7/23/2019 Engineering Vol 72 1901-12-27

1/31

DEc. 27 Igo1.]

EN

G I N E E RI NG. _ ___ _

= ~ ~ ~ ~ ~ ~ ~ = = = = = = = = = = = = = = = = = = = = ; = = = = = = = = = ; ; = = : : . . : : : : - - : : - = - = ~ ~ = = : = = = = ~ ~ ~ ; ~ a ~ c ~ of

the

shaft. A line was

then stretched

8s

--

THE NEW

SUBWAY IN

NEW

YORK

CITY.

By CHARLES P.aELINI C.E. New York.

Continued from page 7

65.

)

THE seventh section of

the

subway begins

at

the

eastern building-line of Broadway,

near

104th

street, and, after passin g along

and under

this

street and

Central

Park ~ n d s at

ll Oth-street, oppo

s

ite

Lenox-avenue.

In

describing

the

work of

the

preceding section, we

sta ted

that the

inner

tracks

at

a

point

north of 103rd-s

treet turn

to the

right and

enter Section 7 on a curye. This subway curye

The

fixing of

the

centre l i n ~ 1n

any

curv1ng h. h t .

tunnel is always more or less dtfficult, on account

a c r o ~ s

from M to .N from w .

10

wo

ptano wues

of the errors of observation that are liable to were suspended, carrying a weJght 25 lb. eac

.h

at

creep in. Moreover, the difficulties increase as their lower ex tremity. These twohwues

d ~ ~ r m ~ e ~

the tunnel increases in length. To determine the a vertical plane in space passing t roug e c or

cent re line in Section 7, a working shaft was sunk C D which was by this means transfe

rr

ed away

at 104th-s tree t and Central Patk from which point fr'om'

the

shaft. The axis of the tunnel was then

the axis was de termined in

the

manner illustrated determined somewhat roughly by offsets from the

in Fig. 66, where A CD E B repn sents the curve, chord. h h f h d

A C and B E being

the

transition and CD E Wh en

the

headings on

both

sides. t e a t a

the circular one. As th e chord C D would nc..t pass advanced some di stance, t

he

centre

lme

wtthtn the

through

the

shaft, another point D was se lctd t unnel had to be accurately determined. For thi s

which fulfi1led

the

condition.

The

two tange

nt

s purpose a new s

urvey

was made,

in

order

to

?heck

were produced to their point of inteiEection 0 and

the

points C, D, and E and also to find F

the

mter-

F,f;.66

C-ENTRAl.

PA R.K

\

\

\

TEMPORARY

SUPPORT

OF THE ROOF OF

THE

HEADING

WH1 1 DISINTEGRATED ROCK IS MET.

Fig .70.

0LYc:oN,4L

STRUTT

I NG

OF

THE ROOF OF

.

-

I

TUN

NEL

WHEN EXCAVATED THROIJGH

DISINTEGRATED

ROCH

consists of a transition curve of 150

fb

. ,

followed by

a circularone 384 ft. long and 340 ft. in r a d i U I ~

and ending in

an

other transition curve 150 ft. in

length. A second curve is encountered near

Eighth-avenue, which is made up of a 150-ft.

transition curve

at

each end of a circular one of

580 ft. in radius

and

307.1 ft . in length. Thissecond

curve is followed

by

a tangent 1900 ft. long, leading

to a third curve

at the

entrance of

the next

section.

This

last

curve is of a rather complicated form.

The right track will have a curve 24.0 ft.

in

radius

and 127 ft. long, compounded with

another

1299.27 ft.

in

radius and 329.12 ft. long. The curve

forming

the left

track will be 359.26 ft. in radius

and

186.2 ft. in length,

and

will be followed by

anot

her

787.54 ft. in radius

and

179.27 ft.

in

length. These curves run

into

a tange

nt

256.3 ft.

long, leading to

another

curve 1273.07 ft.

in

radius

and

117.2 ft.

in

length.

Owing

to the number and

comple

xity

of

the

curves, this section of the subway required more

than usual engineering skill and precision. The

work is being successfully carried out under the

direction of the divisional engineer, Mr. B. R.

Value, and Mr. Carpenter, the engineer who is in

charge of the section.

; ; ) ~

;

;./

r

I

I

Fig . 7 .

J

.

.

L

F ~ . 1 2

I . .

the th r

ee points C, D, E marked on

the

surface.

We may incidentaUy remark that owing to a cliff

in

Oentral

Park

the

engineers were compelled to

work on offsets instead of along the tangents. The

offsets along A, 0 were 1 ft. apart and along B 0

15ft. The points were all determined by triangu

lat ion .

When the points D and C were accurately deter

mined, two bench marks M and

N

were located, one

\

t ........ t ........

r . .......

.......

S c r ~

FRONT

VIEW.

(115011)

section of

the

ch0

rd

C, D with t

he

t a n g ~ n t A, 0.

The bench

ma1

ks

M

and

N we

re

also checked

and

a

line st retch

ed between

th

em, from which two

plumb

lin es were fluspended 7.9 ft..

apart

.

On

the

soffit of

the

tunnel

at p and q, plumb

lines

wer

e su

spe

nded, collimating

with

thoEe

lowered within the s

haft.

After taking several

observations to ascertain t

hat

the plumb lines were

in the same vertical plane, the distances were mea

sured and the points 0 D and F accurately

located within the tunnel.

The chord C D in passing through th e tunnel

forms t.he base line for ranging the axis. Setting

up the transit at C, and turning the telesco

pe

through

an

angle

F

C, A, the point A on

the

curve

was determin ed after which it as checked from

li

Similarly,

the

point E on the tangent of the

circular curve was found. The chords E D, D C,

and CA being

thus

accurately known, the cen tre

line of the

tunnel

was determined with equal

accuracy by ordinates from the chords.

In

order to

fix

permanently

the

points

p

and

q

along

th

e chord C D produced, two

bra

ss bars were

placed on

the

roof of

the

heading. For this

pur

pose t wo iron spikes, having a small ho

le

in the

flat end were driven

into

the rock abo

ut

9 in.

apar

t. A brass bar 1 in. high, i in. thick, and

10 in long, having a ho

le near

one

end and

a 1-in.

sl

ot at

the other was screwed

tightly into

the

head

of

the

spikes.

The

middle

part

of t

he

bar was

div

ided

in to inches and

tent

hs of

an

inch. A

brass hanger was fitted to the bar, having a

vernier

with i

ts

zero

at

t

he

middle of t

he

hanger,

and

corre

sponding

to

a

plumb line attached

below, as shown

in

Fig.

67.

The

readings of these

bar

s were

taken

in determining

the

cho

rd

C D, so

that th

e direction

of

the

base line could

at any

time

be

fo

und

by

placing

the

hangers on

the bars

in such way as to

reproduce

the

recorded ve

rnier

reading.

The

ax

is of

the tunnel runs down

a

grad

e of

1.

04

per

cent.

all

through Se

ction 7.

The

work is

being

carried

out

by Messrs. F

arre

ll,

Hopp

er, and Co

.

who

are

also the sub-contractors for the following

section.

Section 7 runs through a compact

m i c a .

h i s t

formation, so that very

littl

e strutting was needed

in tunnelling. The little that was required wr.s

7/23/2019 Engineering Vol 72 1901-12-27

2/31

used at

t he

western

hea

ding at 104th-street,

where

disintegrated rock

was

encountered.

This section

of the

subway

was

begun at

three

points

simultaneously-viz.,

by

a

shaft at

the

south

end of the line along the first

curve

near Broadway,

by a shaft along the

second curve at Central

Park

and Eighth-avenue,

and

by

a

portal at the

north

end

on Central P ~ r k opposite Lenox-avenue.

The

east

side

line

of

the subway branches

off

from the main line on Broadway.

Before

reaching

104th-street,

it curves

over

and passes

under private

property,

which had

to be condemned

and torn

down,

an operation that took up

a good deal of

time,

a9

the

machinery

of

the

1aw tnoves slowly,

even at

the bidding of a R lpid Transit Commis

sion. At this

spot

a shaft 47 ft.

deep is being

sunk. I t

was

not provided

for

in

the original

plan9,

but

has

been adopted by

the sub-co

ntractor

in order

to

expedite

the

work

on the tunnel and

secure

the completion of the section in

time.

