Professional Documents
Culture Documents
taining but litUe riveting, all of which can, moreover, be done by machine, consists of triangular
troughing, in which heavy angle-irons at t op and
bottom are connected together by side-plates inclined at an angle of 45 deg. All the above require
no special sections. A vast number of special
sections have, however, been devised, each of which
has advantages and disadvantages of its own, and
into the comparative merits of which we do not
propose t o enter, as this has already been done
very fully by Mr. Olander, but propose to deal
rather with the way in which a concentrated load
on one trough is in certain cases distributed over
adjoining troughs.
This question of load distribution is very impor tant. In Mr. Olander 's paper it was shown
that, taking the case of a locomotive with drivers
7 ft. apart, the load on each wheel being 8 tons,
then if, as he assumes in his practice, the load on
:w
Lm tisa.ys Trougfun
in Fig. 1. 'l'he tendency is constantly towards increasing the weight and stiflheHs of the rail, and
hence for the purpose of calculation we have
assumed that this rail is an 80 lb. rail, 5 in. high,
and having a moment of inertia = 31 (inches}'.
Now if a loaded wheel rests over a sleeper, as
shown in the figure, the trough under it will sink,
and, owing to the stiffness of the rail, part of the
load will be transferred to the other sleepers, and
the ~mount thus transferred is easily calculable by
the principle of elastic work. According to this,
the total work don e in deforming the whole structure of rails and flooring is a minimum, consistent
with the equilibrium of the forces and reactions
acting. Strictly speak ing we ought also to take
into account the work done in deforming the
main girder, but this will not sensibly modify the
results, and it has, therefore, been neglected in
what follows.
80 16 roil
Stuprs 2 ~ 6 ctnlrfS
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Fig .9
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Fig 10.
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In the case shown in Fig. 1 it has been assumed that the rail distributes the load in varying degrees over seven sleepers spaced at 2 ft. 6 in.
centres, and that the trough under each sleeper acts
quite independently of its neighbours, an assumption which we shall justify later on. Now let
us consider the work done in deforming one
complete section of t he floor by loads placed as
indicated in Fig. 2. The distance between the rail
centres has been taken as 5 ft. for convenience in
calculat ion, though t his is, of course, a shade too
great for a standard gauge line. Then in bending
a beam the total work done, as is well known,
1
= .2-=
.,. . E I
0
E N G I N E E R I N G.
320
[SEPT. I 5,
893.
,,
"
- R2
-- R~
And, a.1so,
+ 2R2 +
(Ro + 2R1
2RJ) ="\V,
1968
= -E
2 R 12 + 2 R 22 + 2 R:~2J.
Similarly the work done on the rails can be ascertained in terms of R 1, R 2 , and R~. Calling this
work U 1, we have the total elastic work of defor mation,
Ur + Ur=U,
say, and U is a minimum, with respect toR R
lJ
2'
and R 3
. -...,..dU - d U - dU -o
. . d .R - dRJ - d R -
1
+
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+
8000.8 R :! + 5097.5 R,
1968 W.
8226.8R..! + 4661.8R1 = 1968. W .
4661.8 R 1 + 6194 3 R 1 = 1968. \V.
~istance between the points of support of the rail it is advantageous t o use trough s with a wide pitch.
ts ~ow short~ned to 20 in., and the maximum r eactlOn for a smgle load is found to be . 221 of the
~eight .i mmediately above the trough, the distributlOn being as in Fig. 5. With two sets of loads
7 ft. 6 in. apart, the maximum trough reaction
would b e about .2G the load on one axle. This
~es ult ~how~ the advantage of longitudinal sleepers
In conJ.unctwn with trough fl ooring.
Coming now to the case of a double line of rail,
w~ may take Hobson's flooring as used in the
Liverpool Overhead Railway. This floor consists
of troughs pitched at 2 {t. 6 in. centres, and 15 in.
d.eep. It is. built up of arch plates 156 in. thick,
r1v~ted. to J.-tr.ons at the bottom. The span between
mau~ gu~ers Is 25 ft., and the rails are carried by
1ong1tudinal sleepers. If the rail was the typical
one already used, and fixed direct to the trouahing
we fit;td t.hat ~n the case of the inRide pair ~ rail~
the ~1stnb~t10n would be as in Fig . o, and for the
o.utst~e patr as in Fig. 7. Practically the distributiOn Is.probably a little better than this, as though
the rall actually used is not as stiff, we b elieve,
as the typical one taken, the combined stiffness
of the longitudinal sleeper and the rail i~ pro
bably greater. With t wo l oads 7 ft. 6 in. apart
the maxim urn reactions are . 34 W and .435 'V
r espectively (Fjgs. 9 and 10). Just for comparison
we have calculated out the distribut ion on
this. floor, if it had been built of the Lindsay 0
sectwn , used on the single-line spans referred to
above. ' Ve obtained the r esults shown in the
diagram ( Fig. 8). H er e it will be seen that the
maximum reaction is only .165 'V. for a single
load, and . 25 W. with loads 7 ft. 6 in. apart.
H ence, though Hobson 's flooring, as used, has a
moment of inertia of about 560 (in.)t, as aaainst
0
4
91.5 (in. ) for the light sect ion of L indsay,s floor,
taken above, yet the maximum fibre stress in
Lindsay 's section would, with equal lo9.ds on the
centre pair of rails, be only a lit tle more than twice
as great, showing h ow the greater flexibility of
the thinner floor ha! increased the distributing
effect of the rail.
. This, of course, is only an ideal case, as, even
If slrong enough, few would care to use a 7 in.
floor on a. 25-ft. span, and all makers of t roughing
do manufacture thicker floors for double- line
bridges.
.lt'rom the abo ve it appears that within a r easonable degree of approximation the old assumption, of
many years' date, that t he rail distributes t he l oad
ove~ t~ree sleepers, can be r elied upon as safe in
destgnmg trough floors ; and further, t hat with
longitudinal sleepers on single-line bridges the load
may, for the purpose of design, be taken as distributed equally over four troughs. These figures are
only exact for the cases on whi eh the calculation s
above are based, b ut it is probable that they will n ot
vary much with different forms of troughing, and,
moreover, the distribution for any particular case
can be easily worked out when desired, r equiring
only a. few hours' work.
~7 hen, however, we come t o road bridges, and
t he distribution depends on the action of t he road
metal or a t hin layer of concrete, it is difficult t o
believe that any considerable amount of a weigh t
is transferred from a loaded trough to its neighbours. Apart from such distribution as may be
effected by the road metal or con crete, it appears
certain that t he m er e fact of the t rough being con n ected to adjoining ones, cannot transfer much of
the l oad t o t hem. As it sinks r elatively t o its
neighbours, it tends to both twist and bend them.
If the troughs were prevented from twisting, a
considerable amount of the weight would probably
be passed on to t hese n eighbouring troughs, as
their r esistance to bending is large ; but the
torsional resistance of t rough sections is very small,
and hence, by twisting, the edges of these troughs
may easily b e defl ected through a distance corresponding t o t he deflection of the loaded trough by a
comparatively small force.
Thus, in the absence of actual experiment, it d oes
not seem advisable to r eckon on any considerable
distribution of a concentrated weight on a r oad
bridge with trough flooring. On the other hand,
for such a load, it seems fair t o take the whole
trough betwAen A and B (Fig. 11) as r esisting the
load, rather than the amount between C and D ,
as when each of the neighbouring troughs is doing
a fair share of the work. R eckoned in t his way,
the strength of the trough is appreciably increased.
0 wing to the inefficient distribution in s uch floors,
THE
ENGINEERING CONGRESS
CHICAGO.
AT
..
SEPT.
rs, I893]
E N G I N E E R I N G.
32 !
take the lake trip. The following day a paper by regarded, however , as chiefly inciden tal to the tion between 3 and 6 per cent., and to m easure
Telford Burnham, of Chicago, was presented , exploitation of the zinc d eposits. The total ship- such proportions with fair accuracy.
The hy drogen flame, set to standa rd size, detfcts
showing a. plan for a sh ip railroad t o move ships ments of zinc and lead or es from Benton , the p rinof h e1.vy ton n age from the lakes to the ocean. cipal station in the south-western part of the lead gas when present in proportions varyin g from 0. 2
Oth er papers were presented and discussed, among a nd zinc r E>gion, amounted in 1892 to 13, 800,000 lb., to 3 per cent. , and measures such proportions with
t hem the following : " The Lake Erie and Ohio of which the lead ore was 800,000 l b. The lead preClSlOn.
River Ship Canal, " by Thomas P . R oberts; " I m ores are sent largely to the works of t h e P ennsylThe p r esen ce of ga9 is detected by the presence
proved Water R outes from the reat Lakes to t h E' van ia L ead Cvmpany, at Pittsburg, and some go to of the pale "flame-cap ;" its proportion is esti
A tlantic, '' by T h omas C. l{eefer, of Ottawa, Aurora, Illinois.
mated partly by the character of the cap, b ut
Edward A. N orth, of New York, Samuel A. Thomp'' The Lead and Zinc Deposits of the ~iississippi mainly by its h eight. In order to t ender the cap
son, of Duluth, and Chauncey N. Dutton, of Valley, " by \V. P. J enney, was the next paper. more easily seen, a vertical strip of t h e interior of
Chicago ; '' The Commerce of th e Mississippi Twenty years ago these mines produced half the the lamp-glass, abou t a n inch in breadth, is smok ed
River," by George H. M organ, secretary of the St. lead of t he United tates. At presen t they pro- by a wax taper. This is arranged to form a back
L ouis Merchan ts' Exchange ; and " The Chignecto duce 21 per cent. , yet in 1873 the product was ground against which the cap is viewed, and ser ves
'hip Ra ilway," by H. G. . Ketchum.
22,381 tons, and in 1892 37,000 tons. The author, to throw up the cap and to preven t its obliter ation
The Mining Engineers, after a brief address in conclusion, laid d own t h e following rules for t he by cross reflections from the smooth glass surface.
from the president, Mr. H. ?YI. H owe, list ened to a district spok en of :
The hydrogen is contained in a small steel
paper by Professor S. B. Cht isty on " Mjn ing
" 1. The old rule 'to follow the ore ' h olds good cylinder which can be attached at will.
S chools." This paper instituted a comparison in these as in oth er mining r egions.
If t h e p ercentage of the gas is to be measured, the
between the increase in mineral products and the
" 2. In all underground prospecting the general wick is drawn do wn by the pricker until the flame
graduates of mining schools and the mining popu- rule may be given, to follow the more prominent just loses its bright tip, and if a cap is seen its
lation. I t appears thn.t n either miners n or mining vertical fissures in th e search for ore ; for these height serves to m easure with some approach to
er.gineers are increasing in the ratio of the general have been the channels t hrough which the solutions accuracy the proportion of gas according to a scale
population or t he mineral products. The solution have entered the rocks and formed the ore bodies, given. If n o cap appears over the r educed oil
of this appears in the statement that mining in t h e and along the course of which, in favourable ground, flame, the abEence of gas is not proved, since less
United tates is n ot so complex as elsewhere, hence the deposits of ore occur.
than 3 per ce nt. is n ot indicated by this flame.
does n ot req uire as many engineers n or as many
'' 3. In prospecting n ew ground, attention sh ould The pocket hydrogen cylinder is then attached t o
miners ; at least, this was one of the theories be given to the indication of th e course of the the lamp ; the cylinder serving as a handle is
advanced, and it is probably as good as any oth er.
fiss ures and cross-fissures ; th e work should be grasped in the left hand , while t he hydrogen gas is
F ollowing t his came a paper by Dr. Clement L e concentra ted upon the areas of crossing or inter- slowly turned on by means of a k ey appli~d to the
N e\'e F oster, of Llandudno, urging international section of t h e different belts of fi ssures ; for ex- cylinder valve by t he right hand passed r ound beuniformity in publishing mining statistics, The perience has shown that the largest ore bodies a re hind the lamp. A tvngue of flam e shoots up from
sympathy of his audience was with t he speak er situated at such cros~ings of different fissure the bright .flame as the hydrogen enters ; t h e wick
for the most apparent reason s, and th e doctor was syste ms. On the surface t he eourse of the fissures is then drawn down until the oil flame is extinrequested to prepare a pamphlet f or the Mining may be traced in some localities by the direction of guish ed, and h olding the lamp with the hydrogen
Engineers, in which he would correlate the mining low bluff~, or breaks, or by sags or lines of de- flame on a level with the eye, the flame is set by
staistics of all nations.
'Vhethe r Dr. Foster pression in the even contour of the topography ; means of the cylinder valve to 10 millimetres by
will be expected to attain the age of Methuselah or also by th e strike of outcrops of silicified rock, more viewing it behind the standard wire scale. The
n ot did n ot t ranspire, but h e has undoubtedly a or less mineralised and stained with iron. When h eight of the cap, if any, is then n oted, and meaThat day's carefully searched, such outcrops often afford traces sures the percentage of gas, accc rding to a scale
pretty fair contract to undertake.
session concluded with th e consideration of a sum- of the oxidised minerals resulting from t he weather- given. If no cap is seen t he gas is less than 0. 2
mary of Professor F . P osepny's paper on the ing of galena and blende. E vidences of the dis- per cent. in amount.
"Genesis of Ore D eposits, " together with a kin- turbances of the r ocks should b e carefully observed ;
T o bring back the oil flame, it is simply n ecesdred paper by Professor S. F. Emmons on "The such as b eds dipping locally at steep angles, or in sary to push up the wick, which is at once kindled
Geological D;stribution of the Useful Metals in the a direction different from that of the prevailing in- on touching the hydrogen flame. The hydrogen
clination of t he strata in the region ; and the occur- gas may then be shut oft', and the cylinder detach ed
United States."
This latter paper is a review of the progress and rence of belts of folded, crushed, or brecciatcd and r eplaced in the pocket until it is again r equired.
present ideas in econ omic geology in t h e United rocks.
When using the lamp in the mine for the d etection
States. The author makes some impor tant sug"4. An advisory rule may be given never to sink and m easurement of gas, the standard hJdroaen
gestions for future geological work of scientific a shaft without having put d own a drill h ole in flame is t hus made to supplement the reduced o oil
and econ omic importan ce, in directions where much order to ascertain the character of the und~rlying .flame, and the two .flames carry the indicati<ns
r emains to be done, many large fields being prac- formations, lest time and money b e wasted from from 0. 2 up to 6 per cent. of gaP.
t ically untouch ed. The progr ess which has been striking hard and massive strata or areas of barren
Next came ''Experimental Inv esti~ations on t he
made in th is science in recent years, and its p rac- rock. The diamond drill is not adapted for this L oss of Head of Air Currents in
nderground
t ical results, have been immense ; what more may work in prospecting in t he Cherokee format ion, on
or kings, " by D. Nurgue, of France. Then the
we not expect in the future with the mental train- accoun t of the loose and open structure of th e futth er discussion of '' Ores and Ore D eposits "
ing and manners of thinking that practical geolo- ground, and because the hard chert cuts out the was resumed. The m etallurgists considered the
gists now have ? " The t ruly scientific method in diamonds. In the Cambrian limeston e the m assive following : " Microscopic Metallography," by
t he study of such questions at the present day and uniform structure of t he b eds and the absence J . Osmand, of Paris ; "Microstructure of Ingot
is the reverse of that which was followed in the of ch ert are favourable fot the succesEful employ- Iron in Cast Ingots, " by Professor A. Mart et s, of
early days of geology, when, after the observation ment of the diamond drill. "
Berlin.
Then followed " Segregation and its
of a few isolated facts, eome great geological mind
The n ext day the Institute assembled, and pro- Consequences in Ingots of Iron and Sted, " by
was led to a general theory, and humbler followers ceedin gs were inaugurated by a pa per by J ames Alexander Pairal, Paris . After stating that liqua
were only t oo apt to d o mild violence to nature in D ouglas, of New York, who gave a summary of tion in st eel had been carefully studied for a long
order to make h er facts conform to it. It accu- American inventions relating to ore-crushing ma- time, and that there was no rule by which the
mulates, year aft er year, a multitude of facts of chinery and concentrators. This paper drew forth different me talloids and metals are liquated, the
patient observation, supp:>r ted by studies with the a lon g discussion, and additional inventions over- author proceeded to submit various instances and
microscope and in the laboratory, avoid ing general looked by t h e author were named by t he speakers. to consider them. It was evident that t his study
the :>ries, and only making such ded uctions in regard
N ext came the following paper s, one by H enry was purely empirical, and his conclusiona are necesto local conditions as are supported by t h e over- L ouis, of Singapore, on ''The Specific Gravity of sarily of a general character. They were as follows :
whelming eviden ce of facts. " Our new t heories, Gold Contained in Gold-S ilver Alloys ;" he was
" The atrangement inaugurated at T erre-Noire,
based in this manner, are likely t o be of as much su cceeded by H. A. K eller. of Butte Mont, on in 1870, h as b een universally adopted t o diminish
service as t h e old ones were freq uen tly misleading. ''Improved Slag P ots ;" and T. A. Rickard, of t h e most pron ounced effects of segr egation in
The n ext paper was '' The Mineral D eposits of D enver, read a paper on "The Limitations of the ob taini ng the largest steel ingots for plates and for
'outh- W est Wisconsin, " by Professor \V. P. Stamp Mill. 11 The last-mentioned paper was the h eavy artillery. Success has n ot been obtained for
Dlake. This described the appearance of the ores, means of developing an interesting discussion as t o products of such im:[jortance without many failures,
and told the localities where they were to be found . th e merits of ligh t stamps with a high drop as com- and even to-day we are far from being content with
He classified the ores into irregular and brec- pared with heavy stamps and a low drop.
t he r esult accomplish ed, especially for armour
ciated, and regular sheets and b eds. The r egular
The next morning the following paper was pre- plates. RecourE e has b een ha~ t o hardening, and
and b recciated include most of t h e dry-bone de- sented : "The D etection and Measurement of on good grounds ; but h ardenmg cannot render
rived from the oxidation of t h e blende in place, Firedamp in Mines, " by Professor G. Chesneau, of uniform the r esistance t o sh ock of a block which h as
which passes downwa rd into unchanged blende. France. This was succeeded by '' The Hydrogen n ot h omogeneous composition . We kn ow th e metal
Sometimes the original bedding of tho rocks is but Oil Sa fety Lamp, " by Professor Frank Clowes, of we must n ot use, but d o we know the m etal the
little changed, and there is no disturbance, but in England.
This ]amp has b een devised to burn chemical composition of which resp onds exactly to
other places there is great confusion , irregular oil from a flat wick in the u sual way for lighting the requirements ?
masses of rock being surrounded and invested with purposes, and also to burn a hydrogen flame of
"In all cases the metal which f orms the final
a coating of ore, by which they a re united into one standard size instead of the oil flam~, w hen deli- armour plate differs from the m oth e r metal prepared
mllSS.
cat e and accurate gas-testing is t o be carried ou t . in the furnace, and the problem t hus set us
Ther e are four kinds of ore shipped from the The change from t h e oil fla me t o the hydrogen 'What is the mother metal which ought t o give ~
Wisconsin mines- namely, galena, zinc carbonate, .flame, a nd 11ice t'ersc1 , can be made without opening final }Jroduct of certain composition ? ' is eviden t ly
Llende, and pyrite. Of these th e zinc ores largely the lamp or runnin g any risk in the presence of gas. not easy to solve so long as the solution depends
preponderate. The lead ore is not n ow so much
The 011 flame serves for illumination ; and when upon many variables. One and the same mother
sought as formerly, and most of the old d eposits the wick is drawn down by the '' pricker, " so as t o n;tetal may furnish cast pieces of different composi.
are regarded as exha usted, although now and then abolish the light, t he pale blue r educed oil flame twn.
n e w discoveries are made. The production may be ser ves to detect firedamp or "gas " in any propor"For cannon of large calibre, if we reject, in
'V
"'2"'E N G I N E E R I N G.
[
8
~PT. I 5, I 9 3.
=================================~ ~~~~~~~==~~~~~======~~==~~~=
.)
addition to the part cast in sand and called the masselotte. (sinking h ead), on~-third of the upper part of
the 1ngo~, we can ?~ta1n a t ube practically homogeneous 1n compos1t10n, because the central part is
naturally removed by the boring of the tube. With
extra soft. steels, destin~d for ship or boiler plates,
t~e .solutwn fo~ .practteally perfect homogeneity
hes 1n t he o btammg of a metal more closely deserving its name of extra soft metal. 'Ve must
recognise the error which has been committed in
large constructive industries, whether private or
Governmental, in requiring of a metal called extra
soft, and slightly or not at all sensible to annealing, ten~ile strength amounting to 42 or 48 kilogrammes per square millimetre of section (68, 770 lb.
per square inch).
" It is certainly right to require for boiler plate
a tnetal practically unaffected by hardening. In
that case it is by elongation and by striction
(' ne?king ')--in which all the pure iron products are
defi~1ent-that we should define t h e mechanical properhes of the metal, leaving tensile strength aside.
