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JAN. I 9, I 900.

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

73

draught, and by smaller-decked vessels w.ith a keel,


THE WATERVl. .t\Y~ OF RU IA.
carryino 32 to 65 tons of cargo on 3 It. 6 In. to 4 ft.
draught. Still smaller craft are used to take
By C. H. MoBERLY, M. Inst. C. E., M. I. Mech. E.
goods to coasting vessels during sum~er lo~ water~
(Continued from 1:ol. lxviii., page 620.)
The traffic during eleven years endmg w1th 18~~
The Waten vmts of Finland are very extensive, as
was,
on
an
average,
64,500
tons
annuallr,
.
but
m
the whole countl.y is covered with lakes, and steam
1892 it was only 43,000 tons, and was declin~g.
navigation and trade are very a?tive. But it will
The Terek flows from the Kazbeck Mountam as a.
be sufficient here to deal only with the one great
torrent till it emerges on the plain of Vladikavkas
canal route in the country, the Saima Canal from
at a height of 2370 ft. above the .se~. It. the?
the Saima Lake ~o the Gulf of Finland. The Lake
flows rapidly down to the sandy pla1n 1n wh1ch It
Saima is of very irregular form, and has extensive
continues its winding, changing course to the ~wn
ramifications, and is stuJded with islands ; its area
of Kisliar, and falls into the Caspian Sea 70 m1~es
is aiven as 17,600 square miles. It discharges its
beyond by numerous branches through a Wlde
waters into the Ladoga. Lake by the River Vok a or
delta, which begins just below Kisl~ar: In the .last
y ouoksa which form the famou cataracts or
100 miles of its course above KIShar, the nver
Fall of Imatra.
Its importance as a water
flows through a sandy ~nd marshy plain, which it
hiahway was recognised by the Swedes, to whom
frequently inundates very extensively. T~ preF~land then belonged, in the 16th century,
serve its course training walls have been built for
when they commenced a canal from 4~ miles to
many miles on both banks aboYe Kisliar. The
the east of Willmanstrand, towards Viborg; but
flow of the river just above this town is n?rmall.Y
the work was n ot persevered with. The remains
Length
Ooo.ds
Mean
Annual
Country.
of Water- IAcarne
Length of Traffic in 18,900 cu hie feet per se?ond.. Th~ delta I.ts~lf ~s
of this work are still visible. Early in the 17th
1 y, Trip.
waus
I
.
nnua
Ton-Miles. very fertile, but very httle mhab1ted.
K1shar IS
century they again started along another line ; but
I ~ m Tons.
the port from which considerable shipments of
the work proved so formidable on account of the - - - - - - - - - miles. millions. ,
millions. Caucasian wine are made to Astrakhan and other
m ilea.
hard rocky ground, that they again abandoned it. Ru<~sia . .
21,500
..
. I fi3,000
32
670
places. The navigation of the river is, otherwise,
2,COO
At last, in 1840, when Finland was already in the France . .
..
..
8,000
23
I
85
220
3,0l0
many
..
..
6,250
1 3~
wholly undeveloped.
hands of Russia, the matter was taken up again and Ger
Austria-Hungary
..
3,760
2!
The R i1:er K ottra riees in a boggy depression of
a new scheme was worked out. Operations com- Bel~ium ..
..
..
1,380
..
3'6
1,360
the mountains between the towns of Kars and
..
..
2,e60
36
38
menced in 1846, and the canal was finished at a cost Eng land ..
Ardagan on the southern slQpe of the Caucasus ;
of 3,000,000 roubles, and opened in 1857. It runs
The returns on which these re~ults are based are it is 770 miles long and flows into the Caspian Sea
from Willmanstrand on the Saima Lake to Vibor~,
on the Gulf of F inland, a distance of 36 miles. probably not very reliable; but no correction that by two principal branches ; the left one retains the
There are fifteen sets of locks, of which five are in may be necessary for accuracy can alter the fact name of Koura, and the right one is called
three steps and three in two steps, so that the total that in total length of waterways, mean length of Akousha, splits into many branches, and falls into
number of separate locks or chambers is twenty- trips, and annual traffic in ton-miles, Russia ex- the bay of Kisil-Agatch. The delta thus formed
eiaht. The chambers are constructed to take ceeds all the other countries put together. There is about 30 miles long, of very irregular shape
v:Ssels called Ladya, 105 ft. long and 23 ft. broad, can be no doubt about the vast importance to and very broad. The left branch is iihe principal
one, and is 1225 ft. broad ; the right branch is
carrying 250 tons on a draught of water of 5 ft. 6 in. Russia of her waterways.
We now come to the Thi1d Gro?tp-the R i1:e1s of 740 ft. broad at the beginning of the delta.
The Saima Lake is 256ft. above the Gulf of Finland.
The number of such vessels passing through the the Oa'ltcasus, an d the Cr1;spian Sea .
Enormous quantities of deposit are brought down
canal is about 3500 annually. About 25 years ago
The Omtcwms is a range of very lofty mountains, by the river, causing the delta to advance very
the northern end of the lake was connected with about 750 miles long, extending from the Taman much into the sea. AB far as Tifiis-285 miles from
Pieliss by a canal and the River Pieliss, on which peninsula- between the Black Sea and the Sea of the source, and about 2000 ft. above the CaspianAsov at its n orth-west extremity, to the Apsheron the current is exceedingly strong (the fall for some
locks are constructed.
The principal produce conveyed by the Saima peninsula at Bakou on the Caspian Sea at its south- distance above Tiflis being over 13ft. per mile),
Lake and through the Saima Canal, to Viborg for east end. About 200 miles of the central portion and nothing but timber can be floated down. The
export consists of deals and timber in various is covered with perpetual snow, yialdiRg a continual mean fall from Tifiis to the sea is 4 ft. 4-f in. per
forms from Kuopio, Youentso, and other places on supply of water for the rivers. The northern slope mile. For 285 miles below Tiflis, to a place called
the Saima Lake. It amounts to about 250,000 tons descends Yery steeply to the great plains of south- Zardob, there is no traffic whatever, on account of
east H.ussia, and the southern slope descends less the number of snags, stony cills, and fishery weirs.
a year.

The total length of natural and artificial water- steeply to the plains of Mingrelia, with one branch Only from Zardob to the mouth-200 miles- is
ways in European Russia is estimated at 53,000 j utting out to the south towards Erivan and Kars. navigation carried on uninterruptedly, and all the
miles. Of this total 4000 miles represents the In consequence of this formation the rivers all year round. The vessels used are 21 ft. to 49ft.
artificial routes, namely- canal and rivers, portions begin as mountain torrents and rapidly change to long, and 5 ft. to 9ft. broad, carrying 8 to 40 tons
of which have been rendered navigable artificially; streams with a very moderate and often sluggish on a draught which must not exceed 4 ft. There is
whilst the length of canals and canalised portions of current, winding their way through sandy plains, no steam navigation.
The Rion is a short river, but the largest which
rivers, i.e., those portions which have actually been whose navigation is much obstructed by sandbanks,
rendered navigable artificially-is 1300 miles.
shallows, and snags. The quantity of water brought falls into the Black Sea on the southern slope of
From what has been said in these articles, it down by the ri\ers is very great on the whole, but the Caucasas. It rises in the snow mountains
is very clear that the present condition of the varies very much and very rapidly in accordance between Elbruz and Kazbeck and enters the Black
waterways of Russia is not satisfactory. After with the rainfall in the mountains, because the Sea at Poti. I t tumbles down very rapidly t o the
the initiation of various works by Peter the Great, mountains are generally barren and do not store town of Koutais through narrow defiles. At that
and the impetus given by his energy, there was much water. Hence floods and scarcity of water point-66 miles from its mouth-it emerges into
not sufficient force to keep t hings going, and after alternate very often. Most of the rivers are short, the open plain of lower Mingrelia, and from there
a time everything was neglected. In this century and some of them on the northern slope are lost in to its mouth it is navigable by small craft. At
the question of water communications was again the sandy plain and do not reach any other river Koutais its greatest width is 210 ft., and smallest
taken up, and considered in a half-hearted way, or the sea.
126 ft. ; the mean surface Yelocity there is 7 ft.
from time to time. But nothing was done systeAs waterways these rivers are very unimpor tant. per second, and at high water-when the water
matically till the Ministry of Ways of Communi- Only four will be mentioned here-the Kouban rises 10! ft. to 14ft., it is 13! ft. per second. In
cat.ion decided to undertake a study of the water- and Terek on the northern slope, and the Koura the last 30 miles it flows in a very winding course
ways in 1875. Up to that time there were no and Rion on the southern slope; and of these a between low, but steep, banks, through a splendid
proper surveys of the rivers and waterways in very brief notice will suffice.
forest, the trees of which constantly fall into the river
existence. These were then undertaken, and inThe K01tbatn flows from several of the glaciers of and greatly obstruct the navigation. The current
formation was thus gradually acquired to guide Elbruz, and has a number of tributaries on the here varies from 1ft. to 12ft. per second. The river
the Government engineers in dealing with this left side- all more or less mountain torrents. It is enters the Black Sea in two branches, the northern
important question. The effect of this was that 550 miles long and flows by numerous branches one takes one-third of the whole stream, and is 490ft.
the Administration gradua1ly awakened to the through its delta into the Sea of Asov at Temriouk, to 630ft. broad, and 8ft. to 20ft. deep. It is the one
importance of the problems to be dealt with, and at the base of the Taman peninsula. This penin- principally used, and the new port of Poti, with a
systematic work was at last commenced from 1880 sula, with its numerous lakes and streamlets, is the depth of water of 20 ft. to 25 ft., has been conto 1885. It was thought, when railways were first delta of the Kouban. One branch, called the structed at its mouth. Two-thirds of the stream
started, that they would supersede waterways; for Protock. goes off on the left side to the Black Sea. tlows by the southern branch, on which is the old
some years past now this has been recognised as a The river is navigable by small steamers for 150 Turkish fortress and the t own of Poti. The river
great mistake. Both means of communication are miles to the town of Ekaterinodar, 56 ft. above the brings down an enormous quantity of deposit,
wanted in order to develop the resources of the sea . At t he normal height of the river the volume which continually extends the bar and the whol&
country and meet the requirements of trade- they flowing past Ekaterinodar is 18,700 cubic feet per delta seawards. In the last 30 miles or more it is
mutually assist each other's development. Mr. second. Above the River Protock this falls to fully navigable by small steamers, and a good
Horschelman says nearly all the large Russian 16,300 cubic feet. After the Protock has left it, many of these run there, with 3ft. to 4ft. draught
rivers lend themselves admirably to t he formation the flow is 8200 cub:c feet per second, whilst t he of water. The ordinary craft used for carrying
of an extensive network of waterways by connect- Protock carries off 7900 cubic feet per second, goods as far as Koutais are small, flat-bottomed
ing their upper parts with canals. Often the sources which dwindles down to 2700 cubic feet at its mouth boats, carrying 6 to 10 tons of cargo on 2 ft. to
of the rivers are separated by inconsiderable eleva- showing how the watet gets absorbed by the nume~ 2! ft. draught of water.
tions of small extent. Most of t he large rivers have rous small branches and lakes which are here formed.
Th e Ca spian Sea.- 'Vith the exception of its
not much fall and a considerable body of water, The river is navigated by flat-bottomed decked vessels southernmost end, which is in Persia, it is surconditions particularly favourable for navigation 70 ft: to 105 ft. long by 12! ft. to 16 ft. broad, rounded by Russia, and it may, therefore, fairly
against stream. Very few rivers present any great carrymg 80 to 160 tons on 5 ft. 10 in. to 7 ft. be considered a Russian inland sea. This short.
difficulties to navigation . But in spite of these
fa\ourable conditions, very little has as yet been
accomplished, and most of the rivers remain in their
natural condition . The Mariinski Canal route is the
only one which has been fairly developed. Good
permanent work has also been done in a few port ions of a good many rivers; but very little effect
has been produced on the efficiency of the waterways
as a whole. Expense is one of the great difficulties ;
but a great deal of money has been and is being
expended on rail ways, and it is a question, in the
writer's opinion, whether it would not be bet ter
for the development of the country to do more for
the waterways and less in the way of rail way extension for a time.
Mr. H orsehelman gives an interesting Table of
comparison between the waterways of different
European countries, from which the following is
taken:

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

74

NEW

PROMENADE,
1IR. .J.

NORTH

\VOLSTENHOLME,

[JAN. I 9, I 900.

SHORE,

BLACKPOOL.

BOROUGH ENGINEER.
FT/00

SIJO

/OOOFUT.

_JiL
-

- - -

PROMCN.AOC

QUEENS

--*- --1$ 0 : __

. :7.

Fig.4 .

Fio-8.
-...
.... -s-;.. . . :-.

. . "
, : ... "'- ~

DRIVE

..C

------- ___ _, '

't

('ZO,.

STRETCHERS.
FAC/Nv

BLOC

I<.S

~ --LOW~? -- "
: PROMNAOE

..

~-16 o ----

' c.

1,..

. . ..... -- - --- --.a..


6ouclec Pp

1.-

f I

FifJ.5 .

_,

----i

--z:p;pioufiif ___ ~-?

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

------------------- ----------EU\'ATION OFSU WALL SHEWIHC STEPS.

L-

,<-9
SEC TION ON LINE A. A .

r
f.SI~DI)

notice is derived mainly from a report by Mr. V.


E. Timonov in 1895 on the format ion of an improved channel for the mouth of the Volga.
The Caspian Sea extends about 700 miles from
north to south, and has an average breadth of over
200 miles; its area is160,000 square miles. The water
level is continually varying, but there are no data
as yet to determine whether it is gradually falling,
as is commonly supposed, or not. The mean surface level is 85 ft. below that of the Black Sea. It
receives the following rivers : Emba, Oural, Volga,
Kouma, Terek, Koura, Sefid Rood, and Attrek,
besides sundry smaller ones ; and has no outlet.
It consists of two parts, the characteristics of which
are very different ; one to the south of a line drawn
from Chechen Island, at the mouth of the Terek,
to Toub-Karaga.n point on the opposite eastern
shore, and the other to the north of this lin e (see
t he general map of Russia).* Along the line of
separation the depth does not exceed 78 ft. anywhere, and increases southwards till, at 50 miles'
distance, it has attained 600 ft., while northwards it continues fairly uniform for some distance
and then diminishes more or less rapidly.
The southern part has all the characteristics of a
sea, and the water is clear, and contains from 0.01
to 0.014 parts of salt. The greater part of the west
side is bounded by the Caucasus Mountains, the
south side by the Persian Mountains, and the east
side partly by low ground, and opposite Bakou by
the Kouba Da.g range of hills. It consists of
two basins, separated by a ridge on the bottom,
connecting the spur of the Caucasus at the
A psheron peninsula, near Bakou, with a spur
of the Kouba Dag, near Krasnovodsk, on the
east side. The depth on this ridge does not exceed
650 ft. anywhere. The greatest depth in the
northern basin is 2950 ft., nearly due east of the
town of Derbent ; and the greatest depth in the
southern basin is 3610 ft., nearly east of t he town
of Lenkoran. The northern part- north of the
line Checken-Toub-Karagan-is more like a huge
estuary than a. sea. It receives the rivers Terek,
Kouma., Volga, Oural, and Emba, whose deltas are
so extensive that they nearly join, and which bring
down an enormous amount of deposit, which is
gradually silting up this part of the Caspian. Corn-

* ee E:'\GINEERI~G, Jannary 13th, 1899, page 38.

paring the present depths with those of sixty years


ago, it appears that the rate of silting up is 3 in. to
9 in. a year. The depth in the north-east corner,
eastwards from midway between the mouths of the
V olga and Oural, does not exceed 36 ft., and the
depth in the remaining part, for about 100 miles
from t he months of the Volga, does not exceed 40 ft. The whole of the northern part of
the Caspian is surrounded by low ground, steppes
and salt marshes. Towards the Sea of Asov, the
ground rises a little more, and the lowest point on
the rising ground between the two seas is in the
valley of the RiYer Manitch, 118 ft. above the
Caspian, and 33 ft. above the Black Sea.. The idea
of forming water communication along this line,
from the Caspian to the Don or Sea of Asov, has
frequently been entertained ; but, though there
are no difficulties in the way of carrying out such
a scheme, the expense has been considered prohibitive. The water is generally fre h for some 12
to 13 miles from the mouths of the Volga ; then it
generally becomes brackish, till it contains, generally, 0.0075 parts of salt; it is always more or
less muddy- never clear.
A great pa1t of it
freezes over early in December, and opens about
the middle of l\1:arch. There are many shoals and
sandbanks all round this northern part, especia11y
off the mouths of the rivers; and there are no harbours. The anchorage is good everywhere, and vessels
have always to anchor a long way from shore. But as
the shore is everywhere very shallow, and the
water level varies very much with the wind, constant watchfulness is necessary when a vessel is at
anchor, lest she should be left stranded by t he
falling water. This applies to all rivers. There is
deeper water and safe anchorage, where vessels can
take refuge, under shelter of the island of K oulali,
or of the Toub-Ka.ragan point, or of the island of
Chechen.
The prevailing winds are N. \V. and S. E. ; they
are apt to be strong, and set up a boisterous sea
on the sout hern part. There are a good many
steamers running on the Caspian. The principal
r oute is from Astrakhan to Petrovsk, Derbent,
Bakou, Lenkoran, Enseli (for Resht), 1\:Ieshedesser,
and Astrabad, the last three towns being in P ersia.
Petrovsk is the ttlrminus of the railway from
Rostov and Yladikavkas; and Bakou is t he
terminus of the railway from Poti and Tiflis.

Steamers also run from Astrakhan to Gouriev, at


the mouth of the Oural, and to Fort Alexa.ndrovsk,
near Toub-Ka.ra.gan; also from Petrovsk to F ort
Alexandrovsk and Gouriev ; also from Bakou to
Krasnovodsk and Ouzoun-Ada, termini of the
Sa.markand Railway ; also from A.stra.bad to
Chikishliar, at the mouth of the Attrek, and on to
Krasnovodsk. A considerable portion of the trade
is also carried on by small sailing Yessels. Most of
the vessels on t he Caspian have draughts of water
not exceeding 9 ft., as there is not more than 9 ft.
depth in any of the harbours. But there are a few
steamers with greater draught, up to 14ft. ; these
must load or unload, mainly, in the roadsteads.
The Vo1ga forms t he main channel for the trade
of t he Caspian with Bokhara., KhiYa. and Persia,
as well as with the greater part of the Caucasus ;
the trade of Astrakhan will, therefore, represent
the greater part of the trade of the Caspian. The
last return to hand is for 1890, as follows :
From A strcthhan into the Caspi(m.
2211 steamers carried . .. 1,137,345 tons
2301 sailing vessels carried 638,288 ,
Total... 4512 ves els carried
. .. 1, 775,633 ,
A 1rivd in A strakhan from, the Ca .~pian.
2201 steamers carrying... 1,137,138 tons
2257 sailing vessels carrying
. ..
.. .
632,384 ,
Total... 4458 ve&els carrying ... 1,769,522 ,

The export of petroleum and its products goes


by Astrakhan and up the Vo1ga, as well as over the
Caucasus to Ba.toum by rail.
(To lJc

HORE

c~nt inucd.)

IMPROVE~IEL T.~

AT

BLACKPOOL.
who has been at Blackpool during the
last five-and-twenty years will remember that at
t he north end is Claremont Park, a district enclosed within gates and fences, through which
nothing that was objectionable ha ever been
allowed to intrude. The district was, we under'3tand, owned privately, and was not under the jurisdiction of the Blackpool Corporation to the same
extent as are the other streets and roads. Along
with the privileges which resulted from this state of
ANYONE

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

..

aff~irs there was always the respon sibility of maintaining the foreshore, which he~e consi~ts of a soft
cliff, \'ery little capable of w1thstand1ng the onslaughts of the sea.. As eYery~ne kuows, the '~aves
at Blackpool are very much
earnest at times,
and in course of years they carrted e:l.w~y .l~rge portions of the foreshore. The respons1b1hty. of r esisting these attacks appears to have been 1n the
hands of a number of individuals, each of whom
lu\d his own length cf cliff to attend to, with the

u:

special trains into the town in a day, in addition


to the ordinary service. 1'hese figures reveal t~e
characteristics of t he place, and show that 1ts
success has been aained by studying the tastes
of its visitors. Th~ private inhabitants are full
of enterprise, and ar~ a?ly seconded by the
Council who ta.ke lar 0()'e v1ews as to the future
of the' town and as to the security it offers
for the wis~ expenditure of . mon~y in a.dding
to it~ attractione. In connect10n w1th the works

FIG. 2.

VIEW BEFOltE Co~t~IENCEMENT Ol" W o RKS ALONG Ul,PER PROMENADE FROM


\V ARLEY-R<>AD, LOOKING NORTH.

75

H otel this is but a small portion of Black~ool


which ~xtends two miles to the south, and aspires
externally to overlap St. Anne's and Lytham on th_~
Ribhle estuary. 'l'he former state of the sh ore JS
shown by Figs. ~ and 3, . annexed.. In the u ppe~
view the shore 1s seen m the n eighbourhood o
Warley-road, the observer Iooking north.. In th~
lower view there are dep1cted some rum.ed de
fences of an earlier date ; the obs.erv~r lS here
lookino south from Glynn Slade, wluch IS marked
on th: extreme left of Fig. 1, where the shore
suddenly curves. The present appearance of the
shore can be learned from the section, Fig. 4, on
the opposite page, and the four views o!l pa~e 90.
The Queen's Drive (Fig. 4) has been ID existence
many years, and is a prolongation of the Bla~k
pool Promenade. It stood at the top of _the diff,
which was of the irregular contour shown m d otted
lines, and is n ow the uppermost of th~ee roa:ds, of
which the lower is a footpath 15 ft. w1de (F1g. 12,
page 90), and the middle a ma~nificent promenade
havin(Y a carriage way 35 ft. w1de, and a footpath
10 ft~ wide (Fig. 11). Between the promen.ade
and the Q ueen's Drive is a grass slope 26ft. w1de.
A large amount of earth filling has been necessary
to create the new promenades, and as this approaches more nearly to the sea than did the old
cliff it has had to be s trongly protected. The toe
of the slope has been fi lled with puddled clay,
covered with granite pitching laid at an. angle of
2 to 1. This is covered with water at h1gh-wate1,
spring tides. Behind the pitching is a sea wall of
cement concrete, carried down to the beach level,
~:md capped with moulded cement blocks. . So~e of
the blocks used in this wall are shown 1n F1gs. 7
and 8, page 74. The thickness of the wall at the
bottom is 7ft. 6 in., and its height 26 ft. Above the
lower promenade comes a s.econd pitched slop~, over
which t he spray breaks at t1mes. The toe of th~s slope
is formed of moulded concrete blocks of large size, and
at its upper end is a r ow of 6-in. la rch piles 5 ft.
apart, to preserve the angle between the slope and
the footpath (Fig. 11). At several points there are
fliahts of steps (Figs. 5 and 6) giving access to the
be~ch from the lower promenade (Fig. '9). The
extreme north end of the new works bends inwards
(Figs. 1 and 10), and here is a slade. Beyond are
the clay cliffs which arc a feature of this coast .
The amount of earth req uired for filling up was
245,000 cubic yards, and was obtained within a
mile of t he works. Further, 27,000 cubic yards of
cement concrete, and 25,000 tons of granite and
Yorkshire stone were used in the construction.
The works were commenced in August, 1895, and
were completed last year at a cost of 125, OOOl.
The whole work has been designed and superintended by l\1r. J. W olstenholme, C. E., the b orough
engineer, and has been ably carried out by Mr. A.
Williaruson, A. M. Inst. C. E ., a s resident engineer,
to whom we are indebted for the originals of our
illustrations. Mr. R. Finnegan, of N orchampton,
was the contractor, and was represented by Mr. F. J.
Keyte. The work has been full of difficulties, but
, these have been successfully met, and a very important addition nas been made to the attractions of t he
most popular wd.tering place on the north -west coast.

THE STANDARDISATION OF SCREW


THRE..c\ DS.

Fw. 3.

VIEW BEFORE CoMMENCEMENT OF WoRKS, LOOKING SouTH FRortr THE GLYNN SLADE.

result that the sea could generally find a weak


place at whieh to make an inroad, and get be
hind the better-contrived defences.
Eventually
necessity obliged that the old methods should b e
replaced by concurrent action founded as a comprehensive plan. The Corporation of Blackpool
bought the Park and obt3ined an .Act of Parliament
fur the construction of the necessary works. Advantage was taken of the occasion to add further
attractions to this enterprising watering-place, and
to afford additional space f01 its visitors.
Blackpool is a large town. In 1891 it had a resident population of 43,000, and sleeping accommodation for 250,000. In addition, the places of amusement can accommodate 150,000 veople under shelter,
and the railways have been known to run 113

we are considering, they have not been content merely to build a sea wall which sh ould secure
the cliff, but have also availed themselves of the
opportunity to construct a double promenade offering space for thousands to enjoy themselves in a
part of the town which is relatively quiet. The g reat
bulk of the people who go to Blackpool are quite free
from t he reproach of taking their pleasures sadly ;
they come rather to work off their energy than to
recuperate it. But there are, of course, large numbers who are not in this happy p osition, and who
find their delight in quiet enjoyment. The n orth
shore has always been appreciated by such, and
they will now find its attractions increased.
The plan, Fig. 1, on page 74, shows the locu.lity of
the new work ::;. It takes in all north of Bailey's

N EAltLY sixty years ago, when \Vhitworth first


commenced the elaboration of a standard screw
t hread, the importance of such a movement was
promptly recognised in this country, and the system
gradually improved until 1861, by which time it
was widely adopted. Then, and probably until
quite recently, no d oubt could exist in the mind
of the average British engineering manufacturer
as t o the superiority of the Whitworth system above
all others that could be devised, or t hat it could fail
to become the universal standard. That its importance was widely recognised within a few years of its
introduction, was shown by the fact of its general
adoption in Germany, and that to some extent it
held its own in the United States against the Sellers
t hread introduced a few years later. In 1850 this
country h eld a practical monopoly in the export
of machinery, so that the adoption of a standard
thread for that portion of its trade, was a matter
of convenience and n ot of n ecessity ; it is worth
noting, however, t h at some manufacturers in
the early days preferred using their own threads
both for home and foreign orders, so that purch asers might be more bound to them. Probably
the same narrow-minded spirit is not yet extinct.

E N G I N E E R I N G.
Founded on the inch as a unit, the 'Vhitwor th
standard held its own against metrical innovations,
by reason of the fact that we t hen enjoyed an overwhelming strength as engineers. Iu t he U nited
States the , ellers thread found immediate favour,
partly because, until very recently, there was no
question of exporting machin ery. In Germany
:::>wi~zerland, and to a les3 extent in France, t he
Whttworth standard took firm hold, despite more
or less futile efforts to metricise the inconvenient
unit.
The last few years have, however, witnessed great
changes. The metric system is recognised as that
which must be universally adopted, sooner or later;
we no longer hold the lead so securely that we can
force feet and inches on our foreign customers, and
still less force the acceptance of our units on manufacturing countries that only recognise the more
convenient metre and its subdivisions. I t is indeed
clear now t hat while Sir J oseph 'Vhit worth must
always be r egarded as the originator of a standard
thread, and while any fu t ure system must be based
on what he gave to the world, a uni-versal system
if it is ever decided on, must be whol1y met ric,
and t h e manufacturers of thid country, and for
the matter of that, of t he U nited States also, will
be obliged to adopt it, unless they prefer to r eta.in
excellent standards, based on what may in time
become an obsolete unit of measurement.
That consummation, however, is for the future;
the efforts commenced 60 yeard ago, and continued
intermittently ever since, to establish a standard
thread for universal adoption, have not been
successful, and have indeed resulted in some confusion. Of t he advantages that would attend the
existence of one ty pe of thread for every dimension of screw or bolt, t here is no need to insist,
t hough there do exist applications where uniformity
is of little importance, or even of positive detriment. Thus a. great railway company, being wholly
self. contained, ruay manufacture its own types without inconvenience, and, in the case of railways that
may possibly serve the h ostile purposes of an
invasion, with positive advantage. Again, for
military works, special threads, whether for t he
blocks of guns, for the connections of mountings
and so forth, possess evident advantages. But for
the general manufacturer and purchaser all t he
world over, ~t1.ndardisation of screw threads would
possass enor mous usefulness. ' Ve shall see later
on, that for minute purposes, such as watch-making,
the Thury system has been widely adopteJ; but
for large work so much diversity of opinion exists,
th1t the question is beset with infinite difficulty.
On one po1nt alone is t here a general (though not
unanimous) concens us of opinion, that if a univers~l sydtem should ever be adopted, it will be based
on the metrical unit. I t will be long, however,
before such a result is obtained. ln France a
standard t hread is recognised, yet there are about
50 different types still in use ; in this country, the
Whitwor th , and in t he United States, the Sellers,
threads, will long continue to he the recognised
standards. In Germany it is probable that the
Whitwort.h system will still r emain largely in use,
~nd be gradually replaced by a modification of t he
French ~t lnda.rd ; while Switzerland will most likely
adopt the latter, after cert~in modifications to be
discussed at t he next International Screw Thread
Congress, have been formulated. Apparently for
certain classes of fine work, the Thury thread, n ow
widely adopted, will approximate most closely to
a univers1.l standard for many years to come.
The proposal for a general unification of screw
threads appears to be due to the engineer Delisle,
of C~rlsruhe, who in 1873 showed, at the Vienna
E1hibition, a series of screws, taps, and dies
according to his system. Messrs. Ducommun and
Steinlen, of Mulhouse, who had been working in
the matter with Delisle, induced t he Munich District Society of German ~ngineers to take action,
and in 1874 they sent out. no less than 2000 circulars to European managers, asking t heir views
on the possibility and usefulness of substituting
a met rical, for t he Whitworth, system. The result
of this firdt effort was not encouraging ; only 365
replies were received, and of these 316 were from
makers using the Whitworth thread, and who proposed to retain it ; the remaining 49 employed
their own modifications of t he same system. In
1877, the Carlsruhe Eogineers' Society brought the
question before a general meeting of the Society
of German Engineers, who dismissed it rather
abruptly ; but t he following ye3:r t heir efforts. met
with more suc~ess, and a. committee was appomted

[]AN. I 9, I 900.

to inquire into it. This may be regarded as the have increased, and are increasing enormously
commencement of t he International Screw 1.'hread every year. Thus it is becoming more and more
Congress, which h~s conferred on several occasions. desirable to red uce existing confusion, and to
The last meeting of this body, held at Zurich in decide on some unification-at least, to a large ex1898, was of considerable importance, because it tent-of those elementary pieces that must always
was enabled to recommend for general adoption be used in the construction of machinery, which, if
with certain modifications, the Sa.uvage standard, exported, may become absolutely useless because
that during the last few years has been largely of the impossibility of replacing broken screws or
adopted in France. These modifications were bolts made to some unknown gauge.
carefully discussed at t he meeting of the Congress
Among the various systems, most of which are in
referred to above, and conclusions were arrived at use to-day, t he following have been selected for
which will be s ubmitted to t he third meeting of description and illustration, as having the greatest
the International Congress for Railway U nification , practical or historical interest. They are : .Armanto be held at Berne shortly.
gaud (1860); Bodmer (1861); Poulot (1862); Sellers
One of t he Italian representatives at t he Z urich (1864) ; the Prussian State Rail ways ; Thury (1878);
meeting above r eferred t o, was Signor A. Galassini, French Marine (1875-85) ; Northern of F rance and
memher of t he Turin Society of Engineers and Orleans Railways; Western Railway of Frdnce;
Architects ; this gentleman has presented to his Paris-Lyons and Mediterranean Rllilway; Eastern
Society so complete and interesting an account of Rail way of France ; Lomb~rdo ; Italian Artillery;
the proceedings of the Congress, and also of the Delisle (1873); Ducommun and Steinlen (1873);
history of t he s ubject, t hat we have not hesitated Kreutzberger (1876) ; Reuleaux; German Engito summarise the information he has collected, neers' Association (1888) ; French Artillery (1891);
supplementing it here and there by data from other Sauvage (1894) ; Delisle (1898) ; Swis3 Committee
sources. We regret that we are compelled to (1898) ; Turin Engineers and Architects (1898).
abridge Signor Gala.ssini's review.
Alt hough so many able engineers and theorists
In relating the history of screw thread standards, have worked consecutively at the question of unifit he author of the r epor t dwells at considerable cation for the past sixty years, they have, as we
length on the successful efforts of J oseph Whit- have seen, so far failed in achieving their object.
worth, continued through 20 years, and he then The difficulty does ~ot lie in the elaboration of
turns to t he United States, where no standard had a practically perfect system of screw threadexisted, although t he Whitworth system was in use Whitworth, Sellers, and Sauvage have long since
by 1864. It was on April 3 1, 1864, that Willi~m demonstrated t hat-but in obtaining its universal
Sellers read a paper before t he Franklin Institute, adoption. The utmost that can be hoped for
pointing out the evil r esults arising from t he seems to be that Whitworth in Eogland, Sel~ers
absence of a r ecognised system, urging defects in in t he United States, Sauvage for metrical countries,
the "\Vhitworth standard, and recommending a plan and Thury for special work everywhere, may exist
of his O\Vn for general adoption. The Franklin as four recognised and universally employed stanInstitute, at that time a more influential body t han dards. Such a resul t \vould at least reduce C)mit is at present, appointed a committee to consider plications and prevent confusion.
We have already seen t hat so long ago as 1874,
Mr. Sellers' proposition, and t his committee
having r eported favourably, t he Institute set its the Munich District Society of Engineers comseal of approval on t he Sellers standard, and re- menced taking active steps to shndardise a s~rew
commended it strongly for adoption by manufac- thread; it was t he year before t hat Delisle, of
turers and Government construction departments. Carlsruhe, opened a discussion on unification by
0 wing to t his recommendation, the new system publishing a memorandum, illust rated by a series
was rapidly adopted throughout t he United States, of metrical taps and dies made by the firm
and in 1868 it was officially endorsed by t he Govern- Ducommun and Steinlen, of Mulhouse. They
ment ; thus in a few years it became the standard were shown with a series of screws in t he Vienna
for t he whole of North America. The Sellerd, like Exhibition of 1873.
Somewhat later, Delisle proposed a. modified
the "\Vhitworth, system, however, being based on
the English unit of measurement, it was a natural system, which he aga.in altered in 1877. This
consequence that in those countries employing t he action of Delisle aroused considerable interest, and
metric unit (although in Germany the Whitworth his example was followed by many other designe~s,
system was largely adopted) other standards bac;ed who submitted their plan to the General Associaon t he subdivision of the metre should be evol ved, tion of German E ngineers. In 1888, after Ion~
so soon as t he advantage of a fixed type was de- discussions and careful investigations, both theoretimonstrated. It was also a natural consequence cal and practical, t he same association definitely
that, as no means existed for arriving at a. com- approved, and r ecommended for general adoption,
mon understanding, a large number of so-called Delisle's t~econd system of 1877. At the same
standards- the author of each of which naturally time, associations, representing the makers ~f
claimed preeminence for his creation-were pro- 'i nstruments cle p'recision, as well as electrical engiduced in a very short time. So t hat tile laudable neers, agreed to adopt the type chosen by the
desire of constructors to arrive at one common German Engineers' Association, adapting it fur
metrical system for standardisation has defeated special convenience to minute diameters. The firm
its object, and rendered realisation more and more of Reinecker, of Chemnitz, undertook to make
standard scr ews, together with any series of taps
di fficul t.
Thus at the present time most rail way companies and dies, which were to be after wards distributed
on the Continent nse their own special systems of among manufacturers who were sufficiently intescrews and screw t hreads, and often the same rested to undertake practical experiments.
As we have already seen, t he invitation to the
company employs two or more different types.
The same remark applies to Government Arsenals German manufacturers did not meet with a favourand Navy Yards; while many private engineering able response, the opinion held being that the
establishments have created their own metrical Whitworth thread was so generally employed that
screw thread, without any attempt to arrive at a. any change to a. metrical standard would be u~
creneral understanding, or due consideration of the advisable, unless it were universally adopted. Thts
inconvenience and confusion arising fl'om a. multi- decision was certainly a. prudent one, for if Germany
plicity of t hreads. To these numerous types in had adopted the Del isle, and France anot~er,
current use, have to be added others, elaborated system, unification would have becol?-1e, if not m~
theoretically, and recommended by scientists and possible, at least a great deal more difficult. '?lhby technical associations, with a view to ultimate ma.tely t he Association of German Engineers deci~ed
unification. From the for egoing, some idea can be to bring the matter before a more comprehe~s1ve
arrived at of the confusion that exists at t he t ribunal, and this was done at an Internatwnal
present time in many engineering works on the Congress held at Aix-la.-Chapelle in 1895. The
Continent. In a report addressed to the Societe Association had sought information from eighte~n
d'Encouragement, and published in its Bulletin in engineering societies in England, A~erica, Russt.a,
1891, Mr. E. Sauvage described twenty-seven dif- France, Austria-Hungary, I taly, Belgmm, and Switferent metrical systems of screw t hreads, and it is zerland, on the subject of establishing an iot~r~a
probable that the total number of existing systems tional standard for screw threads, and ascertarmng
would exceed fifty. A selection of the more im- \Vhich unit of measurement should be adopted for
portant types of these will be given later. It must such a system.
All the societies applied to were favourable to
be rem em hered that, owing to the great development of mechanical industry, and the vast exten- the metric system as a basis for unification, except
sion and international character of manufacturing the English and American, who did not feel the
trade, the inconveniences understood by \Vhitworth necessity for any change.
Among others, the Unio11 of Swiss Ivlechanics
as eady as 1841, and felt keenly by Sellers in 1864,

}AN. 19, 1900.]

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

and Industrials took up the matter with so much


enthusiasm that the German Aesociation of Engineers willingly ceded t he direction of the movement to them. About the same time, but independently, importan t changes were effec,ted in
France where the Whit worth system had never
found ~any adherents ; the Societe d 'Encouragement in Paris, took action through the well-kno wn
engineer Mr. E. Sauva~e, . at 'Yhose instigation the
Society form ed a. commissiOn In 1891 to study the
best means for arriving at the much-desired unification for France. In April, 1893, t he Commission
presented to t~e So.ciety the result of its investigations em bodied In a careful report by Mr.
Sauv~ 0o-e; the purport of this r eport was to suggest
a ne w syst em of screw thread, which will be r eferred to later.
" This recommendation was approved and
ad(lpted by many large works throughout France.
There were, however, important dissentients, and,
in consequence, Mr. Sauvage decided, in 1894, to
modify his system ; in this more recent form it
has found very general favour, and i~ now definitive1y established in France under the n ame of
lt,rench ay stem of unification (S. F. ).
It may be mentioned, to show how rapid1y t he
S. F. system found ~a~our in Fra~c e , ~hat it was
recognised by the l\:1mistry of Marine In 1895, by
the Forges et Chantiers de la Mediterannee at
tiavre and in Marseilles in 1896, hy a num her of
railway companies, and by great private manufacturers, such as those of Le Creusot, the Compao-nie des Forges of Chantilly and Commentry.
th~ Societe de Const ructions de Batignolles, the
Sol!iete des Generateurs Niclaus~e, the Societe des
Bureaux et Chantiers de la Loire, the Compagnie
Generale des Automobile~, Sautter, Harle, and Co.,
Na.than Bloch, and others.
Unfortunately, it was not considered n ecessary to
submit the Sauvage standard, to the consideration of
the International Commit tee before this very wide
adoption. F or, however efficient and well it may
be, the chances of its uni vers~l adoption would
have been increased, if it had received the slight
modifications that were recently suggested at th e
Zurich Congress, anrl which cannot be well introduced now that it has been recognised as the French
standard.
(To be continued.)

AMERICAN COMPETITION.
No. XVIII.*
By SPENCER MILLER, Engineer, New Yot k.
B usiNESS depression in America, coincident with
English prosperity, will invariably lead t? A merica
receiving the overflow orders from English shops.
This may be successful competition from one standpoint, but it is hardly to be considered in the light
of a great achievement. England is now prosperous,
its shops are busy, and while in individual cases
American goods have affected the English market,
the English have quickly adjusted themselves to
the situation, or found something else for their
workmen t o do, so that England as a whole can
hardly be suffering from American competition ; in
fact it is quite possible that England profits by
American competition.
The English locomotive builder certainly does
not suffer from American competition, when with
work to keep his shops busy for two years he finds
a few stray orders booked in America, and, again,
the railroad buying the American locomctive profits
by the circumstance, because of time saved, if for
no other reason. An American tool shipped to
England may mean a loss to one English tool maker,
but England profits by its use. With American
shops filled with American orders, there will be
little disposition to compete for foreign trade.
"Necessity " coupled with "Ambit.ion " h~s
played an important part in the development of
American industries.
The early English settlers immigrating to America
found themselves on the coast of New England face
to face with a rigorous climate and the "necessity "
for self-preservation. New England so settled
produces the largest percentage of successful inventors. Had the same people located on the coast
of Florida there would have been no such '' necessity, , the climate would have dulled their ambition.
_
_ _
* See pages 347, 379, 413, 445, 479, 515, 549, 583, 617.
647, 677, 713, 743, 777, and 813 of vol. lxvui., and pages 12!
and 40 ante.

The very hardships and climatic conditions faced


by the New England settlers on that coast , whetted
the inventive talent which produced great results.
The world is progressing, nations are using
machines and mech anical cont rivances more and
more ; railroads are being built, shops are being
constructed, mines and cana]s excavated, and farms
open ed all over the world at so rapid a pace that
t he shops of E ngland are n ot capable of taking care
of the extra volume of manufactured goods r eq uired, and it must share with America a large
amount of the orders for machinery and manufactured goods which such rapid development
demands.
Wherever '' necessity " exists in a keen enough
degr ee, there will shortly follow an invention of a
machine or method, which will overcome the dif.
ficulty. This is as true of England as it is of
America. The writer believes, ho wever, that
"ambition " plays a greater part in A merica t han
it does in England. \.Yhen the Americans see t heir
Presidents rising from the r anks of labour, it
prop erly stimulates their ambition.
American tariff laws have been a powerful stimu1.ant for that home competition , which has r esulted,
much to the surprise of many manufacturers, in
finding themselves with their produ cts so raised in
quality m lowered in price, t hat they are able to
compete with forejgn trade. The competition between manufacture1 s in America has been very
sharp, and a bat tle where the fittest only survive.
Another p owerful factor in the success of
American shops is the excellence of the United
States Patent Laws, which are unquestionably far
in advance of those of any o! her nation. The
U nited S tates patent for a de vice or contrivance,
bears upon its face what it pretends to be. The
claims are only as broad as t he state of the art
warrant s.
It is a singular fact, but n evertheless t rue, that
the United States Patent Office, in s pit e of the fact
that it gives to its subj ects protection as cheap as
any ot her country, is at the same time a source of
profit to the Government.
I t so thoroughly examines each and every application filed, that an American inventor may learn
more facts about similar contrivances to his o wn
than would be possible in Eng]and by the payment
of five times the cost of an American patent.
The British might well learn from the United
States how to amend her patent la ws. If England
would place in its Patent Office a corps of examiners
that would, as soon as a patent is tiled, notify the
inventor of conflicting devices, the manufacturer,
before his capital is invested, would know in what
degree his protection was available. While it is
t rue that an American patent is frequently found
to be ineffective, a skilful patent lawye~; who reads
the claims granted by the American Patent Office
can usually predict such cases.
Wherever America has s uccessfully competed
with England, it has doubtless been at the expense
of many a physical constitution wrecked, and many
a dollar lost. The American is reckless and a
spendthrift of his strength; he works t oo hard and
too long. A few become rich.
England needs no suggestion as to how to
overcome American competition. Whenever the
" .necessity " to do so real1y presents itself, England
will be equal to the emergency. The "necessity "
which was America's, then becomes England's.

- -No. XIX.
By W. J. KEEP, Superintendent, the
Michigan Stove Company, Detroit, Mich ., U. S.A.
IN stoves, as in any other article produced from
iron or steel in this count ry, it is a well-known
fact that n o country in the world produces articles
finished to such a high degree of excellence as those
made in the United States. The main r eason ~or
this is that our goods are finished by high-priced
workm.en who tak.e a prid~ in turning out goods
t hat w1ll be a credit to their shops, and, furthermore, the systems cf inspection prevailino- in
American factories are so rigid that imperfect ; ork
is rarely allowed t o pass.
Owing to the rapid. increase in population, the
home market for American stoves is enorn1ous and
littl~ effort ha~ been made to demonstrate to p~ople
?uts1de A;meriCa that they are superior to all ot.hers
1n op eration, economy, and appearance.
Ord.e~s from a?road come unsolicited, and large
q uantities are sh1pped, showing that we can control
the stove trade of many countries if we make an

77

...

effort to do so. The explanation of this seems to


be as follows :
.
American stove-making is a .disti.nct bu~m ess,
and of immense proportions. DI vers tty of chmatc,
and the cold winters in many parts of the country,
make the q uestion of heating appliances a very
impor tant one. There are more than 3~0 stove
foundries in t he U nited States, of whiCh t~e
Michigan Stove Company is the largest. This
company melts about 70 tons of iron dail~, a'?d
completes about 350 stoves per day of their differ ent varieties. The aggregate of its Y.ear's s~les
is over 1,500,000 dols., and is yearly 1ncreas1ng.
New s tyles of stoves are made each year, and old
styles are abandoned, making the annual expendi ture for patterns from 30,000 dols . to 50,0.00 dols.
An American manufacturer does not wa1t for a
pattern to become antiquated, but makes ne w
desi<Yns
as soon as his stoves are imitated . by other
0
makers, which causes very sharp competitH~n.

P e1ject Operation uf Ame1ican Stoves. - Wh~n

this country was first set tled, baking was d one 1n


brick ovens ; t he walls were heated by a wood fire
placed inside the oven. When the ashes and coals
were removed, and the oven filled, baking was
p erfectly uniform on bottom, top, and sides. An
American cooking stove or range works as evenly
as a brick oven and has no co.mplicated dampers,
therefore it requires no skill to operate it. Our
ht'ating stoves burn bituminous coal slack, with
no smoke, and are very economical, and have no
dampers, and need no attention. Our hard coal
cons tructions are acknowledged all over the world
to be the most desirable and satisfactory stov>s
made.
Character of M echanic.s.-There ar e employed in
an American stove manufactory, twelve distinct
trades, each having a distinct department, and all
workmen are of the highest order of mechanics,
who seem to be as much interested in the success
of the company as are its officers. Nearly all work
is done by the piece, and the quickness of each
man, and the absence of unnecessary motions,
astonishes those who visit us from abroad.
Cost of Stoves.- Although the average pay of
American mechanics employed in making stoves
will average from 2. 75 dols. t o 4.00 dols. per day,
yet on account of labour-saving 1nachinery and
dexterity of the men the cost of stoves, considering
the quality, is such that they can be placed in any
country and compete wit h the home product.
I nspection .- Each detail must pass an inspector ;
this insures the high est p erfection ; if any t hing
escapes one department it will be detect ed by the
inspector of the n ext.
W eight.- The strength of stoves t o withstand
heat and transportation does not depend upon the
thickness of the cast ings, but upon t he proper distribution of t he metal. The scientific construction
of patterns produces the maxim um strength wit h
the minimum weight.
Qnality of l 1on. -The strength and lasting
quality of American stoves r esults largely fron1 the
peculiar adaptability of certain brands of Ainerican
pig. iron, w.hich are used for stoves castings and
whiCh makes them both t ough and soft . In this
country vast deposits of coal and ore occur in the
same hills from which pig iron is made, which is
best suited for stoves, and which can be produced
at a lower price than elsewhere. The largest
makers of stoves keep the quality of'" the iron
perfectly uniform by mechanical analysis- the
only practical method. This is now used by a
large numb.er ?f Englis~ founders of light castings
used for spmning machmery, Messrs. Hutchinson
Hollingsworth, and Company, of D obbs Cross:
England, were the first to adopt it and others
haYe followed their example .
What m e A me1ican Stoves ?- Some twenty years
ago a Scotch finn purchased a number of stoves
from the United States which seemed to them to
be adapted to export trade, and used them for
patterns to cast stoves from, advertising them as
American stoves. The stoves, in the first place,
l!ere not sale~ble here, and within a very f:hm t
t1me were enttrely out of 1narket. ''American "
self-feeding hard coal sto ves now n1ade in Germany, using our stoves to cast from, are stoves
which went out of market before 1880, but they
are to-day advertised as American ~toves, and are
even cast with "petroit, ~Iich . , " on t~em ; they
are represented as Imported from the United States.
Many. will think of these stoves when I speak of
Ame~1ean stoves. An ~ tnerican sto, e is up to
date 1n every respect, with a modern and pleasing

'

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

12-IN.

