconium nod zir

cooia,

mixed pr eferab ly in the propor·

Lions

of

t

heir" molecu

la r

weights," and

damped

with

wate

r, the

damped ma

ss

being pressed in moulds.

( Accepted O

ctober

30,

1901. )

GAS ENGINES, PRODUCERS, HOLDERS, &c.

2 ~ , 6 4 3 .

C. Bumfrey, Bartford, Chester.

Burner

for Producer Gas. l 1 Figs.)

Dectmber 12, 1

900.-

Io

this

gas

burne

r

for

steam boiler or o1 her

fur

nnceP, and in

which

the

gag might come in

co1

tact with cold smfaces, and in ordH

Fi g.3.

...

-  

-

--

--

t h

at

a short Oame b

avinv

complete combu

st ion

within a r

eason·

able distance

fr

om the bn rn er

tip

mR.y

be

produ

ce

d, either

part

of t

he

ni_ or a

ll

.

the gas

is fed

th rou

gh a s

heaf

of

tubes

,

the

other

co

mbustibl

e

bemg

fed

around

the

tubes and air around

the

flame.

(.Ac

cepted

Octob

er 23, 1901.)

GUNS AND EXPLOSIVES.

21,493.

Sir

W.

G.

Armstrong,

h i t w o r t ~

and Co.,

Limited,

Sir A. Noble. and G. Stuart. Newcastle-on

: z y n e ~

T l m e · ~ s e s

•. [13 Fig

s.]

November 27

1

1

900.-

This

tnvent ton has for 1ts obJ

eC

t the construct ion of a time.fuse of

n n

at u

re t ha t

the time of

bu

rnin

g

may be twice

that

of

an

o . r d m ~ r y

short-rnnge fuse. To

a ~ t a i n

this objeot two

composi·

t10o rmgs are u

sed.

The

upper

l IDg

ca

rr ies t he m eans of ign

i·

tiool and, after bu rn ing

a.

ce

r tain

time,

ig

ni

tes

the

lower

by

means of a flash-bole

in

i t. The two r

ings are

ge nred together

by the following

mea

ns :

A

pinion carr ied by the lower ri ng geara

into two ci rcula r rac

ks-one

on the face of the body, where t he

l

owe

r

rin

g r

ests,

and on e

on

the upper rin

g-so that

w

hen

t he

~ p p e r

rin g is rev.ol.ved by

u r ~ i n t ~ e

dome

whi

ch is keyed to

it,

1t ac tuates the ptn1on, and tb ta aga1o t ur ns t

he

low

er

ring

at

half

t he

spee

d

of the

upper,

so

t

ha

t

if

t he fuse is set at

full

lengtb

the

upper

ring will bu rn the

fall

l

ength and then

igni

te

bottom rin g nt the flash-bole, which, in its

tu r

n, will burn ita

f u l l l . e ~ g t

Each

rin 11;

has

its ow

n

escape for

th.e

gas

.gene

ra ted,

and 1t

IS

stated the re ts no

danger of the

lower rm g bemg

ignited

fr

om t he

upper

rin g until t he Oasb-bole is rea ched on t he lower

ring, the composition rin gs aoting as independent fu

ses. The

r

ings are kept in contact

by s

prings,

so

that

a

out

need no t

be

used. (A ccepted October 23, 1901.)

19,773. C.

B. Curtis,

London,

and G.

G.

Andre

Glenlean, Argylleshtre. Smokeless Powders. Nov ·

e ~ b e 3,

190

0 . -This

v ~ o t i o n

relates

to p

owde

rs

com prising

a

m 1 . x t ~ r e of. o l u ~ l e

and

t n ~ o l u b nitro-ce

llul

os e

.

According

to

thts m veot10n

m t

ro·glycerme

(w1

th or without a

r

es traine r "

such as vaseline)

is

added to the ni tro-ce

Jlul

ose in s u f f i o i e ~ t

quantity

to render t h e resulting material

ho mogeneous, with

t he

o ~ j e c t

of

r

enderi

n.g

t ~ e

r

ate

of ignition or

burning in

a

ll

ca

se

s

ahke.