''The manganese steels have no striction ; n either
h~ve those which contain a high proportion of
ntckel. I r efer to steels respectively carrying more
than 10 pe~ cent. of manganese and 20 to 25 per
cent. of ntckel. The cement or non-hardenimg
carbon exists only in feeble proportion in these
~lloy.s, in which the iron, by a simple quenching
1n 011, appears to be preserved almost wholly in
condition 13. An alloy of 25 per cent. of nickel
with 0.80 per cent. of carbon, after quenching in oil,
gave, under tensile test, 80 kilogrammes per metr e
(113, 760 lb. per square inch) tensile strength, and
60 per cent. elongation in 10 centimetres (3. 9 in.).
'' W e can sincerely declare that in a long industrial car eer, the experience of which has a certain
practical value (F;ince we inaugurated in 1867 at
Terre-Noire the manufacture of extra soft steel
with ferro-manganesc containing 80 per cent. of
manganese), we have never been able to realise or
to see other s realise the desideratum of a homogeneous plate which successfully endured the
hardening test with the tensile str ength of 42 kilogrammes (59,636 lb. ) per square inch her etofor e r equired for boiler metal. The lengthwise sample, cut
from th e bottom of the plate and satisfying a rigorous
quenching test, rarely gave a maximum of 40 kilogrammes (56,892 1b. ). The lengthwise sample from
the top of the plate was mediocre, and often absolutely bad, under the hardening test. And as to
crosswise samples, while t he bottom one would
sometimes bend double, with a metal giving more
than 40 kilogrammes tensile strength, the top one
was always defective. . ..
"In our opinion t he injurious consequences of
segregation must be suppressed by r educing, as far
as possible, the elements subject to liquation.
" Upon t he basic or neutral open-hearth, and
starting with an initial bath of approximately pure
materials, it is easy to obtain a metal containing
n ot more than 0.1 per cent. of carbon ; 0.02 phosphorus and traces of sulphur, with 0.10 of manganese. By adding 0.1 per cent. of aluminum t he
metal can be cast quietly and without altering its
composition. Consequently, if from an ingot so
cast and destined for boiler plate one-fourth to on ethird of the upper part (in which the carbon and
phosphorus may reach r espectively 0.12 and 0. 03,
for example) be cut off, t he r emainder will be a
block of appr oximn.tely perfect homogeneity."
As to boiler plate the author stated :
'' The elongation lengthwise of the annealed
plate ought never to be ~ess than 30 per cent. _in
20 centimetres (7. 89 m.); as r egards tens1le
Ptrength, 40 kilogrammes per square millimetre
(56,892 lb. per square inch) as a maximum seems to
us too high.
"For ship-plates, whatever may be the importance of having a much stronger metal in order to
diminish thickness and weight, it is our opinion
that too much is sacrificed to t his consideration to
the neglect of (1) t he more easy and certain manipulation of a more malleable meta1, and (2) the action
of sea water, which may be a fifth or a fourth more
rapid upon a metal with 45 kilogrammes (64, 003 1b.)
per square inch tensile strength than upon a softer
and more homogeneous metal with only 38 kilogrammes (54,047 lb.) tensile strength.
'' In t he construction of bridges, our preference
for the use of an extra soft metal runs counter to
the gen eral desire of having for t his purpo~e a metal
of high elastic li~ it. But, nevertheles~, 1t has.not
b een wished httherto to secure thlS prectous
mechanical q uality in bridge metal by increasing
CAPSTAN
CONSTRUCTED BY :MR.
LATHES.
~~
!:.;.--::::~
...."_
..
r
the hardness beyond a certain very moderate limit.
vVhy not use a new alloy 7 Chrome steel has
already been tested ; and when to a pure metal,
like boiler metal, 0. 2 to 0.4 per cent. of chromium
has been added, homogeneous blocks have been
obtain ed, and t he limit of elasticity has been raised
notably- up to two-thirds of t he breaking strainwithout sensibly altering the elongation.
'' In t he direction of alloys there may be found
various advantageous solutions of t he problems invol ved in the manufacture of metals destined for
civil constructions.
"As a fi nal conclusion of this summary survey,
we would call attention to the fact that tensile
tests and mechanical tests in general may determine
et- prio,i the intrinsic qualities of a mass of fluid
metal, but not those of a solid metallic block,
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E N G I NE E R I N G.
tion of thia, T. Bergendal, of Soderfors, Sweden,
The next day the m e!allurg ists again discussed
r em1.rked that the iron in question- a mixed grey steel , especially its manufacture. The B essemer
and white m etal for t he '' Llncashire " r efinery pr ocess in Sweden was r alated by Professor Ackerprocess -fr~quently changes in t exture according mann, of Stockholm, and the open -hearth process
a1 the charge of the blast furnace is m ore or less in the U nited States was presented by H. H .
b asic, other conditions remaining the same. Thus, Campbell, of Steelton, P ennsylvania. The same
when the slag is more ba~ic, a pig iron will be day the mining engin~ers considered ''The B ertha
obtlined with both the g rey and white sharply ~inc Mines, " by W. H. Case ; "Handling of L arge
divided, while with m ore acid slag t he colours will Quantities of Iron Ore, " by J ohn Birkinbine ; the
b e m 0re irregularly mixed. \Vhich of the several discussion was largely as to th e use of t h e steam
kinds is to be preferred depends upon the purpose shovel in stripping and handling ore ; "Improvefor which the pig iron is used.
ments in Ore Dressing, " by 0. Bilharz, Germany;
Dr. Drame gave some analogous experiments in the discussion of which the Luhrig system of coalshown by the segregation of impurities in freezing wa~hing plant employed in Europe was d escribed ;
wa.ter. H e stated that in making artificial ice the "An Improved Hanging Compass," by G. R.
conditions are very similar to those which obtain J ohnson ; and " Electricity in Mining, " by F. 0.
in the cooling of steel or iron , only the rate of cool- Black well.
ing is very much slower. Thus a can of water
The compass being novel and interesting, we give
about 13~ in. square and 32 in . high, h olding about the description almost in full. A is the compass
200 l b. of wator, require~) ab()ut two days to be swung in gimbals , as in the usual form of the infrozen. In such a ca.se one would expect the strum ent; B and BL are two small levels, sunk
graatest concen tration of impurities to be in the into the bottom o f the compass-b ox, one on the
middle or upper p ortion of the interior cone, but in N .-S. and the other on t he E.-W. line. With
the blocks examined the largest amount of im- these the instrument can be levelled perfectly.
purit ies was found in the lower portion of the Outside leveh would have interfered with the
interior of the blocks. This was due doubtless to gimbals. The folding sights ar e of the usual patsom e p eculiarity in the cir:mlation of the cold brine tern. In surveying in the chutes these are n ever
around the outside of the can.
Bearing on the question of the relation between
the d egree of elimination of impurities and the rate
..
F1;9 ~
of cooling are the results of analyses of different
I
l1yers of natural ic ) cut from a deep p ond. The
I
water of the p:>nd contained a considerable amoun t
I
r r
A
of dissolved and suspended impurities, and it was
r'
n oticed th1.t each succe3sive layer from the t op
.-.
d ownward was purer than t he one above. There
could have b een no difference in the condit ions of
freeziug in these layers, except the rate ; that is t o
s:1.y, the rate of f reezing was probably slower as the
ice increased in thickness.
I
The President read a paper on "Heat Treatment
I
I
of S teel, " and then came t he paper on ' ~ Micr oI
: " j --:
Structure of Steel , " by AI bert Savern, of Sout h
F'-9
''
f IJio,
..
this is governed solely by the percentage of carbon),
'I
I
I
and
I
2 . On the proportion of p earlyte and ferrite, or
p earlyte and cementicll composition, and heat
JiCAO Of' J ACOO ' S S TArr
....
J
treatment.
With steel of average hardness, the amount of
ferrite is very small ; the grains are in close con- raised, unless the line of sight is near the magtact, and the work of measuring can generally be netic meridian. D is a plate into which the cap E
much shor tened by neglecting altogether the area of th e J acob's staff screws. This d eparture from
occupied by the network itself. All that is neces- the usual form of J acob's staff-heads, in which the
sary then is m erely t o f~llo w ~ith the planime~er instrument turns on a spindle, t he prolongation of
the outline of the space, 1ncludmg all the full gratns the ball of the ball-and-socket j oin t, was occa~ioned
visible in the field of the microscope, to count t hem by the n ecessity of having an easily por table inout, and to figure the average area.
strument. The socket for the usual spindle would
In d ealing with sof t steel, h e m easured indi- have made the carrying case much too bulky. The
vidually a sufficient number of grains of soft compass having been made fast to the head, r eB essem er steel containing 0.11 per cent. carbon vohes on t he centre F, the head E t urning with
m agnified 500 d iameters . By measuring each of the instrument. In surveying the levels, the
the 41 indtvidual grains he found a tota.l area of 1650 screws G and G 1 are loosen ed, and the compass is
sq uare mi l lim ~tres, which gives an average size of taken out of the gimbals. I t is t hen used with t he
40 square millimetres, or, if red uce~ ~o an enla rge- Jacob's staff, as in the ordinary form of t he instrum en t of 100 diam eters, 1.6 square millimetres. M ost men t. With the arrange ment above described,
of the t est -bars were cut l in. square and 20 in. which entails the carriage of only on e extra piece
long. A thin section was _cut at. one end of each (the J acob's staff), the levels can be surveyed in
test polished, etched, and 1ts gra1n measured. The about one-half t he time formerly occupied, and the
test~ were then s ubj ected to tensile strains, and the por tl.bility of the instrument is not affected. Also
maximum load in pounds per square inch, and t he bEtter speed can be made in the chutes, as the
el onaa.tion and reduction per cent., wer e r ecorded. sligh t extra weight, especially that of the plate D,
I ; steel rails h e found the lines of reduction and makes the compass much steadier on the cord.
elonaation follow r emarkably well the changes in
(T o be continued. )
the ~ize of the grain ; both falling rapidly as th e
grain incrcaa ~s, and the ~eduction d~minishin_g m ore
rapidly than the elongatwn. The s1ze of grain d oes
THE DEVELOPMENT OF SOUTH
n ot by any mea'ls so much affect the tensile strengt h.
AFRICAN RAILWAYS.
The fall of that line is very gentle. The grain in( Contimted from p3ge 295.)
creasing from 35 t o 221 square millim etre~, i.e.,
TH E lines projected in 1879 were to extend from
sixfold, the corresponding d ecrease of t ensile
Durban nort hwards to Pietermaritzburg, and thence
strength is only about 10,000 lb.
He concludd that the r esults obtained show t o Ladysmith and to the Free State border n ear
that there is a co nst~nt relation between the size of H arrysmith, with a branch to Newcastle and
the grains 9.nd the properties of the metal. They Charlestown to serve the Transvaal border and the
constituts however, only the firat step t oward an 1ich coalmining district in the neighbourhood of
extensive' series of experiments ; but they have Newcastle. A second line was to s tart from Durban
already given much useful infor~ation, and thrown for the north-east frontier,passing through V erulam,
much l ight on the way steel IS affected by heat and a third line along the coast to Tsiyingo . . For
the first sections of these lines, that Is, to P1etertreatm ent.
f
C~t V A'1~f'l . r o~ O I HO
IIIOHTO C~:JtD
S I~~
,.~
E N G I N E E R I N G.
The development and perfecting of t he outlets to
CAPE GovERNMENT R AILWAYS, 1892.
the Transvaal through the British colonies has been
entirely due to the i~itiative of .those colonies, and
Aver age Cost per I
Total Cost.
8.
lltil
more or less in desptte of t he w1shes of both Dutch
.Mile.
Republics. A convent ion was signed between t he
P. d.
,
,
d.
8.
Wes'ern sv~tem.
Transvaal and P ortugal in December, 1875, by
7 3
6,603,037
17
9
8,101
815
)ape
Town
to
Y1y
burg,
..
line ..
~alt
River
to
Wynberg
(doubl
~)
..
ynberg line ..
..
21o,013 19 0
2 10
16,358
14
both Governments being somewhat similar, includ- Si mon's Town line
Wy
nberg
t:ia
Kalk
Ba.y
to
Simon's
Town
Nor
val's
Point
to
Bloemfontein
..
loemfootein line
..
(l
0
1,378,000
0
6,600
0
212
to raise a loan for this purpose of 300, OOOZ. in v aal River lin e ..
Bloemfonteio
to
Vaa.l
River
1,386,063 lt 1
4
7.786 16
178
..
.
.
:
:
Zwar
t
Kops
and
Graa.f
Reine~
H olland, and it was partially subscribed, but the o raaf Reioet line
6 2
637,019
2
15,343
8
36
.
.
..\liceda.le
to
Orahamstown
'
E astern System.
avoid having to give a subsidy, allowed the matter lt
3 7
3,016,392
6
10,696 8
282
.
.
.
.
Buffalo
H
a
rbou
r
to
Aliwal
North
.
.
bin line ..
.
.
117,563 H 10
to quietly slumber. The particulars of the rail way Kin~ Will iam's Town
11,766 7 6
10
.
.
Bla.ney
to
King
Wi
lliam's
Town
line
0 0
0
680,000
8,658 0
..
67
Burgbersdorp to Springfontein
0 0
468,0 10
5,6 18
4
0
83
Middleburg
to
Stormberg
id
laod
and
E~te
rn
Junction
I
section : Border to Top of Drakensberg Mountains,
. '.
142 miles, estimated at 11,500l. a mile ; this was Toto.l of t hree systems, 2252 m iles. Average cost., 8600l. ~ mile. Total cost, 19,365,632l. Ss. 9d. Amount autbor 1secf,
201 m1Llons.
r e-surveyed and considerably cheapened on construction. 3rd section, to Pretoria, 80 miles, esti- plans. The P ortuguese Government th ~reupon, time, and for ten years afterwards, accepted. In
mated at 6, 750l. a mile ; this third section was to in despite of the railway company's protest, m June, 1885-86 overtures were made by private companies
be omitted at fi rst., and the traffic worked by ox 1887, sent their engineers t o survey and mark ? ut to the Free State Government t o undertake extenwagon. Towards t he end of 1883, however, it be- this additional portion. In Decem her, 1887, the lme sions of the Cape railway systems into their t erri
came apparent that there would be a gold Loom in was opened for traftic to the 81.970 kilometre, the tory, but these also met with no success. Jealousy
t he Transvaal, and t his brought the question of t he point indicat ed by the original plans as the Transvaal of th e extension of British infi uence, populatiou,
Delagoa Bay Rail way once more to t he front. The frontier. The Portuguese Government thereupon and capital were the main obstacles against which
prospects of t his railway in view of this boom were declared that the company had n ot complied with the the n ecessity for modern conveniences of transit
so alluring, that the Portuguese Government were terms of their concession, and informed t hem that th e had to contend, and the battle was for years a
able to get the concession (signed December 14, line on t he original plans was incomplete, and that drawn battle. The two inland r epublics turned a
1883) for their por tion of the line taken up by a the frontier was at t he Incomati P oort, where the d eaf ear for years t o th e overtures of both colonies,
British company without a subvention on the basis Transvaal R ail way would end, and that they must who were practically competing the whole time for
of t he Portug uese Govern ment plans from L orenzo extend to that point. The company demurred, the service of the gold fields in the very r easonable
Marques t o the supposed frontier line at the 81.970 stating that all their undertaking and contracts hope t hat by so doing they would materially aid tl: e
kilometre. The terms of the concession were briefly were based on the original plan being correct, and financial prospects of the Dela.goa Bay route,
t he following : Construction to be completed within t hat they obj ected to extending their line to what which was to a much larger extent through their
three years of approval of plans ; company to fix their was, for aught t hey k new, foreign territory. This own territory, and whose outlet was in the possesown scale of rates ; plans to be presented within dispute led to diplomatic intervention on the part sion of a. foreign Government which they hoped to
140 days, and works commenced as soon after as of G.rea.t Britain and t he U nited States in favour influence and control in a way they could never expossible; Governmen t to grant no competing conces- of the company, but t he Portuguese Government pect to do their British colonial nejghbour s. They
sion within 100 kilometres on each side of line. This would not yield, and on October 24, 1889, a d ecree also possibly hoped to obtain an outlet t o the sea of
concession was viewed with extreme disfavour by was issued informing the company that they must their own, through which they would have infinitely
t he Transvaal, who feared that the outlet they had complete their surveys and extend the line t o th e preferred to conduct their commerce, and finally
hoped to control was falling into British hands, and new terminus (600ft. above sea level) in eight acceded to the Cape proposals in d espair at the
was likely to become just as objectionable to them months, or t heir concession wouldj be forfeited and d elay which t heir lEgitimate aspirations encountered
in respect to rates as the colonial ones. Pressure the line confiscated. The company protested that on all sides. A convention for the extension of
was brought to bear on the P ortuguese Government, the rainy season (October to May) would preveut the Cape rail way system to the Orange lfree State
and two memorand a in respect to the railway con- them from surveying or carrying out the works, and was entered into in the early part of 1889, and this
vention, dated May 16 and 17, 1884, were signed that, therefore, the eight months were too short to was supplemented in D ecember, 1890, by a customs
bet ween the two Governments.
The former comply with t he Government ord er, but they would union, including British B echuanaland. This was the
appeared in the Portuguese White Book for 1885, do what they could, and they commenced work effective commencement of the third period of railbut the second was not divulged till May, 1889, in May, 1889, on an additional 3 kilomet.res of way enterprise in South Africa; but, as the negoincidentally on a debate in the Portuguese Cortes. line, and this notwit hstanding t hat some 12 kilo- tions were most acti,ely carried out for several
The published memorandum bound the P ortu- metres of t heir open line had been partially years previously, the assumed date of 1887 is fairly
guese Government to use their best offices to induce destroyed in January by floods.
Further diplo- correct . The above convention was followed in
the company to grant a. favo urable scale of rates matic intervention with a view to obtaining an ex- J a.nuary, 1890, by one between the South African
for the Transvaal traflic. The secret memorandum tension of time t ook place, but this did n ot prevent Company and the Governments of the Cape and
bound them, in the event of the company being the issue of a d ecree on June 25 to Eeize the line, British Bechu&naland for t he extension of the
obstinate, to give the Transvaal leave to themselves and the actual seizure by force of the company's Kimberley line to Vryburg and Mafeking, the first
build a t ram way from t heir border t o L orenzo works t ook place on the 29th. Further diplo- instalment of the t hrough lin e to Kha.ma, Matebele,
Marq ues to carry the materials for the construction matic action supervened, and proposals were made and Mashonaland, or, in other words, the South
of their lines, and in certain events to work pas- to meet the tariff question by the P or tuguese African Company's territories. This con \ren t ion
senger and goods traffic over it. To strengthen the Governm ent giving a. guarantee of interest on t he arranged for a land contribution of 12, 000 square
hands of t he Portuguese Government as against company surrendering their right to fix the tolls, miles from British Bechuanaland, and the loan of
the company, the Transvaal also raised the q uestion but the Government would n ot give a guatantee on the Cape Government credit t o raise the money
of t he position of t heir frontier, declining to accept more than 500, OOOl. capital, so this at t empt also for the undertaking. The Cape Government Railthe delimitation made previously by the P ortuguese fell through . The Government then proceeded t o way Department carried out these extensions, and
engineers, according to which the railway terminus sell the line by public auction, and t he whole t hey were almost wholly done departmentally and
had been fixed on the plans attached to the railway mat ter was finally referred t o internat ional a.r bitra- by the small sub-contract system, and as the
contract. Rumours of the secret memorandum tion, with results which have not yet been made country was particularly easy, the work proceeded
which leaked out through Holland seriously ham- public. There i~, however, little d oubt that this with great rapidity. The first line comm enced was
pered the D0lagoa Bay Rail way Company in raising added one more notable example of the list of from Colesburg to Norval's Point (23.30 miles)
their capital, and delays occurred. The plans failures of rail way enterprise in private hands in where a. new bridge of twelve spans of 130 ft. ~
were not presented before 200 days, nor approved South Africa ; and without reflecting at all upon total length 1626 ft. - was to be erected. Surveys
till June, 1884, and no work having been begun by the behaviour of the Portuguese Government, commence.d and rails were laid by October, 1889,
December, 1885, an extension of one year's time t here is no doubt that its action was entirely due the old bndge nearer Colesburg being in this case
was gran ted, s ubject to works being commenced to its being placed in the ugly predicament of not utilised. A t emporary bridge, 6.25 ft.. above
not later than June, 1886. But the company was being " 'twixt the d evil and the d eep blue sea. "
low water, with 1 in 40 approaches, to convey railnot in a position to commence even by that date, and
In 1879 a concession was very n early obtained way material across, was erected in October the
the Transvaal becoming impat ient, the Portuguese fr om the Free State Governmen t for a line from floods, however, render ed this useless from th~ end
Government commenced t he works themselves. the Orange River near Colesberg to J agersfontein,
These were taken over in lVIarch, 1887, and t he with a branch t o B!oemfontein. On e vote in t he of t~at mont h to Christ~as, but it proved of good
company pushed on the construction on their own Free State H ouse of Assembly lost the concession. serv1ce thr ough .1890 t1ll November, when it was
finally
given
up,
to
be
r
emoved
when
t
he
floods
pera.ocount from t hat time. In June of t hat year the The Government of t he Cape offered the Free State
The Bloemfontein line from N orval's
question of the terminus of the lino, t hat is, the exemption from customs duties on all rail way mitted.
position of the frontier, was brought forward prac- material used for their lines if they would construct P oint, 121 miles in length, was commenced in
tically, it having been agreed between the Trans- a. system connecting their principal centres of com- August, 1889, with ruling gradients of 1 in 80 and
vaal and Portugal t hat its position lay 8 kilometr es merce with t he ends of the colonial lines at Coles- curves of 10 chains radius, and was completed and
further inland than was shown on the railway berg and Aliwal North ; but this was not at that opened for traffic in December, 1890, at a cost of
829. 848l., or 5858l. per mile. The extension in
inclu~ing Sttll~J?I
E N G I N E E R I N G.