COAST-DE:FENCE GUN

AND

[JAN. I9,

SCH TEIDER-CANET MOUNT!

1900.

ro.

FIG. 688 . .,
design. On an average an entirely new design l
appears about every three years. 'l'he castings are
very smooth and perfe~t on account of the high
grade of the iron and t he s uperior quality of moulding sand used.
P opulcwity of American Stoves Ab~roacl. -Canadian
manufacturers have contracts with manufacturer.s
---------------------- 1800
in the United States to take duplicate patterns of
all of their new stoves as fast as completed, to be
~-------- --- ----- --- - - - - - - - - - - -Z 120 -------------------------------------)1I
used as patterns to make stoves from ; but they
have never taken a single set of patterns made in
any other country. American s toves have been
used as patterns in S cotland and in Germa.ny; but
there has neYer been a case where a manufacturer
in the United States has used, or has imitated, a
stove or range made in any other co untry. A good
thing will be imitated.
F reight Rates.- Under the present prevailing conditions, good~ can be freighted about as cheaply
from New York, to almost any foreign market, as The slide is of cast steel, and consists of two by m eans of a small pump fitted to the bolster
they can from Liverpool or London. From our cheeks stayed in front and strongly bolted on the and worked by two handwheels on each side of
lack of banking facilities, all American exporters bolster. The latter is of cast steel ; in its centre the mounting. 'l,he pump draws the liquid from
are obliged to pay the English bankers a profit of is t he pi,ot-ho using, and underneath is a circular t he r ecoil cylinders through a conduit in the rods,
from i to 1 per cent. Still, this charge does not r oller path. The transom is also of cast steel, pro- and delivers it in the running-in cylinder through
cut much figure in the general result. Owing t o vided with a pivot lined with gun metal, and is a passage in the plunger.
the proximity of coal and iron fields, and the vast made with a circular racer ; the transom is b olted
Elevation ranges from - 7 deg. to + 20 deg. A
supply, we are able to produce goods made from on the elevator platform. The series of r ollers toothed sector fitted to the gun acts in conj unction
iron and steel as cheaply, when Y. ua.lity is taken placed between the bolster and the platform, con- with a pinion j oined through a fri ction cone, to an
into account, as any na tion on the face of the globe. sis ts of 24 forged- steel conical r ollers, joined endless screw ; B elleviJle springs allow a certain
The high wages we pay are off. set by the prices at together hy two rings. The two r ecoil cylinders amount of play between the various parts t o
which we can purchase our raw material, and th e and the cylinder for running in the gun are cast counteract violent shocks. The handwheel fur
appliances which we use to facilitate product.ion. in one piece with t he moun ting ; they are lined giving the required elevation do not follow the
'Vhen one r eflects that we h(we been able to export with gun m etal. The two r ecoil piston -rods ar e recoil, and can act whatever be the position of the
to Great Britain anu Europe all kinds of iron and fixed to two shoulder s in the rear of t h e cheeks ; gun, by working a square shaft, on which slides a
steel materials, from pig iron up to axes and door the plunger for r unning in the g un is joined to the conical pinion carried by the mounting. The gun
locks, it will be seen that our position in point of slide s tay-piece. The recoil cylinders are made is trained through a pinion fitted t o t he bolster, and
cheap manufacturing is uns urpassed by that of any with constant resistance. During r ecoil, the liq uid which engages a circular rack fixed to the transom.
other manufacturing nation, and that in normal flows from the front to the rear of t he pis ton The pinion is worked by a set of wheels and an
times we can beat the world in our prices, the same through two openings, which are partly blocked up endless screw, the latter being driven by two cranks
by two rods fixed to both ends of the cylinder. keyed on the same shaft and placed near the hande.s we do in the qualit y and finish of our goods.
The section of these rods at various parts of their wheels for elevating the gun. Cramps in the front
length is so designed that the free opening for t he and rear of the bolster clasp a ridge on the transom,
1
flowing of t he liq uid varies wi th t he r ecoil speed, and prevent the raising of the mounting.
l\IESSR~. SCH NEIDER AND CO '
the
r
esistance to the flow beiog const :l.nt (Figs. 689
WORKS AT CREU, '01'.
o. LXXV I.
to 691). The volume of liq uid, which corresponds
'OCIETY O:B,
THE Al\IERICA
12-IN. CoAST-DEFENCE GoN AND M ouNTING.
to that of the r ods, when driven from the cylinders,
~I ECHANICAL E GI NEEH, '.
THIS m oun t ing is fitted on an eleva tor, and dis- flows thro ugh two pipes cmd a valve chest in the
appears in a pit for loading the gun. The dis- cylinder for running in the gun, and tills exactly
(BY ouR NE'\ Y oRK CoRRESPONDENT.)
appearing action cai?- only !ake place when. t he g un the Yoid caused by t he withdrawal of the pl unger.
(Co ntinued from. page 47.)
is run in, and a speCial devtce has been destg ned to The valve chest is arranged in such a way that the
GASoLIN}; GA FOR BoiLER H EATING.
maintain it in that posit.ion after firing, and to run liquid passes in t he running-in cylinder after
THE nex t morning the session opened with a
raising a valve, and can only return in the r ecoil paper enti tled, "Experiments on U sing Gasoline
it out again after it has been loaded and raised.
The mounting (Figs. 688 to 696 on t h e presen t and cylinders through a vent, t he opening of which is Gas for Boiler H eat ing," by H erman Poole. The
opposite pages) i~ cent.ral ~ivoting, with inclii?-ed regulated by a rod which is worked from a handle results of this arc given below :
slides and hydrauhc r ecOil cyhoder, the return ta.kmg placed on the side of the mounting. If the rod is
The quantity of gasoline used was 35 gallons, costing
place by gravity. The carriage is of cast steel, and is driven h ome in the vent, t he gun r emains run in, 10 cents per gallon. This generated 1000 lb. of steam at
made to c~rry the gun on its trunnions ; it is fitted and it runs out quicker t he more the rod is raised. 60 lb. pressure, equivalent to 1211 lb. evaporated from,
with forged-steel r ollers, which run on th e slide. The manc.euvre for runnin g in the g un is effected and a t, 212 deg. It was intended to have a fllll time

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experiment of eight to ten houra, so a.s to obviate some


of the many uncertainties; but this was not carried out
!l.nd the paper is presented as simply a. contribution t~
the s.u bj ec:t, but not as one settling s.ny important
quest1ons.
Sumrrutry of Data a'Yld Results.
Time of trial
. ..
...
...
About 2 houra
Grate surface
. ..
. .
. .. 3ft. 8 in. by 5 ft. 5 in.
or 19.9 ~q. ft. of area.
Water-heating surface ...
...
520 sq. ft.
Superheating surface ...
...
111 ,,
Total
. ..
.
...
...
631 ,,
Ratio of water heating to grate
surface . ..
...
...
. ..
26 to 1
Ratio of minimum draught area
to grate s urface
. ..
. ..
1 to 12
Steam pressure .. .
. ..
...
60 lb.
T emperature of air
.. .
. ..
50 deg.
,
boiler-room .. .
80 ,,
,,
steam . ..
. ..
292.5 ,
,
feed water . . .
None used
Temperature of waste gases at I Not taken; estichimney
f mated at 325 deg.
Fuel used . . .
. ..
. ..
. . . Air.gMoline gas
Analysis of gas .. .
. ..
.. .
Not made
Quantity of gas used
...
. ..
Not mt-asured
Quantity of oil used
.. .
. .. 35 gal~. (estimated )
W eight of oil
. ..
.. .
. ..
227.5 lb.
Calorific value per pound
...
20,000 B. T.
Total weight of water in boiler
12 GOO lb.
W eight of water evaporated . . .
1000 lb.
H ectt Balance.
T otal Heat V alue of 1 Lb. of Oil used 20,000 Briti~h
Thermal Units.
British
Thermal Per Cent.
U nits.
H eat absorbed by boiler ... 3,483,250
76.5
Loss due to water formed by
combustion of the hydrogen
385,100
8.5
L oss due to heat in chimney
gases .. .
...
...
. ..
236,600
5.0
L o38 due to incomplete combustion
.. .
.. .
. ..


L o3S due t o absorption, radia4!5, 050
tion, &c.
...
. ..
. ..
10 0

4,550,000
FRICTION OF STEAM

100.0

p ACKI NGS.

This was followed by "Friction of Steam Packings," by C. H. Benja min, d etailing a series of experiments sh owing the extent o f loss from th;s
cause. After d escribin g t h e apparatus at leng th,
the author said :
The routine of each trial was about as follows: The
apparatus was first tested em pty of packing to determine
friction. The packing was then inserted and adj usted in
each end, according to direction~, and the steam t urned
on. The very least pressure which would prevent leakage was used on the gland nuts. The pnckmg was then
te.ited under various steam pressures, each run lasting
from 15 to 40 minutes. The nuts were then tightened to
various pressur~, and other sets of readil!gs taken.
Cylinder oil was next applied_to the rod, the only lubrication in the tests so far having been that contained in
the packing itself. Finally, a last run was made with
the boxes empty, as a t first. A Flather recording dyna.mometer was used on a. few of the runs, so as to d eter mine the nature of the variations in power. The majority
of the tests were made with a W ebber box gear dynamometer, readings being t aken at short intervals and
averaged.
S even teen kin ds of packing were t ested ; as we
h ave publish ed t his p ap er (see page 67 ante), we
shall not de vote space to it on t his occasion.
T EsTs OF L ocoMoTIVE SLIDE V.ALVES.
The next paper was entitled "Friction T ests of
a L ocomotive Slide Valve," by F. C. " ' agn er.
The following is a brief account of t h is :
rhe changes made upon the locomotive to adapt it to
the tests were as follows: The steam valve on one side
was disconnected and blocked in middle position, so that
no steam could enter the cylinder on that side. The locomotive was moved on the track until the piston on the
other sicie was approximately in the middle of its stroke,
and then the roam drivers were securely blocked. A t the
same time the crosshead was also blocked. The bftck-up
eccentricrod was then disconnected, and an extensionpiece was bolted to t he link for the purpos~ o.f connect~n g
with an external so~rce of power for dnvm~ th ~ lmk
motion and through 1t the valve. The power m th1s case
wa3 fu;nished by an electric railway motor of 15 horsepower. On the end of the electric motor shaft was keyed
a forged crank, wit h a 1~in . .steel cran~pin. .The P.in
worked in a link block, whtch, m turn, shpped m a SUitable slot cut in the extension piece to the main link. By
this arrangement the forward eccen t ric. rod pin SArved as
a ful crum for the link, and a. reciprocating motion was
imparted to the link by the electric m~tor through the
medium of the crank and slot. The hnk block of the
locomotive mechanism was left in place, and imparted
mo ion to the valve in the usual way. The movement
of the val ve could be regulated slightly by raising or
loweri ng the link. Additional regulation of the amount
of steam admitted to t he cylinder was obtained by openng and clo3ing the throttle. Indicators were connected
F R t CTION

both to the cylinder and to the steam chest . The motion


of the indicator drums was obtained directly from the
valve stem, so that the length of the indicator card represents exactly the travel of the valve. The number of
strokes of the valve was registered by a coun ter. The
power used to dri ve the valve was obtained by measuring
the electrical power delivered to the electric motor, and
making suitable allowances for the efficiency of the motor
and the friction of the transmitting mechanism. This
was done as follows: After the tests were completed, the
va.l ve stem was disconnected, and the electrical power
required to drive the electric motor and transmitting
mechanism was determined for various speeds. The
t fficienoy of the electric motor under various loads had
previously been determined in the laboratory. By comparing the efficiencies at the two loads, the increased loss
of power in the electric motor when driving the valve
over and above the lost power when the valve was disconnected, was determined and allowed for.
No allowance was made for increased friction of the
The crankpin and sliding block, used to
link work.
transmit the power from the m0tor shaft to the link, were
flooded with oil by dipping into a. bath of oil and water
with every revolution of the motor. The friction of
other portions of the link work and of the rocker arm
are relatively small, and no great error can be introduced
by ~onsidering it to be t he same for the different loads at
the same speed.
The dimensions of the val ve experimented upon, and
the results obtained, are gi ven in Tables I. and II.
T A13LE !.-Dimension s of Valve.
Type of valve
...
...
... D slide
Width of valve
.. .
...
... 9.25 in.
L ength of valve
.. .
.. .
.. . 17.00 ,
Width of port opening
.. .
... 1.25 ,
Length of port opening . ..
.. . 15.00 ,.
Width of exhaust port
. ..
... 2.50 ,
Width of bridge
...
...
... 1.25 ,.
Steam lap
..
. ..
...
. . . 0.895 ,
Exhaust lap . ..
. ..
. ..
. . . 0.125 ,
G ross area of val ve ...
...
. .. 157.25 sq. ia.
Balanced area of val ve
.. .
. . . 54.50 ,
U a balanced area of valve . . .
. . . 102.75 , ,
'fotal bearing area. of packing s trips 22.20 ,
Gross rubbing surface, bottom of
va.l ve .. .
.. .
. ..
.. .
. . . 86.00 ,
Average net rubbing surface, bottom of valve, for 3in. s troke ... 58.20 ,
Rubbing surface, top of valve ... 22.20 ,
T ABLE !I. - Friction of Valve.
N umber of test ...
...
...
1.0
2.0
Duration of test, hours
.. .
2.25
0 62
Number of observations
... 10.0
30
Double strokes of valve per
minute ...
...
...
... 421.0
410.0
S peed of valve, feet per minute 210.5
205.0
Average steam pressure in
boiler, pou nd ~ per square
154.
inch . . .
.. .
.. .
... 14 1. 9
A verage steam pressure in
steam chest, pounds per
square inch .. .
. ..
.. . 42. 18
122 0
Downward force on valve due
to pressure in steam chest,
12,53 t
pounds
...
. ..
. . . 4334.0
A verage upward force on val ve
due to pressure in steam
596. 0
cylinder, pounds
.. .
.. . 373.0
N at force pressing valve upon
its seat, pounds
...
. .. 3961.0 11,938 0
Intensity of pressure between
rubbing s urfac&~, face of
valve, pounds per sq uare
inch . ..
.. .
.. .
. . . 68. 0
205. 1
Intensity of pressure between
rubbing surfaces, packing
strips, pounds per square
inch . ..
.. .
. ..
.. . 42.18
122.0
Average power delivered to
electric motor during test,
borse-powera ...
...
...
4.85
7.45
P ower consumed in d riving
motor and link work, horse.. .
...
330
4.14
powers ...
.. .
Net power consumed in driving val ve, horse-powers ...
1.55
3.31
Average power required to
move val ve, pounds. ..
... 243.0
533.0
Drops of oil fed to valve per
m mute
...
...
. . . 20.0
15.0
Coefficient of friction ...
...
.050
.036
The average net rubbin g ~ urface on the bottom of the
val ve was found by subtracting from the total rubbing
surface, on the face of the valve, the average amount of
such su rface which was over the ports during one stroke
of the val ve.
In calculating the force with which the valve is pressed
upon its seat, allowance has been made for the upward
pressure on the portions of the valve which extend over
the steam ports. Both the area. thus acted upon and the
pressure vary during the stroke. It is not difficult, however, to obtain a. sufficien tly accurate average values for
both quanti ties.
In r espect to t he indicator diagrams t h e author
sa.id :
Additional lines have been placed on the diagrams to
show to the same scale the average boiler pressure and
the aver1.ge pressure in. th~ steam .chest durmg the tests,
(Figs. 4 and 5). The md1cator d tagra.m taken from the

[JAN. I 9, I 900.
steam chest was substantially a straight line, showing
that with the valve speeds used, a constant pressure was
maintained in the steam chest. One interesting point
disclosed by the indicator diagrams, is the time required
for the opening or closing of th e ports to make it.c;elf felt
upon the pressure in the cylinder. The distance on the
indicator diagram between cJosing to steam and opening
to exhaust, should be equal tL' the sum of the steam and
E:xhaust laps, that i~, 1 in. The distances upon the
diagrams vary from 1! in. to 1g in., showing an appreciable lag between the actual closing and openiog of the
ports and the corresponding points on the mdic;a.tor diag-ram. I t is to be kept in mind. however, that these
mdicator diagrams correspond with the motion of the
val v~, and not, as in the ordinary diagram, with the
motion of the engine piston. and alao that the piston
remained stationary a.t the middle of its stroke.
I t was obj ected in the discussion that as t he
cylinder pressu r e is absent, t he working conditions
h ad n ot been fairly presented, and t hat t he total

Fig.4.

~m Steam~ Otes~:~.

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

TEST N t? 2 .

.BoilerP~

(SZf/8J

pressure on t h e val ve was not that due t o its area


multiplied by th e pressure p er squar e inch. Mr.
Aspinall's experiments in t h e P roceedings of t he
Institution of Civil Engin eers wer e cit ed as mor e
exten sive, and made with a dynamometer jn t he
val ve stem and w bile running on th e railroad.
F LYWHEELS.

"A N ote on Flywheel D esign, " by A. J. Firth,


was n ext r ead. In Figs. 6 and 7 t he author gave
the following as his desig n :
The arms are to be made to withstand the strains
which would be developed by the particular service the
wheel is called upon to serve; that 1s, to drive the wheel,
and to withstand the variation of speed without undue
deflection. F or this purpose the metal should be arranged in a section which gives the greatest rigidity with
the least section, hollow arms and oval sections being
particularly well adaptE:d for the purpose. The weight of
the total rim is figured to meet the condition of diameter,
speed, and variation of speed desired. Of this total
weight of rim, part is circular as shown, and a pat t is arranged in arches between the arms, drawn to coincide
with the natural catenary curve which the particles would
take if free to arrange themselves to the forces induced.
T his curve is believed to be an ellipse, and is drawn to
make an angle of 60 deu. with the arms.
As on e may learn much fr om failures and the
remedy applied to retrieve them, t he next paper
seemed quite tim ely. It was called "A Broken Flywheel and h ow it was R epaired, " by James
McBride . He said :
This wheel was one of the band-wheel type, wejghing
between 30 and 40 tons, was driven by a pair 6f Corliss
E-ngines 30 in. in diameter by 60 in. stroke, and ran
53 revolutions per minute, carrying two double leather
bolts, one 48 in. wi dE', and oiJe 34 in. wide. The rim was
composed of 10 ribbed segments attached to the arms at
the centre, and bolted together at their ends between the
ar ms, each arm carrying one segment (Figs. 8 and 9).
F our of these ribs, each 5~ in. deep by 1 ~ in. thick, run
around inside the rim, and are intersected at right angles
by other ribs across the rim. Those at the ends of the
segmen ts making the flanges are 1 ~ in. thick, and those
extfnd ing out from the arms are 2 in. thick. The segments are bolted together with six 1~ in. rough bolts in a
cored hole 1 ~ in. in diameter, and through each pair of
flanges there are two a-in. steel dowel pins. The SE'gment g
are secured to the arm flanges by four 2,!-in. bolts, and
the arms are secured to the hub" each with two 2iin. bolts
through the hub flanges. It wul be noticed by reference
to Fi~. 10 that there are reall y three wheels in the width
of this broad rim (90 in.), and that only the centre ont>,
37~ in . wide, gets any material su pport frorn the arms.
The wheel was broken, and sh owed 31 cracks

81

E N G I NE E RI N G.
located around where the segment was bolted to
the arms.
There was a consultation of experts, and the
suggestion adopted was : "That the tie rods take
h old fur ther from the edge of the plates than was
shown in the design. " In respect to the repairs
the author said :
It wag determined to fasten the s~gments to the hub of
wheel by mea.ns of flat steel plates i in. thick, one bolted
on each side of the flange where the segments a.re connected, and by two iron tie rods with turn-buckles and
triangular plates fitt ed over the heads and nuts ~f the
bolts binding the arms to the hub. To get a complete
metal bearing on the tie rods from the hub to the rim,
the bolts were removed from the segment flangP. one
plate laid to its place, and the holes marked on it 1 ~ in.
m diameter. The holes through the steel plate wore to
be only 1~ in. in dia.meter, and were not drilled in the

Nothing has been said about calculating the strength of


t~ e various pa.rts, but they were all based on the assumptiOn that all ~bat part of the rim lying between any two
arms was entuely broken loose from the rest of the rim,
a!'d its centrifugal force a t normal speed helrl by the two
tte rods. These tie rods were of dtmensions to sustain
this load with a factor of safety of nearly 5 to 1, and the
strength of all other parts was based on this factor. The
total weight added to the wheel was about 3.700 lb., and
the total cost of repairs, labour, and material less tha.n
500 dols.
The author stated, in conclusion, t hat t h e wheel
was stron ger than when first erected, and that it
wa~ not touched with the edge of a chisel nor
point of a drill, and no working h our of the engines
was lost during the repairs. 'l'here was some discussion, but it related chiefly to the general construction of flywheels.

fellows," and quite popular in the Society and else


where, may be presented in full.
THE l)oi.ouRs oF HEATED STEEL.
It was on ''The Colours of Heated Steel corresponding to Different Degrees of Tempe.rature," by
Maunsel White and F. W. Taylor. Th1s paper we
have already published.
There was some discussion about the terms used
in this paper, showing that tests for colour blindneEs
might be profitably employed on members of this
Society; and the meeting adjourned to see Mr.
Brashear exhibit one of his diffraction gratings. The
piece shown was a concave mirror of speculum metal.
The mirror itself was 6 in. in diameter, and t h e
band ruled across it about 2 in. in width. The
spherical radius is 21 ft. 6 in., and the surface
. . 8.

8.

c ---F~. G.

FfS.7.

..

I o

'
Jl41~.

~-- - ----- -'7.

FLYWHEEL D ESIGN.

(see Page 80.)

centre of the marking, but so that the edge of the bole


touched the side of the marking next to the centre of the
wheel, so that when the bolt was put in place it bad
a bearing on the flange next the centre of the wheel and
on the plate next the rim. This left no lost space to be
taken up when the tie rods were tightened.
The triangular-shapEd pieces were punched so that
they slipped neatly over the heads and nuts of the bolts
on the hub, and marked and fitted close to the sides next
the shaft. These plate3 were fitted in pairs, and held in
place by a i-in. bolt pa.Esing through them just outside
of the hub flanges. After being thus fitted and held in
place, the centre of the bolt boles for the ends of the tie
rods were laid off by correct equal measurements from
the centres of the flange bolts and from the side of the
shafb. 'fbese plates are held apart by a separator 2! in. in
diameter, with the ends turned down to take the eyes of
the tie rods and plates, and are held by nut~ on each end,
The outer ends of the tie rods are secured to the steel
plate3 at the rim by eyes and. turned bolts, as shown
m Fig. 10, the holes being reinforced on the inside of
the plate by smaller plates ! in. thick. One plate of
each pair at the rim was marked from segment flan~e,
and its mate bolted to it and both drilled together. To
mark off this work, and to put it back in place. when
finished, advantage was taken of the hour four times a
day when the engines were stopped_; the par.ts on ~be
hub being pub back as they were timshed, unt1l nll wtth
the abort ends of the tie rods were in place, theEe parts
being so light and near the centre of the wheel as not to
throw it materially out of balance. A different method,
however bad to be adopted with the parts which were
attached' to the segments. These were fitted in pairs
diametrically opposite on the wheel, and when_ rady
were put in place in this order, thus always keepmg the
wheel in balance.
After all the parts were in place and the tie rods
slightly tightened, a. surface gauge was placed _on the
floor somewhat below the centre of the 8haft, w1th the
pointer touching the rim oppo~ite the tie rods. The
wheel was then turned until the end of the nearest aim
ca.me opposite the pointer; the distance between the end
of the pointer and face of ~~eel was nott>.d, and t~e wheel
tamed back to its first posttiOn, and the tte rods hghtened
until the noted distance appeared between the pointer
and wheel. Each part opposite the tie rods was thus
1rea.ted, and the whel gone over t"'icP, when it was
found that the rim, from the centre out toward the edge
a.s far as it was supported by the flange on the arm, ran
as true as when the wheel was erected, aLd on the edges
of the rim where the plates took bold, nea.r1y so; while
the edge of the rim out from the art:J?B did not run tn~e,
because the cracked Jibs at those pomts allowed the rt~
to spring out, and could not b~ brought back by the t1e
rods.

BEPAlRING A BROKEN FLYWHEEL.


TESTING A 125 HoRsE-PowER GAs ENGINE.

The n ext paper was an extremely valuable one,


although only the results can be given here. It
was called : '' An Efficiency T est of a 125 HorsePower Gas Engine," by C. H. Robertson. The
plant was described at len gth, and illustrated by
drawings and photographs.
The object of the test was to secure reliable data

concern1ng :
( n) The power developed.
(b) The gas consumed.
(c) The speed regulation.
(d) Incidental, as
1. Heat given to jackets.
2. Temperature of exhaust.
The author stated, three important conclusions
were derived :
.
1. That the proportion of gas to a ir is a very
important factor in fuel economy.
2. That one test at a light, and one test at a
heavy, load would serve to locate the line, from
which a quite approximate prediction could be
made of the gas consumption under intermediate
loads.
3. That these considerations hold for the fu el
consumption per brake horse-power hour and per
electrical h orse-power h our.
This paper, and the following, we shall ~hort1 y
publish.
STRENGTH OF STEEL BALLS.

(see Page 80.)

was said to be true to within


spacing is true to within

'

1,000,000

in ., wbile the

~.'-~.ooo in.

E xcuBSION.
The Waldorf A storia being quite convenient., a
number of members of the Society inspected its
power plant. This is, in general, as follows:
There are in all 25,200 electric lights.
There
are six Allis-Corliss engines and 12 BabcockWilcox boilers. The r efrigerating plant consists
of t hree 50- ton machines, and there are 200 ~enti
lating fans and 34 elevators. One hundred and
fifty tons of coal per day is used, and the force in
the engine and fire rooms is about 150 h orse-power.
'fhe v~itors were shown around, and every courtesy
extended to them ; they all were greatly pleased at
the exhibit. The great reception at Sherry's closed
this day, and was very largely attended.
(To be cont inued.)

FIFTY-TON BOGIE WAGONS FOR THE


CALEDONIAN RAIL""rAY.
CHEAP transport, it has been proved, is a great
factor in the reduction of the cost. of manufacturers
in the United States, and therefore in the fostering of
competition with other industrial nations, notably
Great Britain; and it has been pointed out time and
again that this cheap transport is largely the result of
reducing the proportion of the deadweight to the
pay ing load of a train, while at the Eame time so
increasing the tractive power of locomotives as to
enormously increase the load of any one train. In
Britain the wagons, as often as not, weigh 4! to 5~ tons,
"The Strength of Steel Balls," by ~ F. \V. and carry probably at full load, anything from 5 to
Harris, was next given. The paper was 1 llustr~ted 10 tons, so that for every paying t on the locomotiYe
by photographs, showing the balls after crushmg, has to draw nearly 2 tons, while in the United States
and the method of testinf! was sh own.
tbe ratio is more like 3 to 4 paying t ons to 1 ton tare.
.....
E~ch United States train load thus yic~ds greater
This paper was subjected to severe critic.is~. rE:\'cnue at equal rate~, which, apart altogether
One declared it was of no value. Another sald It f10 m heavier loads, is an important element
was almost impossible to make balls alike, and this towards lower rates.
The objection rai~ed to
Jack of uniformity was an insuperable obstacle to such practice is that in this country we have
formul~ting rules. Still, t h e pap~r has undoubted n ot the fame volume of t~affic either to i~su.re big
value even if it only shows tentat1ve results. The wagon-loads or heavy trd.m~, for traders ms1st on
n ext paper being a model of brevity, and the,work having their good~ sent on at once, .whereas. i~ the
of two distinguished engineers, who are also ' good 1 Statefi the compames are, as a rule, m a pos1t1on to

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JAN. I 9, I 900.]

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

FOR

BOGIE

ORE

IRON

50-TON

CONSTRUCTED FROM THE DESIGNS OF lVIR. JOHN F.


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J\1oiNTOSH, LOCOMOTIVE SUPERINT~~NDENT.

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FIG. 10.
delay making up trains or car loade until goods to fill
them are forthcoming. This is an unanswerable argument. The same holds good as to produce from the
English counties. A great outcry is made because
one farmer's basket of eggs or barrel of apples is not
sent forward as cheaply as a 20 or 30 ton consignment
of the same produce from a Continental source, forgetful that bulk is the cause of the differential rate.
Were growers to combine to fill a truck the same bulk
rates would be possi ble. With mineral traffic the
railway companies and traders are not exerting
themselves as they might. We say traders, for in this
~ountry many of the coal wagons are owned by them
and not by the railway companies, a system which
creates great difficulties. Where coal is to be sent
from the mine or iron ore from the port to large
continuous users there seems no reason why the same

satisfactorily low ratio of tare to paying load should


not be adopted as in similar cases in the United
States, and it is because of this that we have pleasure
in r eproducing the drawings of the 50-ton iron ore
bogie wagons which Mr. John F. M 'lntosh, the locomotive superintendent of the Caledoni an Company,
has built for the company's service between th e
harbours and the blast-furnaces on the system. These
wagons, illustrated in complete detail on the present
and opposite pages, not only reduce the tractive charges,
but confer the further advantage of occupying relatively
little space on the wharves, where, as is usual, such
space is limited. The details are so clearly shown
that it will suffice here to give merely the leading
dimensions :
Capacity. ..
. ..
...
...
. .. 50 tons iron ore.
Total wheelbase
..... ...
...
29ft.
3 in.

\Vheelbase of bogie ...


Length over headstocks
,
, buffers .. .
,,
length inside body
Width inside body ...
Depth of body . ..
.. .
Journals (concave)
.. .

.. .
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35 , 0 "
38, 4,

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7 '' 7 "
4 " 0 ,
. .. 12 in. by 6 in.
by 7~ in.

It will be observed that the hand-brake can be operated


from either side of the wagon by a simple yet ingenious arrangement of levers operated from a crosshead by a nut on a right and left handed screw shaft
extending from side to side of the wagon, as shown in
Figs. 1 and 2. In combination with t his is the u sual
W estinghouse brake, so that in the event of a train
of these wagons being run together, they can be
br~ked in t4e sa!Pe wa1 as a ps,ssen~er train.

E N G I N E E R I N G.
SHIPBUILDING AND MARINE
ENGINEERING IN 1899.
(Concluded frout page 50.)
As was indicated by the diagram given on page 29
ante, the Clyde last year added 20,000 tons to the phenomenally large production of 1898, when there was a
great increase due to the shortage of tonnage in 1897
owing to the engineering dispute. The total for that
unfortunate year was 341,817 tons; in 1898 it leaped
up to 473,~14 tons; and last year it was 493,793 tons.
The question as to whether it will touch the half
~illion this year, is one that greatly interests ClydeBid~rs ; and although ma~ufacturers in every branch
of Industry look for a filhp from the conclusion of the
w ar, there are some, whose opinions are not to be
de.spised, shaking. their h~ads a nd doubting. Certa.mly the producmg capa.e1ty of the Clyde di strict
was la~t year severely taxed, for the total is 70,000
tons higher than the former best figure, recorded in
1883. The number of vessels making up this total
of 4~3, 793 tons is 348, as compared with 339 in the
previous year, from which it will be appreciated that
there were~ large number of craft of small dimensions
beyond the purview of Lloyd's Registry. We r epeat
this, mentioned in connection with other districts,
not~bly the miscellaneous ports of England, in explanatiOn of the fact that Lloyd's figures, issued this
week, show a total for the United Kingdom of 170,000
tons less than our aggregate, while their Clyde total is
about 30,000 tons less. Their total number of vessels
for the kingdom is 726, excluding warships, ours 1271,
for all of which we have returns from builders; and
while the " estimated " tonnage ghen by some builders
may exceed the ultimate r esult of the measurement on
behalf of Lloyd's, it may be taken that the difference
ndica.ted in the aggregate is due rather to the inclusion
of small vesself', t ha o to discrepancies.
Thus, on the Cls de, to revert to our analyses of the
r eturns sent to us by builders, there were launched
206 vessels und~r 500 tons, many of them under 50
tons, leaving 142 deep-sea. craft ; and of these latter
29 were between 500 and 1000 tons, 32 were hetween
1000 and 2000 ton s, 15 betwe en 2000 and 3000 tons,
30 between 3000 and 4000 tons, 12 from 4000 t o 5000
tons, seven from 5000 to 6000 tons, and 17 were over
this measurement. Of the larger ships the Cly d ebank,
Fairfield, and Denny yards provide nearly all. They
include the Japanese battleship Asa.hi, of 15,200 tons,
the British armoured cruiser Sutlej, of 14,000 tons,
and the Cunard liner Saxonia, by the first-name d; the
armoured cruiser Cressy, of 14,000 tons, and the South
African liners Kinfaun s Castle and Kildouan Castle
from the Fairfield Works, while Messrs. Deony built
the Allan liner Bavarian and Messrs. Connell and Co.
the Custodian. All these were oYer 9000 t ons. A feature of the year was again the number of twin-screw
steamers-24, most of them of large size, and one or
two for firms who have up till now maintained the
singlescrew system, whereas last year the number
was only nine.
As to the shi ps built there were few vessels of outstanding importance in respect of speed. We exclude
of course warships, but of the others the two Castle
l iners named, a P. and 0. steamer by Caird, the
Allao liner by Denny, and one or two Channel steamers
by the last-named builder and Messrs. Inglis, claim
notice.
The same holds good as regards paddle
steamers, of which each year has usually had some
notable example. Last year eight only were built, the
only notable one being the Waverley for the Clyde,
and the Duchess of Fife for the south coast, built
1espectively at Messrs. Inglis' and Clydebank. Sternwheel steamers were in brisk favour during the
year, and the tonnage of the seven vessels launched
was fully double that reported in last year's returns. Renfrew and Paisley yards ha.V'e been fairly
busy with dredging plant, twenty dredgers and
hoppers having been built, against twenty-nine in the
previous year, with the total of 17,126 tons, as compared with 17,522 tons. In barges and lighters there
is a. considerable increase this year, t he total of 14,789
tons showing an advance of fully 10,000 tons. Only
twenty-seYen trawlers and fish carriers were turned
out during the twelve months, as compared with
nearly double that numb.e r a year ago, the nort~
east ports in England havmg been very su ccessful m
their competition with Clyde builder3. There was
also a comparati vely restri cted market for steam
yachts and lauu.ches, .of which twelve of 1752 tor:ts
were built, agamst six teen of 4920 tons. No big
boats were built for American millionaires. The
chief vessels floated were the Mingary, 640 tons,
for Mr. C. D. Rudd, Shielbridge ; the Katoomba,
469 ton~ for Mr. K. ~f. Clark, Paisley ; and the
Lutra SOO tons, for Lord Poltalloch.
In racing
yacht~ the feature was the building of the Gleniffer, a
schooner of 317 tons, owned by Mr. James Coats,
whose rac ing flag ha.s been sported on several famous
cutters the Gleniffer is the largest schooner yacht
afloat. 'The other yachts launched-there were in all
nineteen of 645 tons- were mostly of small size, fi ve
of them being 20 ton craft. And this brings us to the

remark that no sailing ships were built, and the total


tonnage not d epending upon steam propulsion totalled
11 ,869 tons, or 2.4 per cent. of the total output , as
comp~red with 18.5 in the p~evious )ear, 16.9 p er
cent. m 1897, and 11 per cent. 10 1896.
Of the aggregate tonnage of the year, 101,109 tons
was for foreign owners, or about 20 per cent. of the
total, which shows a dP.crea.se when comparison is made
with preceding years, excepting only periods of depression. Thus, in 1898, the ratio was 23 p er cent. of
the total; in 1897, 28.22 per cent. ; and in 1895 it
was as high as 33.2 per cent. Japan, a good client
two years ago, only took the immense battleship
already referred to; but Germany is still a good client,
probably because the builders there are overrun with
orders. The Clyde tonnage for the Fatherland was
11,374 tons, as compared with 14,035 tons in the previous year. Of the other countries Denmark appears for
8896 tons, Spain 8652, Austro-Hungary 7411, Italy 7289,
Holland 5892, and Norway and Sweden 4394. Britain
owned, therefore, 392,684 t ons, including H er Majesty's
ships, while of this the Clyde owned 109,917 tons-all
practically Glasgow tonnage, as compared with
117,904 tons. This is equal to 28 per cent. of the
British tonnage, which is a. small ratio when compared
with 37 per cent. in the previous year, while the average in the preceding five years, is quite 40 per cent. ; so
that local owners are not altogether r esponsible for
the great a ctivity in Clyde building. London took
94,040 tons as cornpared with 91,942 tons in the previous
year. Here also there is a decreased ra tio. Liverpool
again was responsible for 85,821 tons. Of individual
firms, it is interesting to note that the Ocean Steamship Company, Liverpool, had three boats of an aggregate of 20,244 t ons; and another Liverpool firm,
Messrs. Elder, Dempster, and Co. , were supplied
with three boats of 17,526 ton s. The Castle :M ail
Packets Company had two liners, representing over
19,000 tons. Three boats, measuring in a ll 15,810
tons, were launched for the British India Steamship
Company.
Although only supplied with one liner,
the Cunard Company took a big one. The Clan Line,
who are making exten sive additions to their fleet, had
three boats built on the Clyde, the tonnage amounting
to 84 2. The Asiatic Steamship Company were represented by two steamers-over 11 ,000 tons. Messrs.
R . P. Houston and Co., Liverpool, had three s teamers
built, the total measurement being 11,181 ton s. ~Iessrs.
M'Lay and ~I'Intyre, Glasgow, who in 1898 were represented by over 25,000 tons, were last y ear supplied with three steamers t ota lling nearly 10,000 tons.
The Peninsular and Oriental Company had one boatthe Aseaye, 7376 tons ; and the Royal :M ail Steam
Packets Company two of over 1l,OOO tons.
The marine engineering output on the Clyde aggrega tes 459, 627 indicated horse power, which is 41,863
less than in the previous year, due t o the abeence of
high-speed craft and to there ha ving been only one de
stroyer launched. In 1898, when the collective p ower
reached 501,490, the machinery of warships represented 92,800 indicated hore-power; during the past
year the total of naval engines was 71,400 indicated
horse-power. With the ex ception of 1898, t he total is
the highest on record. The figures for some recent
years are appended :

[JAN. I 9,

I 900.

Mari'lle E'Yigine P r oduction of Clyde Fi'l'ms.


1899.

Nnm e of Firm.

I ! 9~.

1806.

--

I.li.P. I.II.P.
John Brown and Co., Limited,
Clydebank
..
..
.
Fairfield Company, Limited,
Govan . .
..
..
..
Denny and Co. , Dumbarton ..
D. Rowan and Co., Glasgow
Muir and Houston, Olafgow*
R. Napier and Sons, Limited,
Glasgow
..
..
..
Hall-Brown, Buttery, and Co.,
Govan . .
..
..
..
Dunsmuir & Jackson, Govan
Barclay, Cur le, and Co., Ltd.,
Glasgow . .
..
..
..
Scott and Co., Gr eenock
..
Rankin and Blackmore, Greenock* . .
..
..
..
A. Stephen and Sons . .
..
Dlackwood and Gordon
..
J. G. Kincaid and Co.
..
D. and W. Hende1aon and Co.
Caird and Oo., Limitd
..
A. and J . Inglis . .
..
..
llutson and Sons
..
..
London and Glasgow Com pany, Limited
..
..
Ross and Duncan*
..
..
Wm. Simons and Co., Limited
Bow, M'Lacblan, & Co. , Paisley
Lobnitz and Co., Limited
..
Mcl{ie and Baxter, Govan* . .
Fleming and Ferguson, Ltd. . .
D. J. Dunlop and Co. . .
..
Shanks, Anderson, and Co.
Glasgow*
..
..
..
W. V. V. Lidger wood, Coat-,
bridge ..
..
..
..
Camp bell and Calderwood . .
Fisher and Co. . .
..
.
Ri tchie, Graham, and Milne . .
Lees, Anderson, and Co.
..
Alley and MacLellan . .
..

1897.

J. H.-P. J.H.P,

I 53,480

72,300

55,300

50,860

51,650
35,700
29 600
24:700

74,300
30,1 20
17,050
22,800

39,200
40,500
16,100
20, 200

36,650

44 ,000

18,500

14,t:OO

10,3f0

10,100

18 000
15,562

12,045
21,200

7,450
22, 05(1

4,125
14,265

14,098
13,950

15,733
27,500

14,300
1,000

16,500
15,000

13,750
13, 282
13,000
12,980
12,700
12,500
ll ,200
10,600

9,200
12,700
8,600
11,390
12, 600
21,4 00
10,800
16,000

10,100

s,eoo

5,190
25,:80
6,000
8,E 0
20,360
22,600
11,820
4,400

10,100
10,070
9,705
9,550
8,3&0
7,825
5,820

13,900
13, 250
10,tl50
17,720
12,580
4,820
6,800
3,000

6,050
7,000
! 0,600
6,960
9,325
1 ,8 j0
8,300
1,500

28,160
10,755
9,125
12,0 0
12,850
570
9,':'00
5,100

4,1SO

1,900

1,795

3,050
2,3l)O
2,085
1,620
1,500
400

2,595

840

7,i00

1,(.05
1,630
100

12,600

6,t.OO
11,740
15,000
20,000
4,600

-1:>20
1,505
000

20,820
20,350

4,1.00

These firms do not build ships.

Ten of Messrs. Mackie a nd Daxter's 28 se ts we.re for


Cly de steamers, the others were ehipped a broad. They
have 12 se t s on hand of 3050 indicated horsepower.
vyith Messre. Shan~ s, Anderson, and Co., the exceptlOn was a Clyde-bUilt steamer , nearly all their engines
being for steam trawlers built on the north-east coast.
They shipped a broad four sets of compound enginfs.
Messrs. Campbell and Calderwood exported a ll their
engines, except ing three sets for stern-wheel steamers
built at 'Vhiteinch. ~lessrs. James Howden and Co., it
may be added, haYe been exceedingly busy during the
past 12 months with contracts for their patent forcedd.raught ~ys tem, the a~ount of w~rk done being constd erably gr~ater than 10 any previous yEar. Practic.ally every important cargo steamer a nd passenger
hner now contracted for is being fitted with their
system.
As Messrs. Babcock and Wilcox's works are in the
Clyde district, a word may be said about their boiler
work. During the year this type ha,s been fitted to
or ordered for 28 vessels, requiring 64 boilers and
aggregat ing 41,955 indicated horse-power, the most
notable being the United States cruiser Cinoinnati, of
5000 indicated horse- power; the United States monitor
Indicated Ho,r se-Powe'r of Engines.
Wyoming, of 2200 indicated horse-power; H. M. sloop
1894 .
1895.
1896.
1897.
lf98.
1899.
Espiegle, 1400 indicated horse-power; United States
Scotland ..
327,126 352,336 452,8S9 -109,645 541,930 514,229 cruiser
Alert, 1200 indicated horse-power; four
Clyde . .
297,325 328,4 50 429,035 375,215 601,490 459,627
dredgers building at E lswick , a nd se veral passenger
The output of each firm is given in the Table in the craft. The total of marin e boilers built in t he p tst
next column, and th e firms who do not build ships are four years is int eresting :
denoted by an asterisk, but, as a rule, the ships engioed
1896.
1897.
1808.
189!).
Total.
Number . .
37
36
19
6l
165
by such firms are built on the Clyde. Thus Messrs.
J.H.-P. . . 24,380 22,510
11,425
41,965
100,270
David Rowan and Co. 's engines went to vessels built
This, of course, includes United States work, bu t for
by Messrs. Wm. Hamilton and Co. , Connell of Scotstoun, and M 'Millan of Dumbarton.
Messrs. Muir British boats the nu mber is 55 of 31 ,560 indicated
and Houston ~upplied machinery most ly for small horse-po wer, and of these only 6 of 5900 indicated
craft, 53 in all, and amongst the vessels engined were horse power were for the N a vy. The United Sta t es
six built in Hull and one in China. Many of these Navy a ccounts for 33 boilers of 23,500 indicated horsewere of the compound type, being mostly for trawlerP. power, and, including a Norwegia n corvette, we ha ve
Messrs. Hall-Brown, Buttery, and Co. , include 16 40 boilers of 30, 100 indicated horse-power for figh t ing
steamers built at White inch and at Port Glasgow. In ships, leaving 115 of 70,170 indicated horse-power for
five cases the engines were of the compound type, with merch ant men.
Turning now t o shipbuilding ret urns, we give a. list
120 lb. st eam pressure. Messrs. Dunsmuir and J ackson
sent engines for a stfamer to Grangemouth and to the wit h the total tonnage launched by each firm during
first vessel built in the Londonderry yard under new th~ last four y ears; . those fi~m s, which are also engine
management. They have five sets ready to fit into bUilders, have their machmery output recorded in
ships not launched , so that if they had included these the marin e engineering Table given above. ~Iessrs.
their total would have been quite as large as in pre- Russell and Co. again top the list, '~ ith a production
vious years. Six of M essrs. Rankin and Blackmore's fully 8000 tons in excess of that for the previous year.
engines were for ships built by Messrs. Russell, and I t is, indeed, the largest for seYeral yea rs, a lthough
one set for JYI'Millan, of Dumbarton. Messrs. Kiu- not a re cord for the firm. The t otal includes 16 Yessels
caid's 13 engines were all for Clyde ships. Their of 52,465 t ons, all of the useful cargo type, Yaryiog
total is 1400 high er than in t h e pcevious year. Messrs. from 4002 ton s to 1130 tons, a nd 17,276 tons is tho
Hutson engined four Grangemouth, four Ca.mpbeltown, measurement of six ,easels for foreign o wners.
and two Irvine-built vessels, and they constructed Messrs. John Brown and Co., Limited, figure on
boilers for two paddle and one cargo steamer. }.1essrs. our l is t for the firs, t time as t he owners of the
They include
Rosa and Dun can sent ten sets abroad, and engined famous Clydebank establishmen t .
other 14 steamers, and :M essrs. Bow, ~1'Lachlan, and a Japanese battleship, an armou red cruiser, an AtCo., exported three sets of paddle engines to China., and lantic liner of the intermediate t y pe, a nd a paddle
exported also stern-wheel engines and a twinscrew set. steamer for excursion trt1ffi c on t he south coast of
They en2ined four steamers built in the Clyde district. England, making up the large t otal of 41,400 tons and

] AN. I 9, I 900.]
..