The shafli

at

lO.J:th-street

and Central

Park was

excavated

down

to

the

floor of

the tunnel,

a depth

of

nearly

60

ft., and

headings

driven in both

direc

tions. The

one

on the west running under 104th

street is 1100 ft. long, while the one

on

the north

side is only

800

ft. This

difference in

length

is

due

to the

greater

convenience for hauling the materials

from the

front

of

the

heading which exists

on

the

western side owing to the

de

sce

nding

grade of the

ro

ad .

The

work at

the headings is

carried on

con

tinuously by three sh

if ts of

driller

s, blasters,

and

muckers. The

driller s work

at

night,

the blasters

in the morning, and the muckers all day.

The heading is 18 ft. wide

and

10 ft.

hi

g

h,

and is

excavated by the

method known

as the "

centre

cut." Near

the

centre

of

the

heading four vertical

8-ft. holes

are

driven

in

each side of

the

axis of

the

tunnel,

and in

such

a directon that

on blasti

ng a

cen

t

ral

wedge is detached. There

are

36 ho

les

in

all

at

each front, the bo

ring

being done

by

four

In

gersoll drills mo

unted

on

columns.

'fhe explosive used is Forsyth dynamite, contain

ing 50 per cent. of nitro-glycerine.

'rhe

blasting

is effected in several

round

s of from four to seven

holes each.

0

wing

to the very

elastic character of

th e rock,

it

does not yield

at

once

to

the

energy

of

the charge, so that severa.l blasts are required to

break

it to pieces. The smoke arising from the

blasting

operations is removed

by means

of a 4-ft.

exhaust

fan,

driven by

a compressed-air motor, in

stalled

at

the head

of

the

shaft.

At places

where

disintegrated rock is encoun

tered the heading is stru tted

at

first

by planks

laid

longitudinally,

and

supp orlied

by

short

transverse

beams

resting on

uprights.

When the

heading has

been

driven some

length

, the sides of

the

part

which was temporarily strutted are removed, and

the hea

ding

widened out

to

the full section of the

tunnel,

and excavated

to the

springing-line of t

he

arch.

A sill, 12 in.

by

12

in.,

is

then

placed longi

tudinally,

011

which

the

segmental arches

abut.

They

~ r e

4 ft . aparli, and are made

up

of 8 in.

by

8-in. beams, which go

to

form the polygonal strut

ting and to

s

upp

orli the

planks that are

placed

l

engthw

ise against t

he

roof of

the

excavation.

The

temporary

sc

rutting

is shown

in Fig.

69, while

Fig. 70 shows the g m e n t ~ arch of the polygonal

st r

utting,

which will

remain

above

and behind

t

he

concrete lining of

the tunnel.

The m t e r i ~ l

is removed from

the front

of each

heading

on small cars of 40 cubic

feet

capacity,

running on a double-track

line

of 3ft. gauge. The

loaded cars descend the slope from the western

headin

g by gravity,

the empties being drawn up by

mules.

The

reverse

takes

place

at

t

he

nor th head

ing,

where

the loaded cars are hauled up by mules,

and

the empties descend

by

g ravity. The

tracks

of

the headings

are

flush

with

those 011

the

platform

of the elevators, which lift the cars

up through the

shaft

to

a scaffold 15 ft. hig

her than the street

.

The

tracks

of the scaffold terminate in

bumpers

on

a trap

platform

kept horizontal by an iron bolt.

When

this

is

drawn,

the

car takes

t

he slanting

position

shown

in Fig.

71.

When

the

front

board

is

lifted,

the

m

ateria

l passes down

an

inclin

ed shute

provided with

an

iron

gate, which is opened and

closed

by

wire r opes.

The two

elevators occupy

only

t he

central part

of

the

s

haf t,

leaving spaces

around them

for hoist

ing heavy

ma

sses of stone, or lowering whatever

1naterial

may

be

needed

in the construction of the

tunnel; two stiff-legged

derricks

being u

sed

for

this

purpose.

The

shaft

will

be

a

permanent appendage

of the

E N G I N E E R I N G

tunnel, serving for ventilation. The

neighb

ouring

property-owners are anxious

to have a

station at

this

point ;

but,

as yet,

the Rapid Transit Co

m

mission have come

to

no

decision

ab

o

ut the matter.

The tunnel

ends

with a

curve at

llOth-street,

opposite

Lenox

-ave

nue.

The cliff

at

the

north

western

portion

of

Central P ~ r k under

which the

tunnel

passes, is 300

ft.

from

the

park

entrance.

The tunnel

was

driven

from a

portal

excavated

along the slope of the cliff, and the

curved

part of the

subway was built

by

the

open-trench

method,

with

the

exception of a short piece of

tunnelling und

er

the

driveway.

The

difficulty of directing the axis

of

the tunn

el from a curve was

thus

avo ided,

the

tunnel proper

being

excavated

on

a

tangent.

From the north porlial

at lOth-street,

the

tunnel

is excavated in a diff

erent

manner.

At

first, a

heading as wide

as the tunnel

is

driven by

the

"centre-

cut" method.

Then, as soon as the

heading is drilled,

four

or six

verticll

holes are

driven iu

the floor in

order to

cut the bench. The

cutting

of

the

heading and

bench

succeed each

other

so closely

that

the whole section

may

be Raid

to be

excavated

at

once. This

method

was

adopted

in

order to

avoid the double

handling

of the debris.

The

contractors

rely for the success of

their

work

on

the good

quality

of the rock;

but perhaps

they

have placed too

much

reliance

on this

factor,

as the slirata are not of uniform thickness, nor are

they par

allel.

In

excavating the roof, the converg

ing

strata

may meet

a few

feet

above the arch, so

as

to

leave a suspende d wedge above

it. The trouble

is increased

by the

presence of

st rata

rich

in

fine

mica, thus offering easy slid

ing

surfaces to the sus

pended

wedges

and

creating a serious danger

to

the

workmen.

The "whole section" method

of excavating

has

advantages in point of economy,

but

is

certainly

at te

nded

with considerable danger. The work is

carried

on

by a single

eight-hour

shift, the blast

ing being done

after the

day's work is finished.

The

drillers

and

muckers work simultaneously.

The

removal of the debris is facilitated by a self-pro

pelling railroad

cran

e

runnin

g

on

a

standard

gauge

track

and placed in the centre of

the tunnel.

On

each side of the se

tracks

run

the

3-ft. gauge trucks

for the

transportation

of the material from

the

tunnel. The muckers place the

broken stone

in

wooden or

stee

l boxes, with three vertical sides and

t hree lifting-rings.

When

loaded,

the

hooks

at

the

end

of

the

hoisting rope of the crane

are attached

to the

rings

and the

boxes

lifted and their

con

tents empliied

into

the carts.

A portJion of the

tunnel near

the

portal

has

been

lined with concrete.

The

foundations of the side

walls

are

first

built, and on their

footing are placed

vertical posts, 6 in.

by

6 in.

and 4ft.

apart.

Above

the

template

of the posts

plank centres

are placed

across, which supp o

rt th

e logging.

The

strutting

is do

ne

as shown

in Fig.

73.

Other planks are

placed

behind the

po

st

,

a nd

t

he

space filled in

w

ilih

wet

concrete ;

the

cantering is

left in

place

for over six weeks .

The motive power used

throughout this and

the

following

sect

ion is compressed

air,

provided by

a central plant

located between llOiih

and 11th

streets.

'fhe plant comprises four tubular boilers,

delivering

steam at

110 lb. pressure, and two 24 in.

by

30 in. Ingersoll

straight

line compressors. The

steel

receiver is

12ft.

high

and

5

ft. in

diameter.

The

compressed

air

is

led

from

the

receiver

to the

works

through

a 6-in.

pipe

going north, and an 8-in.

main going south. The

tunnel

is well lighted

by

electricity,

the

incandescent lamps being 20 ft.

aparli.

Th

e

current

is

generated

by a dynamo

driv

en

by

a

stea

m engine located

near the

com

pressors.

To be continued.)

RANDOM NOTES

IN

THE STATES.

By R. J. J.

SwAN

B.Sc.

IN the following

article

the

writer

will endeavour

to

give a

brief account

of his

expe

riences of

m

odern

American practice

in their most

up-to-date

workshops. After

working

in

English

shops,

he

visited the

States, with

the in ten tion of seeing

their

latest methods. He worked as a fitter

and

planer-hand in

two of their

most modern

tool-shops,

and

visited

over thirty other

s.

He had thus better

opportunities

for observation than the casual

visito

r,

who usually comes

back with

the im

pression t h

at

America is

rat and England

nowhere.