F o ~

explos1ve m sheet form the rel

at

ive proportions sp eci·

6ed nre l l t r o

c e l l u ~ o s e

16 ;

nitro·g

l

so.e

r

ine,

4 ;

vaseline,

1 ;

and

for

ex.plos1ve m ~ d e

10

cord or other

sq u1rted

shape, nitro·cellul

ose,

76; mtro-glyocrme, 24; and vaselioe, 5. Th e nitro-cellulose will

be used in

t he re

la tive

proportions of

insoluble nitro-cellulose

1 pa r t ,

and solu

ble ni t r

o·cellulose

4

pnrts,

when

made with

an

ether

alcohol

solve

nt

; and t he reverse

of

this - that is to

say

in

soluble oitro·cellulose 4 parts, and soluble ni t ro-cellulose 1 p a ~ t -

wbt n r..cet

oo

e is

uHd. (iJ cceptcd October

23, 1901.)

7/17/2019 Engineering Vol 72 1901-12-13

http://slidepdf.com/reader/full/engineering-vol-72-1901-12-13 33/33

20.813.

Sir

B.

Grubb , Rathmlnes, Dublt.D,

and

A. T.

Dawson, London.

Gun-Sights.

[8 Figs

J Novem

ber 17, 1900.- Thls invention relates to sights for protecte d guns,

and

in

which t

he

gunner views the

target indirec

t ly

by means

of

a reflector or reflectors In one

arrange

ment the s

ighting de

vice

comprises a

aiJZht

proper, means for rendering luminous ra

ys

pro

ceeding therefrom parallel to one another, and a lower reflector

(t

hr

ough which an image of the sight produced by the parallel

ra

ys

can

be

seen)

and

an

upp

er reflecto

r,

eo arranged in relation

to one

another an

d to the g

un

to be

sighted

(or

its

cradle ol'

zO,B/1.

I

mo

untin

g) th

at

lumlnom ra

ys

procee

din

g

fr

om a distant objec t

and

falling

up

on the surface of

the

upp er re

fle

ct

or

can

be

reflected

downward and caused to fall upon the lower reflec tor eo t h

at

images of the distn nt object and the sight can be superposed and

viewed simultaneonsly a nd

un

der pra

ct

ically the same optical con

di tione, t he s:ght

ing

device and upper re

fle

cto r moving

hori

zonta lly wit-h the gun, and the upp er reflector

being

caused to

tu rn through a vert ical angle half that through which

the

gun

tu rns when tba same is elevated or depressed . Various dispo3i

tions and modifications are provided. Accepted October

80

, 1901.

•

MINING, METALLURGY, AND METAL

WORKING.

12,752. J . L.

BentbaU,

Chesterfield, Derby. Tem·

perlng

Steel Plates. Ju l

y

14, 1900.-Th

ia inven tion r

elates

to imparting

to arm our·pl

ates and

other ar t icl

es

made of alloy

steels con

taining

nickel or c

hr

omium, hard ness at certa

in

pa r

ts,

and softness and toughness at others. Th is is effected according

to this invention by bea ting the a

rt i

cles to a hi gh temperat ure

and be

nding to shape

, then allowing th

em

to cool slowly

in

t he

air, again beating t

hem

and allowing th

em

to cool in the

air (thus

av

oid

in

g the risk of their cracking in the subsequent t

rea

tment},

and fur th er bea ting the arti cles to a moderate heat and cooling in

water or oil, thus

pr

oducing t he necessary

toug

hn ess, and leav

ing

t

he

pl

ates

sufficiently soft to be machin ed. Aft

er

t

he

articles

are

machin

ed they

are

uniformly hea

te

d

an

d cooled

in

oil, the

backs of t he plates or corresponding parts of other art icles being

t hen softened by warming and afterwardR cooled slowly in t he

ai r. I t is

stated

that great hardness is produced on the

fa

ce of a

pl

ate t r

eated

up

to

t

he fi

nal process as above

set

for th, and then

heated on t

he

face only to a high temperat ure, while t he back is

kept comparat ively cool by bedding it in sand or oth er non-con·

duot ing material, the whole be ing afte rwards suddenly cooled in

water. Accepted October 23, 1901).