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

ss

53,460 indicated h orse-power. This is the highest


Camp bel town Company built three steamers for Bristol,
t onnage for several years, a nd it is a remarkable fact
P1oduction of Clyde Shipbuilding F inns.
two for Bilbao, and one for Sydney, making for them
-- - that in fi ve years the horse-power of machinery
a record total of 9063 tons. Messrs. Napier and Miller,
1~()(),
~ur?ed out ma kes up tb ~ lar~e t otal of 282,650
l bOS.
1897.
1896.
Limited , a ne w firm in an old yard, commence well
mdicated horse-power, w.hich I S probably wi t hout
Name of Firm.
wit h a 4500 ton London steamer and 18 barges,
e9.ua~, and reflects credit on the splendid orgaNo. Tons.
3600 t ons, totalling 8100 tom~. Messrs. Lobnitz and Co.
Tons.
Tons.
Tons.
n~sat10n of A1r. J ohn G. Dun lop, the managing
- - -and
- -Co.
-, -Port
- --1---- - - - - -- - - - have been very busy, largely with dredging plant, but
director of the establishment. The year's work is Russell
in addition they bmlt three screw tugs, a stern-wheel
..
. . 10 52,465 44,551 42,912 29,116
well up to the average, and the work on the stocks Glnsgow . .
Brown and Co. , Ltd .
steamer, and ten small twin-screw boats, only two of
includes two armoured cruiser s - t he Leviathan of J . Clydebank
..
. : 4 41,400 34,500 23,120 10,402
t he 20 vessels being for British owners. Messrs.
14,100 t ons and 30,000 indicated hor~e-power, ~nd Charles Connell and Co. ,
D. J. Dunlop and Co. built Germany's first cable
~cotstoun
..
. . 6 33,183 29,281 2i,483 40,8R4
the Ba.cchante, of ~2,000 tons and 21,000 indicated
Company , Ltd.
laying steamer, which we hope to illustrate soon, and
4 31,624 35,108 10,966 29,9 7
horae-power ; three destroyers, fou r Atlant ic liners F&:u~eld
W1lham Denny
and
two passenger and cargo steamers for abroad. W a
and engines for a dockyard cruiser. 1\Iessrs. Charle~
Brothers, Dum bar ton
81,300 35,830 25,120 32,677
should like to have referred similarly to the returns
Connoll and Co. come next on the list with six vessels William Hamilton and
of the cargo type, one of them of 9200 tons. The Co. , Port Glas~tow . . 7 25,865 32,017
5,600 15,855 of the other fi rms, to all of whom we are indebted for
M'Millan and Son,
the details which made our general summation for the
t otal is 33,183 tons. This is about 4000 tons more A.Limited,
Dumbarton .. 8 21,273 12,610 10.826 12,450
kingdom possible; but space unfortunately compels
than in t he previous year, when t he num ber of vessels Barclay , Curie a nd Co.,
us to content ourselves with giving the totals for tho
Limited, WhiteiJch .. 5 20,970 20,114
was also six, but in 1896 the firm had a t otal of
5,310 25,223
and Co., Greenock 4 20, 544 19,307
past four years in tabular form.
40, 64 tons. The Fairfield Company launched two Scott
5,4 50 18,638
A. Stephen and Sons,
fast Castle liners, both since used largely for the transLinthouse
..
. . 4 20,530 24,41~ 21,370 35,185
O TH ER SCOTCJI P ORTS.
port of troops, an armoured cruiser, the Cressy and D. and W. H enderson
. . 4 15,323 23,298 22,387 28.081
On the east coast of Scotland shipbuilders ha~e
a destr?ye.r , so that their total is 31,624 t ons' and and Co. , Partick
Napier and Sons
been busy, although the output is not so great as dur51,650 mdica.ted horse-power, with new boilers and R.Limited
, Govan
. : 8 14,700 14,150 13,660 12,100
ing the for~er boom in trade; the total output of all
overhaul to a large steam yacht. The tonnage is A. R odger and Co. , Port
G lasgow. .
..
.. 6 H ,501 17,797 15,536 11,504 t he yards bemg 77 vessels of 45,699 tons, which is about
sligbt ly.les.s than in the previous year, and the power
and Co., Ljmited,
3000 tons less than in 1898, a nd about 23 000 tons
22,700 md1cated horse-power down; but the estab- Caird
Greenock
..
.. 3 14,036 14,677 15,824 ~:W,842
less t han in 1892; and yet there are about 'the same
li&hment has been fully employed, and continues so. A. and J . l nglis, Glas~ow 6 13,080 3,475 2,4 20
5,033
number of yards building ships. The foreign ton
The Creasy is in the dock fitting out , and early next W . Simonsand Co. , Ltd.,
R enfrew . .
..
.. 12,000
nage tota~s 10,8.98 t ons, equal to 23.8 per cent. of the
9,850
year the sister-ship Aboukir, of 14,000 tonR, will, it is
7,370
8,260
London and Glasf!ow
total. Th1s ratto has fluct uated greatly; in 1898 it
expe?ted, .also be afloat. , The ~ood H~pe, an armoured Company, Limited . . 5 10,905 10,997
7,864 23, 221
was as high as 47.5, in.1895 it was as low as13 per
Ternble hke Clydebank s Leviatha n, 1s rapidly taking R. Dun can and Co., Ltd.,
Por t Glasgow . .
.. 6
cent., so that no deduct10n need be made. The colonies
9,230 10,095
shape, as is also t.he second of two destroyers and a
4,991
2,677
Camp bel town Company
6
9,063
6,424
took 6714 tons of this t otaJ, Norway, South America
4, 596
4
385
troopship for t he India n Government. The company Napier
a nd Miller, Ltd.,
Russia, and France Leing also represented on the list~
has also one of the "Count y " armoured cruisers-the
Yoker . .
..
. . 10
8,100
17,365
1,861
The largest steamer- by Messre. Gourlay, of Dundee
Lobnitz
and
Co.,
L
td.,
~Ionmouth, 9800 t ons displacement and 23 knots
R enfrew . .
..
. . 20
7,C62
- was of 5600 tons, and of the number 59 were under
9,387
speed, in band.
2,822
8,
479
D. J . Dunlop and Co.,
500 t ons. One was between 4000 and 5000 tons, two
.'Messrs. William Denny and Brothers Dumbarton
Port Glasgow . .
..
3
6,600
2,500
1,050
3,010
between 2000 and 3000 tons, and the others were
have a very varied p roduction, including' six twin a nd Murdoch and Murray,
Port Glasgow . .
.. 8
6,518
smaller. The output on the Forth was 30 vessels of
four single-screw vessels, wit h ba rges of 3930 tons
3,517
2,658
3, '224
Shipbuilding Com
15,542 tons, which compares badly with 26,013 tons
making the total 31,300 tons. The largest is tb~ Ailsa.
pa ny , Troon . .
. . 10
6,139
5,847
4,593
4,943
in the pr.evious year. The Gran.g~moutb Company's
Allan liner Bavarian, of 10,376 tons, now uEed as a Mackie a nd Thomson,
output m<.:ludes the only sa1hng ship of any
Govan . .
..
. . 18
5,920
transport, and the most interesting probably two
6,941
8,157
7,468
Maclean,
size built in Scotland, and it is only of 850 tons.
London and North- Western Railway Company's Carmichael,
and Co., Greenock . . 3
5,870
7,08t
5,000
1,260
The others on their list are steamers ranging up to
steamers for the cross-Channel service from Holy head. Flemjng and Ferg uson,
1280 tons. ~>fessrs. John Scott a nd Co., King horn,
.
8
4,400
:Messrs. Denny have built quite a fleet of these L imited , P aisley
3,750
5,250
6,000
k wood and Gordon ,
have a reduced output ; but, worse still, the works
steamers of 1850 tons . The machinery for all was Blac
Port 0 lnsgow ..
3
2,422
1,278
ha ,.e since been closed, although two vessels are on the
2,4 25
constructed by Messrs. Denny and Co. The output J ohn R eid a nd Co., Ltd.,
stocks. The return before us includes two twin and one
Whiteinch
..
. 6
3,404
in both cases, as will be seen from the Tables is
8,925
401
5,464
single-screw steamers, and two paddle boats. Messrs.
Irvi
ne
Company
,
Ltd.,
quite up to the high average of former years. Mes~rs.
lrvine ..
..
. . 12
3, HO
2,150
Ramage and F erguson have the largest decrease
William Hamilton and Co. 's seven steamers were all Ri tcbie, Graham, and
?wing to all their ~ine. vessels being small-the largest
cargo steamers of about 3700 t ons for British owners.
Milne, Whiteinch
. . 14
2,555
1,f.25
2,851
1,593
1s 1081 t ons. The hst mcl~d es t wo large steam yachts,
Messrs. A1'Mi1lan, of Dumbarton, have a very much Alley and Maclellan ,
.
..
. . 13
2,553
three steam trawlers, a twm-screw tug, a steamer, and
2,115
7,116
3,3CO
higher output than usual-10,000 tons above the S. Glasgow.
Mc Knigh t and Co.,
a barge. Although Messrs. Cran only built a small
average of the preceding four years. Two small Limited, Ayr . .
.. 4
2,440
1,933
823
6eo
wooden yacht of 20 t ons and 26 indicated horse-power.
steamers were for Russia, and one of 1640 t ons for J ohn Fullerton and Co.,
they engined four trawlers built on the Humber and
..
..
. ., 6
2,379
1,685
1,821
1,864
pain. The others, for British owners, were between T.Paisley
B. Seabh and Co.
two ~uil.t at Aberdeen, making the engine output
3000 and 4320 tons. Messrs. Barclay, Curie, and Co.
R utherglen . .
. . 17
1,849
376
605
687
include a powerful tug of 411 tons, with compound Scott a nd Sons, Bowling 6 1,652 2,4 82 2, 269 2,517 2236 mdiCated horse.power. They have engines for
six trawlers still building. The other firms have been
diagonal oscillating engines of 1350 ind icat ed horse- W. Chalmers and Co.,
fairly busy.
Govan . .
..
. . 19
1,560
1,437
210
power, for t he British Government. Two of the other Taylot and ~litchell,
steamers were over 6000 tons, one was a twin-screw Greenock
..
.. 4
1,204
Shipbt~ilding on the East Coast of Scotland.
steamer for Elder-Dempster's Canadian service, and the J. McArthur and Co. ,
Paisley . .
..
.. 1,241
1,216
1,556
636
five were for Messrs. Edward Bates and Son. The output J ohn
1899.
Shearer and Son,
1898.
1897.
is about the same as in the previous ye u , and rather
Glasgow . .
..
.. 4
96!
2,031
1,576
692
Name of Firm.
over the average. Messrs. Scott and Co. , Greenock, D. M . Cumming, Glas
gow
..
..
.. 6
192
168
691
No.
Tons. I I.H.-P . Tons.
Tons.
built three foreign liners, each 6748 t ons and 4500 in- Donaldson,
Aiken, and
dicated horse-power, with a steam yacht Lutra, of 300 Scott ..
..
.. 2
385
F orth.
tons and 450 indicated horse-power, already referred Willia m Fife and Son,
Grangemouth Compa ny 6
7,6S9
~,050
2907
..
.. 8
100
169
179
141
Scott and Co., Kinghorn 5
3,051
to. The total, 20,544 tons, is rather over t han under Fairlie . .
5,926
6,022
8685
Ardrossan Company .. 1
280
754. 10,267
R a mage and Ferguson, 9
3,0~9
45,3
the average production, even of recent busy years. J . and J . Hay, Limited,
Leith
..
..
.
.Messrs. Stephen, of Lintbouse, built four vessels,
K irkjntillooh . .
.. 1
120
100
220
210
Hawthoras and Co.,Leith 8
1,633
3,1fi0
980
Menzies and Co. , Leith .. 1
one a Hamburg-American liner- the Bethania, of 7518 Launch, lighter, &c.,
120
700
994
builders
..
.
.
.
.
442
Cran and Co., Leith . . 1
20
2,336
680
1750t
tons and 4047 indicated horse-power, an Elder-DempS. a nd H . Morton and
ster liner, t he 1\.fontezuma, of 7345 tons and 4443
Co. , Leith
..
..
2,500
1,550t
1530t
indicated horse-power; and two Clan liners, all typical tons, a Dundalk and N ewry Channel steamer, a fast
D undee.
steamers. So that t heir total, while about 4000 tons paddle boa.t for the North Brit ish Railway Company, Gourlay Brothers and Co. 8 10,230 11,780 6,i00 76-H
.. 4
4,957
less than in 1898, is a fair average. Messrs. Hen- of 449 tone and 2600 indicated horse-power. It is Caledon Company
7,400
6, 282
416~
Dundee Company
.. 7
2,722
1,3l8
1318
derson, of Partick, have a somewhat reduced total, satisfactory to note th!l.t the order for this was Cooper
and Greig
..
2,860
but the YesEels are of interesting t ype.
They given as a direct result of the success of her pre
Aberdeen.
have always a racing yacht, a nd this time they decessor.
The firm also launch the first two of a Hall, Russell,
and Co. . . 11
8,954
9,910
4,080
3795
include 1-Ir. J a mes Coats' successful schooner yacht fleet of fast steamers for coasting service to Newfound J . Dut.hie, Sons , and Co. 11 2,000
2,154
760
.. 6
Gleniffer, of 317 tons. Their merchant steamers land, so that their total- 13,080 tons and 11,200 A. Hall and Co. . .
1,019
2,400
1,215
794
included a China trader of 6608 tons and 4400 indicated indicated horee-power, excluding very extensive repair
horse power, a 4668-ton steamer for Messrs. Lamport work-is something like what it used to be. :Messrs.
* Nominal horse-power .
t Indica ted horse-power.
and Holt, and a 3730-ton steamer for Messrs. James Simons' work is all dredger plant for foreign clients,
Little and Co. The total tonnage is 15,323 t ons, and, and is conl:}iderably above the production of previous
The three Dundee firms, two of them under new
including machinery for two other steamers not built years. The L ondon and Glasgow Company have built names, have been very actively employed, the output
by the firm, the engine output is 12,700 indicated horse- a British gunboat, H.M.S. Thistle, which has already being 19 vessels of 17,909 tons, as compared with
power- about the same as in the previous year. passed successfully through her trials ; as well as her 14,240 tons in the previous year; but in the three
:Messrs. R. N a pier and Sons' return includes two consort H.M.S. Dwarf, and the second-class cruiser years ending 1892 the average was nearly 22,000 tons,
Royal Mail Company's boats of 5545 and 5570 tons Hyacinth by the same firm. They also launched so that the reeources of the port have not been overwith engines of 7500 indicated horse-power, and a two tugboats for the Admiralty of 700 tons dis- taxed in recent years. The increase now is largely
third steamer of 3585 tons and 3500 indicated horse- placement or about 450 tons gross, and 1250 indicated due to the inclusion of the ca rgo steamer Marwarri
power. This equals the output of the three preceding horse - power, which, with two large Glasgow of 5620 tons and 3500 indicated horse-power
yeara. ::i.'tfessrs. Rodger 's six steamers varied between liners, makes a total of 10,905 tons and 10,100 indi- Messrs. Gourlay, who have also a 2770-ton steamer
1742 and 3271 tons, two of them being for foreign cated horse-power- well up to the average. They for New Zealand, and a passenger and ice-breakhavo an armoured cruiser, the Monmoutb, of 9800 tons, ing steamer, Minto, for the Canadian Governmont
owners. The total is rather under the average.
.Messrs. Caird, of Greenock, built a lar6e P. and 0 . 22,000 indicated horse-power, and 23 knots, and a service at Ottawa. The majority of the other vessels
mail steamer and two Pacific liners, which make 14,036 4700-ton merchantman on hand. Messrs. R obert built at Dundee were steam trawlers, excepting the
tons and 12,500 indicated horse-power- about an Duncan and Co. 's return includes a Russian, Dutch, and Caledon Company's quartette, which were all Channel
average. Messrs. lnglis's list is always interesting. Spanish, and two British steamers, giving a total (9230 steamers, one of them for Glasgow and Dublin, and
They have two of the hardy annuals- B. I. boats of 5250 tons) which compares well with previous years. The another for the Clyde Company's Glasgow and London

by

86

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

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Wrought. Iron

Section A.- B..

serv1ce.
This firm has four vessels of 9740 tons on
hand.
The trade in Aberdeen has been exceptionally busy,
the total being swelled by a 4508-ton and a 2983-ton
steamer built by Messrs. Hall, Russell, and Co. for
local owners. The other vessels built at Aberdeen
were steam trawlers, without exception, and the
totals for all the firms are given in the Tab]e on the
preceding page.
IRELAND.
The two Belfast firms continue to produce ships
with a rapidity which surprises even shipbuilders,
and seems to suggest that there is in Ireland nothing
indigenous which precludes successful industrial pursuits. The success of Messrs. Workman, Clark, and
Co.'s establishment is only excelled by that of Messrs.
Harland and Wolff; and for the past year they have
produced together over 127,000 tons of new shipping,
the latter firm topping the list for the kingdom, and
the former occupying fifth place. Messrs. Harland and
W olff's record for several years is a striking one :

1893. 1894. 1895. 1896. 1897, 1898. 1899.


Tons
. . 65,660 65,448 58,093 81,316 84,240 67,905 82,634
I.H.P. . . 41,640 41,800 36,600 61,824 45,850 33,360 66,150

In 1899, as in 1898, they built seven steamers, the


smallest being of 6767 tons--the Galeka, for Southampton. She had engines of 2750 indicated horse-power,
which is only about 0.4 indicated horse-power per
ton. The next in size is 9494 tons and 4300
indicated horse-power, the Michigan. Then comes
the Winifredian, which seems a. tiny name for
a. ship of 10,405 tons and 5500 indicated horsepower. She is the only single screw ship on the
list. Then there is t he Persic, of 11,974 tons and
5000 indic~ted horse-power. The Saxon, of 12,970
tons and 11,800 indicated horse-power, is the newest
mail steamer for the Union Company of South Africa.
The Minneapolis seems an ample name for a 13,750-ton
ship and 9800 indicated horse-power; but best of all
is the sonorous Oceanic, the ship bearing which name
is returned at 17,274 tons and 27,000 indicated horsepower.
This naming of big ships r eally wants
more careful consideration. It is further interesting
to note that four of the larger ships have quadrupleexpansion engines, including the Saxon; the Oceanic
ha.s four cylinder triple, and the others ordinary
triple -expansion engines. All the ships named
are for British owners. The same applies to JY.Iessrs.
Workman, Clark, and Co. 's list, excepting the Hamburg liner Briegavia, whi0h is of 6576 tons and 2800
indicated horse-power. The firm have five ships on t he
list of over 6000 tons, and a sixth-the Star of Australia.- is 7198 tons and 3200 indicated horse-power.
This makes six in all, with a 4810-ton steamer. Three
barges bring up their total to 45,018 tons, which,
although below the best, is sti11 most satisfactory.
They surplied the machinery for t hese a-nd two other

Section c.-

steamers, bring ing the power up to 29,950 indicated the east approach trestle, where one of the~e devices is
horse-power. The figures appended for some years pub on each track. Rails placed in the creeping adjustment at the east end of the west-bound track, go through
back are interesting :
the straight track around a 5 deg. 45 min. curve, 340 ft.
1894.
1895.
1896. 1897.
1898.
1899.
long, and out again on a tangent, until taken out at the
32,453 43,723 38,440 24,743 53,475
45,01 8
Tons . .
west end of this section of track.
I.H.P...
16,100 32,520
29,950
"We endeavoured to find the relation between the
The company have only in recent years undertaken creeping of track and the amount of tonnage hauled over
the building of engines. Messrs. M'Coll and Co., or the number of trains, to try and find some key to the
Limited, built a small ferry steamer of 35 tons and pet liar performance, b ut have not been able to. as yet.
30 indicated horse-power, a 120-ton sail-boat1 and The fact remains that the rails creep from 30 fb. to 60ft.
machinery of 150 indicated horse-power for a s teamer per month, or from 1 ft. to 2 ft. per day, so that a rail
built by the Larne Shipbuilding Company-all these creeps across the bridge in from 28 to 56 days. It gives
craft being for local owners. The yard at Londonderry, one a kind of " creepy'' feeling, but t he facts stand, and
long vacant, has been reopened by the Londonderry explanations are in order."
Shipbuilding and Engineering Co., Ltd., with Mr. W.
H. deRusett as managing director. They have launched
SOUTH AFRICAN BRIDGE REPAIRING.-A quantity of
their first vessel, the Parkside, a steamer of 3766 tons, bridge
work ordered by the War Office from Messrs. Head,
for :iY.Iessrs. Mac Vicar, Marshall, and Co. , Liverpool, Wrightson, and Co., of Thornaby-on-Tees, for the pursupplied with engines of 1400 indicated horse-power by pose of repairing structures destroyed in the course of the
Messrs. Dunsmuir and J ackson, Go van. The company war, is bemg delayed in deli very owing to an unfortunate
have two steamers on hand, one for H oulder's Line accident to the transport Pondo which conveyed it from
and t be other for Messrs. Elder, Dempster, and Co. the Tees. Durin~ a severe storm most of the girders,
The Channel Company at Queenstown bui1t no ne'v some of which wetgh 10 tons, broke loose, and besides
vessels, but state that they were busier with repairs endangering the safety of the ship, were seriously
than usual. The longest British sailing ship and a damaged. On the vessel arriving in London, the girders
large oil tanker have been more than half r ebuilt were unshipped for inspection, and the most seriously
were sent back to Thorna.by. Messrs. Head,
in their docks, and they have in hand the build- damaged
Wrightson, and Co., have been making every effort to
ing of five-eighths of the length of a steamer 's hull to deliver fresh girders.
l.Je connected to the existing after portion of the
vessel in their dry dock in a manner similar to the
GoLo.- The war in the Transvaal is seriously affecting
method adopted with the Milwaukee, recently r ebuilt the deliveries of gold from South Africa., the total which
on the River Tyne.
came to hand in December being only 15,920l., as com
pared with 1,233,598l. in December, 1898, and 1,505,&70l.
in December. 1897. The receipts of gold from all quarters
CREEPING RAILS ON THE EADS BRIDGE. in December were 1,998,422l., as compared with 2,253,187l.
We quote the following from our contemporary Loco- in December, 1898, and 2, 589,346l. in December, 1897.
motive Enginee'ring :
The aggregate imports of gold from all quarters last year
" One of the 'fishiest' soundin~ stories we have run were 32,533,497l., as compared with 43,722,960l. in 1898
across lately is the creeping of ralls on the Eads Bridge and 30,808,858l. in 1897. In these totals the three goldacross the Mississippi, and yet, strange to say, it is borne producing districts figured as follows: South Africa.,
oub by facts and statements that cannot be dtsputed.
16,014,631l., as compared with 16,768,997l. and 13,621,336l.;
" Through the kindness of Mr. N. W. Eayrs, we are British India, 1, 725,563l., as compared with 1,656, 135t.
able to show the creeping points which are used to take and 1,496,614l.; and .Australasia, 5,065,630l., as com
care of this and not dlSturb traffic. This is so clear as to pared with 7,566,249l. and 10,604,052l. As regards
need practically no explanation, the rails from the bridge the general movement of gold last year, the largest
simply creeping off and past the points, which are deliveries to this country were made by Germany,
securely fastened to the solid approaches at the ends. 2,396, 790; H olland, 1,403,838l. ; France, 1,840,646l. ;
At the other or rear end (counting the direction of traffic) the United States, 2,379,046l.; and South America and
extra rails are fastened on, and are dragged through and the West Indies, 1, 141, 652l. The exports of gold from
into position by the creep of the rails.
the United Kingdom in December amounted to 1, 455, 915l.,
" When a complete rail-length has been worked through as compared with 4,458. 509l. in December, 1898, and
they add another at the tail of the procession, and take 2,490.080l. in December, 1897. The exports for the
off the one which has crept through. This one is trans- whole of last year were 21,536,062l. , as compared with
ferred to the other track and immediately starts back.
36,590,0601. in 1898, and 30,808,571l. in 1897. There was
''There are four of these devices on the bridge, one for a large increase in the exports of gold to South Africa
each end of each track. These take up the motion of the last year, in consequence, no doubt, of the war; the total
track over the bridge, a. distance of 1700 ft. At the east forwarded was 4,225,554l. The quantity of gold forend is a double crossover, which is also protected against warded to Germany last year was 4,420,873l.; to South
creep by a pa.ir of these devices, one on each track. East America and the West I~!dies, 2,822,415l.; and to JJriti. h

of this, ae-ain, is a stretch of n.bout ~600ft. of track o~ India., 1 9331203?.

600

HORSE-POWER

BLAST-FURNACE

GAS

MOTOR

AND

CONRTRUC1'ED BY MESRRS .JOHN COCKERILL AND CO.,

BLOWING

ENGINE.

SERAI NG.

>

"'

2!

\....0

\.0
I

0
0

t'I1

()
.........

z
t'I1
t'I1
?0
.........

()

-::::-....-;;;;iii..;::J
... ~:tr.~F----------J7f..__

. . . - ...._..,~~~ . -

'
'

. . ..

W E illustrate above a very interesting blowing


engine constructed by the Societe Anonyme John
Cockerill, of Seraing, and which was set to .w?rk on
November 20 last. The special feature of this mstallation is that the motive energy is derived from the
waste gases of the blast-furnace. The engine has

--;;-: "

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

.....

been running r~gularly sin?e th.e above-mentione?


date, and .has g1ven full satisfactiOn. The two h~nzon.tal cyhD;ders ar.e placed ~ande~ , t~e blowmg
cyhnd~r bemg behmd; t?e pis~on IS driven by an
extenswn.of the motor cylinder .Piston-rod; ~he length
of stroke 1s 1.400 metres (55.12 m.). The d1ameter of

th~ gas eng~ne c~linder is 1..30 metres (51. 18 i~.); it has


a~.ngle-actmg piston workmg under the or<li:na ry eo~ditiOns of four cycle mot?rs. The connectt.n~rod Is
4.400 ~etr.es (~4ft. 5.23 m.) long and 30~ m1lh me~r~s
(11. 81 m.) m d~ame~er. . The cranksha!t I S 460 m~lhmetres (18.11 m.) In dtameter, and IS the heaviest

working part of the engine, its weight heing 20


t ons.
This _shaft is supported by bearings in
t wo lar~e castmgs, between .which and the cylinder,
connectiOns are made that g 1ve the engine somewhat
the appearance of a large hydraulic press. A flywheel,
5 metres (16ft. 5 in.) in diamett>r and weighing 35 tons,

11 oo
~

88

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

~ounted on t~e cran~shaft, the weight being m~ke and with the consumption of pig iron.

carried. by .an outside bearmg. :rhe total weight of


the engine 1s 160 tons. The blowmg and gas cylinders
are .connec~d by mean~ of castiron guide-bars, much
as In ordinary practiCe. The blowing cylinder is
1:70 metres (66.90 in.) i~ diameter, and the cubic capaClty traYersed by the piston at a speed of 80 revoluti<;>n3 is 500 cubic metres (al,out 17,650 cubic feet) p er
mwute. The normal working pressure is equal to
40 centimetres ( 15 75 in. ) of mercury ; under these
conditions, the effectiYe horse-power is from 500 to 550.
~he air inlet vahes are placed on the ends of t he
cylmder, and arc arranged around two concentric
Clrcles so as to afford the largest and most convenient
area for the air admission. They are made of steel discs
80 millimetres (3.15 in. ) in diameter and 1 millimetre
thick~ and a~e be~d on their seats by spiral springs.
Certam . modt~cattOns ~re under consideration, having
for their obJect the mcrease of the air pressure to
one atmosphere; this would r educe the amount of
delivery by about 40 per cent. The gas for working
the. eng~n~ is taken .direct from the blas t-furnace gas
~am;. It IS not punfied in any way, but is only cooled
1~ an Iron chamber, 6 metres (19ft. 8 in.) long, 6 metres
h1gh, and 1. 25 metres (49.21 in.} wide ; into this
chamber a spray of water is injected by a 10-milJimetre
Korting pt~lveriser. By this means the t emperat ure
of the gas IS reduced to 20 deg. Cent., which is found
suitable for working. The nmning of the engine is
~ot affected by the p:esenc~ of dust or watE'r vapour
~n the gas. In startmg the engine the first explosion
1s ~~ected. by means ~fair carburated with petroleum
sp1nt; th~s met~od IS found to be quite efficient, no
other device be1ng necessary. No difficulty is exp erienced w1th the packing of the stuffing-boxes of the
gas cylinder.
A .comple~e series of ~rials with this engine will be
earned out m a short time, but the practical and satisfa.ctory test of every-day working for the last two
months has demonstrated the success of the system ;
the amount of gas used is not excessive, and this
utilisation of waste gas points to a large economy in
blast-furnace practice. W e shall hope to publish the
result of the detailed trials at a later date.

Makers'
pnces. are, generally speaking, easier all round.
Amencan reports are steady, but the general consensus of opinion seems to be that no immediate advance in pnces need be looked for on the other side.
On the other hand, high freights are hindering all
attempts to sell at present prices for export. The furnaces that were dam pf:'d down are again in blast, there
being 83 in active operation, as against 82 at this time
last year. The stock of pig iron in Messrs. Connal and
Co.'s public warrant stores stood at 237,620 tons yesterday afternoon, against 240,886 tons yf'.sterday week, thus
showing a reduction amounting to 3266 tons for th e past
week.
F inh;hcd Iron a:nd Steel.- The market for shipbuilding
steel is steady, the quotation for plates bei ng from 8l. to
8l. 10s. per ton, less 5 per cent., d elivered on the Clyde;
but there is not much fresh business d oing.
teel rails
are in dull demand, with a great absence of fresh inquiries. Finished iron is s till in brisk demand.
Sulpha te of A.'mmonia.-The market for this commodity
is very firm, the spot price being lll. 7s. 6d. to lll. 103.
per ton f.o.b. L eith or f.a.s. Glasgow. For forward deli~ery-January to June-the price is lll . 10s.

Glasgow Copper Market.-There were no transactions in


copper on 'Change last Thursday forenoon, but the price
was marked up U s. 3d. per ton. The market was still
idle in the afternoon, but the pri~ gave way 6~. 3d. from
the forenoon rate. No business was done on Friday forenoon, but the 6s. 3d. per ton that was taken off on Thursday was put on agam. In the afternoon there was no
business done, but the J?rice gave way 23. 6d. per ton.
One lot of copper was dtsposed of on :M onday forenoon,
and the price advanced 5s. per ton. Nothing was done
in the afternoon, but the price was advanced other 5s. per
ton. ~o dealings were reported yesterday forenoon, but
the pnce was marked down 5s. per ton. That loss was
recovered in the afternoon but no business was d one. One
lot of copper (25 tons) was sold this forenoon, and the
price fell 103. per ton. The loss was recovered in the
afternoon, but no business was done.
T he P rice of Electric Cu rrent in A berdecn.-Tbe Town
Council of Aberdeen have fixed the price of electric
current for the next six monthf:\ as foJlows: F or lighting
-for the first hour daily of the maximum demand 6d.,
thereafter 3d. per Board of Trade unit. For motive
power-for the first hour daily of the maximum demand
3d., thereafter 1d. per Board of Trade unit.
Locomotives for the N cttalRailways.-Me...qgrs. D libs and
NOTES FROM THE NORTH.
Co., of the Glasgow Locomotive Work , ex pect to be
GLASGOW, Wednesday.
Glasgow Pig-Iron Market.-Only a small busin~s was able to ship a further batch this month of the locomotives
done in the warrant market last Thursday forenoon. on hand for the Natal Railways.
The tone, however, was firm, the only change being a
drop of 2d. per ton in the case of hematite iron. Some
10,000 tons changed hands. la the afternoon not more
NOTES FROM SOUTH YORKSHIRE.
than other 10,000 tons were included in the sales, but the
SBEI''I-'IELD, Wednesday.
tone was firm in response to the reduction in the Bank rate.
.~Iotor Trctction.-A mos t interes ting series of tnals,
Scotch iron closed 4d. per ton up on the day, Cleveland which serve to illustrate the steady progress auto7~d., and hematite iron 3d. per ton. The closing settle- mobilism and the motor industry is making in Yorkment prices were: Scotch iron, 67s. 3d. per ton ; Cleve- shire and the north of England, have just been conland, G7s. 1~d.; Cumberland and Middlesbrough hematite cluded a.t Bradford. They were held in connection with
iron, respectively, 74s. 3d. and 76s. per ton. At the forenoon the Bradford and District Cycle and Motor Car
sess10n of the warrant market on Friday business was very Trader ' As2ociation, and included exhaustive tests in
quiet. Only some 7000 tons were sold. Scotch iron was un- speed, hill climbing, and consumption of fuel of all
<'hanged, but Cleveland fell4~d. per ton. The afternoon kinds of vans, wagons, and lorries adopted for carrying
sales did not reach 10,000 tons, but prices rose from 1~d. light and heavy loads on common roads. Professor
to~ per ton; and the closing settlement prices were : Goodman, in an elaborate report, said that motor haul67s. 4!d., 66s. 10~d., 74s. 4~d., and 76s. per ton. Only age of heavy loads on common roads bad now passed
10,000 tons were sold on Monday's forenoon. The tone far beyond the experimental stage. It was as reliable
was strong on the better war news, the advance being as horse haulage and very much cheaper. The cost of
~d. to 4d. per ton.
The market was firmer in the coke in one of the trials was a mere nothing, the amount
afternoon, and on a turnover of about 15,000 tons consumed being just over 2 lb. per ton of merchandise
Scotch, and Cleveland closed 6d. up on the day, per mile. In this instance the car was laden with 4 tons
and hematite iron (ijd. per ton. The closing settle- of wool in bales. It carried four passengers, including
menb prices were: 67s. 10~d., 67s. 4!d., 74s. 10!d., the driver, and did the journey, over 21 miles of heavy
and 76s. per ton. The sales on Tuesday forenoon hilly road, at a mean speed of 5.075 miles per hour. But
were only al>out 10,000 tons, but there were buyerl for the heavy state of the roads the speed would have
of more about, and pri~es were accordingly firm. Scotch been much greater, and on good roads the driver could
rose 3d. per ton, Cleveland 5d., and hematite iron 6d. per easily run up to the maximum allowed by the law.
ton. In the afternoon only some 5000 or 6000 tons
Iron and Steel.-The activity in the heavy trades is
changed bands, but prices were very firm, Scotch closing quite as marked as at any time during last year, and it
5d. per ton up from the bottom, and Cleveland and hema- is the opinion of some manufactures of crucible steel that
tite iron 6d. per ton. The settlemellt prices at the close the output is larger than ever before. There is a full
of the market were : 68s. 1~d., 68s., 75s. 3d., and 76s. per demand for all that can be made. Prices are very firm,
ton. At the forenoon sess10n of the market to-day some with every probability of advances in consequence of the
25, OOOtons changed hands, and it was reported that L ondon difficulty of obtaining material. l\Iakers of the best
took 10,000 tons. Prices of course were strong, Scotch rising brands of Swedish material are ful1y sold up to
11id. per ton. In the afternoon about 15,000 tons were sold the end of the present year; and unless very great
and prices were easier, Scotch closing 4~d. per ton down economy is exercised, there will be a scarcity, as the
from the forenoon. The settlement prices were 68.s. 9d., output cannot be increased. Prices during the whole
68s. 4~d., 75s. 9d., and 76s. per ton. Makers' iron was of last year steadily increased, and contracts made for
quoted on Tnesday at the following rates for No. 1 : supplies for this year for the best Lancashire iron~,
Clyde, 83s. 6d. per ton ; Gartsherrie and Calder, 84s. ; and particularly rough bar iron, are over 4t. per ton
Summerlee, 85s.; Coltness, 8&.-the foregoing all shipped higher than the contracts entered into twelve months
at Glasgow; Glengamock (shipped ab A rdrossan), 83s. ; ago. Manufacturers of wagons, tyres, springs, and all
Shotts (shipped at Leith), 863. ; Carron (shipped at kinds of rail way material are so crowded with work that
Grangemouth), 85!l. per ton. The following are the in order to check further dema.nds they are asking very
returns of shipments of pig iron for the week ending high prices. N otwithstanding this, orders continue to be
last Saturday : The United States, 150 tons; Australia., placed as the plant and material must be bad. One
660 tons : France, 420 tons ; Italy, 444 tons; Ger- large firm in the Sheffield steel trade is making considermany, 180 t ons ; H ol1and, 554 tons ; China. and J aJ;>an, able quantities of material for the manufacture in Ger
100 tons; and other countries smaller quantities ; many of quick-firing rifle3 of a new pattern. It is stated
Coastwise, 6388 tons ; and the total 8613 agai!'st 5244 tons that the patentee of the rifle offered it to the English
in the corresponding week of last year. The feature of Government, but met with no encouragement. There is
the quarterly meetings of the iron trade is the extreme good reason to belie,e that large _guantities of this weapon
strength of the position rather than any fresh inclination are now being used against the English troops in South
to do business. Producers and consumers alike prefer to Africa.
wait the course of political events before indulging in
Sotttk l>orkNhlre Coa l Trade.-The congestion which
any fresh commitmen L, especially the former, as their
order books are well filled. The disturbance in respect of has existed on the rai lway throughout South Yorkshire
the fuel question is interfering very much both Wlth 1ihe is gradually being relieved, and the mineral traffic is

[J AN. I 9, I 900.
gaining more ~ts normal c_ondition. Strong pressure,
however, contmues to extst for all classes of coal.
Manufacturers are without stocks, and are still dependent on daily supplies, a state of affairs which
does not tend to a healthy condition of trade. Several
collieries have further advanced their prices during
the week, and the demand for manufacturing fuel
and all kinds of common coal is very heavy. With regard
to domestic fuel a large number of orders which were
placed before Christmas are s till on the books, but supplies are steadily increasing and arrears are being gradually wiped off. Prices have been ad vanci ng for some time
past, but local merchantd have not put up rates to the
proportional extenb that has occurred in London. The
large consumption of small coal, slack, and smud ge hy
coke-makers is causing a great carcity in engine fuel, and
values are in some instances double what they were a. few
months ago. The export trade is brisk for the season. of
the year, all the Humber ports taking a large tonnage.

NOTES FROM CLEVELAND AND THE


NORTHERN COUNTIES.
MI DDLE, BBOUGB, W ednesda.y.
The Cleveland Iron T rade.-Yesterday there wns a
large attendance on 'Change, and the market was very
cheerful. Buyers were en cl'idence, and displayed more
disposition to do busin~s than sellers. Makers were
very strong in their quotations, and in no hurry to enter
into new contracts, being well sold, and believing
that quotations are likely to advance in the early
future. At the opening of the market some small
lots of No. 3 g.m. b. Uleveland pig iron were sold
hy merchants at 68d. 6d., but later on the quotation
became firm a.t 69a., at which figure transactions were recorded. Producers adhered firmly to 70s. With merchants No. 1 was 71s. ; No. 4 foundry, grey forge, mottled,
and white, all about 68s. ; and in a.t least one case business
was done at 68d. 6d. for grey forge. :Middlesbrough
warrants opened 67s. 9d., and by the close were strong
at 67s. 10d. cash buyers. East coas t hematite pig
was inguired after, but very little was to be had except
for deh very a good way ahead. The price was put at
80s. for Nos. 1, 2, and 3, and some business was done at
that ; but several makers wonld not quote below 823. 6d.
There was nothing doing in Middlesbrough hematite warrants, of which there are now only some 7000 in circulation.
Spanish ore was steady, but not quite so strong as it
was owing to freights bein&' easy. Rubio was pub at
20s. 6d. ex-ship T ees, aud fre1ghts Bilbao-Middlesbrough
were 5s. 10~. to 6s. T o day the market was v~ry strong
indeed, with a fairly good business doing, but there was
really no quotable change in prices for makers' iron,
though the tendency was decidedly in the right dire:::tion.
The only actual advance was in Middlesbrough warrants,
which realised 68.s. 1d., and at the close of the market
were very firm at 68s. 2d. cash buyers, being the highest
price touched this year. The general cond ition of the
pig-iron market is h1ghly satisfactory, and ~rospects for
the future are bright and encouraging, Not only are
makers full of work, but new orders are coming to hand,
shipments are good, stocks are practically nil, and the
production is being fully taken up as it is made.
Manufccctured Iron and S teel.-Little change can be
reported in these two important branches of trade. In
all departments great activity is noticeable, and several
firms are booked well ahead. Prices are ~retty much the
same as those last quoted, notwithstandmg advances in
other districts. Common iron bars a.re put at 8l. 15s., ~sb
bars 9l. os., iron and steel ship-plates each 8l., and 1r0n
and steel ship-angles each 7l. 15s.-a.llless the customary
2! per cent. d iscount. H eavy sections of steel rails are
strong at 7l. net at worke.
Coal a.nd Ooke.-In the coal trade demand is full and
prices are generally firm. Bunkers are steady and firr;n
and prices similar to those ruling last week. Gas coal ~
very scarce, though the inquiry is less pressing than 1t
was. Manufacturing and household coal show no change.
Prices for coke are very strong, and the demand is full,
both for home use and for export. Best Durham coke is
fully 32s. 6d. f.o.b., and up to 3ts. has been paid.
Medium blast-furnace coke is now put at 25s. 6d. dell
vered here.
W eardale Steel and Coal Company.-Y esterday the
statutory meeting of the Weardale Steel, Coal, and Coke
Company, Limited, was held at the registered office of
the company, Tudhoe, Spennymoor, Sir Cbristopber
Furness (the chairman of the company ), presiding. The
chairman said the application for shares and debentures
were many times in excess of the number of shares and
debentures available for allotment. Several directors, as
well as himself, did not succeed in getting an allotment to anything like the amount for which they
A.pphed. All the properties were at present working
at a {>rofit to their fulle~t extent, and prices were substantially better than when the company was formed;
and he had every reason to believe the profits, when
ascertained, would be equal to, or even better than, the
profits foreshadowed in the company's prospectus. Th~y
had got in band unissued deferred shares of 175,000l. , m
addition to l OO,OOOl. of unissued debenture stock. Th~e
unissued portions of the ea.pi tal the directo~. were hol.d~g
in band, in the event of developments ariSlDg reqmnng
the issue of capital. The deferred shares were on titled to
one-half of t he profits which the directors might dec~de
to divide over and above the 6 per cent. to which
the preferred and deferred were in common entitled.
Assuming that the profits of the current year would
bear favourable comparison with the pasb year, it
followed that the deferred shareholders would ob
tain, as their share of the surplus profit~. after paymenb of the 6 p~r cf.> n t. , a substantial balance which,

E N G I N E E R I N G.
upon their shares, would come to a percentage of a little
over double the amount of the percentage to which the
preferred shares would be eutitled in excess of their 6 per
cent. The directors had determined to adopt the policy of
building up a. strong reserve fund . They would soon be
in a. position to take full advantage of the producing power
of their new plate-rolling mills, which, be might venture
to say, were unequalled in the kingdom, but bad never
yet been worked to their full capacity on account of
the insufficient supply of steel ingots from their ten
open-hearth furnaces. The drawback was now being
remedied by the approaching completion of three
new 50-ton furnaces, one of which, bad been at
work several weeks. Dividend warrants at the rate of
6 per cent. per annum, calculated from the respective
dates of payment cf the instalments on the preferred
ordinary shares to December 31, would be payable on
February 1.

NOTES FROM THE SOUTH-WEST.


Cardiff.-Steam coal has maintained a firm tone, and if
Admiralty orders are given out during the nex t few days
a further advance is anticipated. The best descriptions
have been making 27s. 4d. to 30s. per ton, while eecondary
9.ualities have brought 25s. to 26s. per ton. There has been
httle change in house coal, but the market has shown an
upward tendency. No. 3 Rhondda large has made 23s.
to 23s. 6d. per ton. F oundry coke has been quiet at
28s. to 30s. per ton, and furnace ditto has made 25s. to
26s. per ton. As regards iron ore, the current price for
the best rubio is 20s. 6d. to 21s. per ton.
The "Montgu."- Tbe Lords of the Admiralty have
accepted a tender of MesHs. LR.ird Brothers, Birkenbead,
for the construction of the engines and boilers of the lineof-battle ship Montagu, recently laid down at Devonport.
The propelling machinery designed for the Montagu will
be extremely powerful. the ~nt~ntion being that the
engines shall develop 18, 000 mdtcated horse-power, or
3000 more than is possible in vessels of the Bulwark type,
and this difference will give the M ontagu a SJ>eed of
1 knot more than the Bulwark. The l?ropelhng machinery ~ll consist of t'Yo sets of tnpl~-expansion
engines dr1ven by 30 ~elleville water-tube boilers, placed
in six different watertight compartments. The Montagu's
machinery alone will cost about 150,000l., while the total
cost of the ship, when completed for sea, will exceed
1, 000, OOOl.
Lynmoutk Pier,-It is expected that, as the result of
negotiations now pending, the construction of a pier at
Lynmouth will be shortly commenced.
South Wales Coal ctlnd Iron.-Tbe shipments of coal
from the four principal Wel~h ports-Cardi.ff, Newport,
Swansea, and Llanelly- in December ~ere as follow:
Cardiff-foreign, 1,06~,379 tons; coastWise, 188,363 tons.
Newport-for~ign, 230,019 tons ; coastw~se, 67,214 tons.
Swansea-fore1gil, 125,357 tons ; coastwise, 40,990 tons.
Llanelly- foreign. 13,880 tons ; coastwise,. 5572 to~s. ';J-'he
total shipments of the month were accordmgly: ~ ore1gn,
1,435,635 tons; coastwise, 307,139 tons. The shipments
of iron and steel from the four ports last month were
6482 tons of coke, 10,526 tons ; and of patent fud, 71,117
tons. The shipments of coal f~om the four ports for the
whole of last year were: Cardiff, 16,276,607 tons; Newport 3 829 720 tons; Swansea, 2,373,645 tons ; and
Lla~elly 257 800 tons ; making a final aggregate of
24,737,823 ton~. The shi_pme~ts of iron and steel from
the four ports were: Cardiff, 30,487 tons; Newport,
33 959 tons Swansea, 7479 tons; and Llanelly, nil. Of
coke: Ca;diff, 74,670 tons ; Newport, 14,087 tons ;
Swansea, 31,751 tons; and Llanelly. n~l. Of patent fuel ;
Cardiff 395 025 tons : Newport, 92,898 tons; Swansea,
498,337' tons'; and Llauellv, nil.
LlaneUy.-During December 48 vessels paid dues at
Llanelly as compared wfth 46 in November. The imports am'ounted to 4597 tons, an increase of 682 tons. The
Jmports included 2553 tons of iron and steel bars, 589 tons
of sand and clay, and 907 tons of general goods. The
exports exclusive of tinplatefl, reached a total of 11,517
tons, a,; compared with 11,375 tons in November.
The Portkerry Viadttct.-Tbe Portkerry Viaduct, on
the Vale of Glamorgan Railway, n~r Barry, i~ now
practically completed, after restorat10n. The mmeral
traffic of the railway will in future pass regularly ov~r
the viaduct, and the resumption of passenger traffic w1p
take place as soon as the necessary Bo~rd of Trade. certificate has been obtained. The restorat10n of the VIaduct
has been carried out under the direction of Mr. J. Bell,
C. E., resident engineer of the Barry Railway Company.
Briton Ferry.-In . consequence. of a breakdown of the
machinery at the Bnton ;Fe~ry Tmplate .Work~, the output of tinplates in the d1str1 ct was considerabiy reduced
last week. The mills at the other works were, however,
in active operation.
C oAt oN THE BELGIAN STATE RAILWAys. -T~e

consumption of coal upon the Belgian State R!!-Ilwa.ys IS gradually


increasing in consequence of the contmued growth of tt!e
system. in 1889, the consumption was 'i'f9, 000 tons ; m
1890, 832, 900 tons ; in 1891, 837,900 tons ; m 1892, .812, 000
tons ; in 1893, 813,000 tons; in 1894,_ 827,000 tons ; m 1895,
887,000 tons; in 1896, 918,000 tons; In 1897, 1~006, 000 tons;
and in 1898 1 094 000 tonP. The average pnce of the co~l
consumed by the ;ystem in 1889 was 5s. 4d. per . ton ; m
1890, Ss. 9d. p9r ton ; in 1891, Ss. 2d. per . ton; m 1892,
Gs. 1d. per ton ; in 1893, fur. 1d. per ~on ; ID 1894, 5s. 6d .
per ton; in 1895, 5a. 10d. per ton; m 1896, 5s. 11d. per
ton; in 1897, Gs. 7d. per ton; and in 1898, 7s. 4d. per
ton.