This

comparison is unfair, because

anyone

can

get

round the

most

up

-to-da te shops

in

America, which

[DEc 27 1901.

-

is not the case in

England. English

firms are con

servative, and do not encourage

visitors;

whereas

the reverse

obtains

in the States,

where visitors

are

gladly shown

round.

The

average American

also begs the

question

by asserting that she is

first. America is a

young country, and

suffers

from a lack of self-confidence,

like

a young child

who is always saying

to all

corners

anent its

latest

toy, "

Isn't this

a

pretty thing 1

&c.

She

is

not

yet quite sure of her position

among

the nations,

and

likes

to ask

everybody

what they

think of her,

at

the san1e

time pointing out

where

she thinks

she

excels

all others.

This,

in

the

writer's

opinion, is

the true

cause of American

brag,"

and

is written

in

all

good feeling towards the States, where he

was shown

much

kindness.

In

the first place, it

may not be

amiss

to

insti

tute a few comparisons

between the

American

workman and his

English

cousin. The first feature

that strikes

a visitor is the comparative absence

of

drunkenness.

Climate has a large effect on a man's

character;

and

one

can hardly

blame

an

English

workman for

requiring

a

stimulant

on

a dreary day,

the

like

of which s experienced in all manufactur

ing towns.

I t

is not

so

much the fault of the man

as of the climate in which

he

lives.

Human nature

is

pretty

much

the

same

all the

world over, and

the

difference

between

the

Englishman and

American as

individual

men

is very slight.

They

have

both

several

tastes

in common,

such as

slacking off when

the

fore

man's

back is

turned,

grumbling over

their

jobs

and

pay,

and many other

similar failings.

Trades-unionism

has

not

the

same hold over

the

men

as in

England.

The reason of

this

is not

difficult to determine,

and may be

attributed

to

three general

causes : 1.

The

mixed races. 2. Alien

immigration. 3.

System

of apprenticeship.

With

regard

to the first cause, a gang of fitters in which

the writer worked was composed of the following

races:

Native-born American, Canadian, Scotch,

Irish,

German, Swede,

Dutch, and

Austrian. Among

such a

mixture

of races union was well-nigh impos

sible : as,

although all

officially spoke English, the

language on ordin ary occasions resembled that of

the Tower of Babe . A.lien immigration

prevents

union, as

may be

readily seen.

The apprentice

system

in the States

is very lax.

Most

shops have

apprentices who serve for four years;

but

they,

with

few exceptions, do not

object to

put a

man on

any

job, provided

he

can do the same

to

their satis

faction.

In

the Eastern States,

such as

Pennsylvania and

Connecticut, the influence of trades-unionism is

very

slight ; in fact, it is almost non-existent.

West

of the Ohio it becomes more powerful. A

fitter told

the writer that

a

friend

of his was

unable

to

obtain

work

in

Dayton, Ohio,

on

account

of

hi

s not belonging

to

the union. In Chicago,

as is well known, the unions of all

trades are

very

powerful.

About

Chicago

trades

unions

the

follow

ing

tale is

told

: A mason, in

his spare

time,

started

to paint

part of his house ;

he

thereupon

received

a l

et

ter from the

painters'

union to the effect that

unless

he

employed a

painter to

do

the

work,

they

would use

their

influence

to get

him discharged

from

his present

job. This, like a good

many

other American tales,

requires

a fair dose of salt

for digestive purposes.

n

American workman

has

no objection

to

run

ning

two

or

more machines. His wages

are

higher

than

over

here

;

but

at

the

same

time he

works

longer hours. The writer got 47s. a week of 59 hours

for

running

two

planers

in

Hartford,

Conn.

As regards his personal appearance, the American

workman is

very

particular.

When he enters the

shop

in

the morning,

he

is dressed

in

his

best

Sunuay

clothes. Before the whistle has blown,

he

has, in

many

cases, removed

hi

s w

bite

shirt

and

other

fine articles of wearing apparel,

and donned

old clothes

and

overalls. Before leav

ing

for his

dinner,

he

has a good wash with soap

and

water,

and changes his overalls for his wearing clothes.

The majority

of the

men

go

through

the above

operations.

The

American overall is

neat,

being

made of a blue

mat

erial

with

a white

stripe running

through

i t ; the

trousers have a flap which

protects

the chest of the wearer if the weather is too warm

for a smock.

In

connection with clothing,

the

writer found cheap clothes a s cheap as

in England

;

but

articles requiring care

and

much hand-work

in

manufacture

are much dearel'.

A

very

few words will describe the American

foreman. The only difference between the

English

and

American foremen is

that there

are more of

the

la

tter for a given

squad

of men.

Th

e men

are

7/23/2019 Engineering Vol 72 1901-12-27

3/31

DE

c. 27 ,

1901.]

engaged by the superintend e

nt

or manager, instead

o

f,

as in England, by the foreman.

I t is a co mmon cry

in

the Press just now that

England is decadent, and that this decadence is

partly caused by the masters of engineering shops

n

ot

hav

i.ng

their shops

eq

uipped with the very

l

at

est

up

-to-date machinery.

Thi

s cry is un just,

in as far as

it

bl

ames Englishmen with a lack of

engineering ability . The proper equipme

nt

of engi

neering work J is quit e as much a question of

fi

nance

as of engineering ability. The average American

shop is a modern

pr

oduction,

and

i

ts eq

uipme

nt

is

of t he period

in

which it started

i

.e., up-to-date.

Old shops in America are as bad ly off

in

the matter

of

equipment as old shops in England . The reason

of the poorer equipment of old shops is mainly

because

th

ey have served their

pu r

pose in making,

for their fo unders, fortunes,

up

on

the

inter

est

of

which their successors live.

The

lat ter

st i

ll keep

the fi rm running, bu t are averse to pu tting in

fr

es

h capital, the return of which they would

never see in the event of their selling out or closing

do

wn.

As in

ot

her things, t he

re

are many brilliant

exception s to the above, where the successors have

had a natural taste for engineering.

The American working week varies, but averages

about 59 hours. All wor

ks

start

at

7

A.l\I

. stop

at

midday for either three-quarters of an hour

or

an

hour, when work is resumed until 6 P.M. On Satur

day some works stop at 12 noon

and

others at 5 p.m.

The

opinion among the

men

is

in

favo

ur

of a

Sa

tur

day half-holiday. In most shops a man is

allowed to enter

at

any tim e in the morning, and his

time

co

u

nt-s

from the ne

xt

half-hour.

Mu

ch more

overtime is worked th an is t

he

case in this country ;

in

one shop in which t he writer was engaged,

the

fitters worked ti ll 9

P.M.,

three nights a we ek.

As

regards time-keeping, in the maj ori ty of shops

the men punch a t ime-clock on entering and leav

ing the shop. This m

et

hod

wo rk

s very well,

but

requires a t imekee

per

to prevent impersonation.

A tr ick sometimes played, when th e

in

spector is

absent, is for each man to hold his key in until the

next man has pressed his ; this prevents the paper

revolving, and so registers all the men up to tim e.

Anot

her method employed is for all t

he

men to

en ter th rough a la rge gate, which is closed when t

he

whistle blows ;

the

l

ate

corners en ter through a

by-pass gate, and their times and numbers are taken.

E ach foreman also

ente

rs

the

time of men under

him in a small book, to take

not

e of when a man is

absent the whole day.

After t ime-keeping,

the

taking of t ime

and

appor

t ioning same to each job may be considered.

'f h

e

usual plan is, as

in

England, for each man to enter

the time taken on each job, along with his number,

on a card, which is collected each evening and

take n to the office. A much mo

re

accurate and

simple method was empJoyed

in

some works

in

which

the

writer wo

rk

ed.

In

the ordinary system

in vogue the men enter the

ir

job, number, and time

on a time-sheet ; in this system, they enter their

ti

me on a job sheet. When a man gets a new job

from his foreman, he receives a ticket (see sample

an

nexed) from him, giving deta ils of job,

and

upon

which he enters his time. All

the

diffe

rent

jobs

{T roKET

I.)

Book No . . . . . . .

Pnge

o . ~

. . .. . Ti

cket

No .. .. . . . .

Name

. . . . . . . . .

Re

g

iste

r

ed

No

. . . .

..

. Oard

N

J . . .

O

harge

. . . . . . . .. . .

Group No .. . . .. . .

Job .

..