S'rEAM ENGINES, BOILERS, EVAPORATORS,

&c.

15.694 . C. Bagens, Erfurt, Germany. Compound

Locomotives.

s .lfi gs.] Aug

ust 2,

1

901.-A

compo

und

l

OCO·

motive

with

couoled driving wheels a

ccording to this

inven

tion

has four cylindena, located outside the fram e,

and dri

ving

rode, io opposite directions, th e cranks rotating in the

same di rectiOn. The cylinder axes are located in the same

• almost horizo

ntal

plane,

or

" t

he

parallel

or

a

lmost

parallel

a

xes

of

the

cylinders " are

l

ocated in almost horizo

ntal

planes."

~ I f J

The locomotive may comprise a radially adjustable and laterally

nlO\'able dri ving axle, ba ll-ended half-axles fitted in a sleeve and

cross-pi

ns

conn

ecting

th e ball enda

to

the sleeve, the ball ec

ds

being

journallrd

in

spherical bearings

in

t

he

sleeve."

Su

ch a rad ially

a

djustable

and

l

ate

rally movable driving axle

may

have t

he oute

r

bear ing cup for the ball ends

pr

essed by means of ad justable

wedges against the ball-face ends on t he half axles. (Accepted

Oct

obe1

23,

1901.)

28,191.

0.

Meredlth, Rock

Ferry,

Chester.

Boner

Furnaces and F.lues. [4 F igs. ] December 19, 1900. - Fu r

naces or fl ues accord ing to thi'3 in ,•ent ion are of

the

corrugated

type,

r

nd the

object

of t

he in

ve

ntion

is

to

min

im

ise

the

deposi tio n

.

.

;

•

.3.

-

t

•

I

•

.4-.

- ·

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

t ion No. 24,310 or 1897.

Th

e major corr u

gations

are t he corruga·

tions proper of the furnace, the minor corr uga tions are formed

between the

maj

or corrugation which

pr

ojects into the wate r space

of the boiler

and

the major co

rr u

ga tion

which

projects

into

t

he

fire space of t

he furna

ce.

The

major

corrugations whi

ch

proje

ct

into

the wa tor apa ce and the maj or corruga tions which

projeot

on

t he fire side of the furnace are give 'l the same contour or radius,

and in some oases the

cent

ral p or tion of one or each of the ma.jor

co

rru gations is made

cylindrical. Part of t

he min

or

corru ga

tions

which are formed between the

m'ljor

co

rru

ga tion

whi

ch

pro

jects

into

the

water

apace of t he boiler and the major corrugation which

projects into the fire spa ce of

the

furnace is made cylindrical. la

some oases ribs or thickened bands are ma de on

the

rounded

portion

of t

he majo

r co

rru

ga tions which pr

oject into

the

water

space of t

he

boiler (one

on

each side there

of

), and such rib s or

bands will also

projeot

in to the water space of

the

boiler. The

metal of which the furn ace or flue is constructed may be uniform

in th i

ckness u ~ r h o u t or it

may be th i

c

kened

at the

o r r u ~ a -

tiona

proje

ct

ing

i

nto

t

he wat

er Epace of

the

boiler.

A

cce

pt

ed

Ootobe1 23, 190 1 )

16,807. C. P. Altma.nn, Lyon·Valse, France. Steam

Boners. [3 Figs.]

Aug

us

t

21,

1901. -

Io

a

marine

boiler a

ccord

ing to this invention t here

are

on each si

de

of the

furna

ce col

leotora connected on one

band

by vert ical or slight ly inclined

tubes cf

lar

ge dia mete

r,

and on

the

oth er hand by symmetrical

groups of tu bes

subject

to the action of heat, t he upper coll ectors

communicat

ing with a superh

eater, whi

ch

may

co

mprise

a

oy lin·

drical reservoir, having a series of

ve

rt ical tubes, wi t

hin

which

Fig .1

Fif .2.