MISCELLANEA.
T BE Pioneer relates a curious incident of the late
drought in the Bombay Presidency, during which it
states the telegraph wire insulators near the sea became
so coated with salt that they bad to be scraped before
proper insulation could be restored.
. F rom data collected for R yland's Iron Trade Circula'r,
It appears that the number of furnaces in blast throughout tbe U nited Kingdom numbered 402 on December 31
last! being an increase of one on the returns for the precedmg quarter. Five furnaces are now building; whilst
24 are being rebuilt.
. Strikes and lock-outs in Sweden during 1899 amounted
lD the aggregate to 62, against 134 in 1898, and the number of men implicated in these stoppages was only 8667,
against 15,700 the previous year.
4n address on "Foreign Competition in J apan " was
deh ':ered b~fore a meeting of the Yorkshire Co1lege Engineenn~ SoCiety, on January 15 last, by Mr. E. E. Matheson, who called attention to the great efforts now being
made in the States to Eecure the largest share of the
Japanese trade.
The traffic receipts for the week ending January 7, on
33 of the principal lines of the U nited Kingdom,
a~ounted to 1, 503, 590l. , which was earned in 19,865~
miles. For the corresponding week in 1899, the receipts
of. the same lines amounted to 1,514, 766l. , with 19, 604~
miles open. There was thus a decrease of 11,176l. in the
receipts, and an increase of 261 ! in the mileage.
In their "Annual Trade Review, ' just issued, Messrs.
Boiling and Lowe, of 2, L aurence P ountney-bill, London,
E. C., remark that the rise in the Bank rate is likely to
~e prejudicial to tr9:ders generally. <?wing to the incr~ase
m the cost of matenals a larger workmg capital is needed,
and under present conditions a higher rate of interest
must be paid on this than hitherto.

'rice ver sa. Setting to zero is effected by opening the


case of the instrument, and turning a milled bead.

The following analyBes of different timbers due to M.


Chevandier, and quoted by Mr. Sberard Cowper-Coles in
a paper recently read before the Society of Chemical
Industry, are of interest:

Beech ..
Oak
Birch . .
Aspen ..
Willow

..

..
-.

..

Carbon.

Hydrogen.

49.89
60. 64
60.61
50.31
61.76

6 07
6.03
6.23
6.32
6.19

Oxygen . [ Nitrogen
4311
42 05
42.04
42. 39
4J.08

0.93
1.28
1 .12
0.98

Ordinary air-dried wood contains about 20 per cent. of


bydrosoopic water, which is lost on beating the wood to
from 120 deg. Cent. to 140 deg. Cent.
Dr. Goldscbmidt's method of obtaining high temperatures and reducing refractory metallic oxides has been
carefully studied by H err Kupfelweiser. The aluminium
used must be very finely powdered, and intimately mixed
with the oxide to be reduced. The beat of combustion of
aluminium i~, H err Kupfelweiser finds, equal to 7140
calories, and be gives the following data ~s to the wei~bt
in kilogrammes of the metal needed to prepare one kilogramme of the other elements named in the Table:

fD

Q)

c
ce

bO

1::

1::

...

Cl!

Compound used
.. Fe 2 0 3
Aluminium r equired .. 0. 484
Heat developed, ca.ls. 3456
Heat consumed :
(a) For reduction . . 1796
(b) ,. melting slag
548
The ice-breaking steamer, which the town of Abo, in
(c) ,.
, metals 362

::s '

1-i

I s:3
....

Q)

Mo '1 0 :~

Mn0 2

g
0

--....en.
(.>

s0
...

,J:l

Q)
~

111
~
Q

='

Si0 2 Cr 2 0 3 WO"

0.656
4b84

0.492
3512

1.272
9082

0.520
3712

0. 29"
2099

2115
742
535

2000
1)50
535

7830
1439
435

2200
582
434

1100
32!
360

Finland, last winter received from the Howaldt Ship.. 2706 3392 I 3091
9704 3216 1784
yard, at Kiel, continues to do excellent work, and the Total beat used
entrance to Abo Harbour has again this winter been kept Excess to cover losses,
421
672
497
&c. . .
..
. . 750 1292
315
open. T he steamer is owned by a company, with a
capital of 200,000 marks. The State has given a subvention of 400,000 marks, to be repaid in 20 years, and the
Some really excellent re~ults have been obtained with
town defrays the annual expenseEl, about 50,000 marks.
the new turbo-alternators built by Messrs. C. A. Pareons
Co. for the Cambridge Electric Supply Company,
The twenty-eeventb annual dinnE.r of the Old Students and
Limited. Tenders being called on for a 500-kilowatt set,
of the Royal School of Mines is to be held on Friday, the
tender of Messrs. Parsons was much below that of
January 26, 1900, at the H otel Cecil. Mr. H. G. Graves, all other
firms,
and
they
were
further
prepared
to
Assoc. R .S.M., M.I. Min. Eng., who for eight years guarantee a lower steam consumption per kilowatt-hour
has acted as eecretary to the Dinner Competition, will than any of their competitors. Further, the space
on this occasion take the chair. Tickets can be obtained available at the existing Cambridge station was insuffion application to Mr. Hugh C. McNeill, 29, North cient to accommodate any one of the sets proposed by
Villas, Camden-square, London, N. W. The presentation other makers, so that bad one of the latter btcn adopted,
of a loving-cup to the chairman will be an item in the an increase in the size of the building would have been
proceedings.
necessary, whilst the room available was large enough
The " Metal Report for 1899," w hicb, according to cus- to take two of the Parsons sets. As tested at the makers'
tom, has just been published by Messrs. Stedman, Crow- works, the following figures were obtained :
ther, and Co., of 4, Lime-street, E.C., draws attention to
I
the phenomenal rise which has occurred in the values of Boiler pressure ..
127
145
140
139
..
lb
copper and tin. The price of the former metal was Vacuum . .
24.5
26.5
27. 5
..
. . iu. . 2i. 75
highest in April, when it reached 78l. per ton, bub even at Barometer
..
..
1 29.6
7029
4180
..
lb. 13,400 12,675
the close of the year it was quoted at 70l. per ton. Tin has Water per hour ..
526.4
256.1
124
698
..
shown even a greater rise in value. At the beginmng of Output in kilowatts . .
24. 1 I 27. 5
33.7
22.4
Water per kilowatt-hour
.
the year it was quoted at 87l. 7s. Gd. per t on, but rose Exciting
3.1
3.0
3.5
3.3
curren t
kilowatts
rapidly, until in September a price of 151l. was attained.
-Since then there has been a fall, the value being 112t. per
The condenser used was, it will be seen, not quite equal
ton on December 31.
to its work, the proper one have already been despatched
The Trade and N avjgation Returns for December to
Cambridge, but, nevertheless, an excellent efficiency
show exports amounting to 22,038,439l.,an increase of
1,060,031l., or 5 per cent., on the corresponding month of was attained.
Quite a respectable quantity of iron is, it would seem,
1898, the imports amounting to 40, 738,896l. , a. decrease of
4 625 890l., or 10.1 per cent. The value of the iron and still manufactured by the inhabitants of Madagascar,
steel ' exports was 2,618,825l., against 1,907,529l., an in- especially at the small town of Emyrne, where there are
crease of 37.2 per cent.; and of coal and coke exports 25 hearths engaged in the reduction of local ore. This
2, 204,457t., agamst 1,759, 031l., an increase of 25.3 per ore is obtaiuable of great richness, containing 65 to 75 per
cent. Exports for twelve months ended December 31 cent. of the metal, but owing to its hardness the workmen
amounted to 485,075,514~. , an increase of 14,696,931l., or prefer to use~ softer ore, containin~ less of the metal.
3.1 per cent.; imports to 264,660,647l., an increase of This soft ore IS crushed and washed m a stream of water,
31,301,407l., or 13.4 per cent.; and re-exports to the residue then remaining being very rich and free from
65,019,549l., an increase of 4,364,801l., or 7.1 per CP.nt. impurities. r.:fbis ore is then pla<?ed in a fu~ace 2 ~t. ~o
2ft. 3 in. in dtameter and 2ft. 6 m. to 3ft. high, wbtch IS
The German shipbuilding yards continue to. receive _an built mainly from the debris from a furnace used in a.
increasing number of orders for the construct10n of sh1ps previous melting, and is luted with clay inside. A hole near
of war for foreign Powers. During the year 1899 three the bottom serves for the escape of the slag, whilst a second
German firms-the Germania in Kiel, the Vulcan in on the opposite side admits a tuyere made of refractory
Stettin, and the Schichau in Danzig-bave been ~ngaged clay, which is c~mnected in t.um to two bellows. The cha~
in building three armoured and four torpedo cnnsers, as ing of furnace 1s started w1th a layer of charcoal, which
well as four torpedo-boat destroyers for the Russian is lighted, and this done, a charge of ore is added ; this is
Government. Eight small torpedo-boats have bee~ sup- followed by more charcoal, and this, again, by a second
plied to Japan, and the V ulcan yar~ last year bUilt the charge of ore, and so ~n un.t il the furnace is f~ll. ~be
Yakumo a cruiser of 9850 tons displacement for that ore is always placed m a rmg, the central portion bemg
Power. 'The Schichau yard is building. torpedo cruisers occupied entirely by a column of fuel. The total charge
for Italy. The Tamoyo, a . torpedo crUiser. <?f 1080 tons of a furnace is about 4 cwt., and the reduction takes
displacement, has ~en bUilt fo~ the Brazihan Govern- from seven to eight hou.rs, the return being a~ou~ 1i cwt.
ment in the Germama yard at K1el.
of metal which has still to be refined. ThLS IS accomA very neat little watch-shaped pocket revolution plisbed in a precisely similar ki~d of furnace where t~e
counter is now being_introquced by Messrs.. 0. Berend and masses of iron are heated to a bnght red, and the sc?na
Co Limited of Dunedm House, Basmghall-avenue and other impurities can then he expelled by hammermg,
E. C. The oo'dy of the counter is of oxidised gunmetal: the final forgmg being effected by a gans: of six me~-a
and the face is enamelled. The riJ?g for~s a g~a.rd for bellows man, a forge master, and four stnkers. The uon
the spindle, which, we may add, IS . proVIded with cap- thus made is sold at the rate of about 45s. per hundred
pieces suitable either f?r h?llow o_r po~nted centr~. The weight at the forge.
mstrument will count m etther duect10n of rotat10n, the
scale being numbered in one direct~on 'Yitb . red ~gures,
DURBAN. - Durban is now benefiting from an excellent
and in the other with black. The duect10n m whtch the
reading is to be taken is jndica~d by a red ?r black sector steady channel, the depth at the bar averaging 26 ft. at
being automatically moved bebmd a _hole p1erced tbroug_h high water. Sometimes there is a depth of 28 ft., and
the dial of the instrument. If red 1s seen through th1s recently the transport Armenian oame in with a draught
bole, the readings are to be made on the red fi~ures, and of 27ft.

============

,.
I

NEW

NORTH

P R. 0 M E N A D E,

WOLSTENHOL~IE,

J.

MR.

S H 0 RE,

BLACKPOOL.

\0

BOROUGH ENGINEER.

(Fo,. Descriptio'u, see Page 74.)


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FIG .

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LowER AND MIDI>L E PRoME NADEs .

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

j AN . I 9, I 900.]

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qo.

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INSTITUTION OF CI\'IL ENGINEERS.- Tuesd ay, J an uary 23, at


8 J?.m. Paper to be r ead with a view to d iscussion : "Swing
Bn dg es over t he River Weaver at Nor t h wich ," by Mr. J . A. Saner,
M. I nst . C. E. Studen ts' visit, F r iday, Janu ary 19, at 2 p.m., to
the h ydraulic installation at Somers Town Good s Depot, and to
t he Kentish Town Locomotive Sheds of th e Midland Railway,
wh ere a new America n goods engine will be i nspected. (Assemble
under t he clock inside St. Pancras Passenger S tation at 2 p.m.)
Studen ts' meeting , F riday , January 26, at 8 p. m. Mr . J . Allen
Mc Donald, .M. lost. C.E., i n t he chair . Paper to be read : "The
Simplon Tunnel," by Mr. 0. B. Fox, Stud. I nst . C. E.
I NSTITUTION OF MECHANICAL ENGJNEERS.- Friday , J anuary 26,
at 8 p.m. - The fifty-thi rd annual gener al meetin g of t he Ins tit u
tion in t he ne w house, Storey's Ga te, St. J ames's Park. The
annual report of the Council will be present ed to the meet ing.
The annual election of the presid ent , vice-presidents, a nd members
of cou ncil, and the ordinary election of n ew members, will t ak e
place a.t this meeting . The following paper will be read a nd d iscussed: cc Wat er Meters of the P resent Day; With Sp ecial R eference to Small Flows a nd Waste i n Dribbles," by Mr. William
Sch onh eyd er , Member, of London.
TIIE INSTITUTION OF JUNIOR ENG!l'I'EERS.- Saturday, J anuary 27,
at 6.30 for 7 p.m. Fifteenth Anniversar y Dinner at t he West
minster Palace H otel, the P resid ent, t he H on. Ch arles A. Parsons,
F. R.S., in t he chair .
CLEVELAND INS'riTUTION OF ENGINEERS.-Monday, J anuary 22,
at 7.30 p recisely, in t h e H all of t he Clevela nd Lit. and P hil.,
Corporationroad, Mid dlesb rough . Pap er on "The Pneumat ic
Py rometer wi th Autog raphic R ecorder," by Mr. E. A. Uehling,
ltfiddlesb rou~h , illustrated by lan tern slides.
(An instrumen t
will be exhibited a t t he meet ing.)
SOCIETY OF ARTS.-Wedoesday, J a nuary 22, at 8 p.m. Can t or
Lectures: "The Nature a nd Yield of Metalliferous Deposits," by
Mr. Ben net H . Broug h. Four lectures. Lecture I.- D eposits in
which ores of t he u seful metals are m et with ; beds, veins, a nd
masses ; classificat ion of or e d eposits ; meth ods of mining formerly
employed ; recent improveiiJ.ents. Wednesd ay, J anuary 24, at
8 p.m. Eigh t h ordina ry meeting. cc Local Governm ent and Its
R elation t o Parish Water Supply and Sewer age," by Mr. W . 0 . E .
Mea.de-King, M. Inst. C.E. Sir Benjamin Baker , K. C.M.G. , will
preside.
ROYAL INSTITUTION OF GREAT BRITAIN.-Friday, J anuary 26, at
9 o'clock. Subject: "Mot ive Power ; H igh -Speed Navigation ;
Steam Turbines," by t he Hon. Charles A. Parsons , b-I. A., F.R. S. ,
M. Inst. C. E.
THE INSTITUTION OF ELECTRICAL E NGIKEERS. - Thursday, JanU
ary 25, a t 8 p. m . Ad j ou rned d iscussion on t h e R ep ort of the
Institution's Visit t o Switzerland ; a nd, if time .Permits, " An
E lec trolytic Centrifugal P rocess for t he P roduction of Cop per
Tubes," by Mr. Sherard Cowper -Coles, Mem ber .
R oNTGEN SoclETY. -Ordi na ry g.eneral meeting. Thursd ay, Febr uary 1, a t 20, Hanover square, at 8 p.m. A paper will be r ead
by Dr. Hug h Walsham, "Ron t gen Rays in Diseases of the Chest."
Mr . .A . Hastings S tewa rt , M.R.C.S. E., will show a small Egyptian
m u mmy and eliiag rams of t he sam e.

TELEGRAPmc ADDREss- ENGINEERING, LONDON.


TELEPHONE N UMBER- 8663 Gerra rd.

CONTENTS.
PAGE
PAGE
The Waterways of Russia . .
Transatla n tic Pa.c;sengers . . 93
Shore I mprovemen ts at
The Late M. Bourdelles
Blackpool (IUmtrated) . . 74
(Wi th P or trai t). . . . . . . . . . 93
The Standardisation of
The Workmen's Compensa
Screw Threads . . . . . . . . . . 75'
tion Act and t he Miners'
American Competit ion. F ed eration . . . . . . . . . . . . . . 94
Nos. XVIII. and XIX. .. .. 77 Notes . . . . . . . . . . . . . . . . . . . 95
Messrs. Schneider and Co.'s
The New J a paneEe De
Works at Creusot. - No.
stroyers . . . . . . . . . . . . . . . . 96
LXXVI . (fllustrated) :. .. . 78 Notes from t he United
The American Society of
States . . . . . . . . . . . . . . . . 96
Mechanical E ng ineers ( I lRoyal Meteorological Solustrated) . . . . . . . . . . . . . . 78
ciety . . . . . . . . . . . . . . . . . . . . 96
Fifty-Ton Bogie Wag ons for
The War in Sout h Africa . . 97
The R. E . Officers' List . . . . 97
t he Caled onian Railway
(1Uustrate4) . . . . . . . . . . . . 81 Veter an Locomotives . . . . . . 97
Shipbuildi ng and Marine
Naval Engineers . . _ . . . . . . 97
Engineering in 1899 . . . . . . 84 Purifying Water . . . . . . . . . . 98
Varying Weigh t on Locomo
Creeping Rails on t he Eads
Bndge (l llus.) . . . . . . . . . . 86
tive Dri ving Wh eels . . . . 98
600 Horse-Power Blast F urMotor Cars ..-. . . . . . . . . . . . . . 98
nace Gas lr!otor and BlowLaunches and Trial Trips . . 98
ing Engine (lllmtrated).. 87 Freight Locomotive for t he
Union Pacific R ailway (l l
Notes from the ~orth . . ... . 88
Notes from South Yorkshire 88
lustrated} . . . . . . . . . . . . . . 99
Notes from Cleveland and
Year Books a nd Annuals .. 100
the Northern Count ies . . 88 Books Received . . .... . .... 101
Notes from the Sout h-West 89 Indust rial Notes .. . ...... . 101
Miscellanea . . . . . . . . . . . . . . 89 Elec trical Installa tions on
Prevention of Acciden t s in
Battleships (fllu strated) 102
t he Ootton Trade . . . . . . . . 91 " Eng ineermg " Paten t ReCopper Production
and
cord (Illustrated) . . . . . . . . 107
Values . . . . . . . . . . . . . . . . . 92
With a T wo-P age Engraving OJ a T EN WHE E L E D FRE I GH T

731

LOCOMOTIVE FOR T H E
WAY .

U)II ON P A CI FI C

ENGINEERING.
FRIDAY, JANUARY 19, 1900.
PREVENTION OF ACCIDENTS I N THE
COTTON TRADE.

th t they are moved solely by a consideration


~~r t~eir own pockets. Ninety per cen t . of the
acciden ts in a mill are the result of ~ant of
care on the par t of the sufferers! and ~1ght. be
avoided by t he exercise of a h ttle discretiOn.
H ence it was natural that manufactur ers .should
feel that the responsibility for t~em did ~ot
lie on their shoulders. But the voice of P arliament has declared that the employer mus~ compensate his hands for t he effects of all acciden ts,whether the result of carelessness or not (except
it be of a wilful type), and h~nc~ the matter bears
a different aspect from what It did. The legal responsibility is n ow laid on the master , ~nd the
question of blame ceases to be of much Interest.
The factory inspector becomes. now a~ exper t . to
be consulted instead of an m terfer1ng official,
whose dema~ds were to be shirked as far as possible.
H er Majesty's Chief Inspector of Factories, Mr.
Arthur Whitelegge, deputed Mr. Beaumont and
Mr. Richmond to mak e a special inquiry into the
dangers attending the use of machinery in cot ton
manufacture, and they have j ust repor ted the results of these observations.* They appear to have
visited a n umber of mills, and also the works of
several mak ers of cotton machinery. Here a most
interesting matter was discovered. Machit?-eg
which is constructed for Germany and Russia IS
always fitted by the makers with elaborate guards,
while the same machines intended for this country
have often the guards omitted. In Russia the managers of cotton mills have been sent to prison in certain
cases where a voidable accidents have occurred,
and their responsibility has been brought home to
them in a most effectual fashion. It is said that
in certain mills in France a clerk is kept whose
duty it is to be arrested, and undergo the penalty
inflicted, usually of fine, but possibly of imprisonment, in case of accidents occurring at the mills.
A somewhat similar plan was adopted by the French
newspapers under the Empire. The articles likely
to draw down the displeasure of the Govern men t
were signed by a member of the staff who was
usually quite illiterate, but earned his salary by an
occa.sional visit to prison. They manage t hings bett er
in R ussia, and put the r esponsibility, whether in regard to machinery or journalism, on the right shoulders. The fact that the Continental Governments
are often more strict than our own in relation t o
safeguards on machinery, renders it easier for us
to enforce t he use of such appliances, seeing that
the plea of foreign competition cannot be raised
against their introduction. When the makers have
the patterns and drawings in existence t he expense
cannot be very serious.
This, of course, applies to :Qew machinery. The
old is more difficult t o deal with, and sometimes
it would be cheaper to scrap it than t o remodel it
t o suit the dema.nds of the inspectors. The authors
of the report suggest that time should be given
for the gradual elimination of the present dangers,
except in cases where-accidents occur, when orders
should be given to fence all similar machinery. This
reminds us of the policy of the London County
Council. Some time ago they devised a new
system of h ouse drainage, but t hey d o not make it
generally obligatory in existing property. Should,
however, a child develop scarlet fever, or other
notifiable disease, on the premises, they immediately insist on a reconstruction of the drains.
The result is that most owners of house property
take the work in hand as opportunity occurs without waiting to be coerced ; they know it will have
to be done sooner or later, and it is better to do
whe~ con venient than under compulsion. Probably
a similar practice will be established in cotton
mills, and a steady course of improvement will be
instituted.
The inspectors state that, as a result of their in
quiry, they desire to 1nak e certain recommendations which pertain t o all machinery, cotton or
o~herwise, and these recommendations they con sider should be enforced by positive enactment.
They are :
1. That no projecting set screws be allowed on
anythin~ that revolves. This will apply n ot only
to machines themselves, but also to the couplings
and loose collars of shafting.
2. That t oothed wheels be effectively covered , so

THE attention of the H ome Office has been


directed to one dangerous trade after another, until,
in course of time, it has been turned on the
cot ton trade. This is not one of t he seriously
dangerous trades, for out of more than 300,000
employes of both sexes there were, in the year
1897, only nine fatal, and 2114 non-fatal, accidents
caused by machinery moved by power ; while in
1898 there were 19 fatal, and 2299 non-fatal, accidents from the same ca use. In the latter year,
seven out of the 19 fatal accidents were caused by
cranes, hoists, and lifting tackle, which are, of
course, not peculiar to t he cot ton trades, leaving
only 11 to be attributed t o text ile machinery. The
list of minor accidents is, however, sufficiently
heavy to call for greater precautions than at present
exist. Now that the Employers' Liability Act is
in force, there will be much less difficulty in in: Repor~ of . tw_o H. M. Inspectors of F actories apducing millowners to make provisions for safety
RAIL than there was. I t is not that they are unmindful pomted to mquue mto and report upon the prevention of
accidents from machinery in the manufacture of cotton
of the loss and suffering endured by t heir han ds, London : Her Majesty's Statione:y Office. [9d.]
'

92
that there shall be no danger between the guard
and the wheels.
3. That loose pulleys and strap forks be provided
for all machines.
4. That plate wheels, or wheels filled in, be sub
stituted, wherever possible, for exposed arm wheels
running at high speed; where this is impracticable the wheels should be guarded.
5. That exposed shaft ends be securely covered.
6. That all persons oiling mill gearing or otherwise employed near it, be supplied with and shall
wear close-fitting jerseys or boiler suits.
With most of these suggestions engineers will
h eartily agree. As regards t he first, no one can
deny that projecting set screws are 1nost dangerous ;
it is impossible to be in a mill or a workshop very
long wit hout seeing some narrow escape from a
nasty accident caused by them. It is only the
flimsiness of the fabrics worn by operatives that
saves them in many cases. Nevertheless, the
immediate removal of all set screws in cotton
mills would mean a very serious expense, for they
are often to be counted by thousands. The inspectors seem to suggest that, in certain instances,
the heads might be cut off, and screwdriver
gates made in the screws themselves, but this
method is only practicable for very light work ; a
screwdriver iR a very poor tool for tightening
machine screws. The proper way, of course, is to
thicken the boss, and form a deep recess in it for
the head of the screw, which is then turned by a
box key. This alteration cannot be made in
existing bosses, and involves new wheels and
pulleys. In some cases it can only be made by
extensive alterations in design, as many set screws
in cotton machines are awkward enough to get
at with an ordinary spanner, and could not be
reached with a box key. In regard to (2) the
covering of toothed wheels there can be no question.
They are too dangerous to be left open, and when
an accident occurs in connection with them it is
always serious. L oose pulleys and strap forks (3)
are generally provided now, the exceptions being
in the case of the lightest and the heaviest machines.
In regard to the former the maker doeR not alw~ys
know from which side they will be driven, and the
women grow skilful in manipulating the belt by
their hands; the practice is, however, not entirely
devoid of danger. In large machines it is the carding engines which are most frequently found without
strap forks, as t hese are often in the way when t he
cards are being ground. This is a difficulty which
can be overcome, and it ought to be, for evidently
it is running a very serious risk not to be able to
stop a machine except by throwing off the belt.
'Ve do not quite understand the objection (4) of the
inspectors to pulleys with arms. The arms are
usually well inside the rim, and at reasonably high
speeds they are no more likely to catch anything
than is a disc. At the same time, plate pulleys
are cheap enough in the smaller sizes, if they are
preferred for new work. The covering of exposed
shaft ends (5) has our hearty approval. They are
most dangerous, particularly if th_ey have keywa.ys
in them as they often have. It IS generally quite
easy to put guards over t hem, or it ought always to
b o done. The provision of tightly fitting garments
for those employed on or near mill gearing would
undoubtedly be a safeguard, b~t it would be un~air
to make the millowner responsible for them bemg
worn. When all projecting set screws and keys
have been covered, and all unauthorised persons
forbidden to deal with the gearing, the millowner
has done all that can be fairly expected from him.
In addition to these general recommendations,
the inspectors have a number of det~iled ones
referring to different types of maclunes ; but
these are mostly comprised within those. alr_eady
set forth. We notice, however, that they gtve Illustrations of a guard for keepin~ shuttl~s from flying
out of looms which they say 1s effechve, and does
n ot interfer~ with the work. It is the invention
of Mr. Henry Dawson, of Bolton, and if it fulfils
all that is claimed for it, will be of great value,
as a blow from a flying shuttle is bad enough to
bear on t he wrist or the ribs, while on the face it
not infrequently invol_ves the loss of. an eye. A
number of guards are Illustrated for d1fferent parts
of n1ules such as t he quadrant scroll and pinions,
the rim-band carrier, the draw-band pulley, the
scroll on t he back shaft, the faller stops, the back
of the headstocks, the scroll and pulley of th~
middle drawing-out band, and the carrjage wheels.
The inspectors have devoted a great _deal of
trouble to their task, and have added to then report

E N G I N E E R I N G.
a brief account of the various processes used in
cotton spinning, together with a large number of
illustrations of the machines. They might, however,
have found a great deal of valuable informat.ion
ready to hand if they had consulted the very
valuable volume published by the Society for the
Prevention of Accidents in Factories, of Mulhouse,
Alsace.* This book has always been of great use
to those anxious to minimise the risks run by
their workmen, but since the passing of t he \,Yorkmen's Compensation Act the need for such a publication has increased. It deals with motors, transmission and gearing, lifts and hoists, wood-working
machinery, cotton spinning, wool spinning, weaving, printing, dyeing and finishing, and miscellaneous industries. To illustrate the appliances
recommended, there are thirty-seven double plates,
printed in colours, each much larger than the
double plates found in ENGINEERING. Those devoted to cotton spinning comprise safety appliances
for beaters and openers, for battening machines,
for willows, for carding engines, for lapping engines,
for drawing frames, for combing machines, for
frames having flyers, for mules, and for ring frames.
All these are very fully illustrated, and although
there are doubtless other ways of attaining the
same results, yet the results put forward by a
philanthropic society comprising manufacturers of
very high 8tanding must command our respect.
The work has already attained a second edition,
and is well worth perusal by all users of machinery.
The responsiLilities of manufacturers under the
\Vorkmen's Compensation Act are so great that
considerations of expense no longer stand in the
way of alterations to secure safety. The provision
of a single life-pension to an injured workman will
often represent a capital sum sufficient to effect the
necessary changes in a number of machines, and it
is, therefore, good economy to take precautions in
time. If the recommendations of the inspectors
be not adopted, an accident in a cotton mill will
often be followed by an order to effect changes
which may extend to dozens of machines,
and this expense will be added to the amount of
compensation payable. Self-interest and humanity,
therefore, pull in the same direction. Cotton machines do not now enjoy the wonderful longevity
that they once did. The high speed at which they
run, and the constant improvements which are
made, render their use unremunerative in a few
years, and t hey have to be renewed. It should cost
very little more to obtain them fitted with all the
requisite safeguards by t he makers, and in future
this will, we trust, be always insisted upon.

COPPER PRODUCTION AND

VALUE~.

EACH successive month f 11rnishes the world with


further evidence of t he hollow artificiality of the
situation in copper. But the inevitable breakdown
of prices is still deferred ; and t hough t he tendency
is unmistakably downward, it is as yet by no means
so pronounced as one might like to see. There are
well-defined reasons for this. If the very stars in
t heir courses are not fighting the battle of the
Standard Oil group, who ar e r esponsible for the
manipulation of the market, it is certain that there
are powerful circumstances aiding those interesting
gentlemen in their endeavour to retain control of
the market. One very important factor in the
situation is the recent purchase of 8000 tons, or
thereabouts, of copper by our War Office. The
withdrawal of such a considerable quantity as this
from a very sensitive market could scarcely fail to
exercise an appreciable influence, and the outcome
is seen in the " record " delivery from warehouses
in the past month--a delivery which is, of course,
reflected in t he statistics of visible supply, which
form the main element in an appreciation of the
position. Exclusive of 1375 tons of standard
copper shipped to America, t he deliveries in
December were 26,293 tons, compared with 18,821
tons in November, and a monthly average of about
18,000 tons for the rest of t he year. On the other
hand the supplies of the last month were also
abno;mally large, though still less than the volume
of t he withdrawals- 24, 720 tons against 18,650
tonR in November, and an average of close upon
19,000 tons for the other months. As a result,
the visible supply on the 31st ult. was 22,297 tons,
whereas on November 30 it was 25,765 tons ; on

* "Collection of Appliances and AQparatus for the I>revention of Accidents in Factories." Thirty-seven Plate~,
with Explanatory Notes in French, German, and English.
London : Dulau and Co., 37,. oho s1uare. [12s.]

December 31, 1898, 27,896 tons, and on December 31, 1897, 31,955 tons. The statistics to the
15th inst. show a further contraction to 22,035 tons,
and a decrease of 782 tons on the fortnight. Supplies continue on an abnormal scale, a total of
11,305 tons being reported ; but deliveries are
also large, amounting to 11,737 tons, an excess of
432 tons which, with a further shipment of 350
tons to the United States, accounts for the fall in
the quantity of metal in sight. Instead of the rise
in price which might have been warranted, given
more healthy conditions, as a result of the decline
we have actually had a net fall of 3l. 5s. in the past
six weeks, the present value of 70l. !Os. per ton
comparing with 73l. 15s. a month ago. The recent
stringency in the money market had something to
do with inducing realisations in copper; and one
leading authority has expressed the opinion that,
bot for the buying back of large quantities of the
metal sold for forward delivery two or three
months ago, the decline would have been more
pronounced, consumers abstaining from all but
absolutely necesslry purchases; while the American
interest, holding the chief part of the public
stocks, has given but little support. An analysis
of the situation confirms this view. The increase
in deliveries which was a feature of last month,
is not likely to be repeated; whereas there is every
reason to suppose that the high level of new supplies will be maintained. In previous discussions
of t his question, we have been careful to warn the
public against any expectation of an immediate and
considerable increase in the quantity of copper put
upon the market, as a result of the mining exploitation which was an inevitable consequence of
the high range of values, because of the lengthy
preparatory work n eeded to bring mines to the
productive stage. But there has been no lack of
energy in t he pro3ecution of this work, and the
results are now beginning to be felt. "Nearly
everywhere, , we are told, on the best trade
authority, ''but chiefly in the United States, Australia, British Columbia, and Mexico, the openingup of new and t he extension of old mines, is
going on at a great pace." Up to the middle of
December the supplies to Europe and the United
States had, according to Messrs. J ames Lewis and
Son, increased from 342,000 tons in 1898 to 396,000
tons ; but they add : ''Considering the long time
it takes to develop such mines, a much more
abundant supply of this necessary metal may conconfidently be hoped for, thus preventing scarcity
and corners; which latter we have been told
officially the Americans do not desire, and, in fact,
'positively dislike' ." As r egards consumption,
there will, no doubt, be an increase for war
material and ships ; but it is extremely unlikely
that, under present conditions of the money market,
&c., anything approaching the average number of
new enterprises, electrical and otherwise, will
be promoted in Europe and America. Already
America can spare us more copper, the exports in
Decen1ber reaching the record quantity of 14,000
tons.
This brings us to another point. I t has been
the policy of the Amalgamated Copper Corn pany
to limit t he production of the metal on the mines
under its control ; and in order to weaken the
London position artificially, it has, in recent
months, taken '' standard" copper off t he market
for shipment to the United States, to be converted
into electrolytic, and then re-shipped hither. The
other contributories to the European supply, with
the one exception of Chili, which remains stationary,
have sent us larger quantities of metal, the good
prices being an inducement to them to make as
much hay as possible while the sun shines. For
1899, the receipts from Australia were 19,700 tons,
against 15,750 tons in 1898 ; from Spain and
Portugal, 23,557 tons against 23,057 tons ; and
from miscellaneous sources 46, 868 tons against
33,931 tons. America, however, has sent us no
more than 112,650 tons, compared with 133,303
tons ; and allowing for the increase from other
quarters, we have still a decrease in the aggregate
supplies for the year of over 3200 tons, the total
of 227,625 tons, shown in Messrs. Henry R.
Merton and Co.'s figures, comparing with 230,892
tom; for the prc,ious twelve months. The year's
deliveries, on the other hand , are also lower222, 816 tons against 234,959 tons ; and were it
not for the shipments to America for the levellingup purposes of the speculatorR, we should havo
seen an improvement in this statistical position .
Nearly 10,000 tons have been taken off the m~rket

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

in this way, and there are about 7000 tons sbill to


TRAN ATLANTIC p A I 'ENGERS .
be returned. Part of it came back last month,
when the total imports from the United States
T.aAN 'ATLANTIC steamers carrying passengers bewere 14,000 tons, against 10,791 tons in Novem- t ween European ports and America in 1899 made
ber. What with t he q uantity of electrolytic 826 entries into N ew York, whi eh gives a weekly
that is still t o come, as well as with t he a.vera~e of about 16 arrivals, and these landed,
increasing quantities of ;, standard " which t he according to the offi cial r eturn, 107,415 cabin
country is able to spare, t he accession of fresh sup- cabin and 303,762 steer9.~e passengers, a total of
plies from this one source alone promises to grow 411,177. This is over 110,000 more than in the
enormou. ly, in spite of the frantic efforts of the previous year, and about 128,000 more than in
'' combine " to retain control of t he situation. 1897. Indeed, not since 1893 has the total been
We have seen what other producers are doing; and so high, and if it be r emembered that rates for
clearly, as each individual one incr eases its con - cabin as well as steerage passengers were well maintribution and sinks further mines, the task of the tained, as a r esult of an agreement, it will be recogAmerican group becomes more and more onerous; nised t hat the steamship companies have had a
more especially as consumers in t he States have satisfactory time. The explanation for the inslackened in their purchases, while con sumers here crease is probably to be found in the greater number
persist in their very sensible determination to buy of tourists, who, deterred by the war between Spain
only from hand to mouth.
and the United States in 1898, made t heir trip
It is more than doubtful if t he consumption of to Europe in greater numbers in 1899. Activity in
copper throughout the world las t year was larger t rade has probably enabled more to visit t heir native
than in 1898. Stocks in Eur ope and afloat ar e country, if it has checked emigration from Europe.
5000 tons lower on the twelve months, but the When comparison is made with the early years of
export from here t o America has more than re- the present decade, the total is found t o be much
dressed the balance ; and it is impossible to find less, for 1892 saw 609,477 passengers landed, and in
out exactly what quantities ar e held outside Eng- 1891 there were 595,313, the larges t for many years.
land and France, and especially what quantities I t was after t his t hat the new immigration laws to
are held to the order of the copper '' eo m bine." insure higher financial and physical status of inRoundly speaking, we may assume that the in- corners were brought into force. One interesting
creased consumption in America is quite counter- point in connection with t he Table we give i~ the
balanced by t he decreased consu mption on t his fairly constant relation of cabin and steerage pasContinent and elsewhere; so that, at the worst, sengers. Last year 26 out of e'fery 100 crossing
\Ve stand pretty much where we did a year back. paid ''cabin," fares, meaning saloon or second-class;
And how has production fared 1 The world's out- in 1898 t he number was about the same ; in 1897
put is estimated at 460,000 t ons compared with t hirty-two ; in 1896 twenty-eight; in 1896 twenty424,000 tons in 1898, 398,000 tons in 1897, and seven; in 1894 thirty-three ; in 1893, with a larger total
373,300 tons in 1896. Australasia is put down than in the past year, twenty-five; in 1892, twentyfor 20,000 against 18,000 t ons ; Germany for four ; in 1891 twenty-five ; and in 1890 twenty22,000 against 20,100 tons; M exico for 12,000 eight. The large totals of six and seven years ago
against 10,500 t ons ; J apan for 29,000 against comprised a slightly larger proportion of lower-rated
25,200 tons. America's increase is not so material passengers, so t hat the companies are to be congraas would have been the case but for the tactics of the t ulated on t he r ecent result. In the following
Amalgamated Company in restricting production ; Table we give the totals for several years :
and probably 265,000 tons is as much as t he year's
aggregate will r each, compared with 234,000 tons
I
Number of
Year .
Cabin.
Steerage.
Tota l.
Passages.
in 1898. It remains, of course, that America is
-still an easy first among the producing countries
1890
144,178
371,593
515,771
1891
- it was impossible that any country, however
160,023
445,290
595,313
18Q2
509,477
120,991
383,486
rich in cupriferous deposits, could have caught up
976
1&93
121,829
36t .700
4 86,529
with it at s uch shor t n otice ; but the "combine "
189t
879
92,561
1~,164
2 0,725
792
268,560
J895
96,o58
355,118
is a long way from controlling the whole of t h e
l b96
853
99,223
252 350
351,573
I
American total; and from n ow onwards, with en901
eo,932
1897
192,004
282,936
I
S12
1898
couragement in the shape of a relatively high level
80,586
219,651
3t 0,237
826
107,415
1899
303,762
411 ,177
of quotations, mining in oth er parts of the world
I
will begin to tell seriously. And as it is, there is
plent y of copper about to meet all r equirements of
It will be noticed that the increase is without a
manufacturers, and still leave floating stocks at a corresponding addition to the number of passages,
fair level. The trouble is that much of t he avail- and thus th e average number taken per trip has
able total is held by or for the trust, and is k ept incr eased. F or the past year it was 130 cabin, as
out of sight . The whole question depends upon compared wit h 98 in the previous year ; 100 in
the ability of the Standard Oil group to go on re- 1897 ; 116 in 1896 ; 122 in 1896 ; 105 in 1894 ;
lieving the market of ever-increasing quantities of and 125 in 1893 ; but many of the ships carry only
copper month by month, in order to maintain the third-class passeQgers, so that the '' mean " here
quotation at 70l. per ton, and upon whether it carries little significance. As regards the steerage
can possibly pay to hold t hese ever -increasing totals, the average per ship is higher than in the
quantities.
previous year, being 367, as compared with 270
The aspiration seems quite futile to us. The same and 213 in t he two previous years ; 296 in 1896 ;
view has been commending itself to those interested 326 in 1896; 214 in 1894 ; and 376 in 1893.
on the other side of t he Atlantic, and a fair idea of Indeed, the average for the past year is very high.
the American estimate of the chances of the AmalThe American liner s have taken most first-class
gamated Company may be derived from the fact passengers per ship for three or four years, exthat its 100-dol. shares, which were applied for cepting in 1898, when the fast steamers were wit hlast year several times over, are now to be pur- drawn for war service, the number this year being
chased at 77 dols., notwit hstanding quarterly divi- 313, which speaks well for t he St. L ouis, St. Pau1 ,
dends of 2 per cent. A notion of the American and N ew York. The first-named ship, by the way,
opinion of the future of copper as a whole may be has done a remarkable year's steaming, having
obtained from t he wholesale slump in copper- covered 106, 764! miles. When it is noted that the
mining shares in Boston a few weeks back. Boston average works out to 292 miles for each of 365 days,
is the great centre of copper-mining companies- the it would seem almost a record. The steamer, howCalumet and H ecla, and virtually all t he big mines ever, was in port 133 days ; so that every day at sea
of the States, are controlled from there. When the she made 460 miles, undoubtedly a highly successful
scare came, and the lowest prices were touched, it twelve mont hs' p erformance. The Cunard come
was found that the shrinkage in 31 of t he more n ext, so far as average cabin passenger s are conactive issues dealt with on the Boston market was cerned, their number being 307 ; t he White Star
approximately188,000,000 dols. , or say, 37,600,000l. being third, with 223 ; then come the Anchor
sterling. Inclusive of the less active stock s, the de- Line, 182 ; North German Lloyd, 179 ; Hamcline exceeded 200,000,000 dols., or 40,000,000l. burg-American, 172; French L ino, 113; and
sterling. The Standard Oil p eople were compelled Red Star Line, 83. The American Line average
to come in and buy in order to save t he situat ion - is almost a r ecord ; for a year or two after the
t o prevent the fright from spreading, and the Campania and Lucania first came out, the Cunard
price of copper going back on a s udden to what i t had an average of 336 cabin and 368 steerage
was before they t ook a hand in t he manipulation of pasRengers, and in the same year (1895) the Ameri\alues. These facts n eed n o comment from us ; can Line had 323 cabin and 392 steerage pasthey show the dangerous nature of the position sengers. These combined, making over 700 passengers as an average all the year-most satisfacquite obviously.

93
tory records. F or the past year t h e highest average
number of cabin and steerage passengers combined in first-class liners is to the r ecord of the
North German Lloyd, who add to t heir 179 cabin
passengers, 541 steerage, making an average of ~20.
F ollowing this with 665 is the White Star Ln1e,
who were ever strong in steerage passengers, and the
Oceanic must now s well t he total. Next come t ho
Cunard wit h 643, the Hamburg-American, 636, the
American Line with 559, the French Line 637, the
Red Star Line 483 and the Anchor Line with 344.
There are several lines trading from Mediterranean
ports which carry only steerage passengers, or but
few cabin pasRengers; and in some cases theRe ships
average over 800 per t rip, but it is scarcely necessary to go into details.
We give a list of the companies with their totals
for t he past three years. The N orth German
Lloyd figures include t he passengers taken from
the Mediterranean, as well as those from Bremen
and Southampton. Under both headings there is
a great increase, 2000 more cabin, and 22,000 more
steerage passengers, when compared with 1898;
while on the cabin total of 1896 there is a gain of
6400, which indicates the influence of a r ecordbreaking steamer. The Cunard total is distinctly
t he highest since 1890, if not t he highest on reReturn of Passengers Landed at N ew York by
Principal Compa;nies.
1899.

Line.

1898.

- - -
~
.
~
Q
~
-

oo

.8

Q)

1897.

QJ

......

1 rn 1 o

--. . L9,994 75,291 17,891' o3,223 j15,196

Nort h German Lloyd


Cuoard
..
..
. . 19,046 20,853
Hamburg-America.n .. 14,534 40,598
Ameriran . .
..
. l4,398 11,341
White Star
..
. . 12,741 125,208
French
..
..
. . 6,124 22,883
Anchor (Glasgow)
. . 6,196 19,296
Red Star (Antwer p)
. . 4,315 20,120
Holland-America
. . 4,14 5 1~,111
Alla.n-Stnte (Glasgow) . . 1,647 1,247
Atlantic Transpor t (Lon
don)
.
..
. . 2,657 Thingvalla (Copengagen) 752 3,465
Prince(Med1terra.nean) ..
251 14,'244
Fabr e (Mediterranean) ..
35 14,104
E mpreza (Lisbon)
..
140 1,369
Portuguese (Opor to) . .
80 I 1,616

16,692 20,463
8,486 24,245
6,037 6,819
10,332 20,764
5,203 16,511
5 099 19,765
3,881 11,984
3,365 14,273
1,3i4 1,128

16,196
10,866
14,443
10,104
6,044
6,478
4,493
2,871
1,823

~
~

4&,)

m
40,415
17,30lJ
17,323
11,322
19,271
14,264:
19,372
10,557
10,603
1,050

1,872 1,820
679 2,661
860 3,201
241 13,687
11 1,010
7 12, 1 ~8
22 11,374
118
925
12tS
958
56
667
71
877

cord. The \Vhite Star have participated in t he increase t o the extent of 2400 cabin and 4600 steerage passengers, but in 1892 and 1893 the numbers
were still higher. The H amburg-American have
done very much better than for several years. The
return of the French Line is about an average. The
American Line in 1898 was somewhat disorganised
owing to the war, but last year r ecovered their high
position. The ret urns of the other lines do not call
for comment.

THE LATE M. BOURDELLES.