. . .. . . . .. . Out .. .

. . .

.

Description o Job.)

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

cessary. A concrete example will illustrate how this In the first case an electric crane spanned

the

system worked in practice. Suppose an order was whole of the large shop, while similar sma

ller

received, say, for a 120-in. lathe,

the

drawings

and

cranes se

rved

the wings. The heavier class of

patterns of which were to hand. The foundry tools were placed so that the large crane could

foreman would receive a book of tickets containing serve them. Moderate-sized machines had each

all the jobs required to be done in the foundry, their own set of pulley blocks, suspended from an

and the da te he was to have them finished by.

He

overhanging rail, and capable of travelling the

would dist

ribute

these tickets among the men

in

whole length of

the

machine. In some of the

his charge as he best saw fit. Each man entered smaller and newer shops, pneumatic cranes, c a p a b ~ e

his time on the back of his t icket, and returned of lifting up to 15 cwt., were employed. The1r

it

to the foreman every night, or as soon as the job construction wa3 simple, consisting of a suspended

was finished. These tickets were frequently

sent

inve

rt

ed cylinder,

with piston

and

rod.

The

wo

rk

up to the

cost office for examination,

and

the was fastened

to

the rod,

and

air admitted to the

tickets of finished jobs were re ta ined th ere. When bottom of piston, and the load wa s raised.

the foundry work was sufficiently far advanced, Pay-days in some American shops are a constant

which could be seen from the number of tickets

puzz

le to newcomers. In one shop in which

the

retained in the cost office, the machine-shop tickets writer worked the men we

re

paid

on

the fifth clear

would

be issued to

the

machine-shop foreman, who working day after

the

1st

and

15th of each

month.

would apportion

them

amo

ng

his men. The smithy

Th u

s, when a Sunday in tervened, the pay-day was

tickets would be issued at the same time as the a day later than if such was not the case.

foundry tickets ; the fitting t ickets would be A fewnovel f

eat

ures the wri ter observed are wo1 th

issued when work was sufficiently far advanced in notice. A few shops which the writer vis

it

ed make a

the m

ac

hine-s

hop; and

so on until the completion practice of annealing all cast-iron castings which

are

of the job. liable to warp. Eve

ry

practical man knows the diffi.

On referring to

the

sample, the various headings culty of planing a cast-iron strip, say 1 5

in

. by 3 in.

will explain themselves, with the exception of the by f in., to form a perfectly tr ue s urface, on account

card number. This refers to the detail drawing of the coo ling stresses in the metal. Annealing

number of the job ref

er

red to on the card. These

preven

ts th is, and a consequent saving is effected .

drawings were supplementa

ry

to t

he

ord in

ar

y shop

The

castings

to

be

ann

ea

led

a

re

placed

in

a small

drawings, and were kept

in

the tool- r

oom; in

size reverberato

ry

furnace,

an

d left there from

six. to

th

ey wou

ld

be a bout 12 in.

by

9 in.,

and

were blue eig

ht

hours.

Th

ey

are

al lowed

to

coo l slowly,

and

prints mounted on thin sheet

ir

on. A check had to are then ready for machining . A la rge saving of

be deposited by a man on getting one of these time and m

ater

ial is t

hu

s effected, as can be seen if

dr

awings out, and he was held responsible for it o

ne

takes into accoun t

the

numbe r of

scrapp

ed ''

while

it

was

in

his possession. F or odd jobs, such pulleys, c., that can

be

seen knocking a1ound

as labouring or any extra work

that

might unex- mos t shops.

pectedly turn up, an ordinary t icket was

fi

lled up P ain t on small ar ticles was dried qu ickly by

by the man on the job and sent up to the office. placing them in a t in-lined cupboard heated by

Each foreman was held responsible for the correct stea

m.

This dried the articles quickly,

and

did n

ot

filling up of

the

t ickets

in

his charge.

The

advan- blister or spoil

the

appearance of the paint

in any

tages of thi s method of time-keeping are many, way.

among which might be men tioned

the

followin

g:

Cast-

ir

on tools were used

in

some shops to turn

Accurate cost-keeping becomes m erely a quest ion sh

fting. The cutting edge was chill cast , an d was

of

addition;

no job can be st art ed until the ground up to a sharp edge. When worn out, the

material is at hand ; no job can be forgotten until tools were remelted.

to

o late;

and

the manager can always tell how the A neat

jig

for holding a casting of ir regular form

work is progressing by the number of tickets re- was used by one firm. I t consi

ste

d of a casting

turn

ed . Unlike many modern time-t

ak

ing methods, like a shallow box,

th r

ough

the

lid of which pro

it does n

ot

involve the necessity of extra clerical jected a large number of steel pins, which were

assistance.

held

up by

li

ght

sp

rings.

Th

e casting was placed

Th e tool-room is one of the most impo

rt

a

nt

on

the

top of

the

pins, and each pin

sank to its

features of modern American practice. Un til

re

- proper level, and

the

n the pins were locked. By

cently

it

had no equivalent

in an

English shop. In this means

the

casting was supported on a solid

the tool-room, all tools which require to be of a bed, and could be readily bolted down.

definite size or shape to perform their work, such Electric chucks were sometimes used for holding

as taps, reamers, milling

cu t

ters, drills, special l

athe thin st

rips, such as straig

ht

edges for grinding.

tools, and m

any

others, are

kept

up to size, and

Th

ey consisted of a flat iron plate, with

the

wires

stocked.

These

tools a

re

being co

ntinu

ally over- t

hr

ough which the current passed embedded

in

hauled,

and

tested as to shape a

nd

size with micro- plas ter in it .

meter gauges. The idea of the tool-room is to

For

assembling the work for erect ion in shops

employ highly- skilled labour to keep the tools which make light tools, a portable arrangement of

accurate, and

then

to employ less highly.skilled shelves was used. All the various pieces requir

ed

labo

ur in the

shop

to run

the machines. Tv to complete

the

machine were asse1nbled

together

obtain tools from the tool-room, a check has to be

in the store

on

th i

s stand, which was th en wheeled

deposited for each tool taken

out

. A whole book

out

to

the

erecting shop. F or

the

tempering of a large

mig

ht

be written on the funct ions and manage- number of similar articles, a pyrometer and proper

me

nt

of a tool-room, but a lengt

hy

description h

eat

ing furnace were often used. A brief account

would be quite

out

of place in a

bri

ef ske tch like will now be given of the tools in general use in

this . Ame

ri

can

sh

ops.

The

pr

oper heating, l ig

htin

g,

and

ventilation of Drill-grinders are universally used

throughout

I t I

Time.. . . . . . . Sbo

p No. of Macbloe . . . .

.

. . . . . . . . . . .

. . . . . .

o

r

em

an

BA

OK OF T IC

KET

I. )

Ret

um

this

ti

cket to

yotw

f oreman

eu

e y day you clta

ge

time

to i t.

Time.

Time.

a shop are important factors

in

the amount of work

the

States. Th is is largely due to

the

fact t

hat

the

turned out per man.

St

eam pipes were commonly

fl

at drill is almost unknown.

Th

e wri ter has

heard

used

fo

r h

eat

ing, but in Cincinnati and Worcester, many uncomplimentary remarks passed upon drill

Mass.,

the

following method was employed : In grinders

in

gen

era

l by

Engli

sh engineers, but

this

co

ld

weather air was drawn into the shop through because ~ h e y have

got

hold of a bad

type

in par

between the condenser pipes, which were placed t10

ul

ar . L1ke every

ot

her class of machine there

in a large wooden box arrangement. This heate d are drill-grinders and drill-grinders. One 'or t wo

the shop, and

at

the same time helped to con- necessary points in this machine may be men

dense

the

steam. In

hot

weather, t

he

air was tioned. I t is

ab

so

lu t

ely necessary that the wheel

r ~ w n direct from the outside. Pi pes conveyed should be a

wet

o

ne

, as no

stee

l will stand being

and distributed the a

ir

to the var ious

parts

of

the

ground on an emery or carborundum wheel with-

- - - D . ~ o t e . - - shop. This method insured plenty of fresh air, out water. The method of holding the drill should

On tb le

Job.

Totl'.l for

o

th

is T

otal

ror and kept the shop

at

a very even temper ature. be as simple as possible, so as not to was

te time

in

Dt\y.

1 Job. Da,r. For

lighting, naked arc lamps wero used, in fast ening or unfastening

the

drill. Sufficient back-

l

I co

njunc

t ion

with

clu

sters

of incandesce

nts

above ing must be given

to

the dr ill

to

l

et it

cut properly.