I

I

I

I

I

I

I

\

\

---------

are concent ric tubes communicating with another cylindrical

drum ar

r

ange

d within the cylindrical resen •

oi

r, and having such

pa

rte

as are subject to the action of great heat

protecte

d by a

layer of refractory ma terial. The steam outlet tube has its

tur ned end situa ted at a lower level than the steam in l

et

and

se

rra

ted. Accepted October 23, 1901.)

TEXTILE MACHINERY.

17,788. F.

J . R.

Jelleyman, Kiddermt.Dster,

Carpet Looms. [8 Fi gs. ] O

ct

ober

8,

1900.- In reference to

th

is invention it is

stated

t

ha

t

hith

er

to

in

the

ma

nuf actu

re of

tube

frames for ca rpet looms

the

row of guide-tubes has usually

been soldered on to a. thin

tinned an

gle iron, which h as then been

affixed by nails or sorews to a st rip of wood moulded to the angle

required to give

the

req

uir

ed slope or pitch to the row of gu ide·

t

ub

es, the strip of wood also

impartin

g the necessary rigidi ty

to

the tube frame .

A

length of wire

or

a st

rip

of flat metal has

sometimes been affixed to

the

wood at the point

wh

ere the tuft

Frj

. .

•

•

\

•

ya rn enters the gu ide tubes in o

rd

er to reduce the chafing of the

tuft ya

rn on entering the gu

ide

tu bes. According to

this

inven

tion the row of guid e

tubes

is soldered on to a of angle

metal,

the

sh

ape

whereof is such as to give the reqmr ed slope or

pi tch to the row of guide tubes, and ha \'ing a beading formed

upon one edf e at the p

oint

where

the

tuf t yarn enters the guid e

tu

bes in

order

to

redu

ce

the

c

ha

fing

of

the tuf t yarn on ente

rin

g

the latter. The ang le

metal

must.

be

of sufficient st rength to

give

the

necessary rig idity to the t ube frame. Acce

pt

ed Octobe1·

16, 190

1.}

pl ate

of the revolving frame, a sligh t t

urn

of which (t

he

tool being

meanwhile held if neces

sa r

y) ie sufficient to

turn

the various

valves so as to chan ge

the

inlet from one port of t he fixed eleev

•

•

to the other, and to bring · tha t outlet port which has been

covered into use, and to cover the ot

her

. Accepted Octo

be

·r 16,

1901.) . .

22,03f.

G.

F. Buckingham,

London.

Making Block

Ice. [4 F1 gs.] December 4, 1900.-Tbe mould for

ma

king

block ice acco

rdi

ng to this invention comprises a t rough having

par

ti t

ions across it, such partitions

not

reac

hi ng

qui

te

to t he

to

p

in

ord

er t

ha

t when t he mou

ld

is filled

with wate

r, aod frozen,

the

result ing ice shall be produ ced

in

the form of a

num

ber of blocks

connected by a sla b. A number of such moulds are hung from

their ends side

by

eide in a t rough which is somewha t deeper

than t

he mould

s, so that a

space

is le

ft

below

their

and

•

•

. .

.

···-----··-----··-····

--------··

zt.f.H) ~ = = : i ~

= ~ ~ = : : i : : : ~ ~ : ; 5 E = : ~ L . J

their

sides

are

preferably

in

clined so that longitud inal ~ a . g e

are

left between them. Or the mould

may

be in t he form of a

t ray having bo th transverse and longitudinal hollow partitions

suppli

ed

with the circ

ul

ating cooling fluid. Along one

side

of

such a

trou

gh

there ma

y be a pipe

perforated

with a hole oppo

site each (of the t ransverse passages or hollow par titions of the

mould or moulds, and on the other side of the trough an overflow

weir and an outlet. A pe

rf

orated pipe ar:d a weir or outl

et

pipe

ma

y also be

pl ace

d at t

he

two

ends of

the trough. A

ccepted

October 16, 1901.)