- --
-~
--- ----
of 1890 the survey of the extension from Bloem- 1 was begun in February, 1890, complet,ed in
fontein to Vilpen's Drift on the Vaal River (212 August, and the earthwork by t he end of the year,
miles in length) was commenced. Construction and it was open for t ra tlic abo ut the same date as
was begun in January, 1891, plate-laying in l\Iay, t he extension to the Vaal River, at a cost of about
and the whole line in the following May, 1892, t he 580, 000l . . or 8658{. per mile. - This is expected to
212 miles being completed in 16~ months. The enable East London to make full use of her
survey on the Bethulie junction line from Burgers- geographical position in competition with the Natal
dorp (eastern system) to Springfontein on the mid- railways, and it must be confessed that the former
]and extension to Bloemfontein (66. 70 miles in apparently requires all the help that can be afforded
length), passing over the Orange River atBethulie, her to make up for much leeway in the past. In
CLUB
RAILWAY
AT
CAR
THE
E X P 0 S I T I 0 N.
COLUMBIAN
(f)
tY1
--
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......
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. . . . . . . . _ + . - . . . .
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.. ..
.. . . . .
..... . . .
,
10
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lfiL: _
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.... . ..
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.. ........
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. ..
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. -: ,..)- .... j
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..
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'
.... T
trl
. 3 1 ' ..
Smoktng R o om
f.!c
........
ClostJ
"
..n$ - ~ -~ ~ -
41J):
~S/1 . ~
41}fr
( /Jp
........
k-- - ----- ............. - -----------------.... ---- -- ..... ..................... - ........... ,........... . . .. .. ...... _ ... . .
r m 1
/ l
111
..
r-
~J,
4-
........... .......... . .
.......
lJ/>' ..
COJ/
;>$/,- l
----------------------
J?/1
....
J1p.
................................ . . . .
.. lfk -'ll
-----
>ll
.......,
..
.. .. .. .. . ..
lll
'
jiJI
FliT
'
~ - .I
li
"'
In
mr
~~~
IIE5~
~~ --
q,
...
tr1
t'I1
Id
F=I~SEE
~~l:tj~'
,~~--
'
Jll
;
------..
---
LU1L
- 1iU
..
-- ...S 0
. .. .. . ,..
'
- - - --
!JIa i n Line.
Miles
Open
Wt-ole system . .
-.
}- 11 ,153
4,628,242
:i02!
Branches.
Ladysmitb
to Harrysmilib
(Orang e F ree State) . .
Big~arsberg to Dundee
Tsipingo ..
Verulam ..
A v era.~e
I
I
71 ~
8
12
20
.. I 414!
II
-
- -
19 r
zonq
'*t\
:.:J
-----------------
IUI
-~-...
. . .. . _,.'
- . --
--
.......
-- -
1Ji rt>d
;, ~
/evotton of Fro me
.... ...
.. s _._ ..
V'"
'<-
-- ~9.;:
---------- _A_
:::1
...
"ll
--- -
1,-
'!!a.'3
- ...
,.
(N
tv
'-l
E N G I N E E R I N G.
at
present
contemplated,
will
con
s
ist
of
the
follow
1ng:
P artly Opened
and under
Construction.
M ain line-Orange Fcee State border
Miles.
to Portugu~se border, via Pretoria...
344
Branches from J ohannesberg, &c.
60
(completed)
...
. ..
...
. ..
Branches to Barberton, &c. (completed)
40
,
Marahastad (contemplated)
175
T otal . ..
.. .
. ..
619
Of these 444 miles will be completed in 1893.
W e come t o the latest, though n ot least, important system in South Africa, situated in P or t uguese territory, known as the Pung we-Massi K esse
or Beira Railway. Immediately M ash on aland was
open ed up to British influence by the efforts of the
S outh African CharteredCompa.ny,it became evident
that an outlet to the s ea must be found closer than
any of the colonial routes, but which would unfortun ately h ave t o pass through the territory of a foreign
P o wer by no means friendly to Brit ish influence.
By November, 1891, four r outes had been prospected to the interior from t his pa r t of the eastern
c oas t. The one selected runs from a p oint opposite
Lukamba io, on the Pungwe River (12 miles above
Beira, and 60 miles from the mouth of the river),
the river being navigable for vessels up t o 20ft.
draught up t o this p oint (N ueves Ferreira). The
line which has been selected goes from N ueves
l~"erreira to J obo (River Busi, 12 miles), through
Meforga and Gomani to Massi Kesse (:L\-l ashona
frontier), under 200 miles in leng th. The gr adients
will be seldo m over 1 in 100 for the first 150 miles ;
the longest span bridge will be 80 m etr es, over the
Banduri, the n ext longest being t hree of 50 metres.
Near Massi K esse the gradients will b e 1 in 40,
ani a tunnel of one mile in leng th will probably be
n ecessary. The Fort Salisbury branch would start
from Munesse, east of Massi Kesse. The saving in
distance by this route to Fort Salisbury would b e
1000 miles in distance, time two-thirds of present,
and r educe cost to one-third actual. The company
was approved by t h e P ortug uese Governm ent in
F ebruary, 1892, and made a first issue of 250,000l.
d ebent ures last October. The works on a first section of 75 miles from Nueves F erreira, estimated to
cost 225,000l. (or 3000l. per mile), were commenced
about the same date und er contract by a British
contractor, and are proceeding satisfactorily, so
that t h is section should be opened by the middle
of this y ear. The only m atter t o be reg retted with
r esp ect to this, the last-born of the South African
rail ways, is the gauge, 2 ft., but there seems t o be
s ome prospect of this b eing increased to the standard South African gauge b efore the construction
is even completed.
(To be continued.)
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underframes for passenger cars for the South-Eastern
Ra.ilway ; se,eral hundred pas~enger cars 01~ the
London and South-Western Radway are equtpped
with pressed steel ca.r trucks, and a very large nu mb~r
of pressed st eel frames for goods wagons are now m
use in England.
The illustrations on page 328 show clearly the con
struction of a standard four-wheel truck (New York
Central and Hudson River Railroad ), as made by the
Fox Pressed Steel Company, of J oliet. We may add
in conclusion that the manufacture of trucks for street
railway cars is a speciality of the Fox Company, no
less than 6000 of them being in use. Examples. of
such trucks are shown in place in the Transportatton
Building by the McGuire Manufacturing Company, of
Chicago.
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(SEPT. I 5, I 893.
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THE L ATE ~IR. T HOMAS \VILLIAM KENNARD, C.E .~Ianr will lea rn with regret of t he death of Mr. Thomas
\ Vilha.m Kennard, C. E., who passed a. way, a fter a short
illness, on Sunday, the lOth inst., a t his residence, Orchard
H ouse, := unbury. Born in 1825, the second son of the late
Mr. R. W. Kennard, M.P., he was educa t ed for the profession of engineering, and early t oo_k a.n active pa~t in rail way
works in England. .Am~mgst h13 W<?rks certamly ~be bes t
known is the Crumlm V1aduct, a bndge 200 ft. h1gh and
1650 ft. lon g constructed on the girder principle patented
by W a rren a'nd K ennard . .It is 10 t en sp~ns resting u pon
iron piers and was opened m 1857, when 1t was one of the
most rem'a rka.ble, and is still one of the most interest ing,
types of bridge-building in the country. It forms a. ~on
necting link bet ween M onmouth and G~a.morg:a.n shues
in the chain of the Great W est ern Ra1lwa.y 10 Wales .
Many other bridge works were uudert.aken in other
pa rts of the world ; the Crumlin W orks, founded
m 1854 being acti veJy employed.
In 1869 t he subject of' our memoir le~t the management of t~e
works t o his brother , a.sststed by Mr.- :M ayna.rd, theu
engineer, while be proceede~ t o A mer1ca to l&:Y out as
engineer-in -chief and supermten.d the const ruct10n of t ?e
Atlantic and G reat W estern Ra1lwa.y, and here he dts See ENGINEl!BI ~G . YOl. liii., page 180 ; vol. l v., played that resourceful energy whic~ not only ea~ily overcame d iffioult ie.9, but quickened the)nterest and mdustry
.PagE's 200 and 912 ; and page 180 ante.
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E N G I N E E R I N G.
331
ment, notwithstanding frequent loading and unloading
of her cargoes at the ports of call and the daily consumption of fuel during voyages.
4. That the ship's bottom is always clean.
5. That there is no tidal current nor wind to interfere
with the steam navigation.
6. That the length of time during which the ship is
kept a.t her ports of call is a.l ways regular.
7. That the length~ of voyage~ remain constant.
8. That the interest on the c.a.pita.J, &c , which constitutes a part of the cost of shipping enterprise does not
fluctuate.
9. That the weights assi~oed and the spacee provided
for cargo and fuel are not 10tercha.ngea.ble.
10. That there is nothing in the shape of Government
restrictions or otherwise to pr-event free competition.
Many of the above suppositions are far from being
practicable. So that the eq uation (3) is, a.t best, of very
little use. We can find the really most economical speed
of a. steamship only when the absolutely true relations
between the power and the speed are known, as well as
the constant expenditure in carrying on the trade. Let
x a.nd y represent the cost and income of a steamshi p at
any speed ; then evidently
y = f (x);
=J!_ = tan 8
x
-.
--- 1:7'
"'
~{R.
we have, therefore,
3
V=
--=:-
--==
F
2P
V3
Ft:g . J
A3J
= \ . 'V
F .
2P
.
. (2)
In other words, a.t the most economical speed of the
shi p, the money paid for fuel for the sole purpose of propulsion should be one-third of the total cost m oa.rrying
on the trade. We get then,
Income
Cost
A V
P + F
- ~~
AV
2AV
3lf
3P
AV
.Ft"g. 2.
-3mV2 .
Thus we see that the depression of freight, or the ad va.nce
of price for fuel, tends to increase the most economical
epee>d of the ship and vtce versti. So that the most economical speed for any steamship is by no means a certain
fixed speed, but it is greatly dependent on the states of
the general trades; and the time when the economical
speed is high is a. bad time for the shipping trade, When
the trade is vPry bad, the s peed rises so high that there
would be n o profit to be gained in the business. H ence
the laying idle of so many slow-speed steamships at dull
seasons.
L et C 1 denote the displacement coefficient of propul
sion; then,
~~~~~l~c~~~---~~~------~s~~d~)2
~M~a3~--~o~------------------------~
to do so. Then the points P 1 a.nd P 2 will approach each
other nearer and nearer, until a.t last they coincide at the
p oint P 3 It goes without saying. then, that this is the
maximum limit of economy. At this point we have
dy_y
d X
X
--.
d Y =tan 8 1
Therefore,
F=
2V D~
dx
Ct
By transformation wa get
V=V _ FCl
2D!
(3)
vs
0.~-------------------JT
The point P~ becomes known, therefore, when the equation y = f (x) is of a known form. To know the true
relations between the functions x and y for a.U speeds of
the ship, it is necessary to conduct coal consumption trials
or to collect reliable data from long experience on board
the ship, and to prepare a diagram of cost and income as
described above. The tangent to the curve from the origin
of the co-ordinates will touch the curve at the point that
is most economical. Fig. 2 is a. diagram to solve the
financial problem for a. steamboat favoured with Government subsidy, and serving on a. river as a ferryboat, and
periodically going up a.nd down the current. In the fir~t
place, the curve of coal consumption is prepared with
reference to co-ordinate axes 0 1 X and 0 1 Y 1 from the
data. of actual trials. On the axis 0 1 X, produc~d backward, 0 1 0~ is set off, representing the constant expenditure in equivalent terms of fuel. On the line 0 1 0 3 we
next set off the length 0 3 0~, representing the Government s~bsidy, also_in the sam~ equivalent terms. Through
the pomt 0 2 the hne 0 2 Y 2 1s drawn parallel to the axis
0 1 Y 1 On this new axis 0 2 Y :2, the length 0 2 V c is set
off on both sides of the &:\.is 0 2 X, representing the
current of the river. The tangents V el P 1 and V c p ,
drawn to the curve from the points Yel and V o and
touching it at the points P 1 and P2, would give the most
economical speeds 02 vl and 02 v2 relatively to the sursounding water, when the ship is steaming along with the
current and when against it respectively. This is merely
a.n imaginary problem, of course; but it will be sufficient
332
E N G I N E E R I N G.
LS EPT.
Is, I 893
SEPT.
Is, I 893]
333
E N G I N E E R I N G.
were removed from the i land by the contractor's smack
on August31. D espite the number of workmen on S~les
kerry, the se& f~w 1 and seal~ s~ill s_eem~d to r~ard 1t as
their own domam. and no dmnnut10n m the1r numbe; s
was apparent. The dwelling-houses for four keepers 1n
connection with this lighthouse, situated at Stromness,
were completed and taken over in May last.
Manufacturers of iron and steel are, as a. ru_le, only fulfilling contract orders, and are wr~tin&" t o th eu custofe~s
that they cannot guarantee dehvertes: The res'! ~ 18
that a mass of work which ~nd~r or~10ary condttiOns
would be placed in the distr1~t 1s bemg &en.t to Brt~
country or Continental compettto~ for exe~ut10n.
. us1
ness in marine material was expandiDg, but 1t has re~etved
a severe check. It is impossible at p~es~nt to est1~ate
the damage to the future trade of the d1stncti as the drrect
result of this interruption.
A 'rmour-Plates, G'Uns, d:c.-Rollers of armour-plates a.~e
looking for orders at an early date from the home ~utbon
ties as the naval programme must find constdera.b]e
further employment. There is a good dea.! of speculatiOn
as to the manner in which the contracts Wil~ be p~aced, as
any requirements can be locally ~ea.lb ~Vlt_h, etther a~l
steel compound 01 H~rveyised. 'Ibe prm01pa.l orders m
band at present 'are for Spai~ and Russia. '!'he call ~or
finished guns and gun parts IS belc;n v th e average, but "'!1
improvement is looked ~or later m the year. Some fall'
lines are in band for sohd st eel shot and shell. Slack
ness in these departments is throwing a..l?t of men out of
work or on short time. For best quallt1es of cast s_teel
there is a good inquiry, mainly tool steel~ for the Umted
States, South Afri~a, and the North. of l!ouro~e, but converters are much hampered in . the1r op&ratiOns by th e
scarcity and dearness of Yorkshire c~ke, that fr~m other
districts b~ing inferior an~ not sUitable for h1~h-cla.ss
material. It may be ment10ned _that houses turmng ?ut
the largest forgings _are in recetpt of some encouragmg
inquiries from the shtpyards.
.
Engineeri'Yig Departme.nts_.-Th~re are many complamts
as to falling off of W?rk 1.n var1<?us ~ranches, and the
number of h alf-timers 1s be10g raptdly mcreased. In and
about L E:seds machine requirements by local manufacturers
show a great reduction a s compa~ed with the c~rrespoi?d
ing period of last year. L ocomot1ve and tract10n e~gme
builders are not favourably placed, _and the outlo?k 1s not
very encouraging.
Those turnmg out ag_r10ultur ~l
machinery for exl?or~ have a~out got through th1s seas~n s
orders. Some fa.1r hnes are m hand for quarlz-crushmg
machin~ry for expor~, ht~t all departments appear for the
time bemg to be lackmg m energy.
The Coal Crisis.-Stocks of coal, of every description,
are almost exhausted here, and wh ere engine slack can be
got 14s. and 153. per ton is paid for it. The _attempted
importation of Durham coal only _leads to ~1ot,_ as the
colliers on strike have expressed the1r determma.t10n Rot
to permit it. In the majority of instances agents and
coa.lowners have ceased to attempt the introduction of
north country fuel on th e market, and the strike hands
have consequently been more peaceable during the past few
days. In South Yorkshire the men are a s determined as
ever not to submit to any reduction, though they are
suffering great hardship~, and the union funds. are wellnigh exhausted. Last mght, however, a most lmE_ortantl
announcement was made in the adjoining Derbyshire coalfield one that may lead to a radical change
of front here.' A leader of the Derbyshire Miners'
Union counselled the men to go back to work where
the old rate of wages was offered.
This has taken
all by surprise, as it is a direct violation of the
mandate of the federation. If th~t is done so near, ib
will not be long before the example ~s followed in this
district as thousands of hands are m favour of that
course. ' Many pit-own~r~ are prepared to resume ~pera
tions on the old cond1t10ns. Those most expenenced
believe this will lead to the solution of the difficulty, and
that the end of the strike is approaching.
MIDDLESBROUGH, W ednesday.
The Cleveland I ron Trade.- Y esterday there wa.~ a
numerous attendance on 'Change, and the _m arket was 10 a.
fairly cheerful state. A good deal of bus10ess. was done.
but nearly all the iron sold was for promJ?t dehvery, and
this is unusual for September, for at tbts seas~n of the
year Continental consumers general!Y come mto the
market for their autumn supplies. Just now, however,
few orders from abroad are coming to hand, our custom~rs
there evidently regarding the ea~ly future as uncertam,
and waiting m the hope of buymg on more favourable
t erms than they can secure at. present. Makers here
opine that prices are more hkely t o advance than
to recede, and declare that No. 3 is scarce. Yesterday
transactions were recorded ab 35s. 6d. ~or . prompt f.o.b.
delivery of No. 3 g.m.b. Cleveland p1g tron, and producers generally would not quote below that figure, but
business was also done at 35s. 4~d., and there we~e a
good few merchants willing to sell at the latter pnce.
No. 1 was sold at 37s. Gd , No. 4 foundry at. 34s., a~d
grey forge at 33s. The last mentioned quahty was 10
good demand and consid&rable orders might hb.ve been
booked at 32s: 9d. Hematite pig iron was in f~irly good
request, not~ithstanding the limited supphes to the
Sheffield distr1ct. and 43s. Gd. was _gener.ally asked for
mixed numb ~rs of local brands. A fa1r busmess ha3 been
done in warrants during the past few days, as they have
been cheaper than makers' iron. Y esterday ~1tddles
brough warrants closed 35s. 3d. cash buyers. To-day
there was no alteration in the market.
ManufactU'rcd I ron and Steel.-Little new ea? be said
of these two important industries. If anythang. _they
are somewhat improved, but we cannot repot t . higher
rates. There is, however, a little more work gomg on,
and quotations are stiffish. Com~on iro~ bars are quoted
4/. 17s. 6d.; best bars, 5l. 7s. 6d.; Iron sh1p-plat_es, 4l. 15s.;
iron ship angles, 4l. 12s. 6d.; and steel sh1p angles,
4l. 15s.-allless 2~ per cent. discount for cash, Heavy
sections of steel rails remain at 3l. l7s. Gd. net at works,
but it is said that ~ trifle less has been accepted.
The Fuel Trade.-At Newcastle the demand for steam
coal is good and best Northumbrian is quoted as high as
13s. f.o.b., though less is accepted in some cases, a?d a
good deal is being delivered on old con tract s at constderably below this rate. There is a good supply of small
steam, the price of which is about 5s. ~he ~a~es question in Northumberland and Durham l S ex01tmg much
interest. Several employers complain that advances
granted under special circumstances like the present are
diffi cult to get back when a norm~} demand ! eturns.
Clyde L ighthouses Trust.-The trustees of the Clyde Such is undoubtedly the fact, but, w1th everythmg CO?Lighthouses have under consideration a proposal to lay sidered, it would be pleasant to see ~he loyal way m
down fog-signalling apparatus at th e Cloch and Cum- which the miners have stuck to work suttably recog01sed.
brae Lights, at an estimated cost of well-nigh 4000l.