I

each machin e. In many shops gas was the only A boy is usually employed to keep all t he drills

- - -

- - - - -

~ ~ ~ ~

required to manufacture were catalogued and sub

divided into

their

various depa

rtment

s , such as

foundry, smithy, machine shop, c .,

in

the cost

office. When an order was received for any given

machin e, a clerk in the office

co

pied all the jobs in to

the

ti

ckets . 'r hese tickets were bound together,

ready for despatch to

the

variou s foremen when ne-

thing used . Naked arc lamps are n

ot

a good sharp .

m

et

hod, as

th

e light is too i

ntense

locally, a

nd

too As rega

rds

tool-grinders,

the

opinion of

American

strong shadows

are

cast; where they we

re

fitted,

if

engineers is not so

un

anim ous, but

in

the

majority

particular work was being don e, a man always used of sh?ps a is found. In such shops a

two or three c a n d machm e-man Is n

ot

usually allowed to grind his

The

general arrangement of shops was

pretty

tools, although in some shops he may do so.

Th

e

much

t

7/23/2019 Engineering Vol 72 1901-12-27

4/31

SWING-BRIDGE

OVER

THE

RIVER

W E A V E R

MR.

J .

A.

SAUER, ENGINEER, NORTH\VICH.

(For D

escriptio?t

, see Page 863.)

Fig .S.

DIAGRAM TAKEN W ITK LUOTTS

RI COR JIItS

AMIII I TI R .

lPtJ

t.hi6 e r ~

theJ

B ~ ~

wa.s

~

t.o

IWL

eo:.UnU

of po.OUYQ J.

Tun.e 1m.i.Ttl

:

87- seconds.

TraveL of pinion

GO

f

ed>.

1 ~ . 8

Yolt.af]e

440

.

OP EN

ING

.

Curren..L UGetiJ

m

Board

of'

Trt.U:le

UnitB-

118844.

Fig 2.

AT

WINNINGTON.

PO'Wer

W"rres

-

f

I

I

I

I

1

I

I

I

I

I

I

I

1

I

I

I

I

I

I

I

I

I

k---

...

6 0

- - - - - -

-- - -0--- -

&--- --

- - -

3

0

- t . - - -

- -

- ' > 4 < - -

-

---;-, -

6 :Q'

.-,k

5 - 0

1 .

.. -,.....-

:-

---11

4 -

--

--

-

I

I

I

I

I

I

.

'

6 0 ~

/>-rH

2 Tf

,5,.:J

~ t

I

Fi g. 4-.

H a n ~

10 0. - - - - -> l t

'fP

I .

lrolU y

Roi.L

LeveL

CROSS SEC TION

SHOWING MOTOR AND

8 0 9 1 S$ .

..

L-.

.,.

Fifj.1.

~ ~ - -

~ - 9

r-e

KEY PLAN

..

....,.

'o

. . ~

'

,} so

~ ~ \ P O ~

-

too---

--

Coopt:rQ{J""

1:Vt:Z'

lZ1Z1M

'

ELEVATION .

T ongu.L &.6rnova-JJ

N'

Co71.UYJte

1

~

~ ~ t . Q

le

I

'/2{1,

W ~ / 1 , ( ,

I I

'cnYerf

)

-= .trtt,l

, &

.

..

.

'J-

-

i""

I

t

S:

I

&:

'\

-

11P -

~

Fig.3.

rroll.cy

,....,

T"

...-=

.... = - = = = = - = = = - = = = = = = = = 0 1 1 1 . bwdc. .

I 1

'

1

\ '

I

1 -

4

..

' I \ \

I

rrt--

- t :

l \ \

" o \

1 / 1 1 1 1 I 1 \

1 1

\ \

' h 8 , 7 J o i . G

VJI"f

r

__ _

__

..,_ ..

I I

I

' J I

I I ,- -1-r , J . . , I ' I

._ - I/ ~ ~ . 1 1 . } - l f > w o t Ca..st-in{J :

- - - t f - -+ r-,

lta.il.twan'

Timber pa.dciJ1

.

rz..c

I

I (

f1

1

1

11

I

I

'-i-4-l..i.,"T..

I

I

- T ~ - . . J

I

11

1

1

I

I I I I I

:

1

1 I : ' a ncretA f

Blotk

I I 1

-1 ...1 ..-

. . .

- - I

. 11

I I

: I

I I

I I

L_t

, IIJJ---J

I I

'

I

, I

1 I

I I

I I

. I

' l ll 1 I

I I I I ,

- . ~ = = = = = = = = r ~ ~ ~ = = = = = = ~ 7

Uc,y V;

Ro-s9AO./

',/

\

to rc .t.n .U

1( 11

-::.7\

D olpki.Jt,

LA N .

I

CO

0'\-

0

tr j

z

0

.

z

trt

trt

~

I

z

0

1

t1

11

t r1

11 )

IV

'-...J

.

-

)

0

-

7/23/2019 Engineering Vol 72 1901-12-27

5/31

D

Ec

. 2

7, 1901.]

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

86r

-

SWING-BRIDGE OVER THE RIVER WEAVER AT WINNINGTON.

I R . J .

A. SAUER, ENG

INEE

R, NO

RTHl

r iCH.

(For D

escr

iption, see Page

863.)

I

t#

I

1OOS4J

AM ME TE R .

A U

TO

.

SWITC H

STARTING

SWITCH.

S I IUN T

RECUL.ATINC.

M

T rR

.

F USE .

(1D8SJt)

I I

I

(

Fo1 Description, see OPt

JOsite

PagP . )

M DOL. WIRES

Pig.

22.

DISCOHH tCTINC UHK& .

C : ~ 1 [ = = ~ ~ ~ = = ~ = = ~ ~ = = = = ~ ~ ~ ~ S ~

~ ~ S ; . . ~ ~ ~ ~ _ . ~ ~ ~ ~ ~ ~

:

SPA R .

--

- ----

- - , -

-

-

----

---,

' .

1...-----.

I

I

INO

ER .

AUTO .

6A

R

TH

.

:

Ill

TO TRAC TIO N

SVII

TC

HDOA

RO

---l-_,_)

FtL DS EXCI

TE

'R OM TOP

HORIUJHTAL.BARS

&

BATTERY STATIOH;

,

+

SHU NT COl i. .

li DYN. lM:JS C0tlt i

CTCO TH US

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

-

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

,

TO

IMRS

I I

I I

I I

lt

TO

8ATTRY

I

r-----

- -- -

----

-

1 I ---------------

II

1

STATION S.

I

I

I 1 1. -e

L

l :::::::.::

: ltF - D.A WAY LOLTMCTAR.

I 11

I S WITCH.

I

4U

I IU CI T I H Q

CIRC

UI T THRD,.,..

I

D I I ~ R SWITCH.

I I

I

: I

I 1 I

: 1

I

L

----------------J

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

EARTH

SW I TCH$

CHlJHINC

COILS

AVTOS

AltiMETERS

AMNfTE

RS.

SWITCH

FUS8

.

: t

.

.

.

I

1

r --

1

1

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

IIIMT1f$

:

,

______

J: r-::: J-v :

I

I

I I

I

I

I I

lr ---------------. :

1

r - ----------

-

I I e

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

1

t

I

I I

I o

I

o I

I I

I

I

I

I

I

I

I

'I

I I

I

I I

I '

I I I

t

I

t t

t

I t I

I

I

t

t I I

I

I I

I t

I

I

I : t

I I

11

11

11

11

I '

11

I I

I I

11

,.

I

I I

'

.

1

RECORDING AIIMETEffS

aA/f/IT'H

/f/16TUIIN$

I

I

l : t J U I / I I I IR

I

I

I

I

I

R E C O R D /

V O L T M T b

-, ~

US

,TWO

SCAL.

: A R

l )

I OOOOOOCXX:OOOOOCX>

I

I

'

NEGATIVE

/lf/SBAR

R ~ C O R D I H O VOLTIII TR

......w..

r-LJ..' ,

'U....

n

C)C)C)

1'

)

) OC ;>

TO

~

1 u

SERIES COI L

TO L.IOHTINO SWITCH - BOARD

+

-

S HUNT COI L

1

.- V l / V L I U \ I l f t f t

~

- . -

. -

'

TOS

TO .IOHT1NO

Sr

i/ TC II 80Ai tD

. ------------ -------------

B D YNAMOS CO NN E CTED TH U S

.