THE French Lighthouse Service has lately sustained a heavy and irreparable loss in the death of
its Ctief, M. L eon Bourdelles. In various articleR
on lighthouse matters published within t he last few
years in ENGINEERING,* we have frequently had
occasion to quote the name of that distinguished
engineer, and we propose now t o briefly review his
professional career and achievements.
M. Bourdelles was born at Perigueux (Department
of Dordogne) in the year 1838, and was the son of a.
contractor for public work s. After completing his
educational course at Agen, he entered the Ecole
Polytechnique in 1857, on leaving which he was,
in 1859, attached to the Ponts et ChausEees and
appointed engineer of that Corps in 1862, wit h
residence at Lorient. In 1879 he was promoted to
the position of Engineer-in-Chief of Maritime '\Vorks
and the Navigation Service of N antes. Then ce
he was transferred to P aris, in 1887, as Director of
th s Hydraulic Works of the Naval Department,
whence h e passed to the Central Light house Departmen t as Chief Engineer, from which position
he advanced to that of Director -General, being at
the same time Inspector of the P onts et Chaussees,
and, as such, Member of the Council of t he Miniterial Public 'Vorks Department. l t was thus in

* See

ENOINEElU NC, .Tuly~7,

1893, et scq. , " The New


Electric Lighthouse of La. H eve (Havre)." ~fay 1, 1896,
et scq., "Coast a.nd Lighthouse Illumination in France."
May 6, 1898t._,ct seq. , "The New Electric Lighthouse of
Penmarch - Eckmuhl (Finisterre)," Ly Dr. Du Ri<:he
Preller, ~f.I. E.E. , &c.

r 94

EN G I N E E RI N G.

the fulness of professional honours, and in the


zenith of his career, that he died on September 19,
1899, at the comparat.ively early age of sixtyone, after but a few days' illness, at his official
residence attached t o t he Lighthouse D epartment,
Avenue Trocadero, Paris, beloved and deeply r egretted, n ot only by his devoted staff, but by all
who knew him privately and professionally. M.
Bourdelles had been a widower for nearly 25 years,
his wife having died a few years after marriage.
He leaves an only son, M. Louis Bourdelles, who,
like his father, passed through the Ecole Polytechnique, and is an officer in the French Artillery.
From the very beginning of his career, M. Bonrdelles evinced a marked predilection for maritime
works, for, with characteristic and sailor-like sturdiness, he loved to fight the elements. Thus, at
L orient, h e was engaged in the important and extensive works of improving the harbour and its
approaches from the sea. ; subsequently he superintended the construction of the harbour works of
Groix and d u P a.lais, and constructed the first
armoured t owers for coast defence, for which he
earned the Cross of the L egion d'Honneur. Again,
at Nantes, he directed t he construction of the quays,
and at St. Nazaire of the harbour works, as well as
of a remarkably fine iron bridge composed of spans
of 60 metres, which connects the harbour with the
railway to Nantes. H e had thus acquired special
experience in dealing with t he most intricate and
storm-beaten portion of the French Coa.c;t, that of
Brittany.
But his most fruitful sphere of action may be
said to have begun upon his entering t he Lighthouse Ser vice, as Chief Engineer, with r esidence
in Paris. Even before that time he had already
superintended the construction of the Grands Cardinaux Lighthouse, while upon being transfered to
Paris, he at once began to introduce a series of important improvements in lighthouse apparatus,
n otably in mineral oil lamps, rotary mechanism, and
in permanent lights sit uated at exposed or dangerous
points of the French coast. H is scientific knowledge,
mechanical skill, and his keen practical sense, combined with indomitable energy and perseverance,
gradually led him to the crowning achievement of his
professional career- the invention of t he so-called
ieux eclairs or lightning flash lights. This system,
which consists in rapidly revolving optical apparat us, rotating in a mercury bath and emitting
flashes of one-tenth of a second in duration, and
of an intensity up to 35 million candle-power,
has been so fully described in ENGINEERING,
and has, moreoyer, been so lately the subject of
discussion at the Instit ution of Civil Engineers,*
that it is needless to enlarge upon it here. Suffice
it to say t hat, by his invention, M. Bourdelles
endowed the French coast in the space of a few
years, and according to a systematic and adm.irably
conceived plan, with a complete belt of magruficent
electric, incandescent gas, and oil lights on the
(ettX eclai1s principle, which, almost at one stroke
rendered obsolete all the older lights-even t he
older electric lights of M. Allard-with their unwieldly optical apparatus, their clumsy rot~ry
mechanism and t heir time-honoured long-duratwn
flashes.
Of electric lights alone, he r econstructed or installed anew those of Cape Grisnez, La Canche,
Barfleur, Ushant, Ile d'Yeu, Penmarch, La Coubre,
and Le Planier, while latterly he installed a large
number of incandescent gas ligh ts, which, in a
recent letter, he described, on economical grounds,
as the most useful improvement of recent years.
The grand total result of his wonderful act~vity
and energy is best attested by the fact that, m a
little more t han ten years, he increased t he aggregate candle-power of the Fre~e? coast lights. from
4 million to close upon 100 milhon candles, Without
increasina the fixed annual expenditure allotted by
the Fren~h Government for construction and mainteuance- a splendid example of what true scientific
economy can achieve.
It is only fair to add t hat M. Bourdelles had
at his disposal a competent and devoted staff, and
t hat he had notably the advantage of t he valuable
assistance of M. Ribiere, Chief Engineer, and Professor Andre Blonde!, Electrician to the Lighthouse
Service-an advantage which he was ah~ays t~e
first to emphasise. With a modesty pecuharly Ius
own, disdaining all personal benefit, and devoted

- - -- -

--

* " I mprovements m Dioptric Apparatus

entirely to his work, he never pushed his own name


to the front, and almost unwillingly accepted the
prize which the French Institute presented to him
some years ago; for he ever laid particular stress on
the ''impersonal " character of t he F rench Lighthouse Service, of which, in its collective capacity,
he was justly proud, as being, in many r espects,
fa('ile ptinceps in lighthouse improvements.
Besides being an excellent administrator, M.
Bourdelles was a very able writer. His papers
published in the "Aimales des Ponts et Chaussees"
on ''Tides," on '' Iron Bridges," and the ' 'Notices"
published in connection wit h t he French Light house
Exhibits at t he P aris Exhibition of 1889 and again
at Chicago in 1893, are exam pies of the terseness,
lucidity, and directness of his style ; and the same
applies to t he luminous Memoirs which he, as well as
M. Ribiere and Professor Blonde!, contributed to the
Maritime Congress of L ondon in 1893, and which
the late Dr. John Hopkinson, on that occasion,
eulogised as models of symmetric treatment, and
indeed as the best papers r ead before the Congress.*
With his exemplary modesty and his devotion
to the department over which he so ably vresided,
1\-L Bourdelles combined not only great originality
and force of character, but a most k indly and
amiable disposition, and a truly genial, frank , and
jovial manner, free from all officialism or bureaucratic

[]AN. I 9,

I 900.

powers as 25 to 35 million candle - power and


luminous ranges up to 50 miles with optical apparatus of only 300 millimetres focal length, and an
expenditure of electric energy of only 5000 watts
in t he arc, he nat urally and justly condemned the
time-honoured but obsolete classification according
to the " order, " viz., the size or focal length of apparatus, seeing that a first-order apparat us of 900 millimetres focal length, or a stilllarger (1330 millimetres)
hyperradiant apparatus of the old system of slow rotation, barely gives one-tenth of the luminous power
of a f eux eclflir apparatus of the focal length of
300 millimetres, corresponding to the old fourth
order . His sole criterion of classification was the
intrinsic brightness and luminous power of the light
and not t.he size of apparatus ; and well does the
present writer remember how, on the occasion of a
joint visit (accompanied by M. Ribiere) to the Lighthouse Apparatus Works of Messrs. Sautter, H arle,
and Co., and of Messrs. Barbier and Co. , in P aris,
M. Bourdelles, after discussing the subject of classification with great vivacity, exclaimed, "Enfin, en
France il n'y o. pl'l.ts d' ordre," to which the writer
ventured to rejoin, "Dans les PhaTes, bien entendtt,"
whereupon M. Bourdelles heartily laughed at his
own in voluntary double entente.
M. Bourdelles had t he proud satisfaction to know
t hat his jeHX eclairs system had, within the last
few years, made rapid strides in all maritime
countries, including t he British coasts, and ~ad
come to be universally acknowledged as holdmg
the field in lighthouse practice.
No one,
indeed, can be said to have done more for the
safety of the mariner than Leon Bour~elles .by
those liahts which are monuments of hlS gemus
and ene~gy, which send their intense an~ pow~rful
flashes for 30 miles across t h e sea, and Illummate
the sky fa.r beyond t he horizon.

THE WORKMEN'S COl\1PENSATION ACT


AND THE MINERS' FEDERATION.
~IONG

narrowness. H e always spoke with great regard of


'' Mess'ie1us les Freres " of the Trinity H ouse, and
was always anxious to cultivate the most cordial relations with t hem, ever mindful of the kindness and
hospitality which he on several occasions received in
London at the hands both of the Trinity House
and the Council ot the Institution of Civil Engineers. The diffidence with which the j e'l.tx eclairs
system, being an innovation, was ~eceived ?n t~e
English side of the Channel, he attnbuted with his
usual bonhomie to the fact that '' en A nglete1're, on
a non seHlement 'l.l1te manie mais 1tne iclolatn'e pou1
tmtt ce q1''1'l est 1t-iewr," and after he had received
the E lder Brethren at Cape de la H eve, and had
shown t hem t he new (at t hat time the first) electric
lighting flash light, ~e told a friend that '' c~s
Messieurs " had been kind enough to express theu
admiration for his new light, but that, all the same,
he felt convinced t hat when the Irene bore them
back to England, t hey, in their heart of hearts,
considered St. Catherine's Light - although the
intensity of its beam is barely one-fourth that of
La H eve-far superior.
M. Bourdelles held very strong views on the su hject of the classifi.~ation of lights. Having, ~y his
j e1lX ecla,i1s, attamed SUCh enormous luminOUS

-- -

--------

-----

* " The Luminons Power of Lighthouse Apparatus,"

by L. Bourdelles; "Investigations and Experiments on


Compressed Air Fog Signals, " by C. Ribiere ; "On Flash

fo~. LiRht- Light ancl the Perception of Instantaneous Flashes," by

A. Blondel ; aDd "On the Electrical 1\tlacbinery and Arc


bouses." ~Iinutes Proc. Inst. C.E., vol. cxxxvu, Part of
Ligh
thousef',"
by A. Blonde!.
iii. 1898 9.

the topics mooted at the recent meeting


of t he Miners' Federation, at Cardiff, t he Workmen's Compensation Act of 1897 was very muc.h
to the fore. One might have thought that th1s
remarkable enactment had received sufficient notice
both in the law courts and in t he columns of the
newspapers ; but it seems t hat t his is not so. The
proposal to amend and extend the ~et in. certain
particulars called forth a lengthy discussion very
similar to that which obtained at t he January
meeting of the Federation in 1899; and in view of
t he fact that the working classes are still clamouring for the extension of t he provisions of the
statute to those who are now outside the pale of its
operation, it would seem . that until ~ar~iament
makes t he desired alteratwn, t he Act IS likely to
continue to hold a prominent place at labour
meetings.
Whatever may be the merits of its object, t hose
of our readers who have studied the n umerous
cases which have from time to time appeared in the
columns of this journal cannot fail to see that the
administration of the Act has given much trouble
both to the County Court Judges and to the
members of the Court of Appeal. Case after case
has arisen each one differing by but a hair's breadth
from that' which precede~ i~an~ each involviD:g
the expenditure of much JUdlCial t1me and forensic
argument. As an instance, we might ref~r to one
decision where the Court of Appeal decided that
employ~ent on, in, or about a ship w~ich was discharging its cargo on to t he wharf entitled a workman to compensation; whereas the. s~evedo~e
engaged to discharge the cargo of a .sunilar ship
in a dock into a barge moored alongside, was not
entitled to any compensatio~ u~d~r the A.ct for
an accident which caused him IDJUry while so
employed. The legal definition o~, the. word
"factory "-the meaning of the ter~ contmuous
employment "-have formed the. subJect rua~te~ of
so many cases that one is surpr1sed t he omiSSions
of the Act have not in these particulars been
remedied ere now. But new difficulties seem to
present t hemselves before any solution of the older
problems is arrived at.
.
While, therefore, employers and employed w1ll
probably agree t hat t~1~ ad~inistration and th~
machinery for the admmlStratwn of the Act le~ve
much to be desired, the representatives of capital
will not, it is conceived, so heartily endorse the
many opinions and wi~hes put. for":'ard ~y t he
speakers at the Miners Federat10n-1nvolv~n g, as
they do, radical and far-reaching changes m t he

E N G I N E E R I N G.
object and scope of the Act. Foremost among
these suggestions is that advocated by more than
one delegate, namely, the payment of compensation
as and from the t ime of the accident. Truly, the
old adage, ''give an inch and he will take an ell, "
has more than h oary respectability to commend it.
The one object of the Act was to make provision
for those seriously injured, or the dependants of
those killed in the battle of life; and wh o will have
the temerity to say that this object has not been
attained 1 Granted that the working classes have
long been denied sufficient compensation for
injuries sustained in the course of t heir labours,
should they not be more than satisfied with the
provision now made for them 1
A reference to the resolution which was
unanimously passed at the meeting will show that
it was agreed on all hands that a minimum compensation of 10s. a week should be granted to all
disabled workmen entitled to compensation. The
one fatal objection to this proposal is contained in
the answer to the question, "Suppose the man's
wages amounted to 9s. a. week- what then ?" No;
it is clear that in order to make a Compensation
Act capable of just and automatic application, t he
amount paid must bear a fixed and definite ratio to
the wages of the sufferer.
In the absence of details, it is difficult to say
whether the allegation (made by more than one
member) that the Registrar of Friendly Societies
has favoured the employers when called upon to
sanction a sch eme, is, or is not, founded upon fact.
It is impossible to imagine why this important
official should be accused of s uch a gross breach of
faith. In adverting to this topic, Mr. Pickard,
!vi.P., stated that the workmen who had consented
to their rights being administered under a scheme
for compensation, had allowed themselves to be
overawed by the masters' representatives. In these
days of trade unions and labour agitators, it is hard
to understand how the workmen could allow themselves to be imposed upon in this way. The whole
t ruth of the grievance, i.e. , that the certified
schemes are not so beneficial as the provisions of
the statute, doubtless lies in t h e fact that an overestimate has been formed of the benefits conferred
by Parliament upon t hose wh o have not been fortunate enough to agree with their employers as to
the proper amount of recompense which should be
paid in time of disaster.
Perhaps the most interesting p oint brought to
light in the course of the discussion was t hat
referred to by Mr. Pickard, M.P. He stated that
many of the prognostications which were made as
to its probable effect when the Act first became
Jaw, have proved to be entirely erroneou~. Thus,
it was supposed that the sense of Increased
responsibility might tend to make employers chary
of employing old or married workmen when younger
and unencumbered men could be found to take
t heir place. Experience has now shown that no
evil of this kind has resulted.
Moreover, the effects of the Act, as t ending to
increase t he cost of output, has been so small as to
be inappreciable. Thus it was thought by colliery
proprietors-a class of employers whose workmen
are continually exposed to danger, not to say the
risk of catastrophe- that the payment of compensa
tion must involve an increase of 3d. per ton on t he
price of coal at the pit mouth. This estimate has
turned out to be very wide of t he mark, it having
been stated by a delegate from Cum berland t hat
the rise in price barely amounted to one-third of a
penny in the ton.
I n truth, the Workmen's
Compensation Act has been the cause of many
surprises !

95

pressure. I n taclw, the evaporation of the two


gases proceeds more rapidly ; at increased pressure,
more slowly. The changes may be observed with
the help of a glowing chip of wood. At first the
wood will be extinguished, when held over the
liquid; t hen it will brighten up, and when dipped
into the liquid burn inten sely. Powdered carbon,
soaked with liquid air, puffs away like gunpowder
on ignition , and explodes when a detonator cap is
employed. This seems very strange when we think
of the exceedingly low temperature of the liquid,
- 180 deg. Cent. ; and in a paper brought before the
Bavarian Academy of Science, Carl Linde expresses
t he opinion that we may have to modify our views
on the nat ure of explosions. P etr oleum, absorbed
by kieselguhr or powdered cork coal, can be saturated with liquid oxygen. Such a mixture explodes
even when not confined. Cartridges filled with it
cause others, placed at a distan ce of 25 centimetres
(10 in.) from them to explode, whilst with the
highest explosive so far known, blasting gelatine,
cartridges 15 centimetres away from the detonating
cartridge remain inactive. Linde has tested this
preparation at Schlebn och. Within a steel bomb
of 20 litres capacity blasting agents are exploded
by means of fulminate of mercury. The gas pressure is registered by a piston on a drum which
has a circumferential velocity of 330 centimetres
(10ft.) per second . The petroleumliquid air preparation gives a curve which demonstrates that the
maximum pressure surpasses that obtained with
blasting gelatine, and is reached in a shorter period
of time. The preparation was simply wrapped in
paper. It is singular that such a mixture should
burn more rapidly, in spite of its low t emperature,
than any solid or liquid compound we know at ordinary temperatures.

yards there are less ~avy ship~, for at t~is


time last year seven 1mmense uonclad sh1ps
were just given out, and now we have no
additions for the present to make, so that the
work now in hand, including all yards-private
and Government-totals 619, with a tonnage
of 1, 730,506 tons, and this is 221,166 tons less
than a year ago. This diminution equals 1 per
cent. ; but it should be remembered that the work
now is, on an average, in a more forward state due
to t he paucity of orders during the past few months.
As to merchant work the north-east coast ports are
in quite as good a position as a year ago, so also is
Belfast; but at Glasgow there is 35,000 tons, or
11 per cent. less work on hand, and at Greenock
a decrease of 48,000 tons, or 22 per cent.
GERMAN COKE.-The Wesbphalian Coke Syndicate has
fixed the selling prices for new contracts during 1900 and
1901 as follows: Blast-furnace coke, 17s. per ton for the
two years ; foundry coke, 18s. 6d. per ton in 1000, and
2ls. 6d. per ton in 1901 ; small coke being 19s. and 22s.
per ton during the two years respectively. Tha prices of
mferior qualities are increased proportionately.
LECTURES ON RAJLWAY SvBJECTS.-Several courses of
lectuxes on railway subjects were commenced this week
ab the London School of Economics and Political Science,
10, Adelphi-terrace, Strand, L ondon. These comprise
six lectures by Mr. W. M. Acworth on "Some Railway
Questions," on Thursday evenings at 6.30 o'clock. Six
lectures on "The Policr, of Different States in Relation
to Means of Transport, ' by Professor H ewins, on Thursday evenings, at eight o'clock. Five lectures on "The
Law of Transport," by Mr. C. A. Montague Barlow, on
Wednesday evenings, at seven o'cloek. The fee for each
course does not exceed 5s.
THE ELEC1.'RIC LIGHT AT LEEDS.-The whole of the
public thoroughfares in the centre of Leeds will shortly
be lighted by electricity, and some of the main
approaches to the city by means of incandescent-gas
lamps. At the present time, schemes are being carried
out for extending the system of electric illumination from
New Btiggate to Sheepcar police station, and from the
Great Northern railway station to Kirkstall-road, near
the junction with West-street. The lamps are to be of
2000 candle-power each. The street-lighting committee
of the Leeds City Council has been authorised to prepare
plans for the lighting by electricity of Duncan-street and
Lower Briggate. With reference to improving the main
arteries of the city-such as Woodhouse-lane, Chapletownroad, Roundhay-road, Kirkstall-road, and Dewsbury.
road-the committee has authorised approximate esti.
mates of the cost of incandescent lamps.

SmPBUILDING T RADE PROSPECT .


It is not surprising that there should b e a decrease in the amount of shipbuilding work on hand
throughout the Kingdom, as compared with last
year, in view of the enormous addition made to the
world's shipping during the past twelve months,
estimated by Lloyd's as equal to 1,395,000 tons,
even after allowing for all losses and depreciation .
With d earer material and wages higher, it follows
that owners are chary about giving orders at high
prices with an appar ent surplus tonnage; and for
the present there is a distinct lull as regards inquiries and orders. The tonnage on hand is thereCATALOGUEs.-We have received from Messrs. W. H.
fore d ecreasing. The merchant tonnage now is
Palfreyman and Co., of 17, Goree Piazzas, Liverpool, a.
46,000 tons less than it was three months ago, copy
of their new catalogue of case-hardening materials
appliances, and of engineers' sundries in general.Table Sho1ving W ork 1vnde1 Construction at the Beginning and
The British Thomson-Houston Company, Limited, have
of each Year.
sent us sections of their catalogue relating to directcurrent enclosed arc lamps, and to transformers.-Messrs.
1895.
1896.
1897.
1899.
1898.
Hathorn, Davey, and Co., of the Sun Foundry, Leeds,
- - - - - - - - -1
sent
us
a
copy
of
their
new
catalogue
of
pumping
have
tons
tons
tons
tons
tons
75il,9!7 678,31 8 engines for mines. Many different types are illustrated
Steamers . . 1,297,497 1,398 291 1,009,192
33,244 and described.- The Edison and Swan United Electric
2,796
4,127
28,736
9,254
Sailing ships
Light Company, 36 and 37, Qneen-street, Cheapside, have
784,711 711,562 just issued additions to their catalogue, describing a new
1,306,751 1,401 ,087 1,013,319
Navy ships
tumbler switch, and a "detector, for testing circuits.-A
,
(p r i v a. t ti ,
,
,
,
finely illustrated catalogue describing different applica217 520 115 620
227 230
3 9 145
283 835
Rl,~:~sbock
tions of the B~le ventilator has just been issued by
y'ards) . .
139,920
171 ,240
85,690
7l,O'i0 101,93Q Messrs. Robert oy_le and Son, Limited, of 64, Holborn
- - - - ---- - - --1----- - - - Viaduct, London, E. C.
1,730,506 1,951,472

1,326,239

1,073,301

029,112

OuR RAIJ,S ABROAD.-The exports of rails from the


Fo r eignUnited Kingdom in December amounted to 38,813 tons,
owned merchant
.. 253,031 250,000 315,141 220,783 38,959 as compared with 27,457 tons in December, 1898, and
47,516 tons in December, 1897. The princiJ?al external
Percentage of
customer for our rails in December was Br1tish India,
ditto to total
23
5.5
31.6
19.4
18
which took 14,675 tons, as compared with 13,947 tons and
m erchant ..
- - - - --- - - - -1- - - - - - - 16,514 tons respectively. The aggregate exports of
Percentage of
British rails for the whole of last year were 472,672 tons,
4.7
0.4
0.10
38
0.7
sail to total
as compared with 476,047 tons in 1898, :md 579,983 tons
in 1897. It will be seen that, upon the whole, the decline
observable in British rail exports in 1898 continued in
1899. The falling off is accounted for by the curtailment
of the Indian demand, which only amounted last year to
157,901 tons, as compared with 209,947 tons in 1898 and
264,590 tons in 1897. Briti~h South Africa took only
24,218 tons of rails from the Mother Country last year, as
compared with 34,782 tons and 59,379 tons. On the other
hand, Australasia imported 57,012 tons of British rails in
1892, as compared with 31,296 tons and 81,253 tons; and
Canada, 34,758 tons, as compared with 1769 tons and
10,903 tons. The imvrovement in the Canadian demand
is especially gratifymg, in view of the proximity of
Canada to the United States. 'rhe improvement in the
Canadian demand is probably due, however, to the great
activity of American metallurgical industry, which has
rendered American ironmasters less ee.ger to obtain
ordera of late. Egypt took 35,932 tons of British rails in
1899, as compared w1th 35,288 tons and 45,150 tons; and
the Argentine Republic, 25,155 tons, as compared with
50,477 tons and 51,700 tons. Although the quantity of
rails exported from the U nited Kin~dom slightly dechned
last year, the value of the exports for 1899 came out at
2,313,89ll., as compared with 2,173,665l. and 2,671,745l.
This is explained by ~ome improvelDent in prices in 1899,

g6

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

THE NEW JAPANESE DESTROYERS.


T nE s uccessful t ermination of the t ria1s of the
Japanese dastroyer, Niji, brings to a completion the
w ork on a group of six vessels w hich are certainly
remarka.b~e e\en in these days of high-speed cra ft. In
a former 1 sue* we gave an engraving of one of these
~essels, t~e Ika.d~uchi, and shortly aftert we pu b
h sbed an 1llu t ratwn of the engines and one of Lhe
boilers.
The six boats have all been built and eng incd by
1;Iessr~. Yarrow and Co., of Poplar, and their complet10n gtves to t he firm a record of construction t hat
s ta~d s alone . . ~~ also puts the J apa n's Navy in possosslon of a d1 v1s1on of torpedo cr aft u nequalled in the
world. The Japanese, as ~Ir. Yarrow hi m self ha
r ecently said, '.' are a lways in the front ran k. " They
seem t o appreciate the advantage of getting the best
work, and , moreover , t heir naval officers inspectors and
technical staff are so competen t that they can idsure
gottin~ it. The system followed by th e Japanese has
been h1ghly sncces~fnl, a nd their naval designers, cons~ructors., and engmeers are men of the highes t scientt6c attamments. If to this we add a liberal and farsigh ted Government policy, we have what is needed t o
secure the best r esults for th e money spent on a Navy.
T he boats a re 2i0 ft. long and 20ft. 6 in. wide. They
are twin-screw and have each two sets of four-cr ank
triple-expansion engines with cylinders 20~ in., 3 1 ~ in.,
and t wo low- pressure cylinders each 34 in. in d iameter
the stroke being 18 in. These engines are d esigned
to give 6000 hor se- power, but no doubt 7000 co uld be
r eached if needed. There is one 12-pounder quick
. firing gun m ounted aft and five 6-pounder guns.
There are two torpedo guns for 18-in. t orpedoes.
T he follow ing is a list of the six vesEels :

Ovncr.\ t

T RiaL, DECEliDER
AND Co

21, 1899, OP THE "N 1.11 " Dxs TRO\ ER, Co~~TRl CTlm DY ~lEs:n .
, Lo~noN, FOR TIIE h LPERIAL JAP.\NESE Go' ERNMENT.

YARRO\\

Pre.sent o~ the t~ial wer e : Rear Adrui ral II. 1\aO?!.mura, Chief of the Japanese Na~al Commission ; Constructor Ca tajo II.
Kurobe , Captam r aka.rabe, Commander of the NIJl ; Commander Constructor Takag t ; and Lieu~-Constructor K. Yam~oto.
Draught of water to bottom of propellera, 7 ft. 10 in. aft, 4 ft. J 1 io. forward. Load carried 35 tons.
Run s on the Maplin Mile.
Boiler
Steam.

Runs.

IReceiver.
Fi rst

I .

203!

52

24

SlW.2!

206

2J

62

7l

3 7.13

1 4 l~l

33.()88

204

52}

(l.\

23~

38~

2 4 ,11

C)

In.

4l

m. e.
2 4

20!>

52~

"3"

3Si.5J

204

5'>1
-~

6t

'>31

3 7. ~2

204

52g

3 i 0~

204~

52t

0!

231
23}

387.4

4i ,~

Fir t

peed.

ID.

Mean on mile

Second
Mean
Air
Mean
Recei ver. \'acuum. Pressu re. Revolutions.! Time.

Second
)Jean.

~[ran.

Admiralty
Mean.

29.032
3l.OCO
31.019

30.9i

. 69

31.0i0

:H,1G3

33. 157

31.145

31.100
hnot.s

31.12
J

1 40,'0

2S. 00

31 100

Si 253

33.707

Means for three hours' t r ial: 204 lb. ste~m, 53 lb. ln first r eceiver, 7 lb. in second receiver, 231 in. , acuum, ~ in. to l0 in, a.ir
pressur e m stokehole. Mean revolutions per minute 8&8.06.
Mean speed during thr ee hours 31.1~6 k nots.
After the speed t rial \vas completed tsts were made of the way t he engines handled also ot the steering both by steam and by
hnnd, allot which wer e to the satisfaction of the Japanese authorities.
'

it needful to provide against v~ri~tiou in length due I 5 to 50 miles-the purpose of which will be to develop
to change of temperature, but 1t 1s also necessar y to t raffic, fu rnish facilities to henefit existing lines. Very
s~ppl_y some ready means of obt~ining sufficien t elasti- li ttle b uilding was d one last year east of the Mi sisC1ty m the system of steam p tpes, .s? .that t hey can sip pi River - this year it will catch up and probably
a.cc_o ~moda~e themselves to the flex1 b1hty of the hull. overtake the west in its railroad mileage.
Thts 1s considerable when the vessels meet '"vith rough
weather. ~Ie~srs. Yarrow are of opinion that there
ROYAL METEOROLOGIC L SOCIETY.
is more risk of accident to steam pipes from the conSpeed (under
.
THE annu~l meeting of _this Society wa held on WedA dmiral ty Conditions P Atr
stantly varying movements of t he hull than from ex
of Trial).
ressure.
pa.nsiou t hrough change of temperature; it being re- nesday evem ng, the 17th Inst., at the Institution of Civil
Great George-street, W estminster j Mr. F. C.
Knots.
In.
membered t hat t he bending of pipes beca.use of hull Engineers,
Ba.yard, LLJH., President, in the chair.
lka<:lduchi
31.32
2.5

movement is constantly going on in rough weather ,


The secreta.ry read the report of the council, which
In ad uma
31.037
2.2


while the expansion and contraction of pipes through sh0wed that the most noteworthy event in connection
Akebono
31.08
1. 7

changes of temperature is comparatively infrequent.


with the Society bad been the removal of the offices and
azanam1
31.382
13

I n four of rthe vessels each boiler is p rovided with an library from 22, Great George-street to new rooms at 70
Oboro
31.262
13


independent feed pump, this being considered the Victoria-~t~~et. This step wa.s ren.d ered necessary by
Niji
...
31.15
0.9


safest and most efficient method of feeding boilers. In t?e acquts1t10n of the former p rem1ses by the CommisThe contract speed was 31 knots carrying 35 tons t he last two boats, however, wit h a view to test the stOners of H er ~1ajesty's W orks and Public Buildingij
load on a three hours' continuous run, i.e. , the same compara ti ve merits of the systems, two of the boilers for the erection of new Government offices.
conditions as d emanded by the British Admiralty for were supplied with water by ordinary feed pumps . Mr. F. Campbell Baya~d, in his presidential address,
d1scussed the meteorological obser,ations made at the
their 30-knot d estroyers. A point which all engi worked off the main engines.
Royal Observatory, Greenwi~h, during the 51 year&,
neers will appreciate is the low air- pressure with
Provision is made on board for 90 t o 100 t ons of 1848 to 189 , a.nd brought out tn a novel way many intewhich t he speP-d were obtained, especially in t he coal, and this bunker capacity is found to be amply r~ting features in the variabili ty of the varions observa.later boats. A ppendcd is a d etailed report o f the sufficient to make any of t he run at from 11 to 14 twns of the barometer, maximum and minimum tempeofficial trial of t he last of the six d estroyer s- the knots between t he coaling stations on t he Yoyag e to ra~ures, reJative humidity, direction of the wind, and
Niji.
he was launched on December 16, the first Japan.
ra.mfall. These were shown in a diagrammatic form on
preliminary trial took place on December 18, and the
the screen by means of a. number of la.ntern slides. The
address was also illustrated by various views of the Royal
official t ria l on D ecember 21 ; so t hat there was a gap
Observatory and of the instruments employed.
NOTE FROM THE UNITED STATES.
of only five days between t he launching and the official
PHILA DEL'PIII.\, J an nary 10.
trial. On the Niji, th e air pressure during the three
hours' run varied from :J in. to ~ in., and the conTHE increase in pig-iron making CApacity in the
T HE 0LTEN-Aannunc PowER T RAN ' Mr ION: Ennasumption of coal for t he three hours worked out at United tates, as against a year ago, is about 3! TOM.- \Ve regret that some errors appear in the state1. 98 lb. p er indicated horse-powEr per hour. The million tons, according t o bes t estimates. There is a ment of expenses of this installation given at the bottom
consump t ion per square foot of g rate was 52.3 lb. p roportionate incr ease in the output of finished iron of the first column of page 40 of our last issue. The tota.l
There were four Yarro w straight-tube boilers for t he of all kinds. The ent ire production is going steadily expenditure as given is correct; but the detailed items
supply of steam, and although the grates are large in into consumption, and there is not the lightc t indi- should read as follows :
Francs.
proportion to wh a t is customary, with a li ttle experi- cation of an accumulation of stock or of demand
Administration and general charges ...
40,000
ence there was no difficulty in stoking, as the results over taking supply. R umours of this kind are, howMaintenance and repairs
. ..
. ..
5,000
obtained indicate. I t w ill be noticed that from t he ever , heard every week or two, but on in vestigation
Salaries and wages
. ..
. ..
. ..
40,000
commencement to the end of the tria ls there was a and inquiry there is found to be no good g round for
Sund ries .. .
. ..
. ..
. ..
. ..
2,000
a
steady advance in performance. This is to be attri ny such anticipation. On the contrary, every week's
buted to various i mprovements introduced as ex peri- d evelopment shows that there are a good many new
T otal
87,000


ence suggested. The circumstance is suggestive of the enterpri~es and new requirements co ming forward,
fact t hat finali ty has not been, nor is it likely to be, and that t he entire iron and steel-making capacity will
PERSONAL.-Mr. Emile Cloes, civil engineer and re-pre
r eached in t he designing of these very special craft, probably be taken up to keep the new channels of trade sentative for Belgian works, 122, Cannon-street, L ondon,
a. ta k which needs, perhaps, more than a ny other filled. All apprehensions a ppear to be past as to the E. C., has retired from business, and has transferred his
branch of marine engineer ing, the best scientific know- apprehensions of the Lake ore fields to keep t he furnaces agencies to Mr. Adolphe Corin, who will carry on busiledge. It is this which gives those who devote them supplied wi t h ore. Prices are fixed for the coming ness a.t the same address under his own name. Mr.
Cloes has started business as inspecting engineer and
selves more exclusively to the subject a d istinct ad- year , and there appears to be no occasion for a ppre- representative
for English works in Belgium. - ~1r.
vantage ; for though othors may copy, the man who hension in that direction. Bar iron and steel mills Edward L omer, 12, t. Mary xe, E.C., has been ap
originates will always be in the fron t, and, what is throughout t he country have increased their capacity,
inted agent in this country of the Accumulator Works
have put in new machinery and have rounded up their Accumulataren Fabrik A. G.), of Berlin and Hagen
more, will be able to keep his customers there.
Three of the ves els are now out ln Japan, oue is equipments in a. way which gives them facilities and Westphalia), for the sale of the1r stationary and portable
in t he China seas on her way out, the fifth has left ad,~antages which they never before possessed. This accumulators and accessories, as well a.s electric boats.London within the last few days, and the Niji wHl be is true also of the pipe mills, merchant steel mi lls, The Secretary of State for the Colonies has ap{>ointed ~Ir.
rail mills, and all other mills. Iu fact, the iron and F. Bedford-Glasier, general manager of the S1erra L eone
star ting shortly.
The engi nes are ba lanced on the Yarrow, Schlick, steel-making capacity of the_U nited, tates is in better Government Railway, the only British line open for traffic
and T weedy system, and t he absence of Yibration at shape than it ever has been. New mills are to be built. in West Africa..
a ll speeds was considered by the Japanese authori ties Work will be started just as soon as the weather
EARLE'S SHIPBUILDING AND E NG INEERING COMPANY,
perm its, contracts for equipment have been asked for LnnTED.-The report of the directors of this company
to be highly satisfactory.
A detail in these boats, a s well as of others built by two or three months, and the machinery will be ready for the past year, which was issued on Saturday, shows a
Messr s. Y arrow and Co., which deserves attention, is jus t as soon as the buildings are ready for it. Prices loss of 60,0001. on the year's trading. This loss has arisen
the syet em adopted in the steam pipes for allowing for have not fluctuated within the pa3t week or two, and no in a great measure from the great rise in wages, and the
variations in length, as described in our for mer notice fluctuation is p robable, One reason is that the iron a nd consequent abnormal cost of Her ~Iajesty's ships Perseus
of the engi nes. It will be remembered t hat in~tead of steel interests are controlled by corporations, and these and Prometheus, which were contracted for in 1896,
thA ordinary stuffing-box arrangement allowtng the do not propose t o allow fluctuations t o occur without when work was scarce and prices were low. On the
other hand, all the work in progress at the date of the
any
good
cause.
The
benefi
t
of
the
combination
is
now
steam pipes to work in and out ?f . a socke t, there is a
recent stockta.king was coming out satisfactorily, and the
recognised
on
all
sidee.
The
greatest
buyer
of
iron
and
special wivel joint something s1_m~lar to that adopted
directors anticipate a substantial profit for the current
steel
and
equi
pmt-nt
will
be
the
railway
system
of
the
in an ordinary gas b racket, but 1t 1s so ~rranged a to
year. It was announced in Hull on atnrday that Mr.
be i n perfect equilibrium. In vessels of hght constru?- United ' tates. While only 4500 miles of road were A. E. ea.ton, who has been general manager since 1885,
tion, such as torpedo- boats or destroyers, not only 1s added to the mileage t his year, it is quite safe t o say has submitted his resignation to the directors, and that
that at least 7000 miles will be added nex t, and this it will take effect when fresh arrangements have been
is
r
egarded
as
a
very
low
figure
by
a
good
many.
The
made. Mr. Seaton, it is understood, will be proposed
* See ENGINEERING, vol. Jxvi., page 854.
hulk of the work is done on short lines ranging from for election as a direetor.
t I bid., vol. lxvii., page 847.

E N G I N E E R I N G.
THE vVAR IN SOUTH AFRICA.
T O THE EDITOR OF ENGINEERING.
SIR - The storming of Ladysmith on the 6th inst. by
the Boers which terminated in our favour after a sanguinary cdntest lasting from sunrise to sunset, ha~ prov~d
our foes to be indeed wortl!J of our steel. P rev10usly m
this war, i t looked as if the Boer were loth to attack as he
did t wenty years ago. On the other ban?, our brave
soldiers after enduring for months a harassmg bombard
ment, have proved themselves to be the best fighters at
close quarters.
.
Should General Buller be able to accomphsh the turning movement he has commenced, the Boers may not
offer so bold a front to hi~ ~fter ~heir failure a.t Ladysmith. The list of casualties 1S cur1_ous, as the killed on
our side are in very heavy proportion to the wounded;
indeed, the whole campaign bears this out; for w~ereas
in the Peninsula the killed were t o the wounded m the
proportion of one to five, and even less, here the propor.
tion is as much as one to three..
The patriotism evoked by th1s war 1s one of those unexpected results which only a very small number of ext~emely long-headed people could P?Ssibly have forese~n.
Our Colonies and ~reat dependencies are m9ve4 as w1th
one perfervid tbr1ll of loyalty and enthusiastic Imperialism. The voices of the Little E nglander and of the
Irish Nationalist are hushed, or, at all events unheard
amid the Saxon shouts of Forw_ard! . ~iniste;s are
carried off their feet, and for once m their lives discover
that the actions of our soldiers and sailors are o~ almost
as much importance as those of Board School miStresses
or even County Councillors. British p olitics, in fact, have
suddenly become militant, and parochial miitters have
taken a back seat. Even Boniface, who. obj~cts so much
to a man in uniform, may have altered his mmd of late.
Everyone with a sword is cleaning off the rust, the boys
are learning to shoot, and even the L ord Mayor, who
went to Southampton yesterday, donned a cocked bat
and "looked a soldier, every inch of him," and there
must be at least seventy of them.
A few Dutch farmers, well-armed, and owning good
ponies, have brought about. this wonderful .transform!l-
tion scene wonderful, certamly, to our Contmental eVIlwishers, and, I think, also to ourselves.
Out of evil good often cometh, and .the g~eates~ and
most enduring result of our present dlfiicultus w11l n o
doubt be the fuller recognition of the value and truth of
the Imperialistic ideas associated with the names of
Disraeli Chamberlai n, R osebery, and others; and the
corollaries tlaerefrom, producing, as they must, important alterations in our organisations, both political and
military.
An army reorganisation will probably come first, and
will be by far the easier ~f. the twain. I ndeed, the prese~t
enthusiasm should be utlhsed for the purpose. There 1s
no difficulty whatever in procuring for the British Empire
the largest and probably the best army that this world
has ever eeen. It is almost made for our hands to seize
UJhlD, if we will but open our eyes to se,e the facts t~at
stare us in the face. Our present forces m South Afnca
should form the germ of a great future force, useful
mainly in defending the interests of the Empire wherever
attacked. Ctt.nada, Australasia, South Africa itself, with
other smaller colonies of the Anglo-Saxon race, are assisting the Mother Country to fight down a dangerous
conspiracy against the Empire, and an assault on freedom
itself. Moreover, the regulars in our own army are
t o be assisted by t he yeomanry, the militia, and the
volunteers. There is the germ, the E~eed, ready to hand,
and from it should ~row rapidly and naturally a solid
heart of oak capable of withstanding every storm. Think
of it! Think of the recruiting_ ground, and the population ;
450 nlillions of people! Each country organising its
quota according to its ability, whether regulars, militia,
or volunteers; and each organisation p erfecting itself t o
the utmost.
Those who with despondent sighs declare th at the
British Army must in f uture be recruited by conscription
must be very deficient in imagination. If greater pains
were taken with the training and equip mPnt of our
auxiliary forces a. great step in advance would be accomplished. In addition, every able-bodied man outside the
regular forces or the yeomanry or militia might be compelled to join either the naval vol unteers (which should
never have been disbanded) or a. volunteer regiment, and
to put in so many drills and so much ball practice per
annum for three years, between the ages of, say, eighteen
and twenty-four years.
The Boer War has distinctly demonstrated that modern
wea{lons and tactics t end to bridge the great gap of
effiCiency hitherto claimed as existing between the highlydrilled regular and his con fr~he in the auxiliary forces.
As a corollary, we should reorganise in the direction
of increasing the numbers and efficiency of our auxiliary
forces.
As regards our regulars, the same argument applies,
viz., that a. proper efficiency can apparently be obtained
in a shorter period than has hitherto been regarded as
necessary. H ence a shorter service with the colours
should succeed, and with this we should soon obtain a.
larger reserve per unit tha.n at present.
But India. blocks the way. Her requirements are distinctly otherwise. The Bntish garrison in this greatest
of our dependencies should be long-service men, as of old,
each regiment having its depO t at home for recruite, and
their drill and instruction prior to embarka tion; and the
same may be said of the garrisons of many, if not all, of
our sea fortresses abroad, and of our coaling stations. A
considerable force of long-service men should, therefore,
be organised for foreign service-India and other stations
abroad-and such action would clear the way and help
)mmensely in the adoption of some short-service plan for

97

If in the army t.h~ ~rivers of a ba.t~~ao~~e~~ aJ!~:~


were classed as Clvihanshor l~oh~~oema: exactly parallel
from the gunners, we s ou
1
case. and how absurd it would appear
t
,, F East, appears t o consider that the hresen
executi~e officers with the.title of l~e~te~~~:~es! of ~~it
individuals in the Navy. w~th ~nty c aid b~ a ,, filcher of
title any one else cla1mmg 1 wou
f
1
titles' " or if obtaining it, would be the h<?.der o a
"bo' s title." Yet on board ship there are heu~ena~ts
R M~ and R.M.L. I ., and the last of the n~vi~a.tmg
li~ut~n~nts has o.nly recently disapRpeEred& w:b~e ~dJ~d
army we have heutenants R.A., ., c.,
.
f
le tters being, in faot, necessary t o show the profess10n o
their holders.
1
I daresay '' Far East" will remember .the c am?ur
there was when the old "masters " were g1ven t~e t1tle
of navigating lieutenant, and yet on that occas10n no
serious harm happened to the Navy. H e can also pro
THE R.E. OFFICERS' LIST.
bably remember when it became necessary to x;nake mates
TO THE EDITOR OF ENGINEERING.
SIR, - I do not think Colonel Bucknill is qu~te correct of merchant vessels lie utenants R.N.R; agam n~ harm
in saying (as he does on page 61 of your last Issue) that happened to the Navy : also when it be~me expedtent to
the R.E. J ournal can be bou~ht by others th~n the make some of these merchant mates h eutenants R.N.
officers of the corps of R oyal Engineers, as that JOurnal a nd still no harm to t he Navy. The case a.{>pears to~~
when it is considered convanient or e~pedient t? ~1ye
is published for private circulati~n .
'fhat it can be procured. is quite another matter; but this title to any class of officers not p~v10usly holdmg 1t,
"Vigilant'' will not get 1t from ~Iackay and Co., of the title is given, and the naval engmee.r s hol? that the
time has come for the change to be made m ~heu case.
Cha.tham, in the ordinary way.
I cannot see how "Far East n makes the little verse he
Yours faithfull y,
quotes from "Efficiency's '~ letter apply to the na.v~l
January 15, lDOO.
F. D. B.
en~neers as at present tramed; the mere fact o~ theu
bemg called Lieutenants, &c., Roy~l N~val En.gm eers,
would not make them any less effiCient m the discharge
VETERAN LOCOMOTIVES.
of their duties than at present; and I have n ever h~rd
T o THE EDITOR OF ENGINEERING.
SIB, -In your issue of the 12th i.nst., I have read with of one of these officers shirking a job of work or wantmg
great interest Mr. Bennett/s article on the old Sharp some one to come along and do it. I h ave always found
engines of the Main-Neckar Railway. As I have been exn.ctly the opposite, and expect I always shall.
Y our correspondent says "the conditions of service (in
well acquainted with these engines for about 40 year.s, you
may allow me for the sake of historical truth to correct the Royal Navy) were known to officers ~h~n they j oin~d
it." Possibly they were ; but these cond1t1ons may have
some of the data given respecting them.
The eight engines, numbered Sharp 5 to 13, were changed so much since they joine~, that the emoluments
originally all alike, being long boiler singles, '!i th the now received may bear a comparatively low v~lue f?r. ~he
rear carrying axle in front of the firebox. At theu recon - du ties performed. T ake the cases of the va.nous ClVIlian
struciion in 1875-6 the drivers of Nos. 9 to 12 were added officers of the Navy. The chaplain has the same men t o
as coupled wheels to Nos. 5 to 8, whilst the smaller preach to as when he joined, the surgeon has th~ same
coupled wheels for Nos. 9 to 12 were made new by the bodies to heal, the naval instructor the same mmds to
Maschinenba.u-Gesellschaft, Carlsruhe. In the photo- train, the paymaster the s~me m en to feed .and ~ay; but
graph reproduced on page 63, the smokebox and cylinders, when we consider the en~meer, we find h1S dut1~ have
leading springs, dri vers, spla.shers and makers' name increased enormously durmg the last few years, hts work
plate, the two domes with safety-val ve casing, and the has been revolutionised, the numbers of the engine-room
tender-framing, show quite the original aspect. T he staff have increased threefold during the last ten years,
working parts are altered in so far as the guide bars while the number of officers has only been increased 20
of the crosshead were originally la.id as nearly as ~os per cent. ; <?Ur future "~eviathans ': and othe~ "gigant~c
sible t ogether, and the connecting-rod was forked. The cruisers," will tend t o still further m crea.se hlB responSI
chimney was, of courae, cylindrical with a cap, and the bilities. We find, in fact, that no comparison can be
buffers were of the horsehair bolster t ype. Two very un- drawn between the duties now, and what they were when
common features-at least in Germany- were the spiral some of the senior engineer officers joined the Navy. To
springs t ransmitting the load to the t railing a.xl~, and the make up for this, the pay of these ?fficers was slightly
positioa of the reversing lever at the left-hand s1de. The increased a few years ago " t o make 1t more nearly equal
tank of the tender has been altered in height, originally that of the other civil officers."
it was as in Fig. 1.
I think some of the animus which " Far East" shows in
Concerning Mr. Bennett's remark that the Main- his letter might well have been spared ; for instance, why
Neckar-Bahn has contrived to avoid absorption by the should the idea of naval engineers going on strike have
State, it must be st ated that it was always and is still a been mentioned ? I suppose the average engineer is as
S tate railway. But its amalgamation with one of the loyal as the average rear-admiral, and will die at his post
neighbouring larger State railway systems has some diffi- as readily if need be.
culties, as it has three owners: Prussia (as succes3or of
Y our correspondent goes on to say thft.t "the engithe "Freie Sta.dt Frankfurt " since 18G6) Hessia, and neers' branch has been levelled up apparently somewhat
Baden.
too rapidly, aud. it s~ems to have turned s~me of their
Yours obediently
heads." Let us mquue as t o the truth of this. My exR. v. HELMHOLTZ, Engineer,
perience of the engineer branch of the service goes back
Krau&s L ocomotive Works, Munich.
to about thirty-five years; at that time inspectors of
Munich, January 15, 1900.
machinery R.N., wore four stripes and ranked with
captains as at present. Senior chief engineers wore three
stripes and ranked with commanders as at present, so
NAVAL ENGINEERS.
that these officers do not appear to have " levelled up"
very rapidly. A change in relative rank for j unior engiTo THE E DITOR OF ENGINEERING.
SrR,-My attention h as been called to a letter from n eers was made in 1877, but that hardly appears a recent
"Far East," under the above heading, in a recent number date.
of ENGINEERING, and as be refers several times to a letter
I should like to impress upon" Far East " that the naval
from me you were good enough to insert in your columns engineers are quite satisfied with their relative 1.cork ;
in August last, I shall be glad if you will give me yet a what they wish t o do is to take their place in t he
little more space in which to make a few comments on Navy as combatant officers, and h ave actool rank instead
his latest contribution.
of being reckoned as civilia.ns.
I suppose we are all agreed that the only thing to be
He begins by saying, " I am by no means confident
that any good can come from continuing the discussion in considered in connection with this q uestion is the effiyour columns on the subject of the proposal to give execu- ciency of the Navy, and I should like t o point out h ow
tive rank and titles to the naval engineers." Then, pray, this efficiency is likely t o be impaired from preventible
why does he continue it ?
causes. In t he course of an address to the naval engiHe goes on to say, "If people fail to see that the adop- neer students last year, Admiral Carr, the head of the
tion of bogus titles unconnected with a man's profession Devonport E ngineer College, was reported t o have called
can only resul t in ridicule, it is very little use preaching attention t o the low marks obtained by a great many of
to them."
the senior students at a recent examination. In his
Really I do not see how the adoption of "bogus titles" opini on this was caused by " carelessn ess or ignorance."
applied to the naval engineers. These officers wieh their Not pleasant reading by any means for those who con
position, as important and necessary contributors to th e sider that in a very few years these young officers
fighting efficiency of our warships, to be recognised and will be in charge of the complicated machinery of our
recognisable by their being given combatant titles. They warships.
are no longer satisfied to be classed as belonging to the
I notice that in July last year fifty assistant engineers
"civil" or "non combatant " branches of the Navy with were added to the Navy. Of these, only ten obtained
the paymasters, surgeons, chaplains, naval instructors, &c. the mark s necessary for the extra course at the Naval
Suppose we consider the case of the engineer officers of College, Greenwich ; so we may assume that the marks
the t orpedo-boat destroyers, of which we have over 100 obtained by the last of the Keybam students were not
built or building. In these vessels the engineer is the very high. I notice, too, that of the assistant engineers
only so called '' civilian " officer; he is responsible for entered from other colleges, n one quali fied for the Greent he fighting efficiency of practically the whole of the wich course, and one-half of them were placed below the
?naterial, and for the training and efficiency in action of last Key ham man.
his staff, comprising three-fifths of the ~ersonnel. H e,
From this it would appear that the spirit and qualificawith the greater part of his staff, are tramed to the use tions of the rising gen eration of engineers for the N avr_
of arms, and in action would stand an equal chance of are not what they should be; and what they might be If
being shot with the people on deck, and a very much the youngsters had better prospects and did not know of
greater chance of being killed in various other ways, there being so much dissatisfaction among their elders.
~nd yet are Qlassed as "eivilians."
Now a i to my bein~ illogical in wanting combatant
the rest of the regular forces, al~ays exceptio~ th~ cavalry,
artillery, and engineers, for wh10h short serVlce 18 utterly
unsuited. Finally :
.
Economy must be carefully considered m , all schemes
for the reorganisation of our land forces. Eng~a.nd ?nu.st
rule the seas, which means a costly fleet, and n ch as we
are in the world's goods, we cann~t .afford to .spend
enormous sums on our soldiers. Th1s IS an add1t10nal
and important factor in the problem, and one that touches
us all in a tender place-our pockets.
It is also an additional reason in favour o~ the ~heap~r
form of soldier-the volun teer-whose effiCiency m drlll
and equipment should therefor.e receive the greatest attention throughout Greater Brttam.
Yours faithfully,
January 14, 1900.
F IELD 01-' l<'ICER IN '84.