Cleveland Miners' Wages. - At a recently-held meeting
Proposed Harbour I mprovements at P eterhead. -An ex- of the Cleveland Mineowners' Association a letter was
tensive scheme of improvements has just been submitted read from Mr. J oseph Toyn, agent and president of the
to the Peterhea.d Harbour Trustees, the author of which Yorkshire and Cleveland Miners' Association, asking the
is Mr. Shield, :M. Inst. C E. The scheme. which has re- owners t o meet the executi ve committee on the question
ceived the approval of the trust ees, is not unlikely to in- of what wages should obtain after September 30, and
volve an outlay of at least 30.000l. Authority has been also to discuss the ratchet question. A deputation of
given to the trustees to go to Parliament next session for miners attended the meeting, and after the general questhe necessary Parliamentary powers t o carry out the tion of wages had been discussed, the following reply was
made by the mineowners: "The condition and prolesser of two schemes devised by Mr. Shield.
spects of the Cleveland iron trade entirely preclude the
Glasgow and South- W estern Railway Co'Tnpany.-At the owners from assenting to any advance of wages, believin~,
half-yearly meeting of the shareholders of this company, as they do, that such advance would be likely to result 10
which was held in Glasgow yesterday, Sir W. Renny a large reduction of t_he outpu.t, a_nd conseguently lessen \Vatson, chairman, stated how a. very big sum of money ing of employment m the d1stnct. Whtle the owners
had been expended on the doubling of the line between would be happy to see these conditions and prospect s so
Ayr and Girva.n, lines and works open for traffic (includ- altered a-s to warrant an advance of wages, they regret that
ing ext ensions at St. Enoch and from Glasgow &c.), trade since the last wages settlement, and the present outdoubling the line between May bole and Girvan ( Bridget on look, are far from holding out any such hope, but, on the
Cross extension), two new steamers, &c., and he also men- contrary, would in their opinion have justified a. reduction.
tioned various important works that are to be commenced Under these circumstances the most they can propose is
during the present half-year, or are already in pro~ress, to leave the present rates of wages unchanged until D eone of them being the new passenger steamer at Prmce's cember 31 ; or, desiring to afford to the men the fullest
Pier, Greenock.
information as to the present position and future prosSuleskerry Lighthouse.- W ork was resumed at Sules- pects, they ~re willing, if so requested, that the rates
kerry Lighthouse (which lies out in the Atlantic some payable in the Cleveland mines should be made the submiles west of the Orkneys) on April 17, when twenty- ject of a formal arbitration to determine what, if any,
seven workm en, including boatmen, with all requisite alteration therein, up or down, should be made. The
stores, &c., were safely landed. All the mason work has ad va.nce the men had sought was 5 per cent. During the
now been completed, and the tower made ready to receive meeting the ratchet question was mentioned, but no
the lantern, the contract for which has been placed with arrangement was come to with respect thereto.
Messrs. Steven and Struthers, engineers, Glasgow. It is
understood that the lantern and apparatus for lighting
NOTES FROM SOUTH YORKSHIRE.
will be the largest and most powerful in the Northern
SHEit'FIELD, W ednesday.
Lighthouse service. The highest ground on the i~land
T he H t.avy Trades.-Trade in the heavy departments is
rises to 50 ft. above the sea., and it is on this eminence
that the lighthouse is erected. From the base of the practically at a. standstill, and complaints come in on
t ower to the light the height will be about 70 ft.; thus a every side. Most of the blast furnaces hereabouts are
light about 120 ft. above sea level is given, and it damped down, and though prices of pig have been adshould be visible from 25 to 30 miles. The dangerous island vanced, sales are very slow both f or foundry and forge.
known as the St'\ck lies 4! m iles south- w~t of Suleskerry, The former commands 40s. to 42s. per ton, and the latter
and the light will, of course, warn the numerous vessels up to 44s. Manufacturers of both iron and steel have, in
which pass in this direction of its proximity. Owing to the majority of instances, had to suspend operations owing
fine wes.ther the work procetded without a hitch, and as to neither coal nor coke being obtainable, or in limited
now only inside fittings remain to be done, Mr. Aitken supply at figures which cannot be afforded. In the Leeds
contemplates finishing his contract in a few months next district the fuel famine is more severe than at Sheffield.
season. As the tower has been completed and ready to Thousands of workmen who have nothing to do with the
receive the lantern, the work could not be advanced any dispute are out of employment, and much distress prefurther this year, so all the men-mostly Shetlanders- vails; but this is not the worst feature of the case.
E N G I N E E R I N G.
334
H. M.
CONSTRUCTED BY
LONDON.
'
ENGINEERING.
AGENTS FOR " ENGINEERING."
At:STRIA, Vienna: Lehmann and Wentzel, Karntnerstrasse.
CAPE Tow~ : Gordon and Gotch.
Eoil\BURGH : J ohn Menzies and Co., ~z. Han_ove:~treet..
FRANC&, Pa ris: Boyveau and Ch evtllet, Ltbra.me Etranger e, 22,
Rue d e la Banque; M. Em. Terquem, 3lbll Boulevaad H aussm ann.
Also for Achertisements, Agence H a,as, 8, Place de la Bourse.
( ee below.)
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GBRl UNV, Berlin: ~I e rs. A. A h er and Co., 5, Un ter d en Lmden.
Leipzig : F . A. Broc:khaus.
~Iulhouse : H . tuckelberger.
GLA~SGOW : Willia.m Love,
INDIA Calcutta: Thacke1, Spin !<, a nd Co.
' Bombay : Thncker and Co. , Limited.
ITALY: U. Iloepli, ~Iilan , and any post offic e.
Ln"ERPOOL: .Mrs. Taylor , Landing Slage.
M.\NCUE TER: J oh n H eywood, H :l, Dean gate.
N:&w Ot' TU WALKS, ydney : Turner and H enderson, 16 and 18,
Hun ter-street. Gordon and Gotch, George- treet.
QttEENSLAND (Sot'TJJ), Brisbane : Cord on and Cotrh.
(NORTll), Townsville: T. Willmet.t nnd Co.
R OTTERDAM : IT. A. Kramer and on .
SOCTfl AUSTRALIA, Adela ide: W. C. R igby.
U~ITKD STATES, New York: W. II. Wiley, 53, East lOth- stre~t.
Chicago: H . V. Holmes, 44, Lakesid e Buildmg.
YICTORIA MSLBOURNB : Melville, Mullen and Slade, 261/264, Collinsstreet.' Cordon and Gotch, Limited, Queen-street.
NOTICE TO AMERICAN SUBSCRIBERS.
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CONTENTS.
PAOB
Th e Distribut ion of Load on
Trough Floora for Bridges
(lllu~tratecl) . . . . . . . . . . . 319
'Ihe Engineering Cong ress
at Chicago ( I Uustrated ) . 320
T he De,elopment of South
African R'\ilways ....... . 324
H erbert's Capstan Lathes
( Illustrate l) ... . .. . ..... 328
Fox's Press, d Steel F rames
(lltu11t r ated) .... . ...... 328
'I h e Niag~ra" Pulreriser
( l tlt~.At rated) ..... . . .... 329
Club Railroad C.u (lllttS
trated) .. . .. ..... . ..... 329
N ote3 from the U oited
States .. . .. . . . . . .. .. . . . . 329
Notes from the South West 329
Locomotives a.t the Columbian Expo~it"o n (Illut.
trated ) .... ....... ... . 330
II . ~ .S. " These11s" (lllUJt
ttated) . . . . . .. . . . . . . .. . . 330
Stt.. pension Foot Bridge at
Ba nchory (llhtst raterl ) .. 331
T he Economical Speed of
Steamsh ips (IUust,ated) 331
S Jeed P remiums .......... 332
B~ll Bearings .... ......... 332
l oocrete Beams . . . . . . . . . . 332
CJotractors and the Admir alty .. ........... ... . .. 332
Lo: om )tive Engines ... . . . 332
lf' itlt a two-page engra ving flj
PAGB
NOTICE.
The New Cunarders "CAMPANIA" and "LUCANIA ;" and the WORLD'S COLUMBIAN
EXPOSITION OF 1893.
The Publlsher begs to announce that a Reprint 1s
now ready of the Descriptive Matter and Illustrations contained 1D the issue of ENGINEERING of
April 21st, comprising over 130 pages, with ntne
two -page and four single page Plates, printed
throughout on speolal Plate paper, bound 1D oloth,
gUt lettered. Price 6a. Post free, 68. 6d. The ord1
nary edition of the issue of April 21st 1s out of print.
E NGINEERING.
FRIDAY, SEPTEMBER 15, 1893.
335
but it is impossible to put any case. either for or
against a. resolution of importan~e In three or five
minutes. The inevitable result 1s that hasty conclusions are arrived at, and resolutions a:re passed
which it is quite impossible for the Parliamentary
Committee to deal with in the course of the current
year. The n ewer men at t hese Congresses lack the
idea. of proportion, and the Congres~ t~ere~y los~s
that characteristic which formerly dlStingUished _It
of being a practical body, seeking to emho~y In
legislation, from year to year, some of t he subJects
r elegated to the Parliamentary Committee. That
was the object which the Congress originall~ ha~
in view when the committee was created and Instituted. As a r esult of this change of policy the
Parliamentary Committee have n ot been able to
register a single Act of Parliament as the result of
their own initiative. In lieu of this they gave
prominence in their r eport to t hree Acts passed by
Mr. George Ho well, one relating to trade unions,
one to friendly societies, and one to industrial and
provident societies. The committee had numerous
Bills before Parliament, but not on e of them has
become law. This failure to enact is the outcome
of a policy of haste.
The programme for the ensuing Parliamentary
year is larger and wider than that adopted in any
previous year. I t is so wide and far-reaching, that
if t he whole of th e autumn session and the whole
of n ext year were devoted t o it, the maj or portion
of the subjects could not be dealt with. Indeed,
if the whole time of the present Parliament were devoted to the subjects enumerated by the Congress,
to the absolute exclusion of all others, t he measures
could not be carried through both Houses and be
embodied in law. A reference to the old Parliamentary reports of t he committee will show that
they arranged a programme in an order of precedenoe as things to be attempted in each succeeding session. Now, there is no indication of
preference, and no selection of possible measures.
Progress is therefore purely a matter of chance,
even when progress can be made, and the way is
left open for other members of Parliamen t to
"cut in/' to use a P arliamentary phrase, to the
exclusion, if n ot the extinction, of the Congress
leaders who may happen to be in Parliament.
But worse remains behind. Some of the r esolutions passed, and those the most far-reaching,
are impossible of r ealisation, certainly within the
period of the present century. The keynote of t he
policy adopted by the Congress is to be found in
the very lengthy resolution as regards labour r epresentation, which was carried by 160 votes to 32.
This resolution proposed to institute an electoral
fund, to be formed by a contribution by each
society of 6s. per 100 members, the administration
of which is to be in the hands of a committee of
t hirteen persons, inclusive of secretary and treasurer. All candidates receiving support from such
fund must pledge themselves to support the labour
programme of the Congress. Now that programme
was tolerably definitely decided by an amendment
carried by 137 to 92 votes, on t he motion of a
London delegate. The amendment was : "Candidates r eceiving financial assistance must pledge
themselves to support the principle of collective
ownership and control of all the means of production and distribution, and the labour programme
as agreed upon from time to time by the Congress. "
The r esolution with this addendum strikes dead
the Trades Union Congress, and the whole industrial system which called it into existence, in so far
as a paper pellet can strike anything dead. It
is political and socialistic, if you please as
was admitted by all its chief supporters,' but
it ~ardly squares with t he objects and intentwns of a '' Trades Congress. "
How is
the object to be attained ? By Act of Parliament ? Supposing that the end and aim are
good, all measures in favour of '' betterment " of
whatever _kind, ~ill ten d rather to perpetuat~ the
present Industrial system, by making it more
endurable. Therefore progr ess must be brouohtto a
standstill in order to cultivate and intensify discontent, so that in the deadlock a socialistic revolution
can be evol ved out of the chaos. This closing of
the r anks is the death-knell to the proposed electoral fund, and will shut the door to men otherwise useful to the labour cause. The only thina
that it can do is to open the door t o a number of
candidates. who wil~ pr~mise everything and perform nothmg, but It will have no weight in the
councils of the nation, and produce only thorns
and thistles in what is called the Labour Party.
E N G I N E E R I N G.
Capital may rest satisfied with the conclusion
arrived at, for the leaders will be too busy outvying
each other, fightin g each other, and attacking each
oth er to allow of any time for r eal organisation
and r eal work, while the weary workers will continue to suffer.
The best bits of work done at the Congress for
practical purposes were t he resolutions and discussions on the Employers' Liability Act and the Bill
now before P arliament to amend it. This discussion
was opportune, in view of the decision of the
Government to take that measure in the autumn
session. Then the subj ect of factory inspection
was also opportune ; but while it is wise t o relax
the examination in some particulars, so as to allow
workmen a chance of being appointed, it is n ot
d esir able t hat the r elaxation shall be permanent.
Workmen have a chance to qualify if they will but
educate themselves, and there is no end of opportunities in that direction. Besides, the Congres3 is
insisting upon examination in oth er directions.
Another pertinent and useful resolution was t hat
in which fair wages and Government contracts
were consider ed. The resolution was a long
one, so as to embrace all the points r elating to
the subj ect. Then the Congress adopted a resolution a-ffirming the propriety of appealing
in the recent case of Templeton 'V. Russell
as to conspiracy. The unemployed were dealt
with in anot h er r esolution on rather open lines, so
as t o allow of movement in that direction if the
opportunity occurs. But there was an intentional
sting in t hat resolut ion. Further amendment of
the Merchandise Marks Acts was proposed and
carried, and also a s tring of resolutions r elating to
boiler examination, coroners' inquests in Scotland,
and a variety of other matters. The eight hours'
r esolution of previous Congressea was re-affirmed,
with a sort of local option, except in the case of the
miners, to which the federation will n ot agree. The
oddest thing at the Congress was the attack upon
the newspaper preRs and the r eporters. The chief
object of the r esolution was directed against particular men, but the terms of it will recoil upon t he
Congress itself.
The chief interest of the Congress was centred
after all in t he election of secretary of the P arliamentary Committee, the committee itself, and
of the place for the n~xt meeting, in 1894. Mr.
Charles Fonwick, M.P., was elected secretary
by 251 votes to 89 for Mr. Keir Hardie, M. P .
This vote was the largest in t he Congress, 340
out of 380 voting. The election of Mr. Fenwick saved the Congr ess from practical extinction. The change in the personnel of the Parliamentary Committee is n ot great, but its
character is very materially altered. Mr. Broadburst reappears on the committee, while Mr. Harford of the Railway Servants' U nion, is displaced.
Mr. Anderson, of the Amalgamated Society of E ngineers, is replaced bY: Mr. Burns, M.P., an~ Mr.
John Wilson, M.P., g1ves place to Mr. E. Cow1e, t h e
President of the Miners' Federation. All the others
were re-elected. Mr. George Shipton, of t he London
Trades Council, was not elected, nor were others of
the older order of trade unionism, such as Mr. J ohn
Inalis of Glasgow, and Mr. Stuart Utley, of
Sh~ffi~ld. The balancing element is defective in
numbers and in force. The aggressive element is
strengthen ed by two out of the t hree new members
elected. The tactics of "capture" have, to some
extent succeeded, but the final issue of the change
will o~ly be seen when the next year's report is
presented. Congr ess promises will then be tested
by the amount of work done, and its qualit~.
N orwich was selected as the place of next. yea.r s
gatherin()' a city which boasted of a textile lndustry b~fore Manchester was heard of in the industrial world. The gathering in Belfast was hist orical in many respects, and the treat ment of the
delegates was exceptionally good. P ossibly the
effect will be to draw closer t ogether the English
and Irish workers in all matters affecting labour,
and thus break down some of the old p rejudices
that have long exi.nted.
S0~1E RECENT BOILER EXPLOSIONS.
THE result of eleven years' working of the
'' Boiler Explosions Act " has been materially to
r educe t he number of these casualti~s, and to
correspondingly lessen t he annual . bill of mortality which had to be regularly pa1d before that
Act was passed. The investigations conducted
by the Board of Trade, and of which we have from
E N G I N E E R I N G.
found owners who are willing to run the risk of whilst if we base the estimate on gross tonnage,
working them. The presiding Commissioner said we find the percentage of loss for t he past year
that in adopting the practice of insuring such boilers was 1. 69. Comparing the figures referring to tona company might be, justified "legally," and he nage- which, perhaps, afford the mor~ ju~t estimight well have finished the sentence by adding that mate-with those of eleven other countnes (mcludit was doubtful if they were justified morally. We ina our colonies), we find that six of them show
certainly think that the custom, where it exists, of better averages; thus the United States lost 1.67
insuring bad or untrustworthy boilers in order to per cent. of its gross steam tonnage, Aust ro-Hunmake a dividend, with little or no examination, is gary 0.90 per cent, Holland 0.17 per cent. , Ger
wrong in principle ; by so doing the owners, rightly many 1.16 per cent., Italy 1.10 per cent., and
or wrongly, are led to think that the boilers are R ussia 1.12 per cent. The countries which show a
safe, while at the same time a dangerous class of heavier proportion of tonnage lost are as follows :
boiler is perpetuated, and an unworthy, though British colonies, 2.41 per cent. ; Franc~, 2.62 per
perh 1ps quite unintentional, disregard of the safety cent. ; Nor way, 2. 72 per cent. ; Spain, 3.40 per
cent. ; and Sweden, 2.39 per cent. In order that a
of their workpeople is the result.
Tae remaining two investigations upon which we closer estimate may be form ed of our position, we
may say a word both dealt with explosions from give the numbers and gross tonnage of steam
small vertical boilers used at farms. (Vide ENOI vessels lost by the count ries named duting t he past
NEERINO, August 25, page 240.) In each case the year : Colonies, 15 vessels, 12,440 tons ; United
boiler was corroded and worn out, and, although States, 9 vessels, 9560 tons ; Austro-Hungary, 2
in use for years, no examination worth the name vessels, 1548 tons ; H olland, 2 vessels, 488 tons ;
had been made. In one instance a blacksmith had France, 19 vessels, 22,412 tons ; Germany, 10
managed to impress the intending purchaser with vessels, 12,591 tons ; Italy, 2 vessels, 3409 tons ;
a sense of his ability to examine boilers, and at his N orwa.y, 8 vessels, 9137 tons ; Russia, 1 vessel, 2297
recommendation the purchase was eff~cted, although tons; Spain, 9 vessels, 14,871 tons; Sweden, 9
the boiler at the time must have been in a highly vessel~:;, 5013 tons. I t may be added that t he
dangerous condition. T wo lives were lost by this remainder of the tohl of steam losses is made up
explosion, and the Commissioners rightly expressed in t he tables as follows : Other E uropean countheir opinion of t he conduct of this amateur in- tries, 8 vessels, 6905 tons ; Asia, 6 vessels, 4638
spector by fining him 20l. There are far too many tons ; Central and South America, 9 vessels, 6590
of these incompetent examiner s in the count ry, tons ; other count ries, 1 vessel, 313 tons. The
and the worst of it is that t heir neighbours have tables give eight columns, into which the losses are
too often implicit faith in t heir capabilities in this divided under t he h eadings of "Abandoned at
direction. Pvssibly the fact that their services may, Sea, " " Broken up, Condemned, &c.," "Burnt,"
as a rule, be obtained very cheaply, lies a.t t he h Collision," "Foundered," "Lost, &c.;' " Missing, " and "Wrecked." A consideration of these
foundation of the faith.
In the other ca'3e the boiler had been bought sub-heads will show t hat the total figures quoted
second-hand for 4l. 10J., and here also an incom- must not be taken as final in the light of "figures
p etent person hld professed to examine it, and of merit " for the respective countries. Thus we
to give his advica, which, of course, was quite find t hat Germany did not condemn a single steam
worthless. The Commissioners considered that t he vessel during the past year, and this largely
owner had erred through ignorance, and or dered accounts for her good average of steam tonnage
hiru to pay 15l. towards the costs of the inv estiga- loss-namely, 1.16 per cent. France, on the other
tion, which, it was stated, amounted to 100l. They hand, condemn ed four steamships, c:f a gross
dwelt strongly on the importance of careful inspec- ton nage of 5188, out of the total fleet of 532
tion, which would h ave prevented both t hese explo- steamers, equalling 853,799 tons gr oss, owned by
sions and saved t he Jives sacrificed. We are in- the nation . The United Kingdom condemned 20
clined to regard as inexcusable an ignorance which steamships, equalling 23,610 tons gross, out of our
prompts its possessor to buy a boiler for 4l. 10s. , total steam fleet of 6035 ships, of 8,601,679 tons
and to keep it in work for ten years without the gross. It may be stated t hat Ger many stands next
slightest semblance of efficient examination. If to the U nited Kingdom in total steam vessels
it were a solitary case we should pass it by owned, the figures for t hat country being 846
with merely a momentary thought, but when we ships of 1,088,830 tons gross.
Our colonies
know that the same neglect of precaution has own a steam fleet exactly equal to that of
occurred over and over again, and will continue to Germany in numbers, but the gross tonnage is less,
occur, we are constrained to ask whether it is not only 515,204; which shows that the average
time that some effectual means of prevention should steamer of the British col onies is not much more
be enforced. If owners ca.nnot keep their boilers than half t he size of t he average steamship of Ger15 1.fe, one of two courses should be followed : either many.
The other countries, besides t hose already
they should be compelled to call in t rustworthy named, which own over300,000 gross tons of steam
examiners, or t h e matter should be taken out of shipping are : United States, 572,252 tons ; Italy,
their hands and under taken for them by some 317,197 tons; Norway, 335,547 tons; Spain,
r eally competent and responsible authority.
436,925 tons. Turning to other sources of loss,
we find t hat England abandoned t hree vessels at
sea, the colonies one, and France one. F our
THE vVASTE OF SHIPPING.