7/23/2019 Engineering Vol 72 1901-12-27

10/31

866

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

being

two strands

of this chain, to which are

attached

the

pressed-

steel

trays,

arranged

so

that

each tray

overlaps

its

predecessor

both at the bottom and

sides,

thus preventing

the

small

gritty

material from work

ing through

into the

working portions of the conveyor,

a ~ d the whole forming an endless and continuous band,

ttghtly

stretched

over the driving and

trailing

drums.

.

The

conveyor, after leaving the boiler-house, passes

1n

the

trench through the

pump-room, whence

it

rises

at a small angle so as

to

deliver the ash into a receiv

ing hopper arranged in the yard (Figs. 12 to 15); the

receiving hopper being of such a

height as

to allow of

a ca

rt

being

drawn

under it, so

that

the ashes

may be

removed as required.

The

capacity of

this

hopper is

2 cubic

yards, and the hopper itself is built up of steel

plates, with self-emptying bottom arranged with a

sliding door operated by means of a hand lever

and

push-roj, In

addition to this, the ashes may

be

dis

c h ? r g e ~ by

means of a movable shoot

i?to

the barges,

th1s bemg

arranged by

means of a s1mple effective

flap-door arrangement.

goes to the series coils of

the

fields of the

top

balancer,

where

the current

can

go

either right or

left,

through

one field

and armature, and

thence to

the

' bus-bar. A

starting switch with resistances is interpolated in

the

circuit. The shunt coils of the two machines which

form a balancer are fed from

the

'bus-bars (right-hand

bottom

corner of the diagram) in parallel, a shunt

regulator,

indicated

by a semicircle, being

in

series

with

each. t will be n o ~ i c e d that the series windings of

the two machines are in parallel with one another, in

such a way that the

current

in the middle wire passes

through them

to the

armature

s. In this

way

the

machine which is acting

as

generator

at any parti

cular time has

its

field strengthened

by

the

current

in

the middle wire, while the field of the motor is at the

same time weakened. The bus-bar of the middle

wire is put to earth through a recording ammeter

provided

with an

automatic out-out.

Having traced through

the circuits

in

the lighting

diagram (Fig. 22), we will now do

the

same for

th

e

traction diagram (Fig. 2

3)

. The generator is shown

at the bottom as before, with its shunt-coil connected

he conveyor is driven by means of a 10 Lrake

horse-power enclosed

type

shunt-wound motor, re

volving at a speed o f 600 revolutions per minute when

under

ful_ load,and provided wi

th

a suitable

starting

switch,

having eight contacts.

This

switch has

a

spring

for carrying it back

to

the off po3ition.

At

the

driving

end of

the

conveyor the hopper shoot and gearing are

suitably supported by means of a

strong

structure,

and

the whole of the w o r k i n ~ parts in

this

portion

are cased

in

by means of a corrugated housing,

with

ladd

er

suitably arranged

for giving access to

thi

s

house (Figs. 13 and 14).

On

the

~ a m e page is to be seen the intake for con

densing

water

from

the

canal

(F

igs. 19

and

20).

The

intake

is 3ft. in diameter,

a.nd

the suction pipe 20 in.

in diameter. Between the

two is

a

grid

to exclude

floating rubbish.

We now turn to the electrical features of the instal

lation. t will be remembered that there is only one

type of generator in

the

station both for lighting and

for

the

tramways, although the two sets of main s

are

fed

at

different voltages 440 for lighting

and

550 for

the

tramways. For

the

lighting

the

generators

are

worked as s h u ~ t machines, the

fi

elds being energised

from

the

'bus-bars, while for the

tram

circuits th ey are

worked

as

compound-wound machines. The connec

tion for the lighting circuits are shown

in

Fig. 22 on

page 865. On each side are to be seen the positive

and

negative feeders respectively ;

then

come

the

FOsitive and negative conductors from the generators,

while between them are

the

third wires and the

balancers. Commencing on the left-hand side-, there

s first a sp9.re feeder connection, followed by thirteen

active feeders. On each feeder is an ammeter, denoted

by a circle, a switoh (Figs. 40

and

41, page 869), denoted

by a rectangle with two i a g o n a l ~ , and a fusible out-out.

All t hese feeders derive their current, of course, from one

or other

of

the

bus-bars above. There are

three

parallel

'bus-bars, the upper being

the

station bar,

the

middle one

the lighting-circuits bar,

and the

lower one a special bar.

Ordinarily,

there

is the

sa

me voltage

in

all

three

bars

;

but

it is quite possible

to

connect any machine to any

bar, and run

it

at a higher

or

lower voltage if desired.

The

lower bar is specially intended for testing purposes.

After

the

feeders come

eight

conductors, each from one

terminal

of a generator.

Four

M these conductors

include

ammeters and automatic

cut-outs, while four

have neither.

It

is

not

n e c e ~ s a r y , of course, to put

ammeters and switches on both conductors from a

generator. All, however, include fuses. On

the

right

of the board

the

same arrangement is repeated for

the

opposite

termina

ls of the generators.

The

connection

to

the

generators is shown by way of example

in the

lower

part

of the figure in the centre. A conductor

comes from each set of 'bus-bars to a douhie

break

two-way switch.

When this swit

ch is

set

over one way.

it

connects the poles of the gene

rator

to the 'bus-bare above, the shunt coil in the

generator

field being coupled

either

to

the

'bus-bars

or

to

a battery, by a throw-

ov

er switch, shown at the

right-hand bottom corner of the diagram.

When

the

particular

generator is to be connected to

the traction

switchboard,

the

connection to the lighting board is

broken

by

the

double switch,

and

made to the traction

conductors, and

at

the same

time the

series coil of the

field is

put

into circuit, thus making the machine com

pound wound.

Th

e details of

this

switch are shown

in .Figs. 33 to 35 on page 869.

t

is, however,

there

shown

the

opposite way

about

to the view

in

Fig. 22,

which

is only

diagrammati

c.

The

middle wires of

the

three-wire

syste

m come

to the

centre of the board, where they are

connected

to

the balancers. On each middle wire

is an ammeter

and

a disconnecting link, and these

are joined to a 'bus-bar.

From the bus

-

bar there

are

three

wires to the

three

balancers,

and a.leo

a

@pa.re

wire,

there

being

an

ammeter in

each

u i t .

The arrangement of the circuits of the balancers we

explained in connection with the perspective view

of them on page 805 ante but

it

can be followed more

easily on the diagram. Taking

the

left-hand wire

from

the

middle wire

b

us-bar,

it

will be seen that

it

F i g 4 ~

-

to

the

lighting board,

and with the armature

capable

of being connected to either board as desired. When

a machine is being used for

tr a

ct ion work, one

brush is joined to

the

positive 'bus-bar through an

automatic cut-out and an ammeter, while the other is

joined through

the

series coil to

the

negative 'bus-bar.

This

latter

brush is also joined to

the

equaliser

bar. The object of this equaliser bar, which has no

dir ot connection with

the

outgoing circuits, is to

connect

the

series windings in parallel as well as the

armatures, O that the

ma

chines shall divide

the

load between

them

equally.

The

two-and-three

break

throw-over switch

(F

igs. 33 to 35), referred

to in connection with Fig . 2:l, is also indicated in

Fig. 23, the generator beiog the same in each

case; but in the former example working shunt

wound, and

in

the latt

er

compound-wound. There is

also a treblebreak (Figs. 36 t o 38, page 869)

in

each

generator circuit.

t

breaks

the three

circuits

starting

from the dynamo switch-that is, (1) the circu

it

to t.he

automatic cut-out; (2) the circuit to the equaliser bar;

and (3) the circuit to the nega

tiv

e 'bus-bar. From

the

positive 'bus-bar feeders go out to

the var

ious points

of the system, each being provided

with an

ammeter,

a single

Pole

switch,

an au tomat

ic

cut-out

, and a

meter. In addition each feeder has a lightning

arrester and a choking coil to prevent

the

lightning

reaching the 'bus-bar.

On

the

right of Fig. 23

are the return

conductors

comi11g in

from the rail ends of

the

tramways,

and

above

them

are four recording voltmeters connected

to

the

negative 'bus-bar,

and

provided

with

flexible

terminal

wires

by

which

they

can be plugged to any

rail end to show how much those rails are above earth

potential. These voltmeters are us

ed

to show that

the Board of Trade regulations concerning drop in the

rails are observed.