E N G I N E E R I N G.
r ank and titles for the "scrat ch collection'' of assistant
engineers I spoke of in a previous letter. M y object in
calling attention to the "scratch collection , was t o p oint
out the improbability of there being any esprit de corps
among its members; but a.s these officers ar e all consider ed
eligible to rank as commission ed officers in the Royal
Navy, and to do what I consider is combatant work, I see
n othing illogical in their having combatant titles.
"Far Eas t , says in his ln.st letter that I failed to show
him that h e misquoted me. If he will read the paragraph
in my letter of Augus t last r eferring t o Japanese officers,
he will find that I there pointed outl a. misquotation.
Your correspondent appears to think there are three
methods of superseding the present engineers. Firs tly,
by "glorified engine-room artificers r anking with warrant
officers " ; secondly, by some of the '' tens of thousands
of compet ent engineers in England and S cotland; " or,
thirdly, by the executive officers of the Navy, who, we
are told, ' 'are n ot so ignorant of engineering as is commonly supposed.,
Let ns look into these suggested m ethods, calling in
side lights from some other expertS:on naval engineering
mattere. Firstly, as to the "glorified engin e-room artificers, , why n ot go a. step further ? Y our correspondent
Efficien cy " told us a few weeks ago of a. sch eme prop osed by a Command er, R.N., in a.n essay which obtam ed
for him the gold m edal of the Royal U nited Service Inst itution (which scheme, by-th e-way, b e seems to have
borrowed from an A dmiral-Superintenden t of Naval Reserves) for substituting g reasers in the m er cantile marine
for engine-room artificers. Well, Sir, why not skip the
intermediate s tep, and instal these ' ' glorified " firemen as
engineers, R oyal Navy?
Secondly, as to the " t ens of thousands of competent
engineers, &c.," who are to be called upon to engin eer the
N avy. U nfortun ately for this J?r oposition, the members
of this body show a marked dtsi n clination to join the
Navy. During five years of this decade I believe that
only sixteen did so, although m ore were urgently required.
Then a.s to the ' 'executive officers" who "are n ot so
ignorant, &c.;" when there are en ough of them for their
own b ranch, some may possibly be spared to learn a.
little more engineering and tak e charge below. I .suppose that even "Far East " would relent so far as to
allow one of these officers to be called a lieuten ant for
en~ineering duties, or Lieut. "E. ," or would h e con sider
th1s a "bogus title," unconnected with the m an 's profession ?
I n otice that your correspondent prophecies that the
naval engineers "will get the apple they are crying for."
It may be so, but that will be a matter for Parliament to
d ecide. L et m e remind him of what one of his colleagues
said r ecently of this question, viz. : "The Admiralty
officials and the senior officers of the Navy have always
been chary in their approval of necessary reforms. They
opposed s team. They opposed m asts and yards being
taken out of steam vessels. They opposed iron clads.
They opposed the breechloading and the quick-firing gun.
They opposed t he increase of the Fleet, and thought ' six
more cruisers sufficient, though not necessary, ' a. few
weeks befor e public opinion compelled them to bring in an
exten sive shipbuilding programme, i~clud.ing seventy
ships." He advocated a. d epartmental m q,utry as to the
n ecessity for reform, lest a P arliamentary mquiry should
be asked for.
Trusting that the efforts now being made t o obtain
proper r ecognition for the 25,000 officers and men of the
steam branch of the ~a.vy may be successful; and that
these " n aval U i tla.nders,, " memhers of an alien profession, " " in the Navy, but not of it," may shortly have
reason to be as p roud of th eir position as of their profession.
I a.m, yours t ruly,
H orEFUL.

PURIFYING WATER.
T o THE E DITOR OF ENGINEERING.
SIR,-May I be allow~d ~o suggest the followin.g as an
efficacious means of purtfymg the waters of the r1 vera of
Great Britain ?
L et it be en acted that during the year 1901, and every
followin g year, the inhabitants of every t own situated. on,
or within one mile of, any named river sh all be reqmred
t o present to the Mayor, or other authority, one freshly
caught salmon or trout captu.r ed within two ~iles of s.uch
town boundary, and not ha vmg been placed m such n ver
within two months prior t o the date of its <'apture. In
d efault of such presentation being made every mhabitant
of such d efaulting t own shall ~e fined ld. in t~e. pound
on his r at es, s uch tax to be lev1ed by the authonttes, and
to be devoted to the purifying_of the river.
Yours faithfully.
,J, FRRRABEE.
Stafford, J an ua.ry 15, 1900.

through the m edium of you r journal that an arrangement


of an exactly similar d escription was patented in this
country aboub 1870, by a. Mr. U re, en gineer, Glasgow,
who, in 1871, placed an order for an experimenta l engin e
with Messrs. A . Barcla.y and Son, engineers, Kilmarnock,
in whose drawin g office I was a.t the time employed, and
made the working drawings of the en gine. So far as I
remember, the proposal was n ot regarded with much
favour, because of the risk of throwing the en gine off the
rails, and owing to the d eath of the paten tee before it
was completed, the apparatus was not fitted.
The
engine- which was built after the design of a Caledonian
express engine of that p eriod-was bought by the Caled onianRailway Company and employed in running express train s t o Aberdeen.
I am, &c.,
GEORGE K. GRIEVE.
E dinburgh, January 11, 1900.

MOTOR VEHICLES.
To TDE EDITOR OF E NGINEERING.
Sm,-Mr. Wilck e, in his interesting letter this week
on the tare weight of m otor vehicles., alludes to the practice of depending on the load for adnesion, the weigh t of
the engine and boiler being exclusively on the front or
steering wh~ls. Apparently in&.bility to ascend a hill
when unloaded is regard ed as a ver y n atural characteristic
of a motor car ; but surely the mere existen ce of such an
anomaly shows that there is something fundamentally
wrong in the general arrangement at present accepted as
the s tandard. To take away the sha fts of a cart, put an
en gin e and b oiler over the fore wheels, and pile on ballast
to make the hind wheels adhere, does nob seem quite the
m ost common -sense way of going t0 work. Surely there
should be en ough of the weight of engine and boiler on
the drivin g wheels to insure their adhesion even a.t n o
load. Perhaps, however, we shall begin to realise some
day that a. motor car partakes m ore of the nature of a.
locomotive than of a. h orse-drawn vehicle, and that the
new con ditions n ecessitate n ew features in the general
d esign.
I am, &c.,
A. J . A.
January 16.

LAUNCHES AND TRIAL TRIP .


ON the lOth inst. the steel screw st eamer N orthlands,
bui lt by M essrs. William G ray and Co., Limited, to the
order of M essrs. J on es and Hallett, of Cardiff, was taken
to sea for her trial trip. Her length is 329 ft., b readth
46ft., and depth 23ft. 6 in. T he Central Marine Engine
Works of M essrs. WilliA.m Gray and Co. h ave s ut>plied
the engin es, which are of the triple t ype, having cy hnders
23 in., 36~ in., and 62 in. in diameter, ~th a 39 _in.
piston s troke . There are t wo large steel boilers working
at a. pressure of 160 lb. p er square inch. T he trial was a
satisfactory one.
The steel screw steamer Macedonia, built by M essrs.
Craig, Ta.ylor, and C<?. , Stockton . left ~he T ees for her
trial trip on the 13th m st. The d1menstons of t he vessel
are 274 ft. by 35 ft. by 23 ft. 8 in. m oulded. The engin~s
have been con structed by M essrs. Thomas Richardson
and Son, Li mited, H artlepool, the cylinders being 22 in. ,
35 in. and 59 in. in diameter by 39 in. stroke. There are
two l~rge steel boilers, working ab 160 lb. pressure. During
the whole of the trip the machinery worked with smoothn ess and a. speed of 12~ knots was easily ma intained.
Thi~ is the six th vessel that M essrs. Craig, T aylor, and
Co. have built for M essrs. A. C. de Freitas and Co.
M essrs. Ropner and Son, Stock tonon -T ees, launched,
on the 16th inst., a s teel screw steamer named Aqua., of
the following dimen sions, vi z.: L ength between perpendiculars 325 ft. ; breadth extreme, 48 fb. ; d epth moulded,
24 h. 3 in. The steamer has been built t o the order of
Sir Christ opher Furness, West Hartlepool, for accoun t
of Messrs. N ewman and Dale, L ondon . The vessel wi11
carry about 6200 tons deadweigbt on Lloyd's freeboard.
She will be fi tted with a set of triple-expan sion en~ines
by M essrs. B lair and Co., Limited, of about 1100 m dicated horse-pow~r, steam bein~ suppl_ied by two s~eel
boilers 15 ft. 3 m . by 10 ft. 3 m., the1r pressure bemg
160 lb. per square inch.
'l'he T y ne Iron Ship Building Company, Limi ~ed, of
Willing ton Quay-on -T yne, launched on the 16th m s t. a.
steel screw steamer n am ed Zinnia, built to the order of
the S tag Line, Limited, of North Shields, and of the
following dimensions, viz. : L ength, 345 ft .; b readth,
46 ft. d epth 28 ft. The engines, which are to be su pplied 'by the' North-Eastern .Marine E~gineering C~m
pany, Limited, are o~ the tnple.-exl?ans~on type, haVJ.n g
cylinders 23 in., 38~ m .. and 64 m . m d1ameter by 42 m.
stroke, and working at a. pressure of 180 lb.

The 30-knot torpedo-boat destroyer Usugumo, the s ixth


vessel of this type built for the J apancse Government by
VARYING \VEIGHT ON LOCOMOTIVE
Messrs. John I. Thornycroft and Co., of Chiswick,. was
DRIVING \VHEELS.
successfull y launched from their yard . on the 1?th mat.
To THE E DITOR OF ENGINERRING.
SIR -A communication from Mr. George F. Bird The vessel was launched complete, wtth machmery on
appe~.red in the D~cember issue of FieliJ..en's Mcwa:::ine, board and steam up, and ready to begin the official speed
in wh1ch reference 1s made to a locomottve of
novel trials.
d esign, " built in 1880 by Bald wins, of Philadelph~a. ;
T he P eter Hamre a. steel cargo screw steamer, was
wherein "an ingenio~s .a.rrangemen~ .of levers a.ctua.tmg launched
the Lax~vaags E ngineering and Shipbuildin g
the springs of the dn vmg and trailm.g wheels, all<;>\~ed Company,by
Bergen, Norway. The vessel is of the followthe engine driver at will to alter the we1ght on the dr1~mg
dimensions: L en gtJl over all, 245 ft.; brea.~th, 32 ft.;
wheels from 15~ to .about 20 tc;>ns, so as to vary the wetgh~ ding
epth, 16 ft . 1 in. This steamer has been bmlt to ~he
available for adnes10n, accordmg to th~ load to~ drawn. order
of l\1r. H. Hamre, Berge~, and to. Norw~an
Also that in 1881 that engine was " 1mported mto E ngland , but I infer without t he said n ovel arrangement. Veri tas highes t class. Tripl~ engm es ar.e be~ng: supplied
by the La.xevaags Engineenng and Sh1pbutldm s- Com.
P erhaps you will ~indly allow it t o be pub on reco~d
I

[JAN. I 9, I900.
pany. The cylinders aro 16 in., 25! in., and 42 in. in
diameter, a nd 30 in. stroke. The bo1lers are 14ft. 1 in.
in diameter and 10 ft. 6 in. long for a working pressure
of 175 lb.
M essrs. A . J\1cMillan and Son, L imited, Dumbarton,
recen tly launched the steamer Vladimir, which they bA.ve
built to the order of the Volga Steamship Company, of
St. Petersburg. The V ladimir is a duplicate of the
Rourik, which 1\Iessrs. McMillan launched previously for
the same owners. H er dimensions are 178 ft. by 26ft. by
14 ft . The machinery of both vessels is being supplied
by M essrs. M cKie and Baxter, Glasgow, and will have
cylinders 15 in., 20 in., and 40 in. in diameter, by ?:1 in.
strok e, supplied with steam from a s teel boiler 13 ft. 6 in.
in diameter by 10 ftl. long, and designed for 160 lb.
working pre.C!Bure.
TaE LATE Mn. CHARLES Gn.DERT.-lt is with greab
regret thatl we announce the d eath, on the 8th inst., of
Mr. Charles Gilbert, who for nearly 28 years was the publisher of this journal. He joined the staff of the paper
when it was b rought out in the commencement of 1866,
and r emained on it until failing health obliged hiru to
retire in the autumn of 1893. During that period nearly
ever y on e who en tered these offices came in con tact with
Mr. Gilbert, and many will retain a kindly recollection of
his unfailing cour tesy and genial manner.
GERMAN METALLURGICAL I NDUSTRY.- T he production
of pig in Germany for the fi rst eleven months of last year
was 7,384,231 tons, as compared with 6, 740,399 tons in
the corresponding period of 1898, showing an increase of
643,852 tons. The total of 7,384, 234 tons was made up as
follows: R efining pig and spiegel pi~, 9,633,170 tons;
Bessemer pig, 495,844 tons; Thomas ptg, 4,060,956 tons;
and cast ing pig, 1,344,264 ton s. S tocks of pig in Germ any
were reduced in November, having fallen to 39,654 tons
a.t the close of the month, as compared with 39,849 tons at
the close of October. T he corresponding stocks held at
the close of N ovem her, 1898, were 64, 963 tons, so that the
g rea:t increase in production is shown t o have been f~lly
j ust1fied by the growth of the demand. T he vaneus
metallurgical districts of Germany contributed as follows
to the 7,38i ,234 tons representing the g_ross production of
pig in the first eleven months of 1899: Rhemsh and ' Vestp_ha.lian provinces, 2, 960,692 tons; Siegen, Lahn, H esse, nnd
Nassau, 620,497 tons ; Silesia and Pomerania., 766,301 tons;
Saxony, 22,679 tons ; Hanover and Brunswick, 319,222 tons;
Bavana, Wurtemburg, and Thuringia, 436,703 t ons; and
Sarre, L orrai ne, and L uxembourg, 2,573,937 tons. The
production of finished iron and steel in Germany in the
first eleven mon ths of last year was 4,352,830 t ons. This
total was made up as follows : Rails and accessories,
807,170 tons ; railway sleepers and accessories, 168,533
tons; axles, wheels, tyres, &c., 145,536 tons; merchants'
iron, girders, &c., 1,858,370 tons; plates, 658,986 t?ns;
wire, 442,661 t~ns; tubes, 29,247 tons ; and forged 1ron,
pieces of machmery, &c., 226,284 tons. There were 170
steel works in operation in Germany and the L uxembourg last year, and the prod uction for the first eleven
months of the year was 441,600 tons of ingots and 986,574
tons of steel of other descriptions.
SHIPBUILDING IN F oREIGN CouNTRIRS.-According to
Lloyd's Return, we in Great Britain built two to!ls of
shipping for every on e ton bui lt by all the countnes _of
the world combin ed. Thus, last year there were bu1lb
in this country 726 sea-goiJ?g steamers, ~otalling 1, ~16, 791
tons while m the colom es and fore1~ countrtes 543
vesse'ls, of 704,947 tons were b uilt, makmg the addition
to the world's tonnage 2,121, 738 tons, or more than double
the wastage due t o decay and disaster. It is remarka~le
tha t while we built no sailing ships, foreign countnes
constructed 174,002 tons of such craft. Among foreign
countries, the thr ee leading p laces are h eld by the United
States of America (225,000 tons), Germany (211,000 tons),
and F ran ce (90,000 tons). Of the mercantile tonnage
reported from the United S tates, a considerable proportion does not affect the general commer ce of the world,
being intended for service on the.Great L akes . .As showing the size of vessels employed m tha t ~rade, ~t may. be
mentioned thab 11 steamers have been butlt for 1t durmg
1899 of upwards of 4000 tons ea~h, besides two sailing
barges of 6000 tons each. Germ&.ny has launc~ed the
Pa.tricia., of 13,293 tons, and the G rosser Kurfurst, of
12 600 tons besides six other steamers of 10,000 tons and
ov~r. In F'rance, the con struction of large sailing Tess~ls,
almost abandoned elsewhere, has continued to fiounsh
under the influence of the bounties gran ted by the State.
Twenty-four such vessels, of 2000 tons an~ upwards, have
been launched during the year under re~tew . .rr:he largest
of these, and likewise the largeab sea-gomg ~iling vessels
built in t he world during_the year, are the Ville de :Mulhouse and the Ville du Havre, of 3214 tons each .. Bot.h
have been b uilt at H avre. No great expans10n JS
n oticeable in the construction of s team ers i~ France.
In Italy, tht\ mercantile output of the year ha:s tncreased
to 49 500 tons. The returns of vessels now m progress
amo~nt to about 107,000 t ons, as comp ared with only
34,000 tons a t the end of 1897, and with 90,000 ton.s. ab
the end of 1898. Allowing for wastage, the aailm g
tonn age of the world has been reduced by a:bout 206,000
tons d uring 1899 ; the steam tonnage ha.s m creased by
about 1,601,000 tons. The n et increMe of the ~or~d:s
mercantile tonnage is, therefor~ 1, 39~,000 tons. Brttam s
net in crease of 313,000 tons 1s eqmva.lent to 22.5 per
cent. of the total. In the net increase ~f the .world's
steam tonnage, viz., 1,601,000 tons, the Umted Kmgdom
has shared to the extent of 498,000 tons, or 31 per cent.
Of the n ew tonna.~e launched during 1899, the U nite<:\
Kingdom has acqutred 54 per cent.

99

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

JAN. I 9, I 900.]

ELECTRICAL INSTALLATIONS ON AMERICAN BATTLESHIPS.

(For Desc1-iption, see Page 102.)


Q

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Fig . 7.

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~9t.. C. .

r - j - - - -...
lt'

., .

FREIGHT LOCOMOTIVE FOR THE UNION


PACIFIC RAILWAY.
THE very powerful locomotive we illustrat e on our
two-page plate, is one of for ty constructed at the
Brooks Locomotive Works, Dunkirk, N. Y ., for the
Union Pacific Railway, of which Mr. J . H . M cConnell
is the Superintendent of Motive Power. The total
weight of the engine is 170,000 lb., a nd it is driven
by two cylinders, each 20 in. in diameter by 28 in.
stroke. T o supply the steam, the boiler has 2574
square feet of heating surfa ce. It is of the crown bar
type, the diameter of the barrel being 68 in., and
that of the back head 76i in. The firebox is 114 in.
long by 41 in. wide, giving 31.3 square feet of grate
area, and 231 square feet of heating surface in the
box and arch flues. The driving wheels are 57 in. in
diameter, of cast steel, the driving journals being 9 in.
by 12 in. A ll t he driving wheels have flanged tyres.
There is a 44-in. spring across the eng ine from the
forward drivers, wit h a strong brace between the
frames to support the fulcrum. The main and rear
dri vers are equalised by means of 48-in. springs
placed below the frames, attached to curved levers
passing over the driving boxes b y m eans of links 17 in.
long, and the frame connections are made through
short elliptic springs. Detailed dimensions a re g iv en
in the subjoined Table.
GENERAL D IMENSIONS.
Description :
.. . 4 ft. 8~ in.
Gauge .. .
.. .
...

. . . Bituminous coal
...
Kind of fuel to be used
. .. 134,000 lb.
...
Weight on drivers
...
...
36,000 ,
...
,
trucks
...
... . .. 170,000 ,
W eight, total ...
. ..
... 110,000 ,
,,
~nder, loaded

General Dimen sions :


Wheelbase, total, of engine . . .
. .. 24 ft. 9 in.
,
driving ...
.. .
. .. 14 , 6 ,
total, engine and t ender 52 , 4~ ,
,,
Length over all, engine
...
. .. 38 , 6H,
,,
total, engine and
tender .. .
.. .
...
.. .
. .. 62 " ~ ,
9 , 2 ,,
Height, centre of boiler above rails
. .. 15 , 7! ,,
H eight of s tack above rails .. .

------

H eating surface, firebox and arch


... 231 sq. ft.
flues . . .
. ..
. ..

. .. 2343 ,
...
H eating surface, tubes
. .. 2574 ,
,
total ...

... . . . ... 31.3 ,


Grate area
...
Wheels and J ou rnals :
.. .
6
Drivers, number
.. .
.. .
. ..
57 in.
,
diameter
...
. ..
. ..
Cast steel
,
ruateri al of centres .. .
...
30in.
Truck wheel, diameter
.. .
... 9 in. by 12 in.
Journals, driving axle.. .
. ..
... 5! in. by 10 in.
,
truck .. .
. ..
.. .
... 6i in. by 6 in.
Main crankpin, size . . .
. ..
Cylilnde?'S:

Cylinders
...
.. .
. ..
... 20 in. by 28 in.
28 in.
PISton, s troke . . .
. ..
.. .
.. .
4 ,
Piston-rod, diameter . . .
.. .
.. .
9 ft. 9 in.
Main rod, length, centre to centre ...
18i in.
Steam port, length ...
...
.. .
1~ ,
Steam ports, width . ..
. ..
.. .
18. ,
Exhaust ports, length.. .
...
. ..

,
,
width . . .
. ..
. ..
1 ,
Bridge, width . . .
.. .
. ..
. ..
Valves :
Allen.. .
... ...
Kind of .. .

Richardson
6 in .
...
Grea.te.qt travel .. .


...
Outside lap
.. .


1 "
one
... ... ...
Inside lap
.. .
... to in. negative
...
...
Lea.d in full gear
B oiler:
.. . ... ... Crown bar
Type of ...

wagon top
200 lb.
Working steam pressure
...

...
i in.
Thickness of material in barrel
,
tube sheet
...

! ,
68 ,
.. .
Diameter of barrel
. ..
. ..
...
Dome, diameter
...
. ..
30 "
Firebox :
. . . Over frames
.. .
Type
...
. ..

...
114 in.
...
Length ...
. ..
Width . . .
. ..
. ..
41 "


...
79 ,
...
Depth, front .. .

...
79 ,
.. .
,
back .. .

. .. Tu be, g in. ; sides,
. ..
Thickness of sheets
i in.; top,
i in.;
.
b l.C1c, '3~ m.

Brick arch
...
Mud ring, width
W ater space at top

.. .

Grates, kind of ...

...

...

Tubes, number of
. ..
.. .
...
.. .
Tubes, material
, , outside diameter
...
, , length over tube sheets
Smokebox :
Diameter, outside
...
...
...
L ength from flue sheet

... On water tubes


...
4 in.
... Back, 5in.; sides,
6~ in.; front,
4 in.
. ..
Cast-iron
rocking
342

. . . Charcoal iron
...
2 in.
.. . 13 ft. 2Hin.

...

.. .

71 in .
53

"

Other P arts :
Exhaust nozzle, single or double ...
Double
,
,
diameter .. .
. ..
3h in.
,
,
distance of tip below
centre of boiler
.. .
. ..
...
27~ ,
Netting, wire or plate
.. .
. . . Wire, in top of
stack
Netting, size of mesh or perforation 3 in. by 4 in.
Diamond
Stack, ~tra.ight or taper
.. .
.. .
,
diameter
.. .
.. .
.. .
16! in.
42 in
...
, , hei ght above smekebox
Tender:
... ... .. . .. . Eight-wheel,
Type
...
wood frame
Tank, capacity for water
...
... 5000 gals.
,,
,,
coal
... .. . 12 tons
...
.. .
Oak
Type of underframe
.. .

, , sprmgs
.. .
...
.. . Double elliptic
33 in.
Diameter of wheels . . .
...
. ..
,
and length of journals ... 5 in. by 9 in .
5 ft. 3 in.
Distance between centres of journals
Diameter of wheel fit on axle
...
6i in .
5j ,,
,
centre of axle .. .
. ..
23 ftl
Length of tender over bumper beams
Length of tank
.. .
.. .
.. .
20 "
9 ft. 10 in.
Width of tank .. .
.. .
...
...
H eight of tank, not including collar
56 in.
THE HAMBURG LINE.- The Hamburg American Line
will shortly organise a service between Hamburg, and
Bombay, and Calcutta. The same comp_!l.ny will also
organise in A pril a line between Italy and New York.

lOO

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

[JAN. I 9, I 900.

YEAR BOOKS AND ANNUALS.


The Post O.f!ice London D irector.v for 1900.

London :
Kelly's Directories. Limited, 182, 183, and 184 High
Holborn. W . C. [Price 32s.]
'
Tnr year'~ direct ory b egins a new century, for it is
the 101st. tssue, and we are surprised t hat the fact
ha3 n ot been b rought forward as an unanswerable
arg~ment in the controversy as to whether or not 1900
begms. a new century ; becaus e if there is one authority
o~ wh1ch Londoners pin implicit faith, H is on Kelly's
Dtrectory , and the century question ought t o be
ruled by its precedent. This faith is only the reward
of the scrupulous accuracy which cha racterises the
publication. We have not read through the 3317 pages
of the new volume; but experience of ma.ny years is
sufficient to jus tify the remark we have made. The old
and handy arrangement continues, and th e corr ections
made include events up to December 5. A word of
special commendation should be said about the binding , which is of special importa nce in a book of s uch
immense siz~ used so frequently .
An Annual Biographical Dictionary. London: Ade.ru e.nd Charles Black, Sohosq ue.re. [Price 23. 6d. net.]
C~t~iosity ~s t o the p ersonality and the history of indt vtduals 1s not a g rowth of modern times, but an
innate peculiarit y of mankind, but it has become
mor e evident by the extent t o which it is catered for
in the public Press, by a svstem which is sometimes
obnoxious. But a most useful and instructive part is
played by t he invalua ble work before us. T o understand intelligently the significance of opinions and of
work done, it is necessary to know something of the
experience of the writer , speaker, or worker, and in
r eading our daily paper or weekly review it is well
t o have at hand (c Who's Who. " The war must
increase interest in noted actors on t he field , and here
w e have, in concise form, a note of the services of
There are slip9, t hese are
many of the officers.
unavoidable : it is, for ins tance, news to learn that
Kruger should be pronounced Kru'yer. The name of
the cruiser Africa has long since been changed to the
Good Hope, And t he det ails of t he progress of warships
ou pages 44 to 50 require revision : Admiral H olland
was appointed to Chatham Dockyard this year, not in
1895, and Admiral Aldrich t o P ortsmouth this year,
and not in 1896. These mistakes we haYe noticed only
in r andom glances at t he book.
Who's

Who: 1900.

---

Hazell's Anrvual for 1900.

A Cyclopredic Record of
~!en and Topics of the Day. Edited by W. P ALMER,
B. A. (Lond. ). L ondon : HazGll, W atson, and Viney,
Limited, 1, Creed-lane, Ludga.te-hill.
This is the fifteenth year of publication, and
'' Hazell's Annual " is fast becoming one of the indispensable books of the yea r. I t is as difficult to indica te
all that it contains as t o suggest what it does not include, for here we have short comprehensive articles on
countries, men, events, scientific attainments, with information on every subject that makes up the contents of our daily paper with its multifarious int erests.
Of course the incid ents of t he past year
get prominent notice, and t he great event of the
moment has suggested Eeveral contribut ions. It
is uot p erhaps widely known that while the
Director of Transports is a.n Admiral ty officer, th e
r esponsibilities for the expenditure l est with the
W a r OfficP.. I t would be interest ing to consider
the influence of such dual cont rol. I n dealing with
ocean speed records no menti on is made of 1899
p erformances. E NGINEERI NG is quoted as predicting
in 1897 great possibilities for the Kaiser Wilhelm der
Grosse ; it would have been interesti ng t o add t he
realisation of th ese in th e summer of 1899. Under
"Navy " we haYe an interesting article, so t hat one
or two slips are the more r egrettable; t he Bedford
class, for instance, are to be 23-knot cruisers, not
2l knots ; and the destroyer Lee is by Doxford, not
Earle.

---

T he Engtishwo'Tium's Y ea,r-Book and D i rectory, 1900.

Edited by EMILY JA NES. London : Adam and Charles


Black. [Price 2s. 6d.]
The larger sphere of woman's labour has necessitated
a rearrangement of this old annual, w hich deals wit h
the part taken by women at the Universities and other
educational institutions, with t he requirements for
public positions either of pro fi t or pleasure, wi t h sick
nursing, physical training, t rades and professions,
tra des unions, medical v, ork. There is also given a list
of works written by women in 1899, of art successes, of
musical t riumphs, and notes of the g reat philanthropic
work for which women are so suited. W e had almost
forgotten t o indicat e that there is. a. section dealing
wit h household work. The book 1s sure t o meet a
need, since women now t ake such a prominent part in
public life.

---

The R mml Navy List D iar y cvncl N a1.1al H andbook for

1900. ~ L ondon: Witberby and Co., 326, High H olbom. [Price 3s. net.]
This is a hand y-sized diary, with good paper, and

with i t there is much interesting data as to the Navy.


Mr. L. G. Carr Laugbton has an interesting article on
the naval progress of t he year, reviewing the work done
up t o November last in the laying down, la unching,
and trying of warships ; but we have already dealt with
such matters up to the end of t he year, so t hat we need
not enter into any of the points raised. The dia ry
should be welcome to everyone interested in the N avy,
and for naval officers t here is not hing better, in view
of the data regarding navigation a nd astronomy, while
the pa,ges are specially prepared for r ecording drills,
gun practice, a nd other incidents which make up the
work of the ship.

the eyes of those capable of availing themsel ves of


t hem.

0. 11. Bailey's Table of Di.stancr>.~ j,01n Port to P ort.


- This pocket-book , issued by the owner of wellknown T yne engine works at N ewport and Bar ry, on
tho Bristol Channel, gives the d i~tances bet ween
almost every port t o every por t in the world. There
are nearly 20,000 separat e r ecords, a ll most conveniently arranged for qu ick reference. the idea beina
to assist engineers to compete for bunker coal, or fo~
fixing the ap~roxi mate duration of a voyage, and for
chartering. The p1ice is 7e.

- --

The "Mechawic!Ll W orld " P ocket Diary (J.IIU], Y ear-Book


for HlOO. Mancbe.~ter: Emmott and Co., Limited,
BLAIKIK. Edinburgh and L ondon: The Scottish ProM eohanical World Offices, New Bridge-street. [Price
video t Institution.

Monthly Stair Maps for the Y ear 1900. By WALTER B.

Mr. Blaikie states in his introduction that this series


of maps "has been compiled to give th e casual ob
server who knows nothing about astronomy a cert,aiu
intelligent, although entirely popular, view of the
movements of the heavenly bodies visible every unclouded evening in Great Britain a nd Ireland. " In
this object Mr. Blaikie has succeeded well. Two maps
are given for each mont h, t hese showing t he nor t hern
and southern aspects of the sky at 10 P. M. on t he
first day of the month, while a general key map aids
in explaining the connection between his 24 monthly
maps. In the lattE-r the stars are printed in metallic
ink on a dark blue ground, on which they show
up very clearly. Only the btighter stars are indicated, so t hat th e maps are not crowded with detail,
while the fact that th e moon and chief planets are
shown in their proper positions for the dates corresponding to t he maps will much assist in the use of
the latte r. Be3ides the sta.r maps t he volume contains
tables giving t he times of rising, Eouthing, and setting
of the sun and moon, and a variety of interesting
information r elating t o astronomical matters.

6d. net. ]
W e have fr equently commended t his annual during
t he thirteen years it has Leen in exist ence, as most
useful to workmen and students, E'S it gives much
interesting data concerning the propE>rt ies of materials,
gases, &c. , wit h notes on t he streng ths of working
parts of mach ines, &c.

----

D01WJ,d son's Engineen' Annual, A lraanac, amd Tide Ta ble


for 1900. By PHILIP R . 0WRNS, M.I. Mech. E.

Liverpool : 25, Lower Buildings.


This is an annual for marin e engineers, and in it we
have tables of distances, tidal records, ready-r eckoning
tables, weig hts and measures, a log-book of dat es wit hout any order however , and short notes on subjects of
interest to the " mar iner. " The price is 1s.
T he Gloucester D ia1 y a-nd D i1ectors' Ca-lendar for 1900.

Published for the Gloucester Railway Carnage &nd


Wagon Company, Limited.
This diary is really e. diary and catalogue corn bined, and
for those interested in railway plant the diary is none
the worse for that. There is a.n ingenious table worth
noting, in which a. dire ctor , a member of council or
any
instit
ution
may
find
at
a
glance
the
dates
of
each
Lockwood' s Bwilders', A rclvitccts', Contractors', and Enginee?s' P rice-Book for 1900. London: Crosby Lock- first 1VIonday, fourth Tuesday, last Friday, a nd so on,
of each month, upon w hich his meetings may be held.
wood and Son. [Price 4s.]
The useful price-oook for builders and architect s,
issued by Messrs. Crosby Lockwood and Son, has Railway Diary and Official Directory for 1fJOO. Published
by
McCorquodale
and Co., Limited, Cardingbeen thoroughly brought up to date. The steady rise
ton-street, Euston-squa.re, London, N. W. [Price l s.]
in pticcs of material during the past twelve months The officials of all the leading railways are given, with
has ent e.iled much revision on the part of the editor, tables for recording th e traffic r eceipts for en,ch suc!vir. F. T. W. Millor. Certain additions have also cessive week, notes of t he dividends for ten years,
been made to the materials listed ; amongst these we investment tables, and other data useful for share
note the American slates, which, from their compara- holders, officials, and others interested in railways,
tive cheapness and the earlier date for delivery besides the nsual diary. The fir m also issue a wall
usually accepted by the importers, have been steadily calendar with similar data.
growing in favour for some years past. In addition
to the sections dealing with old-established trades, .Alnrtanach du Drapeau, Livret du P atrivte, du !tfarin
this price-book contains a section on electric lighting,
et du Soldut, 1900. P aris : H achette et Cie., Boule\Vhich has been compiled by Mr. A. P. Haslam,
vard St. Germain 79.
A. I. E . E. Copious extracts from the principal build- In this almanac there is a greater variety of diaing Acts and regulations are also included in t he grammatic records t han we have Eeen in the same
space, dealing with flag&, the Arm y and Navy, the
volume.
appliances used, the mode of life and exercise, &c.
The Stock E xchcvnge Year-Book for 1900. By T HOMAS It is calculated that the people of Europe of succeedSKINNER. L ondon : 1, R oyal E xche.nge Buildings, ing generations numbered in 500 years 3000 millions,
E. C. [Price 28s.]
a.nd of these 140 millions of soldiers have di ed in
The number of joint-stock companies is now so war. In France the people num ber ed 331 millions,
numerous-there are over 12,000, with a capital of and war claimed 16 millions. In those 500 years there
700 million sterling- that th eir financial 1 ecord as have been 230 yars with French wars on foreign
given in this yearbook must be invaluable, not only to soil; 52 years of war in F ran ce against foreigners;
investors and speculators, but even in a more direct 39 year s of r eligious war; and 32 years of civil
sense to all commercial houses doing business with war- a total of 353 years out of the 500. Again,
buch concerns ; for here at a glance one can find the in F rance 44. 74 per cent. of the population are
record and t he state of solvency of such clients with- agricul turalists, 31.5 industrial worker&, 1 2.~5 per
out entering upon any private investigations, wh ich cent. belong to commerce (merchants), &c., ancl
are not always pleasant.. The arrangement is admir- 10.91 per cent. belong to the liberal professione.
able for quick reference, with a good index, and experi- These, and a thousand-and-one other data, are most
ence, for t his is t he twenty-sixth annual issue, gives vividly r ecorded diagrammatically, and we Jay the
confid ence in its accuracy. Mr. Skinner, as is usual, book down wishing for a British book on similar lins.
gives a. short summary of t he financial history of the
past year. At the beginning of 1899 we had the satisGalenda1s and Dia1-ies. -We have received a large
factory combination of a satisfactory low bank rate number of calendars and dairies. We g hTe first notice
with a large industrial turnover; but the Transvaal to "The Easel Calendar, " by Henry im oo, Limited,
War and special gold requirements for India, Egypt, milling engineers, Mount-street, Manchest er, not only
and South America t old heavily upon a monetary for the boldness of the date, but for the motto on each
situation al ready becoming strained hy t he unpre- day. This was a special succe~s of the late Mr. Simon,
cedented industrial activity preyailiog through out and each quota tion is a great sermon on moral philo
Europe and America. 'l"he increased value of money sophy, which need not be forgot ton even in t he offi ce.
has acted severely upon the highes t class of invest' he Electric P ower Storage Company, Limi ted,
ments, almost all of which are greatly lower t han they have issued a useful form of blotting-pad and diary
have been for years past. The British 2f per Cents. , combined, the d iary being accompanied by a pr ice lb t
which reached 11 3~ in 1897 and 1896, and 127~ in gi ving particulars of the various ty pes of storage
1898, have declined to 99, and such of the more than batteries now made by the company.
3000 securities quoted in the Official List as rank
From Messrs F . R eddaway and Co. , L imited, 50 and
a3 most favoured investments haYe correspondingly 5 1, Lime-street, London, we have a nfat leather sufft'red. This depreciation is in favour of new in- edged blotting-pad, with a diary extending across the
vestors. It is now easy to get 3 per cent., and top of the pad, with a page for each week, so perforated
fr nm that to 4 per cent. can be safely got by those that it can be t orn of, and with a flap cover.
Messr s. Eason a nd Son, Limited, 80 Alid. Abbey"'ho have business instinct enough t hrough themselves
or t heir bankers and brokers to discriminate. But street, Dublin, send t heir eminently useful " EvE>rywhile the increased value of money has broug ht down H our Diary," where, with a full week on the doubleto more reasonable levels a long list of very choice page, arrangement is made for noting th e engagement
securities, the prosperity of trade all over the wolld of each hour or half-hour so that it can be seen at a.
has greatly benefited the more contingent securities, glance. This is a table diary with blotting-pad, but
and rarely have so many opportunities paFsed before a correspondingly hanoy system is adopted on a
1

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

JAN. I 9, 1 900.]

podcket diary for each month, while other pocket


iaries are also issued.
The " White Star Easel Calendar," whi ch is quite an
at i istic production, has a rories of views of the
Oceanic in various sta ges of construction, and of her
saloons.
Messrs. Bemrcse a nd Sons, Limited, 23, Old Bailey ,
H11.nley, and Irongate, Derby, send a r eally neat diary
for each month of the y ear, suitable in size for th e
vest pocket. It has good paper, and is specially comme ndable a.s it is without superfluous printed matter.
The Sun Fire Office, London, send a well-printed
calendar for hanging on the wall, and combination
calendars and blotting-pads. Mssr s. Robert Boyle
o.nd 1 ons, ventilating engineers, Glasgow and London,
send an almanac printed on celluloid with several
~cal~s for measuring drawings, (If a size and in a neat
case suitable for the vest pocket. A combined blotting-pad and diary, th e ust:fu1ness of which for blott ing purposes is intt rfered with by the amoun t of
~rioting on the sheet s, eo res from the Cape Asbestos
vompany, Limited.
Me3'3rs. E. R. a nd F. Turner, Limi t ed, milling
engineers and ma kers of st eam engines and boilers,
t. P eter's a nd Greyfriars Work~, Ipsw ich, send a
baogiog cale ndar wi th a page for each day in the year,
containing smart epigrams to a waken a t rain of
profitable t hough t each da y. A similar calenda r
comes from the Willesden Paper and Canvas
Works, Limited, Willesd en Junction, L ondon, N . W .
~Iessrs. Julius Sax and Co , Limited, 11 9, Coldhar bour-la ne, .E., have a rranged a hanging wall
cu.lendar with one page to th e month on an imitation
electric bell printed on ca rd board as typical of
their electrical out.put . They are amongst the
oldest elect ric bell make rs in the countrv. ,,. . e have
calendard also from from Messrs. P ettftt a nd Cox,
wholesale stationers, 2'2 and 23, Frit h -street, ~ 'oho,
London ; the Hen ry Wells Oil Comp a ny, Dean~gate,
Manchester; Messrs. John M. Henderson, King-street
Engineering Works, Aberdeen ; Messrs. J. Halden
and Co., makers of engineers' drawing-office materids,
8, Great Chapel-street, Victoria -street, London, S. W.;
Messrs. Whitting Brothers, Limit ed , electric engineers, Ca nnon-street, L ondon, E. C. --quite a d elicatelyshaded calendar, with just enough and n ot too much
advertisement; :Messrs. Neale and Wilkinson, 32, St.
Mary Axe, London, E.C, with a Yiew of the Norman
in Table Bay; from 1\ll r. Fred P . Hunt, D erby-buildings, Fenwick-street, Liverp ool- quite a grand wall
coloured calendar , with Dlany illustrations of the
British Navy ; from the Rugby Portland Cemen t
Company an immen5:c card with brightly coloured pictures of natu ral and g tological phenomena of Yarious
periods; from Messrs. P a t tridge and Cooper, stationers,
J91 and 192, Fleet stree t, London, E. C.; the Trent
Navigation Compa ny, Cd.rriers, Island-street, L ondonroad, Nottingham ; the P. and 0. Company, showing
the dates of departure of t heir famous mail steamer s,
the fleet now incl udin g 297,692 tons of ships ; from
Messrs. Sband, Mason, and Co. , a wall calendar, with
a fioe process engra\ing of t he great Cripplegate fire;
a nd from Messrs. Peckett and Son~, Atlaq Locomotive
Works, Bristol, with an illustration of their la tEst
saddle tank locomotives.

BOOKS RECEIVED.
T he l 'TICO'r pora ted Gas Insti tu te.

Tra11 saction s, 1899.

Edited by W ALTER T. DuNN, Secretary. L ondon :


Offi ce~ of the Institute. [Price 10s. 6d.]
Society f or the P rO'T'fWtion of .J!)ngineer i'TI{} Education . Pr o
ceeaings of the Se1cnth A nn1tl J.fetting, held in Col~wz,.
bus, Okio, August17, 18, 19,1899. Vol. VII. Edned
by THO - c. MEN DENHALL, I RA 0. BAKER, ALBERT
KING BU RY, E nGA R M AnBU RG, Committee. Publibhed
by the Society.
W ate1 Wor ks for Smctll Ci ties an d T ou;ns. By J OHN
GooDALL. New York: T he E ngineering R ecor d.
A nnuaire pour l'an 1900, publie p ar le Bureau d es
Longitudes. Paris : Gauthior-Villars. [Price 1 fr. 50 c ]
Electric P ower Transmission : a Practical T r eatise f or
Practical M en. By L ours BELL, Ph.D. Second edition, revised and enlarged. New York : E lectr1'cal
World a;nd E'Tlgineeer .
Unwin's Chap Book, 1899-1900. London: T. Fisher
U owin. [Price l s.]
N ew Z ealand, Papers an d R eports Relating to M i 11erals
O/t. d ltfin i'YI[J. \Vellington, NZ.
By authority: John
Mackay.
Fe!st:-~chrift zwr Et o.ffnu ng d es DortmU'TICl-Ems Kanal$,
1899.
R ules for Railu:ay L ocation amd Con :1truction of the
Not-thern Pacific Ratl1.ua.lf CCJmpany.
By E. H.
:McHRNRY, M. Am. Soc. C.E. New York: EMineer
i'l'l{} N ews Publishing Company. [ Price 50 cents.]
Gede-nkboek van het Koninkl1jk Insti tu t v an Jngenieurs,
1847-1897. ( M e'fTU)rictl publie tl'occasion d u Cinquante'fla ire d e l' Jn stitu t Roya l des In.o enieu rs Neerlandai s
1847-1897. T raduction Franyaise du T exte.) La Hague;
V an L1.ngenhuysen Freres.
L'ltlJrica tion CII1UL Lubricants; a T reatise on the T h eory
tLnd Practice of L ubrication ctnd on tke Nature, Properties, and T est ing of Lubricants. B y LEONARn ARCH
D{!TI', F.I.C., F.G.S., and R. MouNTFORD P EELEY,
M. I. Mech. E ., F.G.S. London: Charles Gnffin and
Co., Limited. CPrice 21s.]