British vessels were burnt, two American, one
TnE enormous production of shipping, which Swedish, one Asian, and two Cent ral American.
goes on continually- although with so great fluctua- By collision England lost t hirteen ships, t he
tion-as t he tide of demand ebbs and flows, is colonies two, Austro-Hungary one, France four,
made commercially possible by reason of t wo chief Germany six, Norway one, Spain one, other Euro
causes, namely, t he waste t hat constantly goes on , pean countries two, and Central and Sout h
and the expansion of the world's commerce. The America one. This gives thirty-one steamers lost
second cause is one that ca.nnot be summarised, by collision out of a total of 215 losses from all
but a fair estimate of the former can be arrived at causes, including the forty-six condemned. Under
by means of t he valuable "Statistical Summary " the headingof "Foundered" England has t hree ships
prepared by Lloyd's Register; the complete sheets tabulated, the colrJnies one, France one, Germany
of which for the past year have recently been issued. one, and Russia one. The figures are promising,
By these tables we learn t hat during 1892 t here although it may be hoped that this heading will
were lost 215 steam vessels of all nationalities, become all but unnecessary before long. The
counting only ships of over 100 tons ; vessels of figures in the "Lost" and the " Missiug" columns
above that size being alone dealt with in this notice. do not call for comment ; but under the heading
The aggregate net tonnage was 164,749, and the of " Wrecked " we find t he most prolific record,
gross aggregate tonnage 257,048. Of this number there being in this column a total for all countries of
vessels belonging to the United Kingdom supply by 103 vessels, or n early 50 per cent. of the total
far the larger propor tion, namely, 105 out of t he losses. Under the heading'' V\7r ecked " are included
total, the gross tonnage being 144,746, or con- vessels lost through stranding or striking on r ocks,
siderably over 50 per cent. of the total tonnage &c., and of the total England supplies 54 ships
for all nations. This would be not far off the the colonies 4, t he United States 4, Austro~
proportion of losses that would be due to this HuJ?gary 1, France 8, Germany 2, Norway 5,
country taking into consideration t he number Sp~un 5, Sweden 5, other European countries 4
of steam vessels we own, as compared to those sail- Asia 5, and Central and South America 6.
'
ing under foreign flags, although in this respect the
So far. we. have dealt wi~h the figures r elating to
figures are rather against us. Thus we find that steam shtppmg only, and 1t could be wished that
the percentage of loss for the United Kingdom is this country appeared t o mor e advantage in the
1.74 on the total numl)er of steamships owned ; matttr of ve~sels lost. The figures, as t hey stand ,
337
put England in a so mew hat higher position than
she should h old if the "Br oken up and Condemned " column were eliminated. Thus we find
that neither Holland nor Italy lost a single ship,
the total wastage of both these countries being d ue
to two ships condemned in each case; that is to say,
not a single Dutch n or Italian steamer was wre~ked
during 1892. Of course, it would not be fa1r to
pit these compar atively small maritime P owers,
owning respective1y uut 201 and 227 steamers,
against our mercantile fieet of over 6000 steamships ; still it is to be hoped the British record will
improve, and t hat we may stand at the head of
nations in the safety of our steamships at sea, as
would become the greatest maritime State the world
has ever seen .
The second table of the r eturn under r eview
gives cor responding figures for sailing vessels, and
here our own country appears to greater advantage
if we take as our standard the percentage of losses
in terms of the total tonnage owned, for there are
but three countries showing a better average,
namely, I taly, R ussia, and Spain. Were the
"Broken up and Condemned" column eliminated,
however, we should not occupy so high a position,
for t hough we possess by far the biggest mercantile
sailing marine, we have n ot condemned so much
tonnage last year as some other countries. Speaking gener ally, it may be stated that the tables show
a gr eater waste of sailing vessels as compared to
steam ; which, of course, is in accordance with
what might be expected. Th~ total number of
sailing vessels of under 100 tons of all nationalities
wrecked or condemned during the past year was
793, the total tonnage being 368,176. Of this
number t h e United Kingdom supplies 144 out of
a total of 3255 vessels owned by t he nation, or nearly
100,000 tons lost out of the total of over 2~ millions
owned ; per centage of tonnage lost, 3 .56. Our
cc,lonies own 1859 sailing ships, tonnage 782,821,
and lost 90 vessels of 40,939 tons ; percentage of
tonnage lost, 5.23. The United States own 2866
sailing ships, of a tonnage of 1,354,174, out of
which 117 ships were lost of 48,468 tons ; percentage of tonnage lost, 3. 58. Austr o-R ungary
owns 207 ships, of 101,437 t ons ; 12 were lost
their tonnage being 9228, or a tonnage loss of 9.10
per cent. The number of Danish sailing ships is
604, tonnage 136,782 ; 24 were lost of 5257 t on s,
giving a tonnage loss of 3. 84 per cent. Holland
owns 316 sailing ships, tonnage 150,987 ; she lost
20 of 9025 tons, which equals a tonnage percentage of 5. 91. French sailing ships number 678,
tonnage 203,909 ; the loss was 45 ships, tonnage
15,053; percentage tonnage loss, 7.38. Germany
owns 1005 ships of 614,924 tons; the loss was 54
of 26,749 tons, eq ualling a tonnage loss of 4.32 p er
cent. I taly has 1173 sailing ships of 501,643 tons the
loss was 37 ships of 17,351 tons, or 3.46 per c~nt.
this percentage is a trifle better than that of th~
U nited Kin gdo~. Norway. ranks only after England and the Untted States 1n t he number of sailing ships she owns, t he figures being 2818 ships
tonnage 1,346,212; she lost 141 ships, of a tonnag~
of 68,135, or a loss of 5. 06 per cent . on the
number owned. The n ext two count ries, Russia
and Spain, are the only ones showing a percentaae
of
0
loss considerably below that of England, but the
number of ships owned by Spain is so small that
the comparison is not of much value, whilst it must
be r emember ed that a considerable number of
Russian ports are closed during the winter which
is more particularly the wreck season ; ~till the
country deserves all credit for showing the lowest
average in sailing ships. Russia has 947 ships of
276,706 tons ; she lost 14 ships of 4542 tons or
l.n4 per cent. Spain owns 471 sailing vessels tonnage 118,037 ; the loss was 7 ships of 2024 to~s, or
1. 71 per cen t. on tonnage. S weden owns 960 sailing vessels of 288,751 tons; she lost 41 vessels of
14,989 tons, or 5. 16 per .cent . of h er total tonnage.
Ot~er European countn es ~ost 28 sailing vessels,
Asta 18, and other count ries 1. Turning to the
causes of loss, we find t hat 104 vessels were abandoned at sea, 152 broken up or condemned 29
b urnt, 41 lost in collision, and 32 foundered.' In
t he columns " L ost, &c., " and " Missina "-under
which headings appear those vessels of which full information is not forthcoming-there are 86 vessels .
whilst 349 sailing ships are returned as "Wrecked ,!
t hat is, lost through strandi ng or strikioa r ocks &~
Taking steam and sailing vessels together we' find
that our percentage of loss is second in merit
only to two ?ther countries, namely, Russia
and Denn1ark , 1f we take ton nage as a basis of
E N G I N E E R I N G.
calculation, whilst only Russia and Spain show
better averages if t he number of ships be con
sidered. Our loss in all vessels (over 100 t ons)
was 2.59 per cent., tonnage loss 2.11 per cent .
Denmark lost 2. 86 per cen t . of her vessels and 1. 69
per cent. of h er tonnage. Russia lost 1. 25 per cen t.
of h er vessels and 1.42 per cent. of her tonnage.
Spain lost 1. 82 per cent. of h er vessels and 3. 04
per cent. of her tonnage. If, however, we take
only the big shipowning countries of the world, we
find the U nited Kingdom has the best average all
round ; and we will conclude our quotations of
figures by giving those for b oth steam and sailing
t onnage, relating to those countries which p ossess
over 1, 000,000 tons of shipping in vessels of over
100 tons. U nited Kingdom , 9620 vessels own ed of
11,157,662 tons ; lost 249 vessels of 235,659 tons ;
percentage vessels lost, 2. 59 ; percen tage of ton
nage lost, 2.11. Colonies, 2705 vessels owned of
1,298,025 tons ; lost 105 vessels of 53,379 tons;
percentage of vessels lost, 3. 88 ; of t onnage, 4. 12.
United States, 3297 vessels owned of 1,926,426
tons ; lost 126 vessels of 58,028 tons ; percentage
of vessels lost, 3.82; of tonnage 3.01. France,
1210 vessels of 1, 057,708 tons ; lost 64 vessels of
37,465 tons ; percentage of vessels lost, 5. 29 ;
Germany, 1851 vessels of
of tonnage, 3. 54.
1, 703,754 tons ; lost 64 vessels of 39,340
tons ; p ercentage of vessels lost, 3. 46 ; of
tonnage, 2. 31. Norway, 3333 vessels of 1, 681,759
t ons; lost 149 vessels of 77,272 t ons ; percentage of
vessels lost, 4. 47 ; tonnage, 4 . 59 per cent. To the
above we will add t he figures for Italy, as she comes
n ot very far short of the 1, 000,000 tons, and more
over has a very creditable average. I taly, 1400
vessels of 818,840 tons; lost 39 vessels of 20,850
t ons, percentage of vessels lost 2. 79, p erce ntage of
tonnage lost 2. 55. As in the above figures r elating
to vessels lost are included those broken up and
condemned, we will give the figures under this
heading for the principal countries, so that our
r eaders may correct t h e percentages of actual loss
by n1isadventure if they wish. U nited Kingdom,
40 vessels of 29,522 tons ; Colonies, 24 vessels of
10,587 tons ; U nited States, 17 vessels of 10,837
t ons ; France, 12 vessels of 7117 tons ; Germany,
15 vessels of 8308 tons ; Norway, 30 vessels of
10,996 tons; I ttLly, 13 vessels of 9145 tons.
Although, as will be seen, we have the lowest
percentage of loss amongst t he seven big shipown
ing nations of t h e world (including our colonies),
yet we cannot look on our position as altogethel'
sa.tisfactory. Ther e are many r easons why we
should stand first, and when these are discounted
there is not, perhaps, a great deal left for us to
boast about. In the first place, in virtue of our
position our ships should be t he best found and
safest of all nations; yet Russia beats us on every
p oint. The large number of steamer s we possess
should ghe us an advantage, but we find by the
r eturns t hat in safety of steam tonnage we only
stand in the second division, being seventh amongst
the twelve countries of which averages of loss are
quoted. The large proportion of steam tonnage
comprised in our ocean liners, which are so little
liable to accident, gives us a great advantage over
other countries; and it must n ot be forgotten t hat
many of our sailing vessels are of great size and
well appointed. We have more engineering estab
lishments, more shipbuilding yards, and more
marit ime resources generally than any other P ower ;
our coasts are magnificently lighted, our harbours
are safe and commodious, and our sh ores are
patrolled by. po~erful tugs. yte have special ~nd
stringent legislatwn , and a trained body of officials
to enforce the State regulations. In spite of all
these advantages we have to depend on our sailing
:fl eet to give us the moderate p osition we h old in
r egar d to the safety of ships at sea. There is cer
tainly roo1n for improvement.
---
was recorded, with a pressure in the barrel of about easily accomplished from all p ositions, as compared
4000 atmoapheres. As the pressure in t he barrel with the two others. There is no spring resistance
increases as the calibre decreases, it will, at to be got over, so the loading req uires only a very
least at present, n ot b e advisable to adopt a smaller slight m ovement, which is a great advantage for
calibre than 6.5 mn1. Experiments have been made the soldier, when he, for instance, is in a recum
wit h 5mm. calibre, but the r esults have not been bent position. The weight of t he rifle complete is
satisfactory. As t he 6.5-mm. calibre is exposed to a under 9 lb., with bayonet attached about 5 oz.
very serious strain, the tests also comprised its being above 9 lb. I t is intended to furnish each soldier
able to stand a large number of shots. The results with 150 cartridges, which will weigh bar ely 9 lb.
were very satisfactory, a 6.5mm. rifle being sub.
jected to 4000 shots without h aving perceptibly
THE NEW SPANISH CRUISER
deteriorated.
The preliminary tests having t hus r esulted
" INFANTA MARIA TERESA."
favourably for the 6.5-mm. calibre, exhaustive corn.
THE latest addition to t he Spanish Navy-the
parative tests were made with 8mm. and 6.5.mm. cruiser Infanta l\1a.ria T eresa-which has been
rifles, t he former calibre h aving already been built and engined by La Sociedad An6nima de los
adopted by several countries. The r esults were as Astiller os del Nervion (formerly MartinezRivas
follows:
Palmer), at t heir splendidly equipped works at
\Vith the 6. 5-mm. calibre a considerably greater Bilbao, proceeded last week to Ferrol, in t he north
" rasance , is obtained than with t h e 8 mm. calibre. of Spain, to go on her steam trials. This is one
W ith t he 6. 5mm. calibre, a greater accuracy in of a fleet of ships for the construction of which
hitting, especially at the shorter distances, will be t h e Spanish Government in 1889 voted an extra
obtained t han with the 8.mm. calibre.
ordinary credit of 10,000,000l. Through t h e influ.
The deviation of rotation and t he effect of t he ence of Mr. Mar tinez, one of t h e most enterprising
wind are n o greater wit h the 6.5mm. calibre than capitalists in Spain, and that of his partn er, Sir
with the 8-mm. calibre.
Charles Palmer, Bar t., the experienced and
The 6.5mm. projectiles have great er power of vigorous head of the J arrow firm, the building of
penetration in wood than the 8mm. projectiles, three of the ships was intrusted to the Bilbao firm,
and quite as much in earth and sand.
one of the stipulations being t hat in every case pre
The 6.5-mm. projectiles do not so easily lose their ference must be given to Spanish material and
shape as the 8mm. projectiles.
industries-one of t he primary objects being to
The projectiles used were of lead, with a coating foster the national indust r ies, and mor e especially
of nickelplated steel or nickel bronze.
those of the province of Vizcaya. In J uly, 1889,
I t was observed that where as the power of pene t he contract between the Government and Don
tration into wood was greatest at a distance of Jose Martinez de las Rivas for t he construction of
about 300 ft.-about 12 per cent. greater for the the hulls of t he t hree cruisers was signed, and
6.5mm. than for the 8-mm. calibre-and while it mmediately afterwards efforts were begun to
gradually decreased for every 300 ft., the power of transform what was nothing but a marsh on t he
penetration into sand was comparatively small at a banks of the River N er vion into impor tant shipdistance of 300 ft., whereas it r ose up t o bet ween building, engineeri ng, and ordnance works. Engli~h
1300 ft. and 1600 ft. when there was n ot much dif managers and leading workmen were engaged by
ference between the two calibres. The twist of Sir Charles Palm er, and, after an enormous amount
the rifling in the barrels has been so arranged t hat of labour, the various machine sh eds, frame-bonding
the projectile is comparatively long, so that it corn sheds and furnaces, joiners' shops, &c. , were
bines a fair weight with a small diameter ; still erected ; expensive machinery was brough t from
100 6.5mm. projectiles weigh n o more than 76 England, and t he actual building of th e ships begun .
8mm. proj ectiles.
So st r enuously was the work prosecuted, t hat in
The tests with regard to mechanism and maga- the short space of t hirteen working months t h e
zine comprised the Krag.Jorgensen, the Mann first cruiser was launched with great eclat by the
licher, and the Mauser rifles; the Kropatchek rifle Queen Regent of Spain.
(Portugal), the N agaut rifle (Belgium), the L ee
As stated in a former article,* when we gave a
Speed rifle (England), the Schmidt rifle (S witzer detailed description of the works, t he original
land), t he Marga rifle, and others, having also been intention was t o send out the principal parts of
duly considered and discarded. The three rifles first t he n1achinery finished fr01n Jarrow, where they
named have been tested in the most varied and were to be constructed at Messrs. Palmers' ; but
thorough manner. Ther e were tests for q uick. firing it was afterwards decided, upon the appoint
with and without aim, tests of endurance (500 shots ment of Mr. McKechnie as manager of the engine
without cleaning the barrel, 400 from magazine, and works, to build the engines in Spain, as he under
100 as single loader , but with loaded magazin e), dust took the r esponsibility of t he entire construction
tests, tests of rusting, of firing with increased of t he machinery at the N ervion Works. There
charges (giving a pressure of not less than 5000 atmo- upon the large and spacious engine and boiler shops,
spheres), and finallytests with defective cartridges. with iron and brass foundries, coppersmit hy, bol t
That the ease with which the various mechanisms and rivet shop, &c., wer e begun , t he most improved
could b e handled also was tested, goe(almost with- machinery being sent from this country. E very
out saying.
thing progressed well t ill May 1, 1891, when the
In order to test the different rifles as far as dust engine works wore completely destroyed by fire.
was concerned, they wer e placed in a special box, The work of reconstruction was tackled in a
and for two minutes exposed to a blast of fine sand; systematic manner, and with so much success
they were then taken out of the box ; they were that in t hree months t he workshops were reslightly shaken so as to r emove t h e surplus of sand, erected, and t h e construction of the cruisers' ma
and were t hen tested, both as single and as maga chinery proceeding as if nothing extraordinary had
zine loaders. In order to t ry t he rifles with r egard occurred. Many important parts of t he engines
to rusting, the h andles were screwed off, the breech- wer e destroyed by t he intense heat, and by the
loading mechanism, the magazine, &c., were cleaned water which was poured upon then1 during the
from all grease, and were then immersed in salt progress of the fi re.
water for four hours (with closed mechanism, and
In t he beginning of 1892 the firm of Marti nezas high as the cartridge chamber ); they were then Rivas Palmer was transformed into a limited
left in the open air for two days, and subsequently liability company,+ with a capital of 1,200,000l. ,
twenty shots were fired from t he magazine without and the progress of work upon t h e ship and
any cleaning whatever.
guns, as well as th e reconstruction of the engines,
The commission r ecommends the adoption of the went on satisfactorily until the end of April, 1892,
Krag-Jorgensen mechanism and magazine arrange when, through a disagreement between t he firm
ment, on account of t he following advantages : I t and t he Government, the works were temporarily
gives the most perfect corobi11ation of single closed. But the Government ultimately decided to
loader with magazine as r eserve, and magazine take over the establishment with the intention of
rifle proper, being equally serviceable as single finishing the cruisers on their own account, and the
loader, even if the magazine gets out of order. E nglish managers and workmen wer e retained upon
The !filling and refilling of t he magazine can be their old terms. As official director over the con
effected with loaded rifie, with mechanism closed cern, the Government appointed General Cervera,
and t rigger cocked. The magazine remains intact an experienced naval officer . Under his energetic
when using the rifie as a singleloader, so t hat t here efforts the work forged ah ead, and his pleasant and
is al ways a r eserve of five cartridges, whereas with gentlemanly manner gained him friends among
the M a user ther e are four left, wbile t h e Mannlicher
cannot be used as a single loader. Finally, the
* See ENGINEERING, vol. xl viii., page 504.
loading and r efilling of t he K rag-J orgensen rifle is
t Ibid., vol. li. , pa.ge l 27.
EPT.
15, 1893.]
339
E N G I N E E R I N G.
expansion surface-condensing direct-acting type,
driving twin-screws, and are designed to deve~op
collectively about 13,500 indicated horse-power with
forced draught, the contract speed for which is. 20
knots. The dimensions of cylinders are: High
pressure, 42 in. ; intermediate pressure, 62 in .; and
low pressure 92 in., by 46 in. stroke. The cylinders
are fitted throughout with Whitworth's fluid compressed stee~ liners. In both engine and . boiler
rooms there IS plenty of clear space. The cyhnders,
cylinder covers, pistons, and steam chest doors are
all of cast steel. The high-pressure cylinders are
fitted with piston valves, and the intermediate
pressure and low pressure with valves of the ordinary flat-faced ported type. The piston-rod~, which
are 7i in. in diameter, are of Siemens-Martin steel,
as are also all the forgings. The high-pressure
rods are fitted with Beldam's patent packing, the
packing for the intermediate pressure and l_ow
pressure having been s upplied by the CombinatiOn
l\ietallic Packing Company. The thrust blocks
and collars are of cast steel, the latter being of the
horseshoe shape and lined with " Magnolia" metal.
The main surface condensers, which are 10ft. 8 in.
long, are made entirely of brass, having a total surface of 14,600 square feet. Each condenser carries
over 5000 brass tubes 10 ft. 8 in. by ! in. in
diameter. The crankshafts, which were supplied
by Messrs. Cammell and Co., R.re of the ordinary
three-throw type, being made of steel, the
external diameter being 16! in. The reversing
gear is of the ordinary all-round type, both hand
and steam gear being provided. In each engineroom there is a lOO-gallon Kirkaldy's distiller, each
with a circulating pump, as also an evaporator on
Weir's system with its 4-in. cylinder feed pump.
There are four ash-hoisting engines, having two
4!-in. cylinders by 5!-in. stroke, and efficient means
have been provided for handling the ash-buckets
under forced draught . The engines for working
the ammunition hoists are placed one forward and
one aft, both working double hoists. The ammunition hoists themselves are provided with safety
gear, to prevent the charges falling and causing an
explosion on board, in case of the rope suspending
them being shot away. The main steam pipes are
18 in. in diameter, and are all of copper, the sheets
having been brazed and wrought up in the coppersmithy.