7734.

W.

B.

Whea.tley,

London. (W.

P. R oy, Jfontreal,

Can

ada . Cement Foundations. [2

F i

gs.

]

April 15, 1901.

-A pillar-li

ke

cement foundation, well adapted to withstand the

ordinary ca

uses of

shifting,

acco

rd

ing

to this

invention

is

made

as

a com r

ete

ma

ss in

the

fo rm

of two cones united at their

summits, and with or with

out

an inserted

metal

bar conn

ecting

them. Such a foundation is convenient ly

made

by dr iv·

\

.

.

I •

 •

I

. \ .

.

• •

'"

,

-

. r . ·

. ,

• •

\ t

t, •

·

.

.

.

I

·

ing the

ecd

<.f

a

metal

bar for the r<

quired

depth vertically

into

the

~ r o u n d

and by t

hen twisting

the ba r r

ou

nd a.nd round

pressure being

at

the

same

ti

me applied in

an outwa

rd

direction'

so that the makes. an opening ?f th e required shape, p e r h a p ~

partly

filled

wtth

de

bn

s from

the

s1des of

the

hole, liquid cement

being

finally

poured

in

and

mixed t horoug

hl

y,

and an iron

bar

inserted

into the middle of the pillar. Accepted

Octob

e1· 28

1901.) ,

MISCELLANEOUS.

21,870. G. E. Beyl Dla, Warrlngton, Lancs. Hose•

Pipe, Packing,

and

the like. Ll F ig.]

November

26,

1

900.-

This inve

nt

ion has for

object

to provide a

method

of

making hose-pipes and engine paokinga and

other

flexible tubes

so th at they may be m o r ~ ~ x i b than (while having substanti

a

JJy

the same strength as) extstmg tubell,

and

the Eaid invent ion com -

1

pri ses t he use of a

n i t t ~ d

tube or i n s t e a ~ of

o

l.arer or

18 ,775. G. c.

Evans and

The New

Talte u

6

ward layers co.nvas or braidmg. Any kmtt1ng ma.chme whtoh will

Pneumatic Tool company, Limited, London. Air· make a o m p l ~ tube. cl?sely flttmg round a t ubular nucleus of

Motor

Valves. [10 F igs. ] October 20 ,

1900

.- The object of

th

e reqmred stze IS

stated,

be

e_ Dp

loyed . In one method

this

in \·en

ti

on

to

provide a valve

by means

of which

the motor

of

ma n

u

factur

e

an

mdt9:-r';Jb

ber

tube IS passed.

up

the cent

re

of

described in Specification No.

8088

, of

1

89

7

, can be readily the m.ach

ln

e, and k.m

tt

mg te:kes .Place outstde the same.

In

reversed. In t he motor referred to a port in

the

end of the so lle mstances a kmttmg

ma

o

hm

e IS arranged so that t he same

cylinder of a single·acting oscillating t

run

k eng ine al ternately spmdle carry t w ~ or more heads, one above the other• 

comes O(>posite to fixed admission and exhaust ports. According head bemg supphed Wltb a. separ

ate

thread, eo that one k n ~ t t t D g

to

this

mvention

t here is

an exha

u

st port

on each side of the

c o v e r ~

t

he o t h e

; or t he tube can

be brou

ght to a ee

r1e

s of

admission

po

rt

and

the

va

lve is surr o

un de

d

by

a fi

xe

d sleeve in

ma

ch nes

ID

F ur t

her,

t

he

t u ~ e pass ~ r o u g h a

which th ere

are

t wo por ta only. By t

urning

the valve t he porta mac

hme

of

any

~ n ~ whereby a laye r of m d 1 a r ~ b b IS plac

ed

in sleeve can be cau sed to coincide with the admission port over t ~ e fir

st

kntttlDg before a second IS apphed. Accepted

a.nd e1ther of t he ex haust por

ts

, t l ~ u s making the engine rever- OctobeJ

29,

1901.)