Next,

t the left, comes a two

scale ammeter, which can be plugged to any one

of the

sixteen trolley feeder points to show

the

amount of

leakage on the system. This can only be done when

no cars are running, of CO\llrse, and is for t e : ~ t i n g the

out-of-door circuits. The voltage between

the

o s i ~ i v e

and

negative 'bus-bar is shown

by

a recording volt

meter, while

the current

coming

in

from

the

earth

returns is measured on a n

urn

her of reco rding

am

meters, shown near the left of the figure. Above them

are

two

voltmeters, which can be connected

at

will to

any

generator.

The

leads to the machines are shown

in dotted

lines.

Having

thus

traced

through

the

connections of the

traction switchboard by aid of the diagram, we may

turn to the actual drawings on page 868, where Fig.

25

shows three representa.tive panels, Fig. 24 a st-ction

through the left hand,

or

feeder, panel, and Fig. 26 a

section

through

the right band,

or

dynamo, panel. It

will be seen that

the left

-ha

nd

panel of Fig. 25 cor

responds

to

the part of Fig. 23 above the positive bus

bar, except that

i t

refers only to six feeders and not to

eighteen . At the top are six ammeters in a row;

then

come six meters

in

two rows, to be followed

by

six automatic cut-outs,

and then by

s

ix

switches.

The

lightning

arresters and the

choking coils are

at the

back of the board (Fig. 24). The right-hand panel

corresponds to

that

portion of Fig.

23

between the

switch

at

the

generator and

the

positive ' bus-bar.

At

the top

are

the

voltmeters,

then

come three ammeters,

three

automatic cut-outs,

three

three-break switches

(Figs. 36 to 38),

and

finally

three

shunt regulators.

The three 'bus-bars are at the back of the board

(Fig. 26). The centre panel of Fig. 25 corresponds

to the central part of the diagram (Fig. 23), and can

be easily followed.

In the station . here

are

a number of motors for

driving nir-pumps, feed-pumps, ash-hoists

and the

like, and these are fed some across the outers of the

three-wire system, and some from the inner wire to

one of the outers. To facilitate

the

balancing of the

system

the

distribution boards are arranged so that

certain motors can be readily transferred from one

~ i d e

to

the other

of

the

system. The connections of several

distribution boards are shown in Figs.

27

to

29

and

Figa. 30, 31, and 32.

Figs. 33 to 38 and Figs. 40 and

41

show

the

details

of switches, which have been already ref

er

red to.

Fig. 39 is

an ar

rangement insisted upon

by

the

Board of T

ra

de

to

guard

again

st

excesshe

earth

cur

rents. t is s ituated in every box from which r

etur

n

feeders start. The connection to the rails is shown at

the

right,

and the

return-feeders to the left.

In

addition two

earth

plates are buried, one at each

side of the box ; and to ensure th at they really make

good

earth it

is

stipulated

that

the

resistance between

them shall not exceed

two

ohms.

To

demonstrate

this the box contains a four-cell battery and a low

reading ammeter.

In the

position shown

the

current

goes from the

battery

to No. 1 earth-plate, through

the earth

to No. 2

pl ate

, thence

through

the ammeter

back to

the battery. From the

indications of

the

ammeter

the

resi

sta

nce between

the

plates can be

estimated. When the parallel bars are set over in the

opposi te direction, the

batt

ery is thrown out of circuit ,

and both earth-plates are connected in parallel through

the recording ammeter to the ' bus-bar,

and

thence

through

the

return-feeders to

the

station.

When

these feedera reach

the

station, they,

and the

positive

feeders, are carr ied through a subway shown

in

Fig . 21

on page 864. Fig. 42 shows one of

the

centre poles

on

the

tramline. This is a very good specimen of a

pole, and,

in

view of

the

many ugly poles

in

existenct-,

is

worthy

of attention.

We

have described

this

electric

stat

ion

at very

considerable length, because

it

is a representative

installat ion.

Without

being of

the

immense size of

the Manchester and Gla.fgow stations,

it

is of very

considerable dimensions, and throughout

it

shows

evidence of

the

most careful design.

t

has been

built

entirely to specification,

the

engineers having

thought out all the points beforehand, and made pro

vision for all requirements. Great care has been ex

pended

in

providing for economical work ing. The staff

required is very small, and the superintendent will be

free from worry, for

he

has no conflicting

conditi

ons to

re

co

ncile.

The units

are alike all through. There is only

one type of engine, of boiler, and of generator, and the

amou1lli of spare machinery is, of course, very small.

The Town Council of Sa.lford, togethe r with :Mr. C. D.

Taite, who has charge of

the

whole of

the

lighting

work,

and

also of

the

generation

and

dis

tr

ibution for

the tramways,

and

Mr. E.

L. Hatton, the

tramways

manager, are alike to be congratulated in having a

station which will bear comparison with any in the

world,

and

which should

be

a source both of pride

and of profit to

the

town.

7/23/2019 Engineering Vol 72 1901-12-27

11/31

COMPOUND PASSE.r G

ER

AND GOODS

LOCOMOTIVES

FOR

THE HUNGARIAN

STATE RAILvVAYS.

Tn

E Hungarian ta.te

Ra ilway

s

ha v

e lately built

at

their

Budapest W o

rks a. series of

l

ocomo

t

ives wh i

ch

cont a in sever al

in t

er

es

ting features. A mong th ese is

a

pa

ssenger

lo

como

ti v

e with two co

up l

ed

drivin

g

axles, a bogie in fro

nt

and

tr niling wheels in

th

e rear,

for hauling

heavy trains

a t a. high speed

. Th e Hun

ga

rian railwa

ys are now sui t ed to a heavy

tr a

ffic, the

tr a

ck ha

ving

been relaid with G

olia

t h rails. The

engin

e in

ques

t

ion is shown in

Fi gs. 1

and

2 of

our

two-page

plate;

it was designed

wi

th

a

view

to haul

a 200-

ton load

up gradient

s of

7

in

1000

at

a

sp

e

ed

of 60 kil ometres {37i

mi l

es)

aa

ho

ur.

The engine has ou t

s

ide cylinder

s,

wh i

ch a

re hori

zontal, and fitted to the ou tside of the frame;

the distribution

mechanism is also on

the

ou tside,

and the slide-valves are above the y l i n d e r ~ . Th e

frame

is

built

of iron

fr ame-plates

30

millimetres

Fig

l

-

I

-

I

I

I -

I

'

'

I

'

I

' I

'

I

I

I

I

-

-

,.

,

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

S iemens-Martin

steel

; t he

latter

is

formed

of three

rings

. The inner fireb

ox

and tubepl

ate are

of

copper.

Th e

stay

bolts are also

of copp

er. T he firebox has a.

firebr

ick

bridg

e ;

th

e

grate

is

of

cast

iron, made slant

ing and in t hree parts,

the

middle

on

e

of

wh ich is

moveable. Th

e tu bes a

re

of

st

ee

l,

fitt

ed wi t h copper

ferr ules

at

the tubeplates.

The boiler

is provided wi

t h

two

ste am-

dom

e

s ;

th

ese are connec ted by a horizon ta l pipe . 300 metre

(l l H

iu.) in diame

ter,

with

in t

ernal

arrangements

to prevent priming. The smokebox is joined to

the

front part of

the frame by

st r

ong

suppor

t

P,

and is

provided at the

lo

west part

with

an opening for clean

in g

-out

purpo

ses. The ex t ended

front

is provided

with the

hori

zo

ntal

sc

reens,

on

the

Americ

an me

thod,

forming

spark-

arre

s ters. Th e boiler is fed by two

11-millimetre

injector

s.

The

engine

is compound, and the steam is delivered

t o

the high

-preesure

cylinder, pass ing

thence through

t he starting

apparatu

s, either to the bla st -pipe or

to the low-pressure

cylinder. On

starting,

when

-

----

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

.

-- -------

~ .:_:---..--.----- @ . - -@ ... I i- -

--

,...; .;.~ ~ . . ; . . ; . . . ; . . . ; . . ; . ; . . . . . _

:n

/

I

I

'

: 0

-

_x

L.

'

'

'

'

'

..

10 . ..... - -

455

'

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

..

----

-*

.

wk

..... /i fi.

.

'

0 5 0 . .

'

.

{700 e

Fig

tq

'

Fig1Z

I :

I

I

Pig

71

Fig18

16 -h ..