Forward of the mainmast a boat-hoisting engine
has been fitted, having 9-in. cylinders, and capable
of lifting 18 tons, the mast being provided with a
suitable boom for raising and lowering the heaviest
boats. Air-compressing machinery, supplied by
Schwartzkopff, for charging the torpedo tubes and
torpedoes, has also been fitted for working up to
1500 lb. pressure. The exhaust steam from the
auxiliary machinery is carried into two auxiliary
condensers 8 ft. long-one in each engine-roomeach condenser being provided with its own air and
circulating pumps, which are worked by entirely
independent engines. These condensers, like the
main, are made entirely of brass, and each contains
about 700 tubes.
In all there are over fifty separate and auxiliary
engines, the whole of which, excepting the windlass,
steering gear, distillers, and vedette boat machinery, have been constructed in the Astilleros. In
a situation convenient to the engine-room an engineers' workshop has been erected, and fully provided with all the requis ite machines, tools, and
grinustones. The two propellers are three-bladed
and cast of Stone's patent No. 3 bronze, the bosses
and tail-pieces being of gun-metal, and the blades
fixed by bolts in the usual manner. The propellers
have a diameter of 16 ft. 5 in. and 20ft. 6 in. pitch,
the expanded surface being 73 square feet. For each
engine there are four lengths of straight shafting,
which was supplied r ough turned and finished in
the Astilleros. The diameter of the intermediate
shafting is 15! in., that of pr:>peller shafting being
15~ in.
Steam is supplied by four double-ended boilers
16 ft. 3 in. in diameter, and two single-ended
boilers 16 ft. 3 in. long by 10 ft. 6 in. in diameter,
and working at a pressure of 150 lb. per square
inch, the test pressure being 250. Following out
the usual plan, to provide greater safety, the boilers
are placed in two separate compartments, the
bunkers being run along each side in the usual way.
There are two fu11nels, 9ft. in diameter, the height
from dead-plate to top of funnel being 69ft. 'fhere
are in all 40 Purves patent boiler flues 6 ft. 6 in.
long, and having a mean diameter of 3 ft. 3 in.
The double-ended boiler tubes are 6 ft. 3 in. by
LITERA'l,URE.
By 0LIVER L oDGE, F.R.S., Profes~or of Physics in Victoria. U ni varsity College,
Liverpool. London and New York : Macmillan and
Oo.
THIS book of 400 pages is the outcome of a course
of lectures given in 1887 by Professor Lodge in
University College, Liverpool. It is not always
that professors elect to write out their lecture-notes
for publication. Tyndall did so, and gave students
his manuals on Light, Heat, and Sound ; rrait
expanded his n otes into his ' 'Recent Researches
in Physical Science ;" Stokes developed his into
his admirable book on Light ; and Ball's Christmas
lectures at the Royal Institution (1887) have become the ''Star-Land '' that delights every r eader
of popular astronomy. Dr. L odge, too, has filled
in the outline of his course, and t hereby given the
general scientific r eader a work full of varied and
useful information .
His pioneer s, however, are not selected from
every part of the field of science. Only those are
introduced who explored, or contributed to explore,
the vast domain of astronomy and some conterminous regions. By means of biographical details,
gathered fron1 all "readily available , sources, he
tries to make his pioneers live their life and do
their work before the r eader. Their studies and
successes are chronicled, their trials and failures
recorded, t heir hon ours and hardships are all
vividly described, and t he moral opportunely
pointed. Thus, speaking of Newton (page 185), he
says:
"His method of fluxions was still unpublished; a second
edition of the Principia., with additions and improvements, had yet to appear, but fame had now come upon
him, and with fa1ne 'Worries of all kinds., [The italics are
ours. ]
Galileo's ''energy and imprudence " elicit the
exclamation, '' \V hat a blessing that youth has a
little imprudence and disregard of consequences in
pursuing a high ideal !"
Kepler 's ill-health, weak constitution, and continual distress awaken his sympathy, and he writes
(page 75) :
. " Once more K epler ~a.de a determh:~ed attempt to get
bts arrears of salary patd, and rescue h1mself and family
from their bitter poverty. H e travelled to Prague on
purpose, attended the imperial meeting, and pleaded his
own cause, but it was all fruitless ; and, exhausted by
the journ~y, weakened by over-study, and disheartened
by the failure, . be caught a fe~er, and died in his fiftymoth year. H1s body was buned at Ratisbon, and a
century ago a proposal was made to er~ct a. marble monuI?ent to his memory, but nothing was done. It matters
httle one way or the other whether Germany having
almost refused him bread during his life, should a. century and a half after his death, offer him a stone.!'
On page 50, Tycho Brahe's work, in his island
home of Huen, is rapidly sketched, and we are told
that :
'' ~hilosophers, statesmen, and occasionally kings (includmg our own J ames I.) came to visit the great astronomer and to inspect his curiosities. And very wholesome
for so~e of those great personages was the treatment they
met With. For Tycho was no respecter of persons. His
humbly-born wife sat a.t the head of the table whoever
was there; and he would snub and contradict a chancellor just a-s soon as be would a. serf.,
Descartes's easy-going way of working is noticed
as offering a humane suggestion to over-laborious
students of the present day. On page 147 we
read :
. "He recommends idlene~s as necessary to the productiOn of good mental work. He worked and meditated but a.
few hours a day ; and most of them in bed. He used to
P ioneers of Science.
E N G I N E E R I N G.
340
thit;1k best in bed, he said. The afternoon h~ devoted to
soCietY: and recreation. After supper he wrote letters
to var10us persons, all plainly intended for publication
a.nd scrupulously preserved. He kevt himself free from
c~re and was most cautious aboub his health, regarding
htmself, no doubt, as a subject of experiment, and wishful
to see how long he could prolong his life.~>
Part I. is entitled, ''From Dusk to D aylirrh t "
.
, b etng
.
e
'
th e. '' pwneers
Copernicus, Tycho Brahe,
Gahleo, Descartes, and Newton. Part I I. is called
4
'
A Couple of Centuries' Progrees ;" it introduces
Roemer and B.radley, L agrange and Laplace, and
(somewhat furhvely) Adams and Leverrier.
~he wor~ of .each of these men is analysed, and
t~e1r c.ontnbutwns to the progress of science indivtduahsed and duly emphasised. Each lecture is
preceded by a summary of facts which must be
invaluable to the student-reader. The whole is
presented in an interesting and scholarly form. The
peculiarities of the author-and Professor Lodge
has a few - naturally manifest themselves here and
there.
On page 165, he finds an opportunity for firina
a shot at examiners. Speaking of Newton, h~
says :
" By the end of the year (1664) he was elected to a
scholarship and took his B. A. degree. The order of merit
for that year never existed or has not been kept. It would
have b~n interesting, nob as a testimony to Newton, but
to the sense or nonsense of the examiners."
This comment is unkind and puzzling, considering
that Dr. Lodge has year after year applied for the
Ex.a.minership in Experimental Philosophy at the
L ondon Univer sity. But perhaps the explanation
may . be found in the ''very modern spirit "
descnbed on page 146. When speaking of Descartes
he says :
"In this, as in many other things, he was imbued with
a very modern spirit, a cynical and sceptical spirit which
to an outside and superficial observer like myself seems
rather rife just now. "
Examinations -even the Cambridge Tripos-do
not command his confidence. Adams "had graduated as Senior Wrangler, it is true, but somebody
must graduate as Senior Wrangler every year, and
every year by no means produces a first-rate m~the
matician" (page 324) ; besides,
" The labelling of a young man on taking his degree is
much more worthless as a testimony to his services and
ability than the general public are apt to suppose."
This sounds strange from one who compelled
himself to toil for years to get his D.Sc.London,
and who subsequently accepted an honorary LL.D.
degree.
We find a trace of this ''modern" spirit, enlivened this time with a dash of humour, in the
paragraph descriptive of Sir Isaac Newton's n omination to Parliament. I t runs thus :
" We are a curious, practical, and rather stupid people,
and our one idea of honouring a man is to vote for him
in some way or other; so they sent Newton to Parliament.
He went, I believe, as a Whig ; but it is not recorded that
he spoke. It is, in fact, recorded that he was once expected to-speak when on a Royal Commission about some
question of chronometers, but that he would not. However, I dare say he made a good average member. "
In referring to Kepler's poverty, he suggestively
writes : "What Kepler might have achieved had
he been relieved of [from ?] those ghastly struggles
for subsistence, one cannot tell." This is not the
only broad hint thrown out as to the n ecessity of
endowing research. Frederick of Denmark and
Rudolph of Bohemia are praised for their patronage of Tycho Brahe; and our own George lii. is
mentioned on account of his generous treatment of
Herschel. The case of Newton, who gave up his
unremunerative Lucasian Professorship for the
Mastership of the Mint, rouses his indignation :
"But what a pitiful business it all is? Here is a man
sent by Heaven to do certain things which no one else
<:ould do. and so long as he is comparatively unknown be
does them, but as soon as he is found out, be is clapped
into a routine office with a big salary; and there is, comparatively speaking, an end of him."
Professor Lodge's mode of treatment-like his
way of lecturing~is often som~what n onchalant,
if n ot phlegmatic. Re occasiOnally, however,
allows himself to warm up into a little glow of
enthusiasm over the achievements of one or other
of his" pioneers." When Newton heard of Picard's
determination of the length of a degree, he began
to review his speculations concerning gravity:
"With intense excitement he runs through the working his mind leaps before his hand, and as he J>ercei ves
the' answer to be co~nin~ out ri~ht, all the infimte me~n
ing and scope of h18 mghty d1scovery flashes upon h1m,
Further on we are told how the Danish astronomer constructed an artificial nose, "some say of
gold and silver, some say of putty and brass, " and
also that" he used to carry about with him a box
of cement to apply whenever his nose came off,
which it periodically did."
In discussing the third law of motion, Dr. Lodge
brings forward the objection often urged by engineers who say, ''If the cart pulls against the horse
with precisely the same force as the horse pulls the
cart, why should the cart move 1" To this Dr.
Lodge, with something like "an impul~ive rush ,"
indignantly replies, '' 'Vhy on earth not 1"
Galileo found experimentally that all bodies,
light as well as heavy, tend to fall at the same
rate. "Now this was clean contrary to what he
had been taught," page 88 ; and on page 90 we are
assured that the great philosopher '' was not content to be pooh-poohed and snubbed."
The following must have been penned to show
the author's contempt for what some people are
pleased to call English grammar : '' In twelve
months observational astronomy had made such a
bound as it has never made before or since"
(page 112).
It is trite to say that tastes may differ ; but
there will undoubtedly be many who will admit
that such tit-bits of writing would find a more
appropriate place in a school book on composition
or sty le as exer cises for correction r ather than in a
professedly didactic volume recounting the achievements of pioneers of science.
Of still more questionable propriety is the substance of Lecture V., in which the author takes
infinite pains to describe the treatment of Galileo
by his contemporaries, and chiefly by the officers
of the Inquisition. The same dissonant note is
sounded again and again iu the lectures on Copernicus, Descartes, and Newton. In fact, Professor
Lodge does not begin to recover his normal
equanimity until he has delivered himself of a
solemn warning to the opponents of the Darwinian
t heory of evolution, which warning ominously
concludes thus : "Take heed lest some prophet,
after having excited your indignation at the follies
and bigotry of a bygon e generation, does not turn
upon you with the sentence, 'Thou art the man'"
(page 135).
Dr. Lodge, i n his opening lecture, makes a
sweeping assertion about the middle ages. vVithout specifying any definite period, he asserts t hat
'' the dark ages came as an utter gap in the scientific history of Europe." To this we must say that
our Hallam and our Maitland demur. Some cen-
[SEPT. I 5, I
893.
E N G I N E E R I N G.
7 minutes to Saturn, and 1 minute to U ranus. He pillars" (chapter viii.) may be quoted . H odgkinfound the action of the earth and the other planets
to be n egligible.
\Vhen the other four orbits were similarly
examined, h e found that in n o case could the
n odal disturbance exceed 12 minutes. This calculation therefore settled on the very eccentric orbi t
as the path along which the L eonid meteors travel
through space.
The publication of these results increased t h e
r eputation of the young mathematician who had
solved- unknown to his great contemporary,
L everrier- the mystery of the Uranian perturbations.
Such an achievement in 1867 by a St. John's man
sh ould have found adequate r ecognition in L ecture
XVI., on " Comets and M eteors."
The last lecture of the course-L ecture XVIII.
- treats of tides and their effect on the evolution
and on the final destiny of plan ets. It is an excellent epitome of t h e work of Professor George
Darwin, and of the recent extension of the theory
by Sir R obert Ball in "Time and Tide" and also
in " Glimpses through the Corridors of Time. "
This lecture should be car efully read, as it will serve
to correc~ erroneous impressions that one is likely
to carry away from a perusal of those pages of
L ecture ... TI. in which are explained the two laws
of s~ability of the univer se given and discussed by
L agrange and Laplace.
The "Pion eers of S:::ience " is plentifully illustrated with diagrams, maps, and figures, all of which
will be found to afford valuable aid. There are
also fine por traits of all th e '' pioneers,, as well as
of Carolina Herschel and Sir vVilliam Thomson
(L ord Kelvin .)
---
T heory of Struct1t1es and Strength of Materials, with D ia(lrams, i llustrations, and Exa,mples. By M. T. BovEY,
hall-street, E . C.
The title explains the subject matter, and one can
easily appreciate that a. study of the illustrations
must be valuable to those en gaged in the printing
of textile fabrics. The letterpress, which is in
English, German, and French, tells us that the
Japanese, who has naturally a fine sense of colour
and form, is taught draughtsmanship and painting
in the same manner as h e is taught writing-h~
copies sets which are transcribed over and over
again until the pupil can draw, with absolute ease,
say, a chrysanthemum of conventional sh ape. Attempts have been made to discard conventionality
originally copied from the unimag inative Chinese ;
but it gives freedom and quickness of manipulation,
w hieh, added to the harmonious colour and delicate
gradation of t ones which are characteristic of
Japanese work, produces pleasing results. The
Japanese stencilling system was introduced by a
dyer in the seventeenth century, and enables t he
women to gratify their desire to have the kimono
-their loose garment with wide open sleeveselaborately d ecorated. The stenciller produces
two effects from a single plate, an impression in
colour- indigo blue is largely used- on a white
ground, and a white impression on a coloured
ground. The former is by direct impression, and
the latter by the impression being printed on what
is termed " r esist,, a pigment or substance of whieh
rice paste is the basis, that protects the fabrics from
the acti~n ?f dres. A~ter the resist has been applied,
the fabnc 1s d1pped 1n the dye vat, and the resist is
cleare~ ~way by washing. In many cases, too, the
work 1s Improved by hand touching with gradations
of colours. . As to .the des~gns, it is impossible to
convey any 1mpress10n ; an1mals, flowers, allegorical designs, and Japanese characters peppered over
the surface, all corn bine to charm.
- -BOOKS RECEIVED.
Edited by H.
J .. J?owsrNa. London : Charles Griffin and Co.
L1m1ted.
'
Spon's Tables and M emoran da for Engineers. By J. T.
B URST. London: E. and F. N. Spon.
Griffin's Elecflrical E ngineers' Price Book.
34I
tions Filed at th e Patent Office from A . D . 1815 to 1891
NOTES.
THE ATLANTI C-MEDITERRANEAN CANAL.
E N G I N E E RI N G.
342
the fa~tory with t~e Berstal station. The buildings
compnse a hall with motors, a boiler-house wooddl1'ing appliances, a . hall with wood-working machines, a large hall with the machines for the metal
work, a workshop for testing instruments, a workshop ~or the manufacture of matrices, polishing and
bro~ zmg sh.ops,, a hall for the manufacture of jacket
tubing, smi~hs shops, a. hall for testing barrels
and mechanisms, a shooting range, a testing-room
for the finished arms, a cartridge factory, and finally
a number of large offices and store-rooms.
THE ATLANTIC RECORD.
..
..
..
Umbria . .
New York
Campania
dye.
..
6
..
6
..
6
b.
3
H)
14
scale. The diameter of the wire used in the experiments was ascertained by projecting with a
microscope its shadow on the ecreen at the
same time as the shadow of a standard steel
gauge. The magnification used was about 300,
and the diameters of the wire and the standard were taken to be proportional to the
breadths of their shadows. The accuracy of the
method was proved to be very great, as the results
thus obtained, compared with those obtained for
the same wire by the density method, only differed
by one part. in 2600. The range of the obsenations made extended from about 200 deg. Cent.
above zero to more than 200 deg. below, the lowest
temperatures being obtained by the evaporation of
liquid oxygen, under about 14 millimetres of pressure, and many litres of this substance were used
in the course of the experiments. For intermediate
low temperatures liquid ethylene and C02 in ether
were used. The resistance curves of the pure
metals are nearly straight, though some are concave upwards and others downwards, the magnetic
metals showing the most curvature. Some of the
lines cross each other at low temperatures, and
thus copper, which is ordinarily a worse conductor
than silver, is a better one below - 100 deg. Cent.
The sonorous metals, such as silver, aluminium,
gold, and copper, make the best conductors. The
experiments with alloys are remarkable, mainly in
showing the great effect on the resistance of small
impurities. Thus the resistance of copper containing 3 per cent. of aluminium is enormously greater
than either that of pure copper or pure aluminium.
At -200 deg. Cent., indeed, its resistance is about
36 times as great.
mn.
knots.
12 = 19.11
67 = 20.IO
24 = 20.9!
MISCELLANEA.
In a recent number of the Philosophical M aga:,ine, Professors Dewar and Flaming publish the
results of some further experiments upon the reeista.nce of metals and alloys at very low temperatures. It will be remembered that their preliminary observations led to the conclusion that in the
case of all pure metals the resistance vanished at
the absolute ztro, and this conclusion is confirmed
by their more recent experiments. It is only in
the case of perfectly pure metals that the resistance
gives indications of vanishing at this point, and
comparatively small traces of impurities seriously
affect the results recorded, hence extraordinary
care was exercised in obta.ining the various metals
in as pure a state as possible.
One of t~e
difficulties experienced was the want of a satisfactory method of measuring the low temperatures dealt with, which in cases sank considerably below - 200 deg. Cent. Finally,, howev~r, a
platinum thermometer_ was used, w~Ic~ consisted
of a wire of pure platmum, the variatiOns of the
resistance of which formed a measure of the temperature. Its indications proved to be constant,
and were certainly very nearly correct, though at
some future time it is proposed to make an accura~e
comparison between it and the true thermo dynamic
343
E N G I N E E R I N G.
REID'S AUTOMATIC STEAM-REDUCING VALVE.
Ftg.2.
,__~
Fig. 3 .
Fig. 1.
INDUSTRIAL NOTES.
TuE great coal dispute is still the one absorbing
topic in t he industrial world. It colours and affects
all other questions, and exerts an influence upon
nearly all trades. In some districts the excitement
has q uieted down, and large numbers of men have
resumed work, as, for example, in 'outh Wales ; but
in some other districts t he excitement has become
intensified, and, unfortunately, deplorable rioting and
outrage have taken place. So violent has been the
attitude and the conduct of the men on strike in
several districts- notably Leeds, Pentefract, Dewsbury, Featherstone, and some other places- that the
military have been called into requisition, conflicts
have taken place, and some ha Ye been killed and many
injured in the collisions between the strikers and t he
civil and military forces. Everybody must deplore
these conflicts. The fact that they have taken place
is proof that the presence of the military was necessary.
In places where they were absent attacks were made
upon workmen, houses were wrecked, offices were
attacked and wrecked, the books were t orn and set on
fire, t he workings were injured by wagons and other
things being th rown down the shafts, the gear was cut
and otherwise damaged, and stacks of coal were set
ablaze in some districts. It is impossible t o defend such
outrage and violence. They recoil upon the men and
injure their cause. 11oreover, such conduct helps t o
justify recourse being had to the military in cases of
labour disputes. During the last quarter of a century,
notwithstanding serious disputes in many districts,
the presence of the military for ces has been infrequent,
'
E N G I N E E R I N G.
344
except in the months of ~larch, April, and :May in
that most disastrous year , 1879. The total number
on donation benefit was 6074 ; on the sick list, 1739 ;
and in receipt of superannuation allowance, 2358, or
an aggregate of 10,171 out of 72,892 members. The
cost of maintenan ce per month was 4327l., or 1s. 5d.
per member per w eek, exclusive of over 8 l . expended
from the contingent fund. The cause is '' the abnormally bad state of trade, accentuated no doubt
by the lamentable struggle in the coal industry."
It is p ointed out that var ious other industries are
affected di~astrously by the coal strike, most of
which react with d ireful effect upon the engineering branches.
\Yith all this depression, em phasised by the miners' dispute, the engineers ex p ress
genuine and h earty sympathy with the miners in
their struggle. The conclusion drawn is that Parliament must do something, and that more labour r epresentatives shall be returned, with the view of preventing such catastrophes in the future. How "to prevent
th e recurrence of such barbarous methods of starving
men into subjection " is hinted at rather than explained, or even indicated. The fixiog of wages by
Act of Parliament cannot be intended, and the miners,
so far, have r esented arbitration. Trade h as declined
seriously in America and Canada, the increase of men
out of work and on t he funds is mor e than threefold.