IOI

INDUSTRIAL NOTES.
THE report of the chief labour correspon d ent of th e
Board of Trade on trad e unions in 1898, is a belated
report, for it comes to us only the second week of
1900. It may be that t he r ep ort was reudered
late by the effort made t o include trades councils and
fede rations "hoae reports are n ot, as a rule, so regularly published as those of t rade u nions proper.
The total number of trtJ.de tmions and other bodies
dealt with is 1267, with an aggregate membership of
1 ,644,591. The number of separate unions decreased
in the y ear by 40, but the number of members increased
by 33,207, or a little over 2 per cent., showing a slower
rate of advance ment than in 1897. The groups of trades
with the most important increases in member~hip
were the mining and the building trades, the greatest
decrease being in the engineering trad es and in ra il way workers. The decline in membership in the enginee rs' unions was due to the protracted strike and
lock -out. In the engineering and shipbuilding group
the decr ease in members is probably due to the extra
charg es upon members to make good the expenditure
during t h e dispute. The great dispute in the coltl industry of South Wales and :Monmouthshire produced,
it is said , comparatively little effect on the funds of
trad e unions, the men being for the most part nonunionists. A new feature in the report is an a nalysis
of the financial rules of the chief trade unions.
The introduction to the general repor t reviews the
history of t he work of t he departm ent from th e date
of its firs t report in 1887, showing the growth and
character of that work, and some of ita difficulties.
In 1887 on ly 18 trade unions were reported upon ; in
1888, only 87, and in 1889 only 104, whereas the present r eport deals with 1267 unions. The chief difficulty has been to get information as to unregistered
trade unions, which societies are not compelled to
make ret urns. Why trade unions should object to
registration is not very clear, for they obtain very
d istinct lrgal advantages by r egistration. If the
officials object, the members ought to insist upon registration.
For the purposes of comparison, lOO of the principal
unions are selected. These include 1,043,476 mem bers,
or 63 per cent. of the total, leaving only 601,115, or
37 per cent. of membership to the other 1167 societies.
One very e xcellent reason for the selection of lOO t rade
unions out of a total of 1267 is the comparative cornpleteness of their returns : the other societies' returns
are very incomplet~. The selected unions are also
representative in character of the different impor t ant
industries. Thus, fou rteen belong t o tb e building
t rades, fourteen to mining a nd quarrying, fourteen to
e ngineering, shipbuilding, and iron and steel trad es,
twent y to the textile trades, four to the clothing
trades, ten to transport labour, seven to t he printing
and cognate industries, five to wood working and
furnishing t rades, t hree t o the food and tobacco
trades, t wo to the glass trades, the r emainder covering
gene ral labour and miscellaneous industriee.
During 1898 t here was a decrease of unions from
1307 to 1267. The total number dissolved was 56,
new unions established 35, amalgamated with other
unions 19. The number of branchEs of uni (ns increased from 13,335 to 13,738. The increase of membership was from 1,611,384 to 1,644,591, equal to
33,207, or 2 per cent., as compared ~i c h an increase of
8 per cent. in 1897. The number of regis tered unions
was 594, with a total of 1,234,635 memb ers. In 140
un ions females are members, the total being 116,016,
or 7 per cfnt. of the whole. In the unions to whi ch
they are admitted they form 4 1 per cent. of the whole.
The following Table Hfe rs to the 100 chief unions
already enumerated.

Thus benevolent objects, or provident benefits, ab


sorbed 59 p e r cent. of the tot~l e.x penditure, as compared with 23 per cont. spent m dtsp~te benefit. The
official expenses seem high; ve ry h1gh as compared
with t he p ast, when e ven from 10 t.o 1~ per cent .
w as consid ered a rather high proportion of the total
ex penditure.
The proport ionate expendit ur a by the 100 selected
unions on the Eeveral benefits during the seven years,
vary a~ follows: Unemployed benet:i t from 16.2 per
cen t . t o 31. 8 p er cent. Dispute pay from ll. 5 t o
34.2 per cent.
Sick and accide nt benefit from
13. 0 to 20.0 per cent.
Superannuation benefit
from 6. 1 t o 11.5 per cent. Funeral benefit from
4.0 to 6. 1 per cen t.
Ot her benefits from 3 3 to
9.6 per cent. Cost of management from 13.6 to
21.9 per cent. Those percentages show how and
where the money of the unions go. Dispute benefit
is r ather high as compared with former years; but
there have been exceptional circumstan ces, causing an
incuase in the laet two or three y ears. The growth
of superannuation benefit is not so large or continuous
as might have been expect ed. The average for the
seven yea rs is 8. 7 per cent ; the lowest ratio was
in 1893, when it was 6.1 per cent. ; the highest in 1896,
when it was 11.5 per cent. , falling to 8 per cent.
again in 1897. The percentage of members of t he
unions superannua ted is I. 7 per cent.; the proportion in
the group of the engineering, shipbuilding, and otht>r
iron, steel, and metal trades being 2. 7 per cent. In
three other groups the percentage is even higher.
A ltogether t he report is a valuable addition to labour
literature, and doE s credit to the Labour Department
for fulness of facts, and arrangement of details.
The monthly report of the Ironfouuders' Society for
January indicates pro~perity in trad e. It ~:ays : "The
past year has been a period of extraordinary prosperity, the enormous expansion of trade not being
confined to a ny single department. Some iodnstrics
which were threatened with extinction hav-e been reYived, w ith a fair prospect of permanence." The report
quotes the figuros as to the output from t he shipb uilding yards, British and Irish , as an indication of
our vast actiYity in 1999. It continues : "In the iron
and st eel trades business has been exceptionally brisk.
The production has been the largest, and the shipments
and local consumption the h eaviest, for many years.
Prices have advanc.;ed to a figure not reached since
1873, and in some departments wages have gone up
fully 20 per cent. w ithin the past twelve mouths. For
example, th e Cleveland ironstone mines h ave had
their wages raised 23! per cent., blast-fu rnacernen 20!
p er cent.; puddler s have gained I s. 3d. per ton, and
other classes of workme n from 10 to 12! p er cent. "
The returns as to the state of trade fully confirm the
general remarks of t he officials. The re has been an
increa2e of 114 on donation benefit; but even now
only 404 are on that benefit out of 17,971 members;
four were on dispute benefit- increase of three; on
sick benefit 543- increase of 108; on superannuation
benefit 869- increase of ten : there was also an increase
from 59 to 94 on travel, &c. Net increase in the fund P,
270; the cost was about 8;!d. pe r member per week.
But the funds increased from 89,918l. 3s. 4d. to
92,567/. 103. 8d.- increase 2469l. 7s. 5d. In a subsequent paragraph of the report, the increase on donation benefit is mostly attributed t o the holidays, &c. ,
at the end of the year. The followiug Table shows
the variations in the state of trade from the p oiot of
view
of t he branch secretaries ; the changes are not

senous m any case :

This Month.
State of Trade.

Places.

--------------------e: t Memt-erF
d
Expt>ndi un a ship at
Increase.
ture.
End of 1 End of

Year.

the Year. I the Year.

--1892
1893
1894
1895
18~6

..

..

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

numbers
1,459,214 1,421,169 1,616,800 909,643
1,619,298 1,854,999 1,381,599
214,311
1,632,243 1,435,804 1,878,038 9!:8,105
1,559:914 1,391,908 1,746,044
917,950
1,675,535 ' 1,235,720 2,18'5,859 I 961,80!>
1,981,251 1,898,01:j5 12,269,015 1,065,91 0
1,91 5,4f5 1,489,671 2,694,799 1,043,476
,

1897
..

1898


Percentage in- '
- -~1crease(+ )orde- 1897 1 (- ) 3.3 ( - ) 21.5 (+ ) 18.8 (- ) 2 1
cteue(-).>f1898 1892 (+ )31. 3 t -t ) 4.8 (+ )44.7 (+ ) 14.7
compared wi th .
1
- - - - - - -- - - - - - - - - - - - - - - The mode of expenditure has special interest for
the general public. Here is a brief summary of tho
ex penditure for th e seven y ears to the end of 1898:
Expenditure.
On unemployed and other
...
be nefits
.. .
. ..
On labour disputes .. .
...
l for working expenses
...
Aggregate expenditure

Amount.

6. 355,609
2,473,036
1,895, 721
10,727,366

Per Cent.
of Total.
59
23
18

- lOO

Last Month.

Very good
Good ..
Not so good
Moderate
Improving
Declining
Slack
Totals

~embers .

Places.

Members.

94
26
1

1
3
2

9,861
6,468
292
437
108
597
1C8

20

125

17,9'11

125

17,871

77

35

1
6

13,897
3,218
386

2~ 2

108

The r eport of t he Amalgamated Society of Carpenters and Join ers for January shows t hat the season of
the year, and the holidays at the end of the year,
h ave caused a. large incr ease in the number of unemployed , but not a serious increase when the time and
the circumstan ces are taken into a ccount. Out of a
total of 6 1,871 members, 153 1 were on unemployed
benefit ; th~ totals inc~ude all the foreign members,
and those 1n the Umted States, Australasia, and
South Afri ca. There were also 1508 on sick benefit
and 842 on superannuation benefit. In r eferring to
the past year, the report~ states that it was one of
exceptional activity, and also of exceptional anxitty.
The latter was more especially in resp ect of the housebuilding trad e. It w:l.s not caused by any lack of work
but by unsettled conditions and thre:l.tened lock-outs
the Employers' Federation. The P lasterer s were to
b lame for a good deal of the tron ble and uncertainty.

by

102

The state of unrest caused the Amalgamated 1 ociety


t o husband its resources, so as to be in a pm~ition to
meet any emergency, not only as regards funds, but
also as rega rd s organisation. One of the oldest local
unions in Ireland - that at Limerick-has joined the
Amalgamation. There are indications in a very long
branch r esolut10n of a good deal of friction between
the ship joiners and the shipwrights; and the former,
members of the Amalgamated Society, complain that
the ship joiners are not adequately represented when
a ny loca l dispute arises. l'he r eply of the Council
shows . tha~ if there ~as been any inadequate representatiOn, 1t has been m favour of peace. It is pointed
out that at great labour and cost the line of demarcation of work has been mutually arranged by the two
unions. One Manchester branch proposes a levy of
4d. per member per year to send into Parliament 8
memb~rs a:t an allowance of 300l. a year each, but the
CounCll pomt out that t he rules forbid any such levy.
One L ondon branch proposes t o restrict the number
of apprentices, but apprentices are a lread y too few.
Another London branch proposes to invest 15,000!. in
co-operative building. The idea is to build houses
suitaule for the members, and let them at r educed
rates, or Eell them to members, as th e case may be.
Such attempts have n ot hit herto been very successful, but failure does not discourage men from further
experiments, even if further failure is probable.
The report of the Associated Blacksmiths shows th at
the state of trade continues eatisfactory. In spite of
the season of the year there was only an increase of one
on the unemployed list. Wages are good, work is
abundan t , and, therefore, the report says that there
ought to be no difficulty in paying contributions and
dues to the society. This is said because t here is a
d ecrease of 37 members, and yet, the r eport adds,
some of the backsliders find no difficulty in drawing
benefits. This shows laxit y in branch management,
for a member out of limits is out of benefit, as in the
case of friendly societies. Trade benefit, that is dispute pay, cost 16l. 15s. 7d. in the month. 1 'ome of this
outlay was caused by two members being v ictimised
at L eith. A case of some importance under the Compensation A ct has been tried in t he 1 cot ch courts,
details as t o whi ch are given in the r eport. The
officials think that it will b ecome imperative to
establish a d efence fund, as " the I ron Trades Employers' Insurance Association " was t he real respondent in the case quoted. This society has been
affected by the wa r in South Africa, two of t he
members being now shut up in Kimberley, and
the question has a risen as to thei r relief, as members. The branches are told that this can only
be from the contingent fund. Particulars are gi ven
of the proposed conferen ce on labour representation
to be held next m onth in London. Tbero is every
probability of a plethora of labour candidat es, with a
scarcity of la bour constituencies at the next general
election. The fight will he a curious one from the
labour standpoint, as well as politically.
The position of the engineering trades t hroughout
Lancashire continues genera lly very satisfactory. The
prosp ects favour a continuance of activity for some
time forward , as most of t he firms have a sufficiency
of orders on t heir books to keep them well employed
for the n ext six m onths, a nd in some instan ces well
over the present year . The returns of the numerous
branches of. trade un ions show a decreasing number
of unemployed, with, it would seem, a prospect of
a further lessening of the proportions of members out
of work. In some departments of engineering, however , there are again complaints of a fa lling off in the
weigh t of new work coming forwa rd , especially in
the machine-tool branches, and in the heavy stationary
Pnginc department. But builders of the lighter class
of sta tionary engines are as busy as ever , a nd there is
a considerable a mount of new work offering in th e
locomotive a nd wagon-building branches. It may be
that the fa lling off is more apparent than real. If
the firms are so full of work that they cannot guarant ee early deliveries, of what use is it t o offer on the
chance of awaiting completion of order for mont h s to
come ? In the finished iron trade th ere was an adva nce of 10s. per ton last week, and prices were firm
at the enha nced rates.
In the W ol verbamp ton d istrict manufacturers of
finish ed iron were pressed wit h negotiations for new
contracts up to t he eve of. the quarterly meetings, .but
they h eld their hands until the r esult of these meetmgs
were made known. Government orders for railway,
bridge, and girder iron, and for other material for war
purposes have been urgent, and the works for the
supply of those orders have been at high pressur e.
The prices of marked bars have been very fi rm at the
advanced rates of Ill. p er ton. U nmarked iron has
been in h eavy request, and, notwithstanding the ~e
cent advan ce to 10!. per ton, ma k ers hav e furt her mcreased the rates on all new orders offered for acceptance. Common black sheets a re 5s. per ton dearer,
a ncl a n advance of 20s. per ton has been declared on
ot.hcr classes in proportion.

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

[} AN. I 9, I 900.

In t he Birmingham district a brisk business was


?one at t he quarterly meeting. The present rates for ELECTRICAL I NSTALLATION ON BATTLESHIP
uon are better than they have been for thirty years.
The d emand for railway material and for all construcThe Electrir P lants of the Battleships K arscarge and
K entucky.
tive pu rp oses generally has been most active, both for
home and on foreign a ccoun t . I t is the same as regard s
By Naval Constructor .J. J. W oonw.\RD, U . .N.
engineering material, for foundry purposes, a nd for
( Coududed from page 32.)
railway wagons. Even the high rates do not seem to
Contact F ingers.- On the wooden blo~k supported by
diminish the demand for all kinds of material. The en- the frame are several contact fingers, insulated by the
g ineering branches a re exceedingly busy in most cases. block from each other and from the frame. These fingers
--are. stamped fr?m _copper, and are held in position by
The Miners' F ed era tion Conference, held in Birming- sprmgs a nd ad]ustmg screws. so that when the cylinder
ham last week, bad good reason to be jubilant over is rotated its contact rings will make firm contact with
t he present p osition of affairs in the federation dis- the fingers, the springs of which give sufficient pressure
t ricts. The maxi mum wage has been increased to to insure a good electrical connection. The contact
60 p er cent on the basis of 1 88, with an immediate fingers are supplied with binding posts in which wires or
advance of 5 per cent. in wages. On t his basis t he cables are fastened, making the necessary connections
the line switch, motor, rheostat, and solenoid
conference wisely accepted the proposal t o in ure the between
brake, if used. In some cases these wires ar~ carried
existence of the Conciliation Board to January, 1904, directly out to the back of the frame, being in uJated
or fou r years from t he commencemen t of t his year. from it by rubber bushings, and in other cases the leads
At the conference Mr. Pickard , M .P., said t hat he are carried down the inside of the frame and brought out
regarded 30 per cent. as the minimum, and b e hoped through a. bole in the bottom. The fingers are fastened
that t he benefits of the arrangements would be ex- in their bases by means of small screws which readily
tended to the whole of Sout h \Vales and Monmouth- permit of rep1acOing any which may be injured. The
shire. The conference reasserted the dem and for an adjusting screw is provided with a check nu t, so that the
eight-hour day from bank to bank by Act of Parlia- screw will not jar loose a fter the fi nger has once been
ment, a nd singular ly enoug h the delegates decided adjusted. The bases are fastened to the wooden block
by means of screws, and the wooden block is fa tened to
against t he attempt in their own Bill to strive to fi x a the controller frame in a similar way.
limit of eight hours for persons under t wenty-one
Blow-ou t M agnet.-ln order to reduce the burning of
years of age, on the grounds t hat if that measure were the contacts, which would naturally result to some extent
carried , those above t wenty-one years of age would from the operation of the controller, a magnetic circuit
have to wait. If t hat a rgument ha d been used in the ia provided which has the effect of instantly breaking the
days when t he Ten-Hours Factory Bill was proposed, electric arc formed when any circuit is broken. This
the factory workers would have had to wait for more circuit is produced by mea.ns of a spool or coil surrounding
the lower end of the cylinder shaft.
than half a century for legislation.
A rc Deflector.- ln order to more thoroughly insulate
Gr eat efforts a re being m ade to insure support for the fingers from each other and from the cy tinder and
p ole-piece, strips of fire- proof insulating material are proMr. Sam Woods' motion on the Address when the vided extending between the fingers and pole-piece, with
House of Commons meet wit h respect. to Government division plates extending from this plate between the
workers. Not only is the Parliamentary Committee fingers themselves, and, in some C8S6$, an additional plate
a ctive, but also the London Trades Council, and many is provided between the finger bases and the cylinder.
other bodies. The workers want not only the eight- These iusulating plates preven t the arc, when thus
hour day in all cases but also a minimum wages, below formed, from bei ng blown from one finger to the next,
wh ich no man shall be employed. I t is also proposed thus making a short circuit, which might otherwise occur,
by the London Trades Council that eight hours and and thus impair the effectiveness of the cont roller.
Star- W heel.-In order that the operator may judge of
a minimum wage ~hall be ghen to all employ~s of the
L ondon County Council. Nurses and attendants at the ~osition of the cylinder while operating it, without
looking at it, a wheel is fastened to the cylinder shaft,
county asylums are to work 60 hours p er week. What containing SE:\veral notches or teeth, which engage a roller,
becomes of the propo~al of an eight-hour day for all supported on the end of the paw], which is pre&ed against
person s?
the star-wheel by mea.ns of a spring. As the cylinder ia
- -rotated this pawl offers some resistance to the movement
The dock labourer s at Dundee struck last week against of the handle, and as it moves into the notches the effect
the right of the employers to engage non-union men . is plainly felt by t he operator, who should leave the conubsequently the local secretary of the hipping Fede- troller handle only in the position shown on this pawl
and star-wheel, because it ia a.t these points that the
ration made application to the Harbour Tr n t to lease fingers make the best contact with the cylinder. It
the refreshment-room and ring of the cattle d~pot for should not be left at intermediate points. Also the starthe use of 3000 labourers who were engaged to come wheel gives the additional advantage of making a quick
t o Dundee and take the place of those on strike. break a t the time of passing from one position to another,
The application was granted. The strikers will soon as the tension of the spring helps turn the cylinder after
the roller has p~ed the point between two notches. On
regret their a ction.
one of the controlle111, as will be afterwards described,
There is a. danger of a big strike and lock -out in there ia only one notch on the star-wheel to indicate the
position of t he contro11er.
the baking trades. A dispute has long been pending, offDetailed
Description of Controllers. - T here are fie
but in one way or another a crisis has been averted different kinds of controllers used on these ships, divided
hitherto. Now, however, there is a disposition to into three general classes, according to the kind of work
adopt extrem e measures. Only about 280 are at pre- th at they are to perform, and n.re arbitrarily desjgnated
sent involved, but it is e.xpected that from 5000 to as R, B, and P.
R Controllers. -The R controllers are rheostatic in their
6000 will be affected unless t erms are agreed to.
method of operation, and are used for the purpose of
There is some unrest in the Lancashire cotton trade, sta rting, stopping, reversing, and controlling the speed of
From Ashton-und er-Lyne comes a report of a strike the motors. They a.re particularly a.dapted for motors
of the piecers in t he Hyde cotton-spinning trade for designed to carry a load in either direction . In this type
of controller the combinations are such that when the
a 10 per cent. advance upon "ball " work. The trike cylinder
is turned to the rat position in one direction,
at Moseley has been settled by a concession of extra the circuit contact rings on the cylinder make connection
pay for extra work. The joint committee does not with corresponding contact fingers, connecting the motor
seem able to avert disputes in all cases, but only a armature and field to the line, and hM1 ing in its circui~
few eventuate in a str ike.
the rheostat connected t o the cont roller. On further
rota tion of the cylinder, the rheostat is gradually shortThe Board of Trade has appointed an umpi re to deal circuited, until a t the last position of the cylinder the
with the question of clickers' wages in the Northamp- rheost at ia entirtlly cut out of circuit, the motor then
ton boot and shoe t rade. The arbitrators failed to attaining its maximum speed. On returning the handle
to its original position, this rheostat is again introduced
agree to terms ; ~ence the appointment of an ~wpire, into the circuit, and the motor slowed dow~n and stoppEd.
in accordance w1th the agreement under whtch the When the cylinder is turned in the opposite direction,
Board of Conciliation in t h e Boot and Shoe Trades the eawe effect is produced with the rheostat, but the
was established.
direction of current through the armature, but not
The labourers employed on the electric tram lines through the field, is reversed, and the armature rotates
at Sout hampton struck work last week for an advance in the opposite direction.
Two kmds of R con trailers a.re used, each given an
in wages of i d. p er hour. The contractor refused
arbitrary number by the manufacturers, one being known
to concede the d emand ; hence the strike.
The coalminers in the Forest of Dean will obtain a as R 23, used with the 13-in. rammer and elevating
10 per cent. advance in wages thie week, as a resul t motors; and the other known as R 31, used with deck
of the large increase in the price of oal , wages being winches.
B Controllcrs.-Tbe B controllers are those which are
regulated on that basis.
designed to give ele~trical brakin~. By this the elect~c
Tho tailors of Douglas, I sle of ~:Ian, have given olenoid brake used m some cases 1.q not meant, as that lS
notice of an advance of ~d. per hour; the present rates simply a mechanical brake electrically operated. But in
the B controller the motor is made to rnn as a generator
a re 4! d. p er how.
.
.
.
The grer..t railway stnke m W estern Austraha, by the momentum of its armature or load, and in this way
which at first threatenEd to be of a serious character, reduces its speed or stops its~lf. Two ~inds are u~~;
suddenly ended by concessions. The men had seized in one kind, used on the 13-m. and 1-m. ammumtwn
t rains w. route, but no great damage was done. H a p - hoists, a nd the G-pounder ammunition winches, the
pily, further danger i~ a\e~ted. Th.ere was grea~ fear
* Abstra.cb of paper read before the Society of ~aval
of disastr ous consequences 1f the stnk e had contmued
Architects and Marine Engineers, New York meetmg.
a nd developed.

.*

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

ON

10"
.)

ME RICAN BATTLESHIPS.

(For Description, see Page 102.)

Fi[j.10.

~
r:-

FitJ.8. Looki..nfj towarcL rear cf' Turr~D.

I'LAT '0/I.NI
F"OR o,-~lfATOR ,

' I

.Arr1G

' ~tl ~
- 4 .?=---

501#.1!

..

..
t;'

l
II

I
I
I

Q3

II
I

~
C1)

~Q

-.

,...

'

~-

'

(~

5/SI. H.

I
I

-I
I
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Piece
Piece No.me.
No.
1 Motor extension shaft
2 ' roes abaft

3 Vertical pinion abaft ..


4 Steady bearing

,
5

"

"
"
7 Thrust
8 Bevel gear" bearing
9

..

..

"
,
"
. abaft
Upper bearing for verttcal

10
lt Lower

,
,
11
12 Bedplate, right side .
,
left ,

13

..

"

Wanted
Mater ial.
for One.
1
Wrought s teel

11

,"

Cast iron

".. ..
"

"
" "
"
Cast steel
,
' . ,,"
"

..

..

Piece.
No.

17 Bevel gear
18
19

II

1
1
1
4

1
2
2

Wanted
Material.
for One.
2
.. Steel and bronze
2
Wrought steel

Piece

Piece Name.
14 F riction clutch

lli Worm

16 Pinion
..

No.

Piece Name.

"

"

,
,"

"
"
"
Roller

, cage

20

21

22

23 Circular rack
24 Upper track
..
25 Lower ,

..

Material.
Cast steel

"

..

"
"
"
" "steel
Wrought
Cast steel

" "
..
..
"iron
"
Wrought
26 Oil casing for worm, right aide
,
,
left
,

27
11
11
",
28 Casing for bevel gears, len side
right side ..
,
~9
"

"

..

...

"

Wanted
for One.

1
1
1
1

1
l
1

1
1
1
1

104

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

var?-ou~ combinatio~s are made on a single cylind~r; when the armature fai1s, to release the arm, which will
while ~n the ?ther kmd, used for boat-cran~s, the. brakmg be thr<;>wn o.ff by the spring. This magnet considt~ of one
effect lS obtamed by means o~ a second cybnder mdepen- , spool m ser1~s w~th the motor field~ .. The pi roted iron
dently operated. In both kmds. of th~e controllers the armature whtch 1t attracts, engages w1tb a detent spring
cont~c~s a:re arranged, so that m hois~mg a load the upon the starling rheostat arm, and locks the latter as
opera.t10n IS exactly tb~ same as on one s1de of the R con- long as the mag:net is energised, but releases it when the
~rollers, but when actms as a bra~e-controller for lower- field current fatl~. The iron armature should never touch
m g a.. loa.d , O! for carrymg very hght loads, a d~fferent the iron pole-piecee of the m~gnet, but should always
combmat10~ lS made, so .that the rbe<;>stat. to w~1Ch ~be be separated b a. 5mall gap of non-magnetic material,
controlhr lS connected, mstead <?f b~1ng m senes w1th because tb~ residual magnetism of the magnetic circuit
~he at mature and graduall~ short-cucUlted as the ar~atu~e would be hable to hold the armature after the exciting
~~ broug:ht up to speed, 1s ~onne?td across the hoe m cu rrent had ceased. This magnetic contact is prevented
shunt w1th the arm~ture. By th1s arra.~gfment a ~ ma11 b~ a brass screw in each end of the armature projecting
amount of c~rrent 1s ~aken from the hne tbr~11gh ~be shghtly so R..S to strike the pole. piece first. The~e ecrews
rheostat duri.n g the tune that the arm~ture 1s bemg are adjustable, and must never be drawn back so as to
operated, .bestdes the current taken or gnen out by the become inoperative.
armature Itself. On. the first brake position <;>f this cono1:erload Magnet. - A ma net at the lown ri ht-hand
troller the.rh~ostat 1s co!lnected across the lu~e and the corner of the rheostat, is d:EiP~ed to rotect t:e motor
armature ts 10 s~unt With . a very. small port10n of the against overloads. This coil is connec1ed in series with
~heo.stat, so that 1f the load 1s suffiCl.ent to start. the motor tbe motor armature, and attracts an iron armature pi voted
It will operate as a generator, passmg a . certatn amo~nt at one end and resting horizontally below it. This armaof current throug~ the !Lrm.at~r~ and thts sm~Jl por t10n ture has a leaf copper strip supported at its free end
of the rheostat with whiCh 1t IS m shunt_; but ~f the load 'Vhen the armature is raised, the strip connects tw~
does not start the motor, the a~mature wtll recet ve a small brass post~, which are themselves connected to the taramount of current from the hn~ thr~ugh .t~e raeost.at. minals of the release magnet. ComequentJy, when the
If the armature d~es not start 1~ th1s posttt.on,, tun:nng current in the motor armature exceeds the amount for
t~e controller cyh~der further wtll connect It t.n s~unt which this device is set, the armature is raised, the release
Wlth a grea~r portlOn of .the .rheostat, thus causmg 1~ to magnet short-circuited, and the rheostat arm released
run fas ter 1f the load dnves 1t as a genera~or, or causmg causing it to pass to the off position and open the moto~
more. current. to pass through the rheostat .m to t~e arma- armature circuit. The guide in front of the overloadtu.r e m case 1t does not sta~t. As the cyhnder 1s turned magnet armature is stamped with a scale showing the
sttll further the armature will. be bro~ght up b.full.speed, number of amperes at which the device is set to operate,
no matter whether the.loa.d 1~ suffi01ent to dr1ve 1~ a.s a the armature having bee~ Fet at the proper position when
gen~rator, or whether 1t. reqmres current from the hoe to the motor was not runmng. If the starting Theostat or
ru.n 1.t as a moto~.. In tb1s way the speed ca.n ~e ~on.trolled the field rheostat be moved too rapidly, the overload
w1thm prop~r hmt~, no matter ~hetber 1t 1s hftmg t~e magnet may act. If this runs while starting the motor,
load or IS dn\'en by ~ts load. Thts. does not tak~ place. m the overload armature will be held and must be replaced
the case of the ordmary rheostattc controller, m whiCh by hand
'
G
l D

.~

case more resistance turned into the circuit will cause the
0
armaturE:' to run faster when it is driven by its loarl, and
ene?a
esc npttOns J S~lcno-ld B:(~kes.-. ulen01d
there is no W9 y of reducing its ~peed below its full load brakes !ire used ~~on th~ 13-m. ammumt~on hotsts. and
speed
the cbam ammumt10n botsts. The Eolen01d brake IS an
Th;ee kinds of B controllers are used, designated as electrically operated band. brake, des~gned to s~op the
B 15, B 15 B, and B 17. The B 15 controllers are used motor whe~ the curr~nt fatl~. It consists .essentially of
with 8in. and 1 ~-in. ammunition hoists, th~ B 15 B with the folloWJ~g parts. Wheel, band, solenoid, and lever.
the 6-pounder ammunition wmche~ and the B 17 with The wheell.S a. flR.t- fa.ced pul~ey, located on the .a.rmat~re
boat cranes
'
~haft. The brake band consl.Sts of sheet steel hoed With

.
.
leather, the ends being atta-ched to a lever turning upon
P Controller.-ThlS type o~ controller .ts ~Eed where the central pivot between them. This lever has at one
the ~oltage of the generator ts to be var1ed. m order to end a weight, which ordinarily acts by gravity, thus
obhm a cha~ge of speed of the motor, and 1~ therefore drawing the band tightly around the wheel, and preventc~lled a vanable voltage controlle:. There 1s only one ing the armature from turning. \ Vben this weight is
kmd of tb~e controllers. on these ships, known .as tb~ P 2, lifted, the brake band is released and the wheel turns
f~r controlling the rotat1on vf the turrets.. It ~~ radtcal~y freely. The solenoid consists of two spool8, the cores of
dtfferent from the other con~roller~ both lD des1gn and 10 which are attached to the brake lever and lifts the same
s~sten~ of contro), altboug~ 1~ retams the genoral ~eatures when energised; consequently, when the current is passed
g1 ven m the gen~ra.l descnpt10n, ~ut t~e proport10n and through the cores, due to the operation of the controller,
arrangement of 1ts contacts are qu1te different.
the brake is automatically released, and remains off until
Ge1U.ral Description of Controlling Panels. -Controlling the current is broken. There are means provided for
panels are supplied with all chain ammunition hoists and adjusting the distance between the ends of the brake
blowers. T hey are similar in design and construction, strap and the lever. The brake should alwars be kept
but differ in details in order to make them applicable to free to move, as it is the ultimate safety devtce iu case
the three kinds d motors which they operate.
other means of control fail. The wheel should be ke{>t
The panel consists of an enamel slate slab 24 in. by clean and free from oil or dirt, the leather on the band m
12 in., carrying on its face the fuses, switches, and good condition, and the band adjusted so that it does
rheostat arms, the rbeostats being on the back. The not bear upon the wheel at any point when lifted. The
rheostats are protected at th(:' side but not at the top and connection of the solenoid should be examined whenever
bottom. The front is guarded by perforated-hwged the motor is inspected.
Description of Generating Sets.-The engine is of the
cover fastened by a padlock. The terminals for w1res
are on the back of the slate at the top and bottom.
single crank, vertical, tandem, comround, double-acting,
Main Switch.-1he main switch of the panel is at the enclosed type, and has a. speed o 310 revolutions per
top, being triple. pole double-throw on all except those minute at full load, with 100 lb. steam pressure, and 25in.
for the exhau~t blowers, which are double-pole single- vacuum exhaust. Figs. 5 to 7, page 99, illustrate the
throw.
arrangement. There 1 a heavy bedplate bolted to the
This triple-pole double-throw switch is connected foundation ' upporting the engine and generator, and part
through fuses to the three lines of the mains, the binge of this bedplate forms a. reservoir for the oil used for
po::ts being connected to the motor. The lower and lubricating the moving parts of the engine. Th~ crankmiddle right-band posts are connected to the middle one pit, which is enclosed by the column, is acce sible through
of the upper po3ts. so that when the switch is thrown up a large door in front of the engine, and a smaller one at
1he armature of the motor is operated at 150 volts, and the back. The range of steam pressure for this engine i
the field exeited at 80 volts; when the switch is thrown between 80 lb. and 120 lb., but the normal as well as the
down both armature and fields are excited at 80 volts to most economical preEsure is 100 lb., and it is advisable to
give approximately one-half speed. It is necessary to maintain this P.ressure. The lowe t pressure at which
excite the sh unt field at the same voltage in both ca~es this engine w11l carry full load is 80 lb., with 25 in.
in order to obtain the proper field strength.
vacuum. The engine will carry an overload of 50 per
Field Rheostat.-The field rheostat is connected in cent., and may be run on a steam pressure up to 150 lb.
series with the field, and reg ulates the speed of the motor. without any trouble. The cylinders are 10! in. and 18 in.,
A plate above the rheostat contacts indicates that the with a stroke of 8 in. The cylinders are ea t in one
arm should be turned against the sun to reduce the speed, piece with the low-pressure cylinder on top. Both
and with th e sun to increase it, the plate being marked cylinders have relief valve , and are tapped for drain and
" fast" and "slow."

indicator valves. The clearance in the bigh-preEsure


Starting Rheo.stat.-Tbe starting rheostat at the botto~ cylinder is 7~ per cent., an~ iD; the. lov.:-pressure ~ylind er,
of the panel is to start the motvr. and &:lso to protect 1t 7t per ce~t. The steam ~rstnbut1on IS accomphs~ed by
from damage in case of an overload or failure of c~rren t. two. cast-non ~lanc~d pl.Ston valves, as sho wn m .the
This rheostat must never be used for speed regul ation.
sect10nal drn:wmg, F1g. 6. The steam enters the h1ghIt consists of three parts, the rheostat and face, the pressure cyhnder chest and valve through the throttle
relea.se magnet and the overload relay.
valve. It is exhausted into the receiver and admitted in
The rheostat arm swings on a central spindle and the low-pressure cylinder by the outside edge of the lowtouches blocks at each end. Those blocks m which it pressure val ve. It is finally exhausted through the
rests when off are not connected to the circuit.
pa~age leading to the exhaust-pipe connection.
The
This arm is held in the off position by a spiral spring high-pressure. valv~ takes steam o~ the insi~e. Thetra.vtl
at the centre one end of which is fastE>nd to the rheostat of thus valve JS vanable, from 3~ m. to 2! m., dependmg
arm and the, 0ther to a cap with a hexagonal-faced boss, upon the load. The low-pressure valve takes steam on
this' cap being held from turning on the central spindle the outside. The low-pressure valve has a fixed stroke of
by a set screw. The tension of this spring depends upon 3~ in., which gives a cut-off in the cylinder of a~ut <?De
the position of the set Ecrew with relation to the arm half. The shaf.t and crank are made fr9m one solid p1ece
when off.
of steel. Cast-1roD: counterbalan~ed we1ghts are faste~ed
The contacts on the arm consist of U shaped copper to the crank oppostte the crank p~t to balance the movmg
leaves hearin~ on end, and must always be kept flexible parts. The slutf~ on one end receives th.e go~ernor-wheel,
in order to msure good connection with the resistance and on .th~ oppo~ute end n flange couphng ts secured for
blocks without unnecessary friction.
transm~thnS' the. power t~ the generator. A small
Releasc Magnet. -Theautomatic release magnet, located eccen~nc wtth .~~m. strok~ 1s turned on the .bub o~ the
at the upper left-band side ~f the r~eos~t. fac~, is de- coup~mg for dr1vmg the oil put;np . . The ma1.n beanngb,
signed to hold the arm on whlle the c1rcu1t 1s ah ve; but two m number, are hollow, cy)m'irtcal, cast-Iron sbe11s,

with flanges for bolting to the stancard. The sht-11 i~ in


two parts. The lower part recei n~~ the main bearing
boxes ~nd acts as a support for the ame. The top half
acts ~nmply as a coYer to prevent the oil from being
thrown out1 and free accrss to the bearing may be bad by
removing tnis part. The beuing boxes are made of cast
iron, lined ~ ith babbitt on the inne r surface, and on the
face x.ext t o the crankshaft. The governor consists of a
heavy flywheel, key ed to the shaft, and carrying the_governor .parts and t~e high- ~reRSure e~~ntric(Fig. 5). The
govermng mecbamsm consiSts of a smgle fly-weight, conn~cted to a lever carrying the pin, which operates the
htgh -pre~sure valve.
The motion of th e fly-weight id
opposed by spring attached to tl e pulley. By increasing
or decreasmg the teniion on this sprin~ the speed may be
raised or lowered. The same effect wtll be produced by
moving the spring in the slot on the fly-weight.
Generato1's.-Tbe senerators are compound-wound for
80 volts of the mulnpolar typE>, having 6 J:Oles and an
output of 50 kilowatts, with an armature speed of 310
revolu.tion~. Each generator is bolted to a cast-iron base,
to whiCh ~~ also SE'Cured the tandem compound engine
just described, and to the shaft of "bicb it ii directly
connected.
Magnet .F'?"ame and Pole-Picccx.-Tbe magnet frame is
a cast-steel ring made in two pieces, bolted together by
stesl bolts, having machined pads, to which are bolted
six removable cast-steel pole-pieces, which are ht-ld in
position by keys. Suitab'e lugs are cast on the low~r
half of the magnet frame for bolting it to the base.
Brush Rigr;ir~[J. - The brush rigging consists of a.
movable cast-iron brush-holder yoke made in two pieces
and bolted together, fitting a groove turned on the commutator end of the out-hoard bearing. The yoke supports
six brass studs insulated by fibre bushings and wash ers,
and cross connected by copper bus-rings. Each set supports seven brush holders having carbon brushes ~ in. by
11 in. by 2~ in., tb& brushes being connect<d to the brush
holders by small cables or pig-tails.
Field Coils.-Tbe field coils are wound on spools made
up of malleable iron flangeR, riveted to a. sheetiron body.
The winding is insulated from the spools by flanges made
of veneer wood. The series coil is first wound on the
spool, the ends of the strips being brought out to make
the connections. The shunt coil is wound over the series,
the end being soldered to copper terminals provided
with two screws for holding the field leads. The outer
layer of wires is coated with J apa.n to preserve the coil
from moisture.
. .A-rmature and Comm.utator.-Tbe armature is of the
drum-wound type, ventilated and multiple conne<:ted.
The core is made up of sheet-iron laminations provided
with slots for the wmdings. The core i supported on a
cast-iron spider, keyed to the shaft, and is ventilated by
five ventilating ducts ~-in. wide. 'f b e core and slots are
thoroughly insulated. The ends of the coils are connected by flexible leads to a bard.drawn copper commutator, and are soldered into slots cut in the segments.
Shaft. - The armature $haft is mad'3 of mild stee), and
provided with a coupling for direct connecting to the
engine shaft. Each generator is provided with. a con
nection bo~rd secured to the magnet frame, on which
is mounted a double-pole circuit breaker and pilot lamp.
Sh'l.llnt.-In order to properly adjust the compounding of
the generators, the set ies coil is purposely made of somewhat more stren~th than actually required, and the exact
strength is obtamed by connecting across its terminals
several strips of german silver, so that a portion of the
main current will paes through this germa.n-silver shunt,
weakening the sen es coils of the field wind in~ just the
proper amount. Reducing the cro~s-section, or mcrea.sing
the length of this germa.nsilver shunt, of course increases
its resistance, and tberebre increases the current passing
through the series coil, and thus strengthens it. Increasing the cross. section or shortening t he Jength accomplishes
the opposite result. In this way the generator can be FO
adjusted as to give 80 volts a t no load and 80 volts at fuJl
Joad, or c~n be adjusted to give a Elight rise of potential
at fnllload to overcome the drop of potential in the cables
leading to the switchboard.
These strips are fastened to suitable terminals, and
after being properly iasulated are folded up into a compact space, and the terminals are bolted to the terminals
of the series coils.
Switchboards.-Switcbboards are divided into three
classes: Generator boards, distribution boards, and switch
panels. The generator board consist of the individual
headboards for each generator, main generator board,
and equaliser board.
H eadboard. - The generator headboard consists of a
slate panel supported on iron brackets bolted to the field
ring of the ~enera.tor, and containing a double-pole ca.rbonbre!l.k ci rcutt breaker, and a switch for short-cncuiting the
series coil. The positive brush-bolder cable is brought up
to the upper centre binding post of the panel for the
equalieer connection, and from this terminal a cable is
taken back to one end of the eeries coil, a nd t be other
end of the series coil is connected to the lower centre
block which connects to the lower right-hand terminal of
the circuit breaker. The upper right-hand terminal of
the circuit breaker recE>i ves the positive cable to the gene
ra.tor switchboard.
The negative brush.hold er cable is connected to tb&
tripping coil of the circuit breaker, which is also connected to the lower left band circuit- breaker terminal,
the upper left-band terminal being connected by cable to
th~ negative side of the main switchboard. It is essential
that the tripping coil, which must carry the whole curt <'nt of the armature, should be connected on the oppo~i te
side of the generator from the series coil. as t he current
p~ing through the series coil when several machines are
connected in multiplf), is likely to be different from the
current paseing through the armature.