..

I

-

{1 -fu in.

) in

thickness, held 1.240 metre 481

in.)

apart by

box -shaped cr

oss-gird

ers

of

plates and

angles .

Th

e frame-plates

are al

so j o i ~ e d

tog

ether

by

cas

t- ste el pie

ce

s between

the

two

y l m d e ~ s ,

and b_y

the

boiler supports and

staybars. Th

e bog1e centre 1s

mount

ed on the ste

el

castings in question, with a

30

-

millim

e

tre {1

1

\ in.) ~ l a y

on. side

t? suit the

curves

of

the lin e. The bogte

1s

held 1n 1ts normal

po

sition by

t wo

laminated springs.

The

bogi

e frame

is built

of

plates

25 millimetres (1 it;t. ) thi ck, strongly

stayed together

laterally.

~ h e bog1e c.entre support,

lined with

white me

tal,

1s fitted

m

the centr

e

between two vertical

stayplates,

are p r o v i ~ e d

also with two

spring

sea

ts, on wht

ch

the

locomotive

bears.

The

outer

firebox and the

boHer

b a r r are of

'

the two cy linders are made to work separately,

and

until the

locomot

iv

e

has reached

a.

cert

a

in

speed, live

steam is supplied to both cy linders

through

the

st a

rting valve. For compound

working, the

dire

ct

exhaust of the high-p

r

essure

c

ylinder is closed

and

the

communication

between

the

two cylinders is

es

ta blished.

The low-preesure

cylinder is provid

ed

with a. redu cing valve, wh ich a llows only a de ter

mined

maximum pr

essure

for th

e s

team

in

the

r e

ceiver.

The pistons are s tee l castings, in one piece, on the

S

wedi

sh

system

;

the steam

di s

tribution is

effected by

means

of Heusinger slide-valves driven by counter

cranks. V ariatious in

the

steam

adm

i

ssion

and the

revers

ing

of

the engine are

acc

omp

li

shed by

a

screw

gearing ac

ting

in

dependent

ly

for

each cylinder, and

to this

effe

ct the two parts

of

th

e reversing shaft

are

in d

ependent

of

each other. The details

of th i

s

mechanism are shown in

Figs.

8

to

13, annexed, and

Fjgs. 3 to 7 on our two-page plate, the

latt

er

also

showing the

arrangement

of va l

ve

gear, wh10h

1s

of

the Heusinger von W aldegg ty pe.

The axles a

re of

Siemens-Martin

stee

l ;

the wheel

cen t res are of cast steel in one piece,

and

the

ty r

es of

cru cible

ste. =ll.

The

ax l

e bearings a r ~ .

of

br a

ss li

ned with

whtte

metal.

The rear tra.

th

ng

axle has

a certain radial play to

fa

cilitate the

running

on

c

urves; the guard-plates have

a

longitudinal play

of

15 millimetres (ft in.) and the ax le-journals a

sid

e

play

of 8 millimetres (

frr in.). When

a

curve

is

traversed, the guard-pla tes and the axle a ~ e brought

ba

ck in their

norma

l position

th t

ough

a

spemal arrange

-

ment

of

the su spen sion s

prings.

.

The l

ocomotive

is

provided

with a W

es

tmghouse

brake; when the press ure reaches 4 atmospheres

(56.

9 lb. per square inch ) in the air pipe, the

b r ~ k e

ac

tion

co

rresponds to

70

per cent

.

of the

adh

es

1Ye

weight

of the

l

ocomotiv

e. The eand .

box is

placed

be

tween

the two

steam dom

es, and

th

e

sand is thrown

in front

of the

driving-wheels

by

a steam j e

t.

Total ~ t h

of

engine

ou t- . .

side buffers... .. . ..

1t.

619 m.

{

38 f 1ra m.)

Total width . . .. . .. . 3.140 , {10 , 3

?a

, )

Distance

between end axles

(wheelbase) .. . .. . .. . 8.665

,.

{2

8 , 5i , )

Distance betwee

n bogie axles 2.400 , ( 7 , 10l , )

second

,

and third axles

Distance between

driving

axles

...

. . 2.16o , ( 7 , o:4

)

the two

' ,

.,. 2.420 , (

7 , 11

l\ , )

Distance

between the two

rear

axles . . .. . ... 1.696 m. { 5 H.

in

. )

Height of

ce

nt re of boiler

above rails ... ... .. . 2. 700 , { 8 , 1

0

,, )

H i ~ h t of chimney above

ra1ls

...

... ... ... 4.570 ,

(14, 1l

i , )

Diameter

of

high-p

ressure

(

19

1

.

,, )

ylinder .. . ... .. . .o , ..

Diameter

of low-pre

ssur

e

oy linder .. . .. . .. . .750 ., ( 2 9 ~

, )

Stroke

.. .. . .. . .. .680 , (

26

, )

Di

ame

ter

of

driving

wheels 2.100

,,

{ 6 , 10& , )

,

trailing

, 1.040 ,, ( 3 ,. 5 . )

D esi

gned pr&sure

in bo

iler

13 kg. (185lb.

per

sq.

tn.)

Draw-bar pull . .. .. . 4.960 kg, (4.9

Total length

of boiler . .

9.

2

00

m. (30

ftl

. 2l a

m.

Mean ins ide diameter of

barrel

...

.. . .. . 1.550 , 5 , 1 , )

Grate area

... ... . .. 2.82 eq. m. (30.20

sq

. ft.)

Number

of tubes ... . .. 239

L ength of

tubes between

tubeplates .. . ... ...

4.

500 m. {14ft . 9h in.)

Ou t

s

ide diameter

of tubes.. . .OG2 m. (2

m .

Heating

surface of

tube

s ... 175.69 sq. m.

(1890 sg. ft.

Hea.tling

surfa

ce of firebox

..

13 32 sq. m.

{143

sq. ft )

:Maximum pressure of brake 22 tons

Weight of

engine

empty .. . 67 ,

Weight

of engine in working

o

rd

er ... . .. .. . 64 ,

Weight

on bogie

...

...

22

,

,

third

axle .. . 15 ,

, f

ourth

, .. . 16 ,

, r

ear

, .. . 11 ,

The

engine

is provided with a device

for heating

the

carriages by steam,

also

with a.

H a

usshalter ta

cho

meter for

ascertaining the

speed.

The pistons and

sli

de-valv

es are

lubricated by two Nathan

lubric

ators.

Th

e

tender

is

fitted

with the

Weetinghouse brak e

and

a

hand

brake

;

it is

carried

on

six

wh

eels, 3

H.

5y [ .in.

in diameter, the dist ance between the end axles be

mg

10

ft.

6 in .

I t weighs

15i

tons empty,

and

can

carry 17.7 ton s

of

water

and

tons

of

coal.

The

new goods

engines,

also

built in t he works

at

Bu dapes

t,

of

the

Hungarian S ta

te Railw

a

ys ar

e sho

wn

in

14 to 20

of

ou

r tw o-page plate.

Th

ese have

four

driving axl

es,

coupled

in

pairs,

and

the

engines

have b

ee

n d

es

ign ed for ser vice between

the

cent re of

the country

.and

Fiume

H a

rbour, the

eld

engine

s, whtch had a too great_ 11gtd1ty. are

pr

ovid ed with two separate

drtvmg

m

ec

han1sms on

the

:Mallet

four-cylinder

c

ompound

sy stem.

Th

ese

ne w

locomotives ar

e required

to

haul t

ra

in

lo

a

ds of

394 tons ove r steep gradients and round cur ves 275

metres (902 ft . ) in radius, their maximum

design

ed

speed being 40 kilometr

es (25 miles).

Th e high-pressure cy

lind

ers

ar

e

plac

ed .at the r ear,

whilst

in

fron

t are

the

l

ow-pressu

re c

ylmders.

~ h e

fi rebox and boi ler barrel rest on

the

rear

frame, wh10h

is

built up

of

2 8 - m i l l i m e t ~ e

{li

in.)

f r a m ~

plates,

w ~ t h

suitable cr oss-st ay s. Thts rear frame

1s

made w1th

an extens

ion

in front

wh i

ch

overhang

s the

front frame,

on which it rests, with the in terposition of a. cast-ste

el

support, the latter frame ~ e i n g ab le

to turn r o ~ n d

ve

r

ti

cal

pi v

ot

bolt

s accordlDg

to the

u a ~

prac

tt ce.

The

frames ar

e ins1de the