In Australia it is n o better than it w as, even if as
good. The outlook is n ot cheering anywh ere.
n ew orders appear to have come in from outside districts at a satisfactor y r ate, both for crude a nd
finished iron. !\I ost of t he works are tolerably busy,
as the supply of fuel has not been materially diminished,
owing to the sliding scale arrangements in force. The
price of fuel is higher, and consequently quotations
a re in most cases enhanced for all k inds of material.
But the outlook is not very enco uraging after all, for
the increased demand, here, as in Scotland, is not d ue
to a larger aggregate trade, but mainly t o i ts being
diver ted into other channels wh ere the coal strike is
not operating.
States from this coun try have failed to obt ain wo rk.
Fig .s. I
The dispute at Barrow has been settled. The failure of
Scr~w - Joint
Temper
T
~
to h ave occurred by r eason of a dispute in two branches
Scrc""
~
of trade. But some of the causes of that disput e
....
3
appear to be removed, and, t herefore, possibly the
"'Q
Ironfounders will again join the federation. But the
~
Engineers also broke away, and consequently th e body
Cl)
as originally constituted h as been weakened to that
Q
c
extent.
Q;
"'
D~ltH6AHD
I
I
I
()
Ro~S4ck
The cotton spinners of Lancashire, the united me!llber ship of whose union is 16,677 persons, ar~ bus1er
than for some time past, except that there 1s some
trouble as to fuel. Still, very fe'Y .are on the fun ~s,
and the cases of dispute are very tnfimg. The association is slowly but surely recovering from t he severe
s t rain of the late strike.
The eng ineering branches of trade in the Lancas~ire
districts manifest li ttle change, except that. there 1s a
greater difficulty in ob~ain ing fuel. Th1s tends t o
curtail op erations, and m so me cases has led ~o suspensions or to short. tim.e. The hea-vy statiOnary
engine builders are st1ll fa1rly busy, and are n.ot badly
off for orders. But, generally , the orders 1~ other
branches come in slowly, and are not of ~ons1derable
weight, while those on ~and are not suffi~1ent to keep
the works in f ull operatwn for a long p en od.
- --
"'
"-
RED SANO.STONl
WrTH
Sand
.+ -
[ () I'ASI./111
V/lt~
-+t-~~l lf.<-.~-1
Jars
- --
..,....
: 142'i
....
Q:
""
.t:
~
'
Augcr$Wn :
I
MlfP.J.
W ITN
OriJJti
8
bit
1863.C.
ROCJI SALT
The temper screw Tis a.n ingenious con trivance for attaching the cable C to th~ walking beam, and enables the
driller to slacken or t1 gbten the cable, and to cause the
tools to revolve when drilling. In Fig. 6 is shown a
section of the sand pump. W~at can ~e effec~ed b.Y t~ese
appliances in the bands of a htghly sk1lled dr1ller 1s l1ttle
short of the marvellous. H oles have been drilled nearly
a mile in depth, perfectly. straigh t and perfectly ro~nd.
In Austria, indeed, a hole 1s reported to have be~n dr1lled
to a depth of over 6000 ft., but the deepest Amer10an hole,
at Pittsburg, is 4618 fb.
A ccidents. - Th e driller 's only knowledge ? f th.e tools
while in the borehole is through the c:a.ble, whtch ~ts b.and
never leaves while drilling. Extraordmary comphcat10ns
rtn.
SEPT.
E N G I N E E R I N G.
15, 1893]
in the well. The t ools are then strung up, a nd a.n attempt
is mad e to drill down b~ the side of the old tubes and
to pub fresh tub?s in. 'Ibis operation is often atte nded
with en dle R perplexiti es and difficulttes ; neverth eless
wells h:we been repaired in this way many t imes. Tools
are often lost in this cleaning-out process; in one instance
a string of t ool!i, cable a nd all, went down a cavi ty, and
remain there; and yet the well is work ing still. 'l'he
num ber of wells which have been pumped and afterwards
abandoned for various reasons is beh eved not t o exceed
t en.
Y ield and St,ength of Brine. - Well3 vary considerably,
b )th in yield and in strength of brine. This may be due
t o the exist ence of earthy matter, which may cover the
salt with a coating of mud, and thus check solution, or it
may be due to defect ive couplings or tubesJ which would
p srmit dilution of the brine by the entrance of water into
t he pump tubes from the annular space surrounding them.
A well pumping t en hours p er day, and yielding 200 tons
of salt in brine per week, would be considered doing good
work.
Surface S ulJs idence.- The question of possible subsidence
of the surface has naturally excited a. good deal of interest
in :M iddles brough. In Cheshire the flooding of old rock salt mines and the subsequent pum ping, as well as the
removal of the mineral from the course of the "runs, u
h ave led t o serious subsidence and to extraordinary
behaviour on the part of houses, roads, streams, and
bridges ; but at ~Iiddlesbrough th e depth of the salt bP,d
is so much grea.t~r, and the character of the strata so
d ifferent, that it does not follow the same results will
ocour. It is believed that great arches will form them
selves over the funnel-shaped cavities in the rock salt,
from point to point of sup port; or that the interstices left
by broken masses of fallen rook will equal the bulk of
salt removed, and will so support the S"Urface. On the
other hand, it is the opinion of experienced persons in
Cheshire that subsidence will ultimately take place ; and
t o this result the experience of mining engineera seems t o
point. All that can so far be said with certainty is that
n o sign of subsidence has yeb shown itself.
F iltration and E vaporation of B rine.-On reaching the
surface the brine is conveyed in pi pes t o a. filter bed, constructed on the pattern of ordinn.ry water works sand
filter . These act well, and pass a. clear bright brine to
the r~servoir, whence it is pumped to the pans for evaporation. Notwith standing the fact that endless efforts
have been made to iruprove the method of evaporation,
and that a. large number of plans have been devised for
this purpose, yet to-day, just a.s 1800 years ago, open pans
are used, having beat passed under them. 'l'be only
d ifference is that th e R omans used pans made of lead and
not more than a. few feet square, while t o-day much
larger pans made of steel and iron a re empl oyed. The
ordinary size of common salt-pans is 60 ft. by 24 ft. by
1! ft. deep, as shown in Figs. 8 and 9. The pans are set
.Ft.g.8.
Hvrdle
Salt Pan
Hvrd/~
345
The difference in the two processes does not seem very
great, but there is perhaps more difference between them
than is apparent at first sight. \Vhen mi xed into a
stiff slip there is possibly from 25 t o 30 per cent. of water
to evaporate from it before it is suffi ciently dry to
load into the kiln; at the same time the dr! ed slip has the
advantage of being more or less porous, a nd consequently
is fairly easy to calcine. In the process of compressi ng
the slip into dry bricks, or briquettes, the amount of
water to evaporate is perhaps only 12 or 13 per cent., but
owing to the density of the brick it is diffi cult to eva.po
ra te this water, and the dried brick does not lend itself
readily to easy and regular calcination in the kiln.
The means adopted for drying the slip, slurry, or
bricks, are various. The oldest and perhaps best known
is that of having ordinary tiled floors with flues und erneath, through which th e combusti on from coking ovens
is passed, the slip being laid on the t op of the tiles; by
thts means the slip is d ried, and a. certain quantity of
coke is produced which is used as a supplementary supply
to t hat which is required for the calcination of the cement
in the kilns. Other floors are of iron plates, under which
free steam is passed, and again there are many drying
floors which are constructed like ordinary brick drying
floors, witboub any pretension t o economy. But the mosb
advanced method is to construct the <hying floor at the
level of the top of the kiln, and to use the waste heat from
the k iln for drying the slurry or bricks for the nex t load
m g.
'fbe requirements of calcination are: That the calcination should be stopped just short of vitrifaction ; that
the proper degree of calcination should be effected
rapidly, and that the clinker should be burned, nob
baked; that the product of a. kiln should show a n e~en
and regular degree of calcination throughout ; and lastly,
that these results should be obtained with due conom y
with respect to fuel, and the kiln which best satisfies theee
requirements is the one to be adopted.
On drawing a. kiln, all ligbb burnt portions should be
pick ed out, and only the thoroughly burnt clinker passed
to the crushers for subsequent grindin g, and it is u~ua.l
to put the light burnb on the top of another kiln for
further calcination, or in some works small subsidiary
kilos are used for its further calcination.
The calcination of a. Portland cement has hitherto been
carried out in intermittent kilns; the diffi culty of altering
this and ad opting a continuous or running kiln has been
the difficulty of obtaining a sufficiently refractory
material to form the lining of the kiln- not so much on
account of the beat in a cement kiln being greater than
that t o which fi rebricks are subjected in many other
manufactures, but to the presence of the lime in the
cement acting on the silica. and a.lu mina in the bricks.
causing them to flux and enter into combination with the
sli p of the cement.
The econ omical grinding of cement has attracted the
attention of a great number of inventors. The two
princi~les which have perhaps attracted the greatest
attentton are those of edge-runners and ball mills, and
the economy in power by both these principles over ordinary millstones is very considerable, and the cost of
repairs and maintenance is also, in most cases, consider
ably reduced ; but whether the grinding is as efficient, is
another question altogether. Mere fineness does not
satisfy the question, as a cement may be ground t o an
equal fineness in two different mills, and yet one will be
all grit a nd the other all flour and the more floury a.
cement is, the better will be the results obtained with
ib, both in the testing-room and in actual practice ; and
undoubtedly no grinding machine that has as yet been
invented will produce the same percentage of flour on
equal ~inding, as the ordinary millstone. Mills on the
ball pnnciple give better results than those on the edgerunner principle, but are not so efficient as millstones.
The power con sumed by the several prin c iple~, reduced
to the production of one t on of cement per hour, may be
approximately stated to be as follows :
30 to 32 indicated
horse - power per
ton p er hour.
Ball principle ...
... ... 16 to 18 indicated
horse - power p er
t on per hour.
Edge-runner principle
... 12 to 14 indicated
horse pow<:r per
ton per hour.
In each case the c:ment being ground to a fineness
of about 6 per cent. residue on a. 50 by 50 sieve, and
it will thus be seen that the power required is proportio~a.t~ t o the_ amount of flour produced.
The great
obJeCtion to mtllstone~, from a. manufacturer's point of
view, is the great expense entailed in dressing them, as
in a. burst of four pairs of st ones, one pair will always
have to be up being dressed, and there is, therefore,
not only the expen se of dressing, but there is the increaEed
capital charge in requiring four mills t o do the work of
three. It seems possible, though the author has not had
the opportunity of trying it, that by giving the millstones
a fine dress with a. considerable depth of fac~. the first
grinding of the cement might be effected in one or other
of the grinding machines and finished only in the millston es.
Very few cements are fit for use immediately they are
ground, and all cements are improved by judicious and
careful warehCiusing.
The objct of testing cement is to obtain a. k~owl edge
of the material which is about to be used, and the author
maintains that that knowledge can best be obtained by
gauging a. ce~ent by itse~f. with the addition only of
*Abstract of paper read by Mr. H enry Fa.ija, water, and w1thout theaddttlon of sand or other material~
M.I.C.E., at the International Engineering Congress, as these th emselves by variations in their composition
Chicago.
form, and nature, introduce an element of error, inde~
For millstones...
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347
E N G I N E E R I N G.
EPT. I 5, I 893.]
TABLE I.- RESULTS OF EXPERIMENT MADE "\VITH "SERVE, TUBES AND INDUCED HOT-AIR FEED ON A~GUST 2~, TO 27,
29 TO 30, EPTEMBER 1 TO 2, 2 TO 3, 1892, ATLAS WORKS, SHEFFIELD. NOS. 7 AND 8 MARINE BOILERS.
SERVE TUBES
'VITH RETARDERS AND INDUCED HOT-AIR FEED.
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August '13 to 27. -In this experiment all bars were cle aned and tubes swept befor e starting ; fires were cleaned every twelve hours alterna~ely ; the tubes were not swept dunng t he whole of
t his t rial. In this test all bot ai~ was passed above t he fires, and cold air underneath, the bottom doors being half open to allow admittance of cold au.
.
.
August 29 to 30.- In this expPriment new firebars were put in, and tubes swept before starting ; tires were cleo.ned every four hours ; the t ubes were not swept dunog the whole of the t r1al.
In this test o.tl bot o.ir was pa.ssed above the fires, and cold o.ir underneath, the bottom doors being half open to allow admittance of cold air.
.
.
.
September 1 to 2.- In this experiment all bars were cleaned and tubes swept before star ting; fires wer e cleaned e very six hours ; the tubeR were !lot swept d~rmg the whole of lhts tnal. In
this test the hot.air feed was both top and bottom, but underneath the bars the bot air was diluted with cold air hE>ing admitted throug h sevent y holes 1n eQ.Ob ashp1t door ; there was also a second
perforated plate behind tha ashpit door, for the purpose of mi xing the air thoroughly . The temperature of air under grate wa s o.o o.verage of about 150 deg. Fabr. .
.
.
.
September 2 to 3.-In this ex periment all bare were cleaned nod tubes s wept befot'e star ting; fires cleaned e very six bou1s; the tubes were. not ~wept dunoa- the whole of t h1s tr1al. In th1s
test all hot air was paBSed abo\'e the fi res. and cold o.ir underneath ; t he bottom doors being Ehut, the oold ai r passed through seventy boles dnlled m eo.ch door fo r the purpose ; area of these
boles, 124 square inches, i.e., 62 square ior hes in eaob door; area for pas3age of air over both fi res, 220 square in ches.
TABLE II. - RE ULTS OF EXPERIMENTS MADE WITH "SERVE " TUBES AND INDUCED HOT-AIR FEED ON AUGUST 15 AND
NOVEMBER 5, 8, 15, 17, AND 18, 1892, ATLAS WORKS, SHEFFIELD. NOB. 7 AND 8 MARINE BOILERS. "SERVE '' TUBES WITH
RETARDERS AND INDUCED HOT-AIR FEED.
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REMARK . -In these experiments with Welsh and American coal, t.he best r esults were obtained by putting all the hot air under the grate with the ashpit doors closed, the hot ai r being
diluted by the c old o.ir being admitted through the boles in asbpit doors. Fires kept a moderate thickness. Du rin~ the 48 hours' test the mode of admitting the air was tried in various ways,
but the best results were obtained as above stated . This experimenting with the ,alves a ccounts for the apparently low evaporat-ion. The 6rebars in this test were partly cleaned every
eight hours ; but in the others t h ey were not cleaned during the whole of the tests. Melting point of lead, 630 deg. Fabr. ; of zinc, 700 deg. Fahr.
TABLE IlL - RESULTS OF EXPERIMENTS MADE WITH "SERVE, TUBES AND INDUCED HOT-Affi FEED ON FEBRUARY 24, 27,
AND MARCH 15, 1893, ATLAS \VORKS, SHEFFIELD.
No. 7 MARINE BOILER.
"SERVE " TUBES WITH RETARDERS AND
INDUCED HOT-AlR FEED.
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Lo this experiment all the hot a ir w11s p~sed above the fire~, and cold air underneath, the bottom doors being shut, the cold ai r pn.ssed through seventy boles drilled in u oh
RB\IARRS.-February 2 & :
door for the purp~se .
February 27 and March 16: In these expenments all the bot atr was passed under the fires, but wn.s diluted with cold air, admitted through seventy holes in each ashpit door.
In the abo"e expenmeots the ftrebars were cleaned and tubes swept before starting. The 6 reba.rs were not cleaned again during the whole of the seven hours' t est.
Melting point of bismuth 493 d eg
Fah r. ; of lead , 630 d eg. Fabr.
TABLE IV.-RESULTS OF EXPERIMENTS MADE WITH ''SERVE" TUBES AND INDUCED HOT-AIR FEED, MAY 5 AND 8, 1893,
ATLAS WORKS, SHEFFIELD. No. 7 MARINE BOILER. "SERVE, TUBES WITH RETARDERS AND INDUCED HOT-AIR FEED.
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R;E'l ~RKS ..- May 6, 1893 . In the seven hours run. the fires were not cleaned for the whole of the seven hours . The fi r es were kept very thick, and all the hot air put on top of fi re t he cold air
Cloly be10g adm1tted under gr ate. May 8, 1893 : In th1s test of Sc~to~ coal, the bars were again not cleaned during t he whole of the run, but the fires were very thin and the whole of 'the air b 0 tb
bea.ted and cold, was passed under the grate. The results were, 1t w11l be eeen, much better even than on May 6. Melting point of lead , 630 deg. Fa.br,
'
GI
E ER I
G.
( Diarntttr of l>o1ltn
..
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Pu" u" ftuee In fiLch hoi ltr ..
2
the of th o th r '
1 of the la! . Th c kt! ,
loaide dianaettr of ftuo . .
..
tr1 1 onmtn nco w1th the 6rt "' lm rnt down to a minimum, l in. ! a nd th tri~l w mad
2 ft. lO! In.
it.h th n in ho
up
l..enl(th Of fUIII I
and 6m"b as n taar a po 1ble. w1th th am h igh t u f to :l.l l D. :t'ht I' " !'r of th tr.odi6oo ( rrit lth" L J ,
7 .. 6. "
:rotal nu m her c,f tub (" t r\ t:-:.;
ll
fir and m' oondition. Th T bJ "'how how th t m ha' mg a dtam t r of 1, fr. and a m n 1 i h, f }!-i fL ! 10.
',uta rle diameter of tub 1
Sl m .
J rature of th g
is greatly r ucro fo r they r a h Th ap ndoo tabl bo t.h r ol of tb o r a i n
Tbickne of ordioarv
tub
..
1
..
..
uu
"
the
fan~,
and
the
he~t
uttli
d
by
the
htgh
wmperatun
fort h halr h ur
mP.d :
N u.m~r of tt.a) t ube
..
..
u
of the aar, and th att fa<:tory \'aporation per pound u f
Tbtck ot
.l U io.
D)il r
Jndi t.ta<J
R ,luenal.
Pi tch of tub 1 from centre to
Pr u re. l (o r Puwer.
taoo .
centre
..
L~aky
tube
ends
are
unknown,
and
coke
n
ta
ha'
t "
lb.
Total heatbtorbi ng eurfaco of
hPen found . to .occur o nly with coal froiJl certain m in .
tubtt
..
..
..
.. 13)3.0 q. ft.
H
11, 347
1Q.3
' l
Boiler
'-'
The heatdlltrtbuting s urface evidently do th ir \\ Ork
Heat di trlllutln.r eurface of
lfJ()
11,5 0
HH
we
ll.
on
u
rquar
foot
of
b~ating
urface
having
'apotu bel
..
..
..
. 7U
HU
11, 2:J.
lfl'
ratcd u much a Hi. lb. of cold wa~r (i O d ~.) pPr
llut dletrtbulloi eurface of
15i
ll,-4f
114
hour (
Tabl No. IV.) with ootch co.J fo r ,. n hour
furnacu ..
..
..
..
i6
151
11,~:!-\
lfH
. ;~
H u t. dl trihutl n~t aurface of
without cleaning the grate, a veragi ng o\er th whol
1a l
11,6~
H
.G!J
~mlJu tlon chambe rs . .
..
05
period & combu ti on of 59.3 4 lb. per quare foot of ~rat .
"
1&7
1l,l)f, J
lU:J
.'i
Tot I h. at-di trl\mling eurface
In our exper imen ts we ha\'e already uaed
u tb \VaJ
..
..
. . 9 11
per lJoaler . .
Hi
10, I
10'.?
. ~1
Newe&;Stle,
South
Y
ork!hire,
,
cotch,
Lancashire,
P
no~
Area of a-rate eurrace . .
..
3 )
8f l vaDtan, and Australian coal, and it. is intended to con Th fo~lo wi '!g m ana w r au equ nt.ly work d out :
L ng\h of g ratt . .
..
..
0 ft. 8 "lo.
team tn bot len~, H . s lb. ; ,. uum, 2i. ; r 'olutaon ,
tmue the ex.pcrim~nts until all th e different kind prinf'i
Dart, S to . deep, In. t.hlck, utd
port; m an prc.... ur
h h
I in. lr tpa<'e
pally u ed m ou r m E:'rca.nt1le navy havo been tried and 103. 2 starboard and 103
Proportion or g rate to total
52.37 and 5~. 73; 1ntt:rm diate, :?11.00 and ~ti 3.r,'. lo'
tbo comparath1e r ults ascerta in d.
'
heat io.r aurface . .
..
..
1 to 28. "
I am well aware that these exper imen ts ha,e ~n mad 12.51 and 12.3.): mdtcat !d ho po\\ r high ti49 and
lo the heu alJ orlJi og chamlJen
17i3; tn~rmodtatc, 1, '~and 19".! ; Jo w,' _ :!& 'and :. atu;
tbere ar~ ..
..
..
.. 0 tul;ea (pi&Jo) o n land , and with a comparativ ly lo w pr Wf' ol ~am.
but I am u nabJo to a any :rufbcient reason why imtlar to tal tndtoat.ec.l hone-power, 56f tar board and 54_,11 port..