IOS

E N G I N E E R I N G.
The circuit bre1.ker consists of two p.l.irs of contacts,
and for each pair is a lever carrying a contact ~ade of
flexible copp~r leaves arranged to press firmly agamst the
contact blocks, and thus completing the circuit.
The levera are held closed by suitable tog-gle levers,
which are released whenever the currellt i n the trippio~
coil is sufficiently great to attract its armature. E~ch
lever is controlled by a sepl.rate handle,. an.d eac~ s1~e
may be closed independently. but the tr1ppmg cml will
release both levera at once. The le vera are made to act
independently, because it allo ws the fir.it one to open
instantly when the second one ii closed, if t here should
h~ppen to be a short circuit ; while if both levers operated
by one handle, they might be h eld clos~d long enou~h b.Y
the hand to do injury to the machine. The c1rcu1t
breaker may be easily tri.Pped by hand by pulling a small
le,er. In this way the ctrcuit braaker is used, not only as
an automatic protective device against overloads and
~hort circuit~, but is also used as the main switch for
opening and closing th9 generator c~rcu~t.. To prevent
the burning of the contacts wh~n the c1rcmt IS opened, the
contact blocks ara provided wi th a block of carbon, and
the lever is provided with a small copper bar with contact
blocks at the ends, which touch the carbon blocks before
the main boards are closed, and ~m openi ng the circuit,
leave the carbon blocks after ma10 contacts are opened.
This allows whatever arcing or burning there may be
on clo3ing or opening the circuit to take place on the
care on blocks, which may be e~ily renewed when
n(cessary. .
.
.
.
.
.
The tripping cm.l armatur.e I S .Provtded wit h an adJustable spring by wluch the ctrcu1t breaker may be set to
open at any desired current within its limits between 600
and 1200 ampereg, the setting being determined by a small
p 1inter~
.
.
.
A pilot lamp IS prov1ded, connected to the lower termtnals of the circuit breaker, which will show approximately
the Yoltage of the generator. ~t is protected by a pair of
small single-pole cut-outs, which also carry current for
the voltmeter on the instrument panel, the latter being
connected by pressure wires so that the pressure at the
bru~hes may always be indicated, whether the headboard
switches be opene:l or closed.
The negative shunt field lead is br<;mght to the lower
left-hand binding post of the c::ircuit breaker, and the
positi\'e lead of the ~hunt fi eld is taken to a small post
on the right-hand side, and from ther~ to t he main g:enerator switchboard. From the lower nght-ha.nd termmals
of the circuit breaker is tak en a lead througl? the field
rheostat to the main generator board. In th.is way the
field circuit of the generator is not disturbed when running self exciting, if the circuit breaker is opened, although
the ~hunt circuit may be opened at the m~in generator
board.
In the centre of the headboard i'3 a switch with a removable blade, which short-circuits. when it is closed, the
series winding of the generator, so that it may be operated
as a shnnt-wound generator for turnin~ turrets.
Distribution Boards.-D.istribution boards are di vided
into two classes, main and auxiliary; the main boards
being those connected by the feederd to the switchbo~rd
bus-bars and located upon the splinter deck. The auxiliary
boards are fed from the main boards, and are located at
the various centres of distribution. There are three main
distribution boards and seven auxiliary boards. Their
location and the general manner in which the circuits are
con trolled are described above, under the head of
"Description of Distribution."
Descrip_ttion of the T1trret- Tu1ning S ystem and Apparatus.-Each double turret (Fig~. 8 to 10, page 103) is
turned electrically, the method of the speed control of the
driving motors being entirely different from that of any
other mo~or in the ship. Tbe:-e are two 50 horse-power
electric motors, located below the floor of each 13-in. turret.
These motors are regulated in speed and direction by a
controller, situated under the sighting hood, between the
13-in. guos. The operator has only to turn his controller
handle from the "off " position in the direction in which
he wishes the turret to move, and the motors will drive
the turret as desired, the speed of travel being dependent
upon the amount which the handle has been displaced.
The method of control depends upon the fact that the
speed of a motor armature running in a constant magnetic
field is proportional to the volts impressed upon its
brushes. Therefore, by conveniently varying this voltage
the apeed of the motor is changed. In this case each
turret requires one independent generator for the supply
of the turning motors; but the dynamo switchboard is
so designed that any generator may be used for either
turret. The fields of the motors of the generator are
separately excited from the switchboard bus bars, and are
consequently independent of the voltage generated by
the armature of the dynamo. The field rheostat on the
generator panel board is cut out, and in its place another
rheostat in the turret operated by the controller is used,
the generator field wires being carried to the turret for
this ~urpose. The series coil of the generator is shortcircmted by a switch on the headboard. The armature
terminals of the generator are connected through the
necessary switches, &c. directly to the armature terminals of the motors. The motors are in multiple. As
the engine drives the dynatno armature at a constant
speed, the volts delivered by it to the motor armatures are
approximately proportional to the shunt field excitation,
and consequent-ly the speed of these armatures and of the
turrets is directly controlled by the operator in the turret.
The current required is dependent upon the turning
moment n e~sary to overcome mechanical resistance,
and will not vary greatly at any constant speed, regardless
of what that speed may be. The circuit is so arranged
that either motor may be electrjcally cut out, and the
other motor be operated to the extent of its capacity. If,
when the motor IS in motion, the controller is t urned to

such a posi tion that tho armatures would be driven as


motors at a lower speed than that corresponding to the
speed of the turret, the turret will drive the armatures,
which will immediately generate current and absorb
energy, bringing the turret down to the speed of the
armatures when running as motors. When the controller
is placed on the off p osition, the brushes of the motors
a ro connected through a low resistance, so that the armatu~e~ would generate l~rge currents if revo~ved, thus reqUlrmg much expenditure of energy, wh10h would be
greatly increased by the mechanical connections from the
turret, and thus electrically locks the turret. This .con d ition does not hold unless the motor field.:~ are exCited.
The controller, in addition to operating the generator
field rheostat, also sends the current to the motor armatures in the direction to give the rotation required.
Below the platform on which the operator stands are the
field and armature switches for cutting out the fields or
armature of either motor, and an automatic circuit
breaker which open8 the armature circuit of both motors
in case of an overload. The field of the generator is
separately excited from the constant potential power
bus- bar~, and this circuit is extended to the rheostat
located in the turret. The motor fields are also excited
from these bus bars. The reason for sepl.rately exciting
the generator field is to cause it b respond immediately
to a change of the rheostat, and thus :>.void the delay
in building up a self-exciting generator. The motor field s
are separately excited in order to give a constant excitation which could not be obtained from the driving
dynamo, as the pressure at the motor brushes will vary
according to the desired speed. Thus the person operating
the rheostat controls the speed of the motor, which will
remain constant at any point until this resistance is
changed. In the actual mstallation, the same handle
which controls the rheostat also controls the direction of
rotation of the motor, so that the operator who is training
the turret has complete command of the direction and
sp,eed of movement.
Motors ancl Gearing.-T here i~ one 50-horse power
motor, with the armature and field each wound for 80
volts, located on each side of the 13 in. turret below
the floor. They revolve in the same direction, both driving
through bevel gears to one shaft which runs across the
turret. Thi~ shaft can ies at one end a right-hand and at
the other a l eft-hand worm, each of which engages with
a wormwheel at the top end of a vertical shaft. At the
lower end of the vertical shaft of each of the wormwheeh
is a pinion which mesh~ s with the circular rack inside of
the barbette, thus d riving the turret. The wormwheeJs
are connected to vertical shafts by fri ction clutches
(Fig. 10), whi ch can be adjusted by nuts ab:>ve to carry
the desired load, but to slip if it be exceeded in ordn
to prevent damage to the driving mechan i~m due to an
excessive overload, such as would occur when firing one
gun, or possibly in the ca.se of iml?act of a shell on the
outside, tending to produce rotatiOn independently of
the motor3. These friction clutches consist of a cone,
loosely keyed to the ver tical shaft, so as to allow movement along it, which is forced against a conical seat in
the wormwheel by twelve helical compression springs.
These springs are held in a casting key ed to the vertical
shaft in the same manner as the cone. The pressure of
the~e springs is adjusted by sliding thii casting along the
shaft by means of a large rGce~s(d nut and clieck nut at
the top end. The cone can be raised clear of its seat in
the wormwheel, without disturbing the adjustment of
the compression springs, by screwing down the nuts on
12 studs which are fastened to the co~e and pass up
through the centre of the springs ar:d casting holding
them. The object of the cross-~ haft is to allow one motor
to revolve the turret by driving both pinions, should the
second motor be mechanically disconnected, and also to
permit one motor to revolve the armature of the other
motor in case the latter should fail electrically, through
the bevel gears instead of throu~Zh the wormwheel and
worm, which would be the case if the cross-shaft were
not employed. The worms axe mad e right and left, so
tha b the thrust of one shall be balanced by that of the
other, and relieve the thrust bear;ng which is between the
guns near the middle of the shaft. The brushes of the
motor are on four studs supported by a yoke which
revolves concentric with the shaft. These brushes can
be reached through hand-holes in the top and end of the
frame.
Con troller, Swi tches, and I nstrwments.-The -controller
is located on a platform, between the 13-in. guns, under
the sighting hood. It consists of a cylinder carrying a
set of contacts for producing the desired combinatiOns to
give the proper speed and direction of rotation to the
armatures.
The cylinder has a shaft which extends beyond the
top and bottom of the controlle r case. At the top there
is a gear driven by a pinion on the shaft of the operating handle. At the bottom a coupling connects the
controller to a vertical shaft whioh is mechanically
operated by stops at nearly the limit of travel of the
turret, turning the cylinder to the off position. This is
a safety device to prevent the guns from striking the
superstructure due to to~ great rotation, but dependence
should not be placed upon it except for emergencies.
Inside the case, the cylinder performs two distinct
kinds of work. The upper part has nine contacts which
are connected by fingers and leads to the generator field
rheostat, and controls the speed of the motors.
The lower part supports a number of semicircular
segments which are connected with the armature circuits.
The eight wide ones control tl1e direction of rotation, and
ca~ry all the armature current of both motors. Two of
them also have contacts which introduce a brake resistance across the motor brush terminals when the controller is off, so that the momentum of the turret and
armatures id checked hy the energy required to drive the

motor armatures as dynam os, thus generating current


through the brake rheostat.
.
This curre nt decreases with t~e speed, becombg ~~ro
when the turret is at rest, and g1 ves the grea~est ra m~
effect at fir.::~t, which diminishes as the tu.r~et ts retard~d,
thus producing a smooth stop. In add1t10n to. the w1de
segments, there are six narrow ones con~ected w1th th.em.
These make contact with their respective finge.rs a h~tle
Lx~fore and brake a little after, the segments wtth 'YhiC~
they c~nnecb. They intro~1:1ce into the armature .CircUit
residtances known as aux1hary rheostats, the obJect of
which is to decrease the volume of current at the first
instant of contact and al~o reduce the amount ab. the final
break. This diminishes the possibili~y of spa.rkmg at all
points. The rheostats are located m the central box
girder below the 13-in. gun floor.
.
A skeleton s witchboard placed under the hiDged.pla~
form in fron t of the controller supports the cu cu1b
breaker, two doub1 e-pole armature switches, and two
field switches, two dischar~e resistances, and one do_ub~e
shunt. The single-pole Circuit breaker a~ th.e lefb lS 1.n
the positive side of the main armature Circuit before It
enters the controller, and is operated by two. rods e xtending through the platform. The shunts consts t of two
resistances mounted end to end on a fibre base, the current entering between them, dividing, and passing to the
separate armature switches for the individual motors.
These shunts are used in connection with ammeters
located on the mantlet plate beside the controller. The
ammeters are zero centre reading, which is necessary,
because they are in the armature circuit where the direction of current is reversed by the c~ntroller. The leads
between the shunts and the ammeters consist of flexible
cord, and each must be used with the ammeter with
which it has been calibrated. Below the shu nt are two
double-pole armature switches for each motor, and under
them are two smaller field switches, with a. special contact for field discharge resistances loc~ted near them.
E ach of these latter switches controls the field of one
motor, the main field current dividing before entering
them. One of the resistances is connected between the
long clips of each of the field switches, and their object
is to supply a. path for the discharge of the field when the
switch JS opened. This is accomplished by causing the
blades which connect to the motor terminals to come in
contact with the long clips just before breaking the
feeding circuit. The field discharge then passes through
this resista.nc~.
P'orwarcl Boat Crane.- There are two for warJ b::>at
cranes loca.ted at frame 35, starboard and p ort, having a
capacity of 18,000 lb. at a speed of 25 ft. per minute.
Each crane has the form of a l arge bol-t davit, and is
built of structural s teel having a box section.
The lower end ~as a pivot steady bearing on the protective deck, the weight of the crane and its load being
taken by a roller thrust bearing on the main deck, and
its alignment being preserved by two steady bearings,
one on the upper deck, and the other on top of the
hammock berthmg.
Just above the hammock berthing the crane carries a
circular platform on which is mounted all the operating
machinery, the motive power being furnished by a 50horse-power electric motor. The pinion of the motor
meshes with a large gear on one end of a horizontal
cross-shaft carried by bearings mounted on the platform ;
the other end of this shaft carries a worm, workin~ a
worm wheel on the upper end of a vertical shaft passmg
down through the platform, and carrying at its lower
end a pinion meshing in a circular rack having its centre
in the centre line of the crane, and held by the frame of
the steady bearing on top of the hammock berthing.
This arrangement allows the motor to rotate the crane.
There is a second horizontal cross-shaft on the platform
at right angles to the one that rotates the crane, and
geared to it by a .Pair of mitre gears near the motor end.
This shaft carnes a worm working a wheel on the
hoisting dTum, which is supported by pedestals mounted
on the platform.
Ea?h of these horizontal cross shafts, the one for
rotatmg the crane and the one working the hoisting
drum, is divided by a friction clutch near the worm
end. The disk of the friction clutch on the shaft that
rotates the crane forms the pulley for a friction band
br~k~ used for . bra kin~ the <?rane when rota~ins. The
h01stmg drum IS . provided w1th a brake conslStmg of a
tapered wrought-uon band wrapped around a flat portion
of the drum, the large end of the band being fastened
to the platform, and the small end being pulled taut by
a weighted lever. The band is wound around the drum
in the direction the drum turns when lowering this
effectually locks the drum against lowering as long~ the
band is pulled taut by the weighted lever, but allows it
to turn in the hoisting direction with only a small
amount of friction. When it is desired to lower the
band must be slackened by raising the weighted iever
which is accom~lished by means of a hand lever.
'
The two frictiOn clutches and the friction hand brake
for rotatin~ are all operated by band levers, which,
together wtth the hand lever for releasing the hoisting
brake, are all located side by side near the controller for
the. motor, so that the_person operating the crane can
e~1ly reach the~ all. The hoisting tackle consists of a.
su~gl~ sheave w1th a h ook for carrying the load. The
h01stmg cable, made of steel and extra flexible, passes
from the drum along the back and over the end of the
crane on guide pulleys, through the hook sheave, and is
made fast to the head of the crane.
D escription of Mot01s. - The motors are of the armoured
type. They have four pol~, are shunt wound (with 80
volts on fields, 160 volts on the armature} and give an
output of .50 horse-p?wer, with an arm~ture speed of
400 revolu.tiOns per ~mute. ~he frame is an octagonal
steel castmg made m two pteces; feet are cast on the

ro6

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

lower frame and are drilled for bolting the motor to its
foundation. The upper frame is held in position by six
steel ta.p bolts. The pole-pieces are of cast steel, and are
bolted to sea ts bored in magnet frame and located at
45 deg. from the horizontal. The armature bearings are
cast on the lower trame, and are fitted with rem(}vable
caps and split linings. They also have large pockets for
catching the waste grease. The caps are held in position
by steel bolts, and liave large grea~e boxes cast on, fitted
with bronze covers held in place by copper-plated steel
springs. The armature bearing linings are cast iron
ba.bbitted, made in two halves, the upper halves being
supplied with slots for admitting the grease lubricant to
the shaft. The brush rigging consists of a revolving castiron yoke made in two halves fi tting on commutator end
bearing. This yoke supports four insulated brass studs,
which are cross-connected by flex ible cable, r ubber insulated and braided. Each stud has six brush holders
wi~h carbon brushes.
The carbon is taken from each
brush to the brush bolder by a small flexible cable or
" pig-tail." The brush-bolder cables are rubber ins ulated
and braided, and are brought through rubber-bushed
boles in the lower magnet frame.
Field Coils.-Tbere are four field coils fitting around
and held in position by the pole-pieces. The coils are
thorough ly covered with varnished cambric and taped,
then coated with japan. Each end of the winding is
soldered to a copper terminal, or binding post, for holding
the field leads. The field leads are made of flexible
cables, rubber insulated and braided to ! in. diameter.
The field leads are brought through holes in the frame
insulated with soft rubber bushings. The armature is of
the drum-wound type, multiple connected. The core is
made up of sheet-iron laminations, supplied with slots
for carrying the armature conductors and supported by a
cast-iron spider, which is keyed to the shaft. The core
and slots are thoroughly insulated with paper and mica.
The commutator segments are each thoroughly insulated
with mica. The controller is Form B 17, referred to
above under the head of "B Controllers."
Afte1 B oat Cram.es.-There are two after boat cranes
located at frame 53, starboard and port, having a capacity
of 4000 lb. at 40ft. per minute.
Each crane has the same height and reach as the
forward cranes, but is built lighter; all of the mechanical operating machinery is of the same design but
smaller, so that the description previously given for the
forward crane applies equally well to the after crane,
except in case of the motor and some of the electrical
apparatus.
Thirteen-I'flch A mmunition H oists. - One 20 horsepower, 160-volt motor is located under the central
girder of the turret for the operation of each of the
13-in. hoists, being supported by the bottom plate of
the turret. A drum on the intermediate shaft operates the ammunition car bv a flexible steel rope,
passing over leading sheaves. VThe car travels on girder
rails.
M otors.-The motors are of the armoured type. They
have four poles, are shunt wound with fields excited at
80 volts, and give an output of 20 horse-powe~ at 16Q
volts, with an armature speed of 350 revolutiOns per
minute.
E ight-I nch A mmunition H oist.-One 6 horse-power,
160 volt motor is located outboard of each 8-in. gun, on
the gun floor under the sighting hoods, for the operation
of the 8-in. ammunition hoist. A shaft extends across
the turret from one motor to the other, which is divided
into four sections, the two outboard ones being c::arri~d Ly
bearings cast on the motor frames, anq formmg m~er
mediate shafts for the motors, the two nuddle ones bemg
carried by bearings formed in the deck lugs of the 8in.
guna. The tw<? outboard or end s.ecti<?ns are coupled to
the middle sechons by mean~ of cyhndncal shaft coupler.s,
which are keyed to the end seet10ns and f~tened to. the
middle sections by set screws. The two middle sectiOns
are both keyed in a cylindrical shaft cou ~ler at tb~ cen t~e,
thus acting as one shaft. Each end sectiOn carries at 1ts
inboard end a gear meshing with a pinion. at the armature
shaft and ab its outboard end a drum which operates the
amm~nition car by a flexible steel rope passing over leading sheaves. The drum is attached to the shaft by a
clutch operated by a. hand lever, so that it may either run
loose or turn with the shaft, as desired. It also has a
band brake operated by a hand lever.
For ordinary operation the end sections of the. crossshaft will be disconnected from the central portiOn by
means of the set screws in the shaft couplingR, so that
each motor operates its hoist independently, and ~be load
is hois ted and lowered by startmg and reversmg the
motor by means of the con troller, the drum being held
tight on the shaft by its clutch, and the band brake not
used. If, however,. one of t~e motors should be m~de
inoperative both h01sts can still be worked by connectmg
in the cen t;a.l portion of the cross-~baftl by means of ~be
set screws in the shaft couplers at 1ts ends, thus makmg
the crossshaft act as one solid piece, and allowing both
drums to be operated by the unin jured motor.
Six-Pounder Winch Hoist.~.-Tbere are two 6I?Ounder
winch ammunition hoists located at frame 74, JUSt aft
of the after barbette on the berth deck, starboard and
port.
.
.
f
t .
b d
De.cwription .-Each bmst con.s1sts o a cas -Jion e plate on top of which is bolted an armoured motor, and
unde~eath the motor is located the resistance box. ~he
bottom of the bedplate is extended, and the operatmg
controller bolted to this extension. T~e sha.ft for the
drum is supported on brackets ~r beanngs,. wblCh are
part of the motor casing. Motion IS commumcated from
the armature of the motor to the drum shaft
J?eans
of a cut caststeel pinion, having 14 teeth, mesbmg 1~to a
cut cast-steel gear, having 66 teeth,. and s~cured m an
oil-tight covering. On one end of th1s shaft IS keyed the

py

drum , which is 12 in. in diameter, and has a 7-in. face.


On the inner end of this drum is cast a brake flange.
The brake consists of a steel band, to which is bolted
vulcanite fibre; one end of the brake band is secured by
means of an adjustable bolt to the bedpla.te of the hoist,
and the other end is secured by a. bolt to the operating
lever, and adjustable weight is provided at the outer end
of this foot lever.
The winch can hoist 120 lb. at the maximum rate of
253 ft. per minute.
Chai n A mnnwnition H oistiS,- Tbere are ten endleESchain
ammunition hoists, located as follows:
Two for 5in. ammunition from the magazines on the
platform deck at frame 28, starboard and port, delivering
upon the ~un deck.
Two 5-m. hoists from the ammunition passage on the
splinter deck at frame 37, starboard and port, delivering
upon the gun deck.
Two one and 6-pounder hoists from the ammunition
passage, delivering to the upper deck at frame 43, starboard and port.
Two 5.in. hoists from the ammunition pa-sEage a t frame
53~, starboard and port, delivering upon the gun deck.
Two 5-in. hoists from the platform deck at frame 64,
starboard and port., deli vering upon the gun deck.
Deuription.-Each hoist consists of a pair of endless
chains, travellin g over sprocket wheels, and reaching
from the point of loading to that of delivery. These
chains support between them carriages placed at proper
intervals for receiving the ammunition, the whole being
driven by an electric motor through a syst em of gearing.
The intermediate shaft of the motor is geared to a
countershaft of the hoist, which has a pinion on the
other end engaging a gear on a. shaft carrying two sprocket
wheels. Two endless chains pass over these sprockets
and run up to two similar sprockets in a casting stt in the
deck at the point of delivery. These endless chains are
connected at equal interval~ by carriages on whi ch the
ammunition boxes are placed. The two bearings of tlbe
shaft for the lower sprockets can be moved through an
arc of a circle having its centre at the centrA of the countershaft which is geared to the sprocket shaft. 'fhis permits
the distance between the upper and lower sprockets to
be adjusted to compensate for stretch and wear of the
chain. The adjustment is made by means of two ad j usting screws, with lock nuts, which push the bearingd
down. When the adjustment is made the bearings are
held in place by a set screw.
In order to prevent the load from overh auling and
running the hoist backwards in case the driving mechanism should fail, pawls are provided which allow the
ca.rriages to pass up, but will catch and hold them if they
move down. When it is desired to lower ammunition,
these pawls must be thrown out of action b.v means of a
lever at the side of the hoist. This lever moves a sliding
rod, which raises the pawls and turns them back into
pockets so that the carriages can descend withou t en gaging: them. When ~h~ lever handle is up the pawls.are
in actiOn, and when It 1s down they are out of actwn.
This lever carries a pawl switch, described later in the
motor description.
A band gear is provided in order that the hoist may
still be operated if for any cause the driving motor fails.
It consists of two hand cranks located at convenient places
in the magazine or ammunition passage near the hoist and
connected, by an arrangement of shafts and bevel gears,
to a clutch on the end of the motor intermediate shaft
opposite the hoist. This clutch is operated by a hand
lever, moving in the plane of the shaft, and is so constructed that when the ]ever is moved towards the motor
the intermediate shaft is connected to the large motor
gear and the hoist is electrically driven; b~1t when .the
lever is moved away from the motor, the mtermed1ate
shaft is disconnected from the motor gear and is connected to the gearing of the band gear, and the hoist is
ready for hand drive. When the lever is thrown for
band drive the intermediate shaft runs freely in the
motor gear, and when it is thrown for electric drive the
shaft runs freely in the last bevel gear of the hand drive
system.
.
.
Solenoid Brake.- The solen01d brake conststs of a castiron bracket bolted to the tov field, and carrying at one
end a p air of solenoid magnets and the other forming the
fulcr um for the lever which tightens the band surrounding
the brake wheel.
The solenoid magnets consist of brass spools, supported
Ly short cores of wrought iron, and supporting, when in
action a pair of removable cores with a heavy cast. iron
yoke, 'the weight of which, when the magnet is not in
action tightens the band around the brake wheel and
preve~ts the armature from moving. These magnets are
connected t o the controlling panel so that when th e
hoist is in operation the magnet is energised, lifting np
its cores and releasing the brake; but wlien the current
is cu t off, the cores fall and stop the motor. The fi xed
wrought-iron cores are supported from the cast-iron
bracket by two bolts, and from the yoke of these cores is
supported the bearing for the fi xed end of .the br~ke.
Adjustment for the wear of the bra ke band IS prov1ded
by the use of a bolt extending through the removable
yoke.
. ..
Safety Switch.- In order to prevent the poss1b1lity of
running the hoist backwards against the pawls, a safety
switch is inserted in the armature circuit. The blade of
this switch is carried by the lever w hieh operates the
pawls, so that ~ben .the lever i.s up and . the pawls are in
action, the switch !!' open, t hus opewng the. arD?ature
circui b and preventmg the motor fro~ runnmg m the
lowering direction; but when the lever IS down and the
pawls thrown out of a_ctio?, the switc~ is closed, t hus
closing the a.rm~ture. e1rc~nt and aJlowmg the motor to
run in the lowenng duect10n.
Method of Operation. -To starb the motor have the

[JAN. I 9, I900.
reversing switch closed in the direction it is desired to
run the hoist; that is, up for hoisting and down for
lowering; the field rheostat arm at the extreme left for
the slowest speed, and the star~ing rheostat arm in the off
position; then throw the main triple pole switch up if
desired to run at 160 voltS or down for 80 volts, being
careful to close it a.s far as it will go in order to be sure
that the field discharge resistance clips are opened.
The field will now be excited by a current of about
three amperes; and the solanoid brake with a. current of
about two ampere~, which will raise the cores and release
the brake. Now turn the startin~ rheostat arm with the
sun from the off position; this completes the armature
circuit with the two halves of the starting rheostat in
multiple, and star ts the motor; and as the arm is slowly
turned to the last position and held there by the spring
catch, the rheostat is cut out and the armature connected
directly to the line ; at the same time the resistance of
onehalf of the rheostat is inserted in series with the
solenoid brake, reducing its current from about two
amperes to abont one ampere. The speed of the motor
may now be increased by slowly turning the field rheostat
arm with the s un, cutting in the field rheostat, thus reducing the current in the field. Should this be done too
fast, the load will be increased so rapidly as to lift tbe
armature of the overload magnet and shut down the
motor. This same thing will occur if the machine is
overloaded by any accident to the machinery, as, for
example, an ammunition box jamming in the hoist, which
will be stopped automatically and without injury to any
of its parts.
Description of Rammers for 13-I n. Gun.- One 5 horsepower, 80-volt, series.wound motor is located outboard of
each rammer on the 13-in. gun .floor. The shaft cou~lea
direct to the rammer, in the mechanism of which IS a
friction sheave, which may be adju sted so that in case too
great obstruction is met, as would occur if the r~mm~r
reached ita limit before the motor is stopped; this will
slip and prevent so great a load as to cause the fUes, or
circuit breaker, to act.
Motors.-The motors are of the armoured type. T hey
have four poles, are series-wound, and give an output of
5 horse-power at 80 volts with an armature speed of
775 revolutions per minute. The controller is form R 23,
previously described , and is supported horizontally on
top of the rammer.
Description of Electric Elevating Gear for 13In. Guns. One ~ horsepower, 80 series-wound motor, located in
the central girder below the 13in. gun floor, elevates each
13-in. gun. It stands with the. commutator to~~rd the
centre line of the turret, and dnves tbrou6b a pmi<?n and
train of gears. There is an idler gear m serted m the
mechanism of the right gun, in order that the two
motors may not be exactly opposite each other and thus
render access to the brushes difficult. It is operated by
a controller situated beneath the telescope under the
sighting hood. The rheostat is located below the controller and the switch panel is fastened to the ma.ntlet
plate ~t a convenient point. The motors are the same as
those used for the 13-in. rammer, except that the field
and armature have different windings so as to give a
speed of 300 revolutions per minute at 80 volts and
2~ horse-power output.
The controlling devi~es are
generally similar in principle to those used w1th the
rammers for the 13in. guns.
. .
Description of Ventilating Fans.- 50-In. Ventt.latLng
Blo-zoers.-Tbere are ten 50-in. ventilating blowe~, each
driven by an electric motor, located as follows :
T wo on the splinter deck at frame 26, starboard and
port.
.
.
Two on the splinter deck m the dynamo-room at frame
39, starboard and port.
Two on the berth deck at frame 40, starboard and port.
T wo in the engine batch on the main deck.
.
T wo on the splinter deck at frame 65,. sta.r l,oard and
port.
.. ,
.
.
Descrtption.-Each blower lS duect- connected to a
12 borsepower electric motor, supported on a shelf pr~
jecting from the side of the blower. They are set m
pairs, equally Clistributed between star board a~d port.
Description of Motors.-Tbe motors are entue]y open,
shunt wound, of the multipolar type, having an outp?t,
with 160 volts on the armature, of 12 borsepower w~th
an armature speed of 500 revolutions per minute. With
field regulation tb~ speed can be reduced to 400 r ev~lu
tions and by runmng the armature on 80 volts about oueba.lf the above speeds can be obtained.
Method of Ope1ation.- To start the motor on 160 volts,
assume the triple pole switch to be thrown up, tb~ field
rheostat arm to be turned to the extrem~ left for slo~
speed, and the startin~ rbeo;:,tat arm t o be m the off position. Fields will be exmted from 80 volts. When th~ ~tar~
ing rheostat arm is turned clockwi~e from the off pos1 t10n 1b
completes the a-rmature circuit with the two halves of the
rheostat in series. This starts the motor, and as tb~ arm
is slowlY. turned to the last position, the rheostat IS cut
out until the motor is running on 160 volts at about 400
revol utions per minute. The speed .of the m~tor may
then be increased to about 525 revolutiOns per mtnut~ by
slowly turning the aonta~b a~m of the field rheostat m a
clockwise direction, cuttmg m the field rheo.stat, thus reducing the amperes in the field. Sbou~d tbts be d~ne too
fast, the load will be increased so ra.p1dly ~s t<;> .lift the
armature of the overload magnet, short-cJicuttmg the
release magnet and shutting do~ tb~ motor. The same
thing will take place. if the machine 1s overloaded by any
accident to the machinery.

NEw YoRK.-'I:he number of vessels of all descriptions


which entered the port of New York last year was 14,067.
By far the l~rgest por~ion of these vessels were engaged
in the Amencan coa.stmg trade.

107

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

"ENGINEERING" ILLUSTRATED PATENT


RECORD.
co~tPILED BY ,v.

LLOYD WISE.

ately substituted for it. The rods are enclosP.d wi~bin a gla~s
channels, are subjected to beat, an~ the me~l, w~en in a molten ~lobe
furnished with a common or mutual resistance, and
condition (the plunger in the c hnder be1n~ ra1sed), flows a!ld beati~gand
coils which a re cut out wben one of the r ods has bte n
rises to its liquid level in the channels. The plunger on 1ts
rendered incandescent. Incandescent ~odi~s of. the ~1~ referred
to may thus be a rranged either to perm1t .h1gb 11lummat1oD, ~r to
burn continuously fCir a lengthened penod as may be dts1r ed.
(.4ccepted December 13, 1899.)

sEJ.ECTED ABSTRACTS OF RECENT PU'BLISHED SPECIFICATIONS


UNDER THE ACTS 1883- 1888.
Tlit munber flj vietos given in the S}X'ci~ation Dmuhl~8 i~t ~tale~
i 1~ each case; where none are utrnlLoned, the Specijicat~.-on ut
1U1 t illu8trated.
.
,
Whue im;~ntio~ a,.e commtn~tcate_d J_,-on!' afJroad, the .1'. ames, &:c.,
of the Commullicators are gwen u1. ttaltcs.
c i#'l of pecifi_cations rrut.y bt' o.btlf;in-ed at the Patent O.ffice Sale
11ranch. !.5, Southampton, Btuldmgs, Chance~y-la ne, IV. C., at
tlte 11 nijonn price of Bd.
The date o.f the advutiseme11.t ?f the accepta1tce of a complete
Speci/ication i8, in each case, g1ven after the .abs~rac.t, unless the
Patent has been sealed, ~hen ~he. date of sealul(J ts gt ven .
.4nv perRon may at any ttm~ totthtn two months .front th~ dal~ of
the advutisement of the acceptance of a complete Spectncatum,
q 1 et notice at the Patent Office of .oppos!tion, to the grant of a descent closes the openings and forces the met al under pressure
into the chills ; the said plunger may be operated by a band-lever
Patent M anv of the grounaS?ntllttOned tn the .A ct.
or by rack and pinion. (.4ccepted December 13, 1899.)
ELECTRICAL APPARATUS.
20,983. W. Wood, Bristol. Trolley~ ~or Oyerbead
Conductors. [6 Figs.) August 24, 1899.:-Th~s mve~t10n ,has ~e
356. L. w. Gans, Fraukfort-ou-Maln, Germany. ference to modifications in apparatus desl'nbed 10 apphcant s pnor
Electric Incandescence Lamps. January 6, 1899.- This Specification No. 28,839, 1897. The spindles of the trolley wheels
invention relates to the manufacture of incandescence bodies for therein referred to, are, in accordance wlth this invention, con
electric lighting, composed of the oxides of the earthy metals str ucted to serve '\8 t ubular reservoirs con tainio~ lubricating ma
which become conductors at an elevated temperature, and to
which a small quantity of phosphor ic, silicic, or boric e.oid may
be added to increase cohesion. A hollow cylinder is formed of
one or more of these oxides, and its interior is coated with a
mixture or solu~ion i~ a~ ~the rial oi_l of a cera~ic lustre having
as its basis osauum, nndium, rhodium, ruthemum, or an alloy
of these metals the lustre being burnt in as is usual in ceramic
Fig.1.
decoration. on' the !a.ssage of the electric current the metallic
coating is heated, an this in turn h ~ats the cyli nder. up to the
temperature of incandescence, at wh1ch temperatur e 1t becomes
a conductor. The invention is not , however, restricted to this
form since the illuminant may have any suitable form , and the
luetr~ may be applied aa ~n external strip !>r otherwise. If. the
lustre has a.s its base osmtum or other oXJdlSable metal, the illuminant should be enclosed in a bulb exhausted or filled with
inert J-!&8 ; if the base is inoxidisable, this p rotection may be dispensed with. (Accepted December 13, 1899.)

183t. 11. Btrst, London. and J. V. Zealander. Salford. RaU Bonds. [5 F igs.] J a nuary 26, 1899.- This in
vention relates to bonds for connec ting rails which a re used as
return conductors, and has for object to permit the use of an
ordinary fishplate joint, which is bridged in such manner that
the electric continuity is not disturbed by expansion and contraction due to changes of temperature. The bonds consist of a
pair of cur ved conducting strips, one of which is p rovided with a
~--Piy.1.--------- ~ ........

Organ ~o~pler.

[2 Fip8.] January 9, 1899. - The applicant ~tates t hat 1t lB often


desirable in organ playing to be able to mstantan~ously effect
the chan.ce of stops in entire g roups at the same tJ~e, and for
this purpose composi~ion stops, peda.~, keys, or p1stons .ar e
usually pro..,ided. I t 1s, moreover, des1rable tha~ the combtna
tion of pedal stops should, when desired, be read~ly ad~p~d to
those of the manual stops ; while at the same ttme, tt IS ~ot
necessa ry or desirable that a ?ha nge of pe~al ~tops should mvariably accompany a chang e m the combmat1o!l o.f manual
stops. To enable a change in tbe manual cc;>mbmat1on .to be
accompanied, when desired, by a correspondmg change m t he

pedal combination , the device which operates the manual c::>mbination is provided with a doub~e touch, so that when. a.c~ate.d
to a certain extent a change 10 the manual combmat10n 1s
effected; at this point incr eased r esistance is felt, a nd when this
is overcome, and the device is further actuated, a change takes
place in the pedal combination, corresponding to that effected
on the manuals. These changes may most conveniently be
effected by pneumatic or electro-pneuma.tic agency ; and an
elec tro-pneumatic mode of carrying out t he invention is described
by way of example ; the invention is, however, not limited by the
applirant to this particular application, or method of carrying it
into effect. (.A ccepted December 13, 1899.)

GAS ENGINES, PRODUCERS, HOLDERS. &e.


21 035. c. Kellner, Salzburg, Austria. Acetylene.

October 20, 1899. -According to this invention, the evolution of


acetylene from the r eaction of calcium car bid e and water is r egu
lated by means of calcium chlor ide dissolved in the water, the r ate
at which t he ~{as is evolved depending on t he concentration of this
solu tion. The car bide is always covered by liquid and the same
solution may be re-used, water only being added, in propor tion
to t he fresh carbide supplied. The calcium chloride (as is well
known) is largely produced as a waste p roduc t in the Solvay
ammonia-soda process; and it is stated that by mea ns of it the
evolution of acetylene from carbide may be regulated i n the most
exact manner. (Accepted December 13, 1899.)

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

-- ~-~{Q]

~-

FifJ.3.

449. R. Rope-Jones, Norwich.

26,767. E. C. Thrupp, Walton-on-Thames. Gas


terial, which flows out to the bearing of the trolley t hrough one or Refrigerating and Liquefying Apparatus. [3 Figs.]

more chases or aper tures of sufficient length to per mit the lubr ication of every portion of the bearing. The spindle is secured in
the fork with the lubricating chase at the bottom of the tube, by
means of a split pin passing t hrough holes in t he fork ; and its
ends are fitted with screw caps, so that the tube may be readily
filled with the lubricant. (Accepted December 13, 1899. )

pair of hollow plugs, into t he hollows of which enter a pair of


eolid pins on the other. The plu~s may be partly split to insure
good contact, and enter boles in t he rail ends ; the plate containing the pi os is then placed in position, and the pins ar e forced
into the plugs until the inner sides of both plates are flush with
the rail ends. The fishplates ar e t hen bolted over them to secure
them in position, and to join the rail ends together, t he fishplates
bearin~ directly on the plugs, while the curvature of the bonds
allows for expansion. (Accepted December 13, 1899.)

1941. H. Rlrst and J. Murphy, London. Electric


Lamp Bracket. [ J Figs.] January 2'7, 1899 - The lamp is
suspended by means of fiexible conductor and balanceweight,
from a slide movable along a photed arm, so that, in addition to
the ordinary vertical adjustment, it is capable of a radial t raverse

December 19, 1898.- This invention r elates to apparatus for refri


gerating or liquefyin~ air or other gas, in which for the expansion
cylinder t here is substituted a turbine motor , in which the ~as
is expanded and caused to perfor m mechanical wor k ; the turbme
being combined with means for compressing the gas and fo r
cooJin~ it while under p ressure. The turbine is so a rranged that
its bearings and working par ts are kept at a distance from its
20,720. V. J. Feeney, London. (Allgemeine Elektricitcits motor parts, t he h eat generated by friction during workin~ thus
GeHellschaft, Berlin, Gennany. ) Electric Lamps. October being prevented fr om prej udically affecting th e refrigerating
16 1899.- This invention relates to the r egulation of the current effect due to the expansion of the gas, and the bearings being also
supplied to electric lamps, the illuminating bodies of which a re
composed of electrolytic conductors. The desired regulation is
effected by means of a resistance formed of a metal having a
h igh temperature coefficient (as, for example, iron), and enclosed
in a ve@sel filled with an inert gas, whereby the constancy of the
regulation-capacity of the r esistance is maintained, oxidisation of
the iron being avoided. The resistance may be rf gulated by two
differ ent methods, the first being dependent on t he turns of wire
in circuit, and in the second the resistance of adjacent coils being
mutually influenced by the beat generated therein , the diesipa
tion of which heat is to eome extent dependent on the pressure
of the iner t gas with which its enclosing vessel is filled) ; the heat
generated in the wire is caused to be more or less rapidly dissi
pated in proportion to the density of the gas. The reg ulation of
t he resistance is fi rst approximately effected by the former of
these methods, and is then delicately adjusted by the latter
method of re~ulation . (Accepted Deceutber 13, 1899.)

17 707. V. J. Feeny, London. (.A llgemeine E lektricitiits


Gesellschojt, Berlin, German y.) Electric Incandescence

Lamps. [4

September 1, 1898.- Tbis invention has


reference to electric incandescence lamps of the newest type, a nd
more especially to the a rrangement of t he incandescence bodies,
which ar e placed parallel to each other. It has been found
that each incandescence rod, forming a second-class or elect rolytic conductor, has a t hermic sphere of action determined and
Fig8.]

+ -

-r

r-

t hereby prevented from fr eezing. The apparatus described and


illustrated is a modification of the well-known compound radialflow tur bine, but for this t ype De Laval's or Pelton's turbine may
be substituted. The expansion of the gas in its passage thr ough
the turbine is sta ted to be approximately adiabatic, and the gene
rat ion of heat due to the friction of the working par ts which ,
when an expansion cylinder and piston are used, unavoida bly
occurs directly in contact with the air or gas to be cooled, is
here obviated, or r emoved to such distance t hat the cooling effect
of the expansion is not t hereby affected ; th e only production of
beat in t he expanding gases ar ising from the friction against t he
reacting por t ions of the turbine. (Accepted Decembe1 13, 1899.)

Lli'TING AND HAULING APPLIANCES.

of .. aria.ble range. Two alternate fo rms of the invention a re


described, which differ in the details of the a rrangement of the
pulleys and balanceweight; in both of these the flexible conductor is of sufficient length to allow the slide to be moved when
desired to the extremity of the arm ; and is controlled by a
switA:lh near the pivot of the same. (Accepted Decem ber 13, 1899.)

26,526. E. J. Clark. Stratford. Essex. Crucible


for Casting Lead under Pressure. [2 Figs. J December 15, 1898.-This invention provides a c rucible tor ca.sting lead
under preseure, and is especially applicable to the making of
ucondary electric battery grids, and has for objec t to ~ive an
increased facility for attaching one or more chills or moulds, and
Oiling them with molten metal in such manner t hat the casting
may be free from air boles or other defects. The cr ucible is
formed with a central cylinder (fitted with a piston or plunger)
having angular channels or gates ra.diatin~ outwardly , to the
upper end of which the chills or moulds are held in contact by
pree ure. The whole of the lower portion, includin~ the annular

....

Fi.fJ.2.
+

limited hy the nature of the material of which it is composed.


When the roes a re a rranged at slight distances apart, so that
their spheres of action intersect, and one of them is raised to incandescence, the entire ~eries a re thereby rendered incandescent.
When, on the other hand, t he rods a re arranged at such distances
apar t that their spheres of action do not impinge upon or inter sect each other , it is possi'Lle under special circumstances to
a rrange that only one rod shall be raised to incandescence, and
that when this has been burned awtly, another shall be immedi-

25,S24. B. M:afau, Parts, France. Portable Gram


Elevator. [14 Figs.] November SO, 1898.-This invention ba.s
for obj ect to provide a portable elevator for grain, and comprises
tbe combination of a suction a nd force blower wit h a charging or
cc lock " c hamber, having conical ends p rovided with one or more
vertical pipes with suction valves a t the base, and a discharge
pipe having a. back p ressure valve in it, the suction and d ischarge
sides thereof having perforated partitions for keeping the grain
back, togeth er with a flexible pipe coupling the blower with the
charging chamber. The operation is performed in such manner
th at the alternating suction and compression action produced in
be ch a.r~iog chamber by t he blower effects the suction into the
" lock " of the material to be raised ; and when the forcing action
takes place, the lower valves close and the grain is ejected into a
telescopic discharge pipe to pass to a n elevated t.nnk from which
it may fall into bags. The per forated partitions a r ranged in t h e
charging chamber ba.ve for objtot t o limit t h e t ravel of t he material drawn in, and to prevent its passa~e into the blower. One
or more movable perforated partitions enable the capacity of t h e
charging chamber to be varied accordio g to the hei~ h t to whioh
the material is to be lifted. The cylind er of the blower is formed
with orifices for t he inlet of the a ir, with or without movable

108

[]AN. rg, rgoo.

ENGINEERING.

abutters, a.ccordin~ to the cylinder being single or double acting


rollers ~ouching .the inner periphery of the groovt>, exp.ansion is effected in four, distinct stagea, In "ddit100 to the.
The employment of a doublea~ting blower enables two charging thbeilbearing
w e per
tho.se
rollers are in contact with its cy Jm d era, t b ere. are thr ee combined r eceiYers and
~
outt>r
pbeof theIt1n. termed1ate
t t d h
separators
1
ry.
1s s a e t at by p roperly proptJrtio ing the arranged r~spe~tn~ely a bO\'e, between, and below the cylinders
T~e steam 1s dtstnbuted by means of piston valves on a commo0
spmdle, working in a cylindrical valve chest t he axis of which 18

parallel to that of the .cylinders. The edges' of the bigb-pressu


valve an? port a~e hehcal, and the governing is effected tbrou r:
Fig.1.
the part1al rotatton of t he valve spindle, under the influence ~t
C'

dia'!letere of t?e. various parts, sliding fri ction may be entirely


avo1de~ ; but 1t 1s not explained bow such proportion is to be
determmed. (Accepted Decemberl3, 1809. )

RAILWAYS AND TRAMWAYS.


27,260. F. J. J. Gibbons, Wolverhampton. Con~ln~~us Call Bell. [5 F igs.] December 24, 1898.- The bell

. . 2.

(zs.J2

chambers to be simultaneously employed. (A ccep ted December


13, 1899.)

MACHINE AND OTHER TOOLS, SBAFTING, &c.


27,015. W. B . Dunktey, Gateahead-on-Tyne. Metal
Rolls. [3 F l!JS.] December 21, 1898.-This invention r elates to

18 ngtdly mounted upon its base, in which is fixed a hub having


an internal thread of long pitob, in which works a screw-threaded
P!un&-~r, haviog its . end within the bell threaded in the contrary
drrectton ; and fittmg loosely in a casing secured to the base
is a loose nut engaging the end of t he plunger, that side
?f the. nut n~arest the base being plain, while its other side
1s.fu~msbed w1th a rat.cbet.. Mounted upon ball-bearin~s, and
~1thi? the .same casmg, ts a second loose nut, having on
1ts s1de facmg the ratchet one or two projections adapted
to engage therewith. The latter nut has no thread at;d to it
are affixed arms or levers carrying at their outer ~xtremities
hammers which just clear the interual periphery of the bell but
are within reach of bosses thereon. The end of the plunger ~hicb
projects through the base is furnished with a knob, between which
and the base is a spiral ~pring which presses the knob outwards
from the base. As shown in the drawings, the bell is fitted be
n ea~b the base-board, the knob pro~ecting above it, so as to be convemently actuated by the foot ; tb1s arrangement being adapted
for use in public ''ehicles. (A ccepted Deceu1btr 6, 1899.)

r olli!lg mach.ine, for trans~orming worn-out double-beaded rails


24,700. W. E. Langdon, Derby. Intercommunicam to .blllets su1table for rolhng small channelled bars of various
sect10ns. T~ere ar e t hree rolls, the rail being passed alternately be tion in Railway Trains. [16 Figs.] November 23, 1898.tween tbem1ddle and lower, and the middle and upper rails, which For the purpose of establishing- electrical communicat ion between
are grooved so a.s to gradually cause the metal to flow towards t~e P?-~engers, guards, and driver of a railway t rain an electrical
ctrcu1t 1s arranged on the balanced current system, the wires of
which this circuit is composed being joined together by a ape.
cially d~signed ele_otrical coupl.ing surrounded and protected by a
m~cbamcal couphng r esembhng that employed m connection
With. a t'acuum brake. The inner or electrical coupling comprises
a pa1r of metal plates, each provided with a split projection
which dovetails mto a r ecess 10 the other, and insures a good
but somewhat elastic, contact. Communication is effected
means of a commutator operated by a cord or steel wire, accessible
at certain points within the carriage, as described in the specifi
cation No. 12,230 of 1897; means are, bowe,er, provided which
prevent the cord from lJeing reinstated after it has been pulled
by any person other than an official. Commutators adapted for
use undec nrlou~ conditions are illustrated and d&eeri8ed. 'Ill
co~d also OJ?erates a. semaphore which indicat~s to the guard the
p01nt at whtch the cord has been operated, wb1le an eccentrically
operated steam whistle calls the driver's attention to the use of the
communication. A releasing key is provided, by means of which
the commutator may, after use, be unlocked and reset for further
use. (A ccepted December 13, 1899.)

hy

the governor ; the compression being thus made to begin practi


cally at the commencemen t of the return stroke while the ex
ba.ust side of the valve closing before t he stea~ admission is
stopped, the l~tter continues to a r<duced extent. Supplementary
exhaust port3 tn the lower portions of the cylinders communica
ti.ng with the r eceivers and separators, are unco~ered by the
p1stons at the end of the working stroke. A modification in which
the cylinders are jacketed by steam and water from the ~eceivers,
is illustrated and described . (Accepted December 13, 1899.)

MISCELLANEOUS.
17,696. J . C. Swan, Newcastle-on-Tyne. Cement
Kilns. [3 Figs.] August 16, 1b98.-A vertical kiln adapted
for contmuous treatment of cementmaking materials has in it
upper part.a number of iron tubes of downwardly increasing dia
meter, wb1cb are heated by the waste gases in their ascent to
wards the outlet flue. The slurry is admitted into these tubes
a~d ie dr~ed .as it de.soends throug~ them into the body of th~
k1ln, wh10h JS of bnckwork, tapermg downward, and in which
the silicates are dehydrated, and the carbonates decarbonated.
The m.teria.l de1oenda into a wat erja.oketed ooniinllatieD, wilieR.

. . :l .

SHIPS AND NAUTICAL APPLIANCES.


14.24. R. T . Preston, Kent, and W . B. MartiD,
the bottom web of the r ail, and to reduce it to the section desired. Flushtng, Holland. Screw Propellers. [2 Figs.]

The rolls are mounted in bearings supported in standards and


havin~ between them wedges furnished with screws and' nuts
by wh1ch they may be separated ; while the bearings are kept
close against the wedges by screws in the upper portions of the
standards, the distance between their centres being thus readily
adjustable. (A ccepted Decentbe?' 13, 1899.)

January ~0, 1899.-Tbis invention consists in shaping a propeller


blade as 1f there bad heen a r emoval of the metal at the central
part, and in t he region of the neutral axis thereof, whereby the
blade is chambered nearly throughout its length, the spare metal

24.,600. J. Almond and S. F . Andrews, Bathford,


Somers~t . P~pi.Dg Machinery. [4 F igs]. No~ember 22,

1898.-ThlS mvent10n relates to an apparatus for mtxing pulp


and incorporating colour, chemicals, or other substances there
with, and for r educing bard pulp to a liquid or semi-liquid
c~mdition . . An arc~imedian screw i~ used, and this may be
e1tber continuous or JD se~ments, and 1s mounted on a r evolving
shaft placed vertically in the V ( SEel containing the material to be

Fig.1.
is supplied with furnace or producer gas; the beat of combustion

of tbts gas etfectinf the combination of the lime, alumina, silica,


and ferric oxide, o which the mass is now mainly composed. Be~
neatb this water-jacketed portion of the kiln is a cooling chamber,
provided with means for admitting air, and for removing the
burnt material, t he air being thereby heated before it meets the.
furnace gas. The furnace or producer and the cooling chamber
are supplied with air under pressure, or the kiln is connected
with an exhauster or chimney shaft, a water-sealed ashpit and
fuel-supplying arrangement similar to those of a. ttas retort are.
providt:d. (Accepted December 6, 1899.)

. ..,
.

operated upon. To serve for the introduction of colouring or


other matter, a pipe is inserted whose end passes to beneath the top
turn of the screw, and through this pipe the colouring, chemical,
or other matter passes to the pulp with which it is to be
incorporated, and by the action of the screw the pulp is agitated
in such manner as to intermix t he substances together, and to
insure a thorough maceration of the pulp. (Acupted December 13,
1898.)

used to increase the outside dimen&ions, the object being to


give mcreased stren gth without additional weight, or to produce
a blade of lighter weight having equal strength to those now
made. The hub may be also h ollowed out. The metal being more
nearly of uniform thickness, less internal strain is set up in casting.
(Accepted Decem ber 13, 1899.)

contact with the intermediate rollers, with the inner surface of a


box or sleeve including the system of rollers, and with an elastic
r ing concentric with and surrounding the shaft. The ~eads of
both beari ng and intermediate rollers are of reduced d1ameter,
and are supported by annular g rooves in bosses attached to the
shaft on either side of the box enclosing the rollers, the heads of

acting high-speed engine, workm~r on the Cornish or a similar


cycle, is governed by means of its distrilmting val\'es, partly by
incr easing the compression and partly by means of throttling and
early cutoff. The invention is described as applied to an eng ine
having bi~h and low-pressure cylinders, the former being arranped
n.bove the latter. I t is stated tbn.t the arrangement is such that the

bein~

UNITED STATES PATENTS AND PATENT PRACTICE.


Descriptions with illustrations of invent ions patented in the
United States of America from 1847 to the present time, and
reports of t rials of patent law cases in the United States, may be
consulted, gratis, at the offices of ExoJ~EERTXO, 3S and 36, Bedfordstreet, trand.

STEAM ENGINES, BOILERS, EVAPORATORS, &c.


17162. J. Dertl.na. Graz, Austria. Roller BearPETROL.tW~I IX H oxoARr.-Notwithstanding the great
25.408. J. M. McLean and A. Sykes, Huddersfield.
l.ngs. [4 Figs. ] August 24, 1899.-Bearing and intermediate
roliers are aiternately arranged, the bearing rollers being in H igh-Speed Engine. [2 Fips.J December1, 1898.-A sin~ le production of petroleum in the United States, Russia,
R oumania, the Dutch Indies, &c., further sources of
supply are being opened up.
P e troleum has been re
cently discovered in the Czaesa dis trict, in Hungary. The
Hungarian oil is of a brownish colour; it furnishes about
70 p er cent. of oil for burning.

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