Alr-buti ng
Diameter of tulJes outeiJe
..
3 In.
bo
ad\antage: and re ulta s hould not beobtaioedat (a i f th T le coil ti \ e in di t d hor -pow r wu con :!qU ot.Jy
LtniCth of tu~ ..
..
.. U ft. 4 in.
u)t " hich
That'koe 1 of tubt
..
..
y~tem be adopted, provided ~re i taken to k' p th 11,379. o r 3i 9 hon beyond the oont:r& t a
. 11 61 n.
Total but ab10rblng au rfae~ ..
900 ..l ft .
boilers reasonably free fro m otl an:! solid matter. Oo wa obt:am~ with aoon umptionof ru l (lbrri ,dt; p
Fan to each bo1lt'r
..
..
1
hor ~
ship thu 6t.t d is wo rking sati facto r ily and se\ raJ ~a nav1gat.ton) amountmg to :?.4 lb. pt-r indi
Diameter of fan O\ er llpe of
o thf rs will be running sho rtly.
'
pow r per h our, and an air p r ur 10 th ato kt.holde
hlad .
..
..
.
..
6 ft. 61n.
Futt ar.d
of th &\ ra
.B id s the princ ipal advanhg of h igh evaporation t'<)ual to . G3 in ., o r only a t.ntle 10
Wid
t
h
c.f
fnn
.
.
..
..
enaiou
Wtth ~00my and safety, t her br l'edUCing the OUffiOOr u od fo r natu ra) draught. Th m an peed r aJi d dot iag
Diameter of eneine cy lindert 1 " 0 "
me ured by " h rub" J , w 17.92,
(to C) lloden) . .
..
..
o~ botlers (~naequently the botl r 8pace and weigh t th fou.r hour~.
7 In.
Stroke
..
..
..
..
h1therto requared ) . the following f urther ad \'an tag th e tmated a . d und r agoi ng cond it i n beiog Ji .0
6 "
knot.a. Tb eng1 n w re aft rw rd t ted fvr tf'Jppinlf
appear to me no t u01mportant :
. It will be fl e n that the boiler itself is ~n o rdinary
Cool ~tokebold o r engineroom, if the air supply is taken and tarting, wilh the ft,IJowing r nl : From full f*-00
aaogltH.ndPd ootch type marine boiler, with " Pur\ ea , from the latter instead of th e atmosphere.
ahoad to top, i
nd ; full peed t. rn, Gl oondrt ; full
furna <'ee and "
n e tubes. The combuff tio n chamber
peed a tern to full peed ahead , j ~
nd1 and aJ..o
Clean t.ok ehold, the oo~l d us t being sucked in to th
i fairly large fo r the ize of boiler. The tubes 3! in boil en.
und r various conditio n of cut-off. Th truu 'w
ta .
out.did_e diameter, are llpaced somewhat furth e; apart
pect.
Absence of r isk of burns to fi re men, the flam e at. all factory in e,~ery
than 11 customary n o w, and good c irculation of water times being ucked away fro m th m .
and r~y e cape of s~am ar~ thereby fac ilitated. In
Th lu~e tool crowa~amt-r R oland, which hM been built
C on venience to firem('n, there being no ,la)ves to hut
eelectmg !oJO large a du~meter of tubes- instca.d of the or open, when opening o r d o in~ the d oor a..
for the Norddeutsch r Lloyd, o f Bren1 n, by )(
. ir
usual small diameter11- for high rates of combustion, I
. mo ke with ~nskilful firing 1s gr 3 tly reduced, and ,V, G. Arm trong, ~Ittchell, and Co., Limited, w talcen
wu not concerned as to the amount of heat " diatribut- wttb careful fi rmg need not oocur at all, with any kmd out to a o n
do
ay. \ ugust 30, fo r ht>r tnal trip
ing " aurf&("e within the boiler, and this finally came out of coal.
The d imeo ions ar u follo w : Leo~th, 3.Ji ft. : br adtb~
at the proportion of 28.4 quare feet to o ne square foot of
4~ ft. ; and d E>pth, ., ft. 3 in. The R oland 1 th pion Pr
G reat elaatici t y of power under ready control.
grate aurfacc.
mall plain tubes have been n ecessary
hip of o ne of tb X orddeut: her Lloyd ' n ew d partu~
Greatly reduc d quanti ty of clink rand r idue.
previou 1y fo r the aake of obtaining the utmo t heatIn making publ ic the
re. ults of the combination I and i nrranged for th e tran port o f migr nt.i and carg~
abeorbin~ e~rface; but by u ing the "_Serve " type of d ire to C'\ pre my indebt d ne to the t-mi n ent Fr n'c b from Brem rha,en to X w Y o rk.
nth trial th Roland
tu~, I obtamed much m ore hcat-a.b o rbmg s urface wit.h engineer, [r . .J. en 'e, for hi faluable sugg t ions, and attained a speed of O\er 13 k not.9 " h1ch w
ruid f\:d
the Rmn.ller numb. r of 3!-in. tubes wid ely spaciOd, than to the atafi at the Atlas W orks.
~ trem ly sati factory, and the ~al consumption whi<.-h
eou_ld be do ne w1th. a large number of small diam ter
was mPa."!ured during five hour ' oontinuou run~i ng at
platn tubee clo ely pttchNi. The ad vantages are obvious:
12.25 knota, cam out at 1.5 lb. per indicated ho t-pow l'
ancreued section for the pa.ssage of the gase ; increased
pe_r h our . Th m binary was ~upplicd by th \Valb nd
LAUNCHES AND TRIAL TRIPS.
beat-absorbing urfaoo, and better circulation of the
T HE ne w fint-cl
a-u nboat R nard. which was built Sltpway and Engi~ r ing Com(l6DY, Lim it . A mewater and escape of team. };vents have pro\1 d that in and c ngi ned by L trd Broth~l'!l, of Ba rkenh &d was ub- what DO\e} ature ID the m hiD ry d partm nt i the
th~ e boilel'8 prolonged evaporation can take plaoo, with- jf'Cttd to a full-power trial of h r macbtoery 'at
a o n o:>ee aah ~jector. A mall hopper in th tok bold is con out trouble, and from coal feed, at unprec d ented rate \\Ted n day, the 6th imt. Tbe trtal w condu cted und r nect~ to th~ hip'~ id abol' t h wa~r lin by a
ntJy
for thi class of boiler.
natural draught, and wu of ~ht hou d uration. tbo lopm g ro;stron pape. At the bottom o f t h ptQe a j t
The Rrate is in two len~ths - tbe bar are o rd inary r u1ts attained ooing COD id r d \' ry sati fa ctory. \V1th of team 1 allo wed to ntn wh r tt m t:4 a t am o f
wrought-iron bal'8, 2ft. 10 10. lo ng by 3 in. deep, :J in . a s~am pr ure of H !l.6 lb., and th ng-in wo rking 2L9 water, upplied by a pump. Tbo am &C'llon tak place
thic k at top by i tn. at bottom. spaced S in. apart. The revol uti ons pcr minute, a m ean of 2~ .6 hon!.e-power was a in the o rd inary btlge ej ctor, and t.h e tr am of wat r
only departure from o rdinarr practice is that the gra.te regi tered, with a speed of 1i.6 knots. The \'es e l is pre- fl:l8h tbro~gh th lJo tt.om of the hoppe r, throuab th
d1 charge ptpe, and ou t at th e hip' ad at an no rmou-i
fo r h igh rate of oombu t 10n. say, ov~r 35 lb. , r i s paring for her forced -draugh t trial.
''~locity. Th
hee are poured in to th hopJ>Qr and d1 towards thA back (2 in. in 5 ft. i n. total I ngth ), inatead
r wtth
of falling about 2 in. a i u ual U p to 35 lb. per squ&r
Oo aturday. the 9th in t there WM launched from charged through tbe tde by th e tre m o f w
foot the grate may be ho ri zontal. I did not arri,e at th (> hiJ~yard ~f i r W . . Arm tr;ong. M itch lJ, and
., u<:h fo rce as to throw t hem a CODBid rable d tan
thie c-oncluaio n wtthouo consid erable exper iment. At at El wtck, Newca tle, a new cnuser for th Ch1lian R - f rom the 11hip' id .
o ne time it seemed as if I hould require to ha' e recour e public, nam d the Blanco J.: oca.Jada. The v
1 i 3i0 ft.
Th o ffi c ial fo r :d-d raught tri 1 of th fiNt d
tMto a tubular grate with air or water passing through th e 10 length ; 4fi ft. 6 in. in bi'E'adth; draught, 1 ft. 6 m .
u
.., fulJy c rr1 d o ut on th
same : but, realising th objections to such grat , I per d i p lacement. 4400 tons; ind ica d hor -pow r, 11, 600: pedo gunboab Leda "
ott d
aeven.<J, after having repeatedly burnt do wn in half an speed under foi"CE'd draught, 2-.?j knots. The armament 11th in t . , off b rn 11, th o dockyard ~Jog n pr
ho ur a new wrought-iron grate composed of bar aa above i heavy, oon~i ting of two 1 -in. br hloading gu na, te n by ~Jr. P atl i. o n, wb iJ Mr. Sa mu 1 R cxk r pr nt
tb Admiraltr, . and l-1~. J . P . .H all the ng10 r con
eloping d o wnwartls. The gradual raising o f the back end 6-in. quick -fi ri ng gun , twehe 3 pou nde r guns, tw h
of ,
cl n~in ~
to :! in. alxwe fro nt f' nd ha.s resulted in our being entire ly 1-pou oder gun ; aDd five torptdo tu~. Th ves 1 i& to tractors. Tha ~.:~ tbe thtrd or tha cl
by M n . .Jo hn I on and o n , Lim1t d, and all b ,.
r eli6ved of all an xi ty as to the g rate , ' e n when be command d by Commander J oaqui n ~(unoz.
e~
ded oootr t n qu1 r m~nts. T h n~in w
illu burning at GO lb. per quar foot .
:? .
For OOD\ ~ n i n ee o f admi ion of the air in proper quan
The trial o f the new oi l-carry ing teamer J>otoma c trated and d " r ibcd ID Est... J~Eli!'G \ ol lv r
titi s a bo ,e or belo w th gra~, I u e the ca.st-tron mou th - were carri d out on ~In oday and T uesday, t.h 4th The machinery i requtred to d ' ' lop 3500 md1 ttd
pi
introd uce<! by Mr llo v.~deo, aod have modifi d and 5th in t. The teamer ha been con trocted by bor -powH w1th not nlor t han :l in. of a1r pre ..... ur m
the m to my requir~ments . The H o wde o mo uthpiece has ~1 re. A . and J. Ingli , Poiotho~ , fo r the Anglo- the to k bold : tb L !da obtai nro a m n of !;01 ho"" .
nr in boal " of 11 lb;
one ,alve O\er th fire, and two at the side for the air to American
11 ompal\y, of Lond o n a nd X w York power with an M rag t am 1.J
pa und er the grate. I ha' e added two vah
O\ er th e unde r
tb e d ire tioo
of ~fr. J o hn D. Jami
n: \acuum. 27.5; ~,oJution11, :!46; m an tr pr ur in
1 w~ 1 . 3
fire, aa I fou nd the usual practice ga"~ incomplete com - a m mber of the L ondon board. and i of the fol stokehold~. 2 2l in. The speed of tbe '
bu. tio n with certain cl es of coal, because 1t did no t }o wing dim n ion~, viz. : ~ngth betw n per pend i- kn ots. The foUo wing d tails b ow th p ow rs for th ix
admit suffici nt air ov r the grate. In ou r boiler the cu~rs, 34:> ft. ; beam, 44 ft. : d pth to upper d eck, half-hours a.s tak n :
'\JVU ti \ ta.
three top val v ~.re wide open, and the two aid \'ah
31 ft. 6 in . ; . nd h i proJlf"lled by ngin
of about
HalfIndi ted IIo e -P o w r .
Indi t !d
shut, fo r smoky
I, and t.tu ttr,J fo r n on m oky coal 3000 indicated hor a-power . The speed of the Potomac H ours.
tarbo&rd.
P o rt.
Uo
Pow r.
A number o f mall hol
in the bottom furnace doors w
rtained to bo 13.05 knot.!, " hich indicates a uffi 17( 9
1
176.3
:l!>Ji.i
allow a cer tai n quantity o f cold a i r to be drawn in under ci nt margin of power to contend with winur gal
in
()
_,
liil
1 11 2
3.): . 0
the gratt-, and it i o nly th heated a ir which i p ut aome- the N o rth Atlantic, and at thi apeed n o ~brataon w
3
17ii G
11 ....
3562..0
times ov r, ..omet im und r the grate, according to the perceptible in the officers' saloon.
4
19:r,. l
],
5
37Ul.6
nature o f the coal. Thus we have found e \- ry sort of
'l:.(
5
lHOl 9
17Gi. 1
... 0
ooal can be burned with econ om y without amok .
The R
lotion, a first -cl a battl hi p of the R oyal
G
17 ' J G
1iti9 G
3:~ l.l
The Tabl
of
perime nu (reprodu d o n th e prevereign cl
, built and ngin d by l.I rs. Pa1mer a nd
cooing page) gtve th r . ults of ,-arioua cl
of
of Jarrow, wen t on Thur..day, Augu t 31, fo r a COD
~le n indi tOO hor~ pow r forth
coal, moderate and h igh ra.td of combu tion, hort and trac to rs' four hour ' full power trtal, und~r what i
thr h .>u
...
...
.
..
~~ 01 2
l ong trialfl, and gra
cle n ed at gr-eat and small r officially d tgnau.-d
modified foi'CE'd d raught. The
of t he boil r-, hic h are of th marm looointenalt'. These resulu, I tru t, ar indiHdually and ditr 1'\:D\: bctw n th i and e trem e forced draught may Th f uma
moti ' e ty~, are corrugated on the 11d and top o n
c ,uecth~ly int resti ng. I ha\ 6 tmdea,oured to t:l1mi - be conci .. Jy tated to be tbi that wher
the n~ in
nat all circum tanc
which m ight mak tb r ulta und r the fo rm r condition are contracted to d ev Jop a t.b princtp1 e of ~lr. }'. \V. \\. bb, of tb L od n
d o ubtful. F or experiments. th water ie taktn from m an of at ll t 13,000 horte , und r the latter oond i tion and X o rth W t rn Rathray, nd the fi box end1
hokA mad of C'<-iro n plates planed to t mpJo.~. th~ contrac t i for 11,000 horses. T b r w a hght wind of th tubee w r fitted wttb ftrrul o n tb Adntira.lt.y
n
aminattoo aft r th ~ triaJ-. the 'X>i1 " were
The in ide dimen ion are 4 ft. .J in . by 4 ft. 4 ~ i o. 1 tbrou~bout the day, w ith a perfectly mooth
The plan.
bv 9ft. high. One inch d pth of water equal l U gaJJon trim of tb ~hip W&8 23 ft. 10 in. forward and 25ft. sin. found to ba' e u tainld no ill cffct from th applicati n
~ 100 lb. The quantity pumpe.J m to the bot len can be aft, gh iog a m n irnmel'8ion of 24 ft. in . or 3ft. 10 in . of forced draught.
read off at any t ime by th
1 d gaug gl
. Th 1
than herd i$rned load draught. T he battl hip ~ot
coal i~t w ighP.d out car fully as the tria1 p ~. M er und r wav at ~1ght o'clock,
ring a dtrect coune for
I ~m.\~ PIM'ROL.n.Y.-The di oovery of a rit b
trol um
cury tb~rmomttel'8 are used for temperat.aree to GOO deg. Be by H ad fo r the pui"J)OfEe o f obtaining a run in d p field i r pvr~d in t h A
m d ' trict, Brit h nd ia . A
}..ahr. Only on e indication noed the means of m aaua -~ wat r. and '"hortly ~ fore nin o' lock everything w
company und r t h titl of th
am 011 ~rndi te i.a
iog a higher tt>mperature- viz.., the "~mokebox. For thiA t"l>ady for tb haJf-hoarly obaer\ations to be~n. T he . about too n up the oil r
u
o f tb i'f'8't"n..
I.
.
..
..
too
""r
---
~,
eo.,
---
E N G I N E E R I N G.
" ENGINEERING ,, ILLUSTRATED PATENT
RECORD.
COMPILED BY
W. LLOYD WISE.
'
Coptes of SpecijtcattoJt,Q m11y be obtai ned at the Patent Office
Sa~ Branc?t, 38, CursitorBtreet, Chancerylane E. C. at the
un;fono, pnce o/ 8d.
'
'
The dCf~<' o.[ th_e ~dvertisement of the acce1)tance of a complete
soecl)Wttton ts, t.n each case, given after the abstract, tmlus the
Patent has been. sealed, when tlLP- date of sealing is given.
~ nu person ~ay at a~y time w ithin two m onths .front the date of
1/~e ad ve~t taeme~t oj the acceptance of a complete specijication,
gtve noltce at the Patent O.Oice of oppo8ition to the grant of a
Pate>lt on any of tlte o,ounds mentioned in the ~et.
whe~
..
piston is con1pr essed. The g overnor (Fig. 2) is applied by means
of a. sl eeve H sl:ding on the outside of the cylinder B aod connected by a spi!Jdle passing through a gland in the top of the
steam chest wttb a g over nor capablf' of moving it up and down,
so as to contr act and enlarge the por ts E. (A ccepted July ~U
1893).
1.
/J 411
Fig .3.
._..
,I :
./
'',,..
...
.. .... 0 ...
...
-........... ......."'I
.-
Pig.2.
f'xl'iti ng ft uid. The car bons are car ried upon a spindle E insu
lated by a. covering of gutta-percha F. T he carbon discs for each
c e11 a r e placed io electr ical contac t by a core G. To connect th e
t \VO elictr odes together, a mercury t rough J is used electricall y
c?noect.ed t<? th.e zinc; aod connect ed to the ca rbon is a copper
d:sc whtch dtps ID the m ercury. (~ ccepted A ugust 2, 1893).
[~
E LECTRICAL APPARATUS.
17,246. T. J. D . ltawllns, L ymington , Hampshire.
Electric ~ri~ar~ B atte ries. [4 .F igs.] Septem ber 27,
F~
349
G UNS, &c.
15,223. T. Perkes, L ondon . B reechloa d i n g Small
Arms. (4 Figs. ) August 24, 1892.-Tbis invention relates to
t.he ejecting a nd lock mechanism of breechloadiog small a rms.
The spr inJr is operated and compressed by the knuckle or the gun
or a movable p rojection in it such as a rod, a o d is made selfcocking , thus r emo\ ing the r esistance to the closing of the gun.
In t he lock mechanism the spring is operated by the fore end, the
compr ession for firing being g iven by the fore end on closing lbe
.Fig. 1.
o
.
...
I '
Fig .2.
8'
F'
Fig .2.
gun, and the expans ion being allowe d on opening, Lhis ex pansion
operating to cock the tumbler. A is tb e extract or leg, A' the
bent, D tbe ejecting lever in whic h is a r ecess to take the free
eods of the spring- C, which ha.s a tongue C1 at t he turn eo d. D is
t be d eten t taking into a slot cut io the extractor . E is a r od
wor king from and photed to the hammer , and capable of opera t
The main spring F of
I ng the sprinct C on the fall of the latter.
t b e lock mechanism is pivoted at F 1 and its free ends work io a
r ecess in t he hammer . ( A ccepted .dugust 2, 1893).
15,613. C. B echls, T urin, Italy. F irearm s, [15 Figs.)
August 31, 1892.-T his in vention relates to mean s for facilitating
r
t he use of firearms at nig ht, and consists in t he employment of
e lectric lamps with a storage battery in order to illumine the
'''lt
8 ights of riftes, &c. T he electric accum ulat or is inclosed in a
8mall sheet-metal box A arrangfd under the barrel. T wo h oles
com pressi ng the charge the val ve ia closed. At the end of this a. re pro vided in the lid for the ter minals, and a spr ing is attached
compr( S3ion ~troke t he lever Z, operated by another cam faoe Y2, to the box by a screw at one e nd, a stud carrying a platin u m poin t
d raws back the spindle E, open ing the val ve A, which allows some bei ng provided at the other. The application of a. cer tain amount
of the compressed explosi\re charge to pass by the passage J to 0 f p ressu re oo t he spr ing causes the point to make con tact with a
t he ig niter , thus igniting the charge to actuate the next outstroke
nf the piston. The lever Z is operated by t he sliding cam Y,
d riven by a pin in t he motion shaft B, this shaft being driven by
ge:ning o n the c rankshaft at a. s peed of one r evolution for two
of the c ra nkshaft. The one end of the lever Z wor ks between
t he two cam faces, whic h act on it so as to cause its other end ,
whic h works in an eye on the spindle E, to impa rt to the valve
the necessary for ward movements for supply and exhaust, a nd
to the small valve A the r equir ed li ft fo r ignition. ( A ccepted
Fig . 4 .
r;=~ Ji'ig .J.
.4ugtl8t 2, 1893).
'
IS lO
Jv .
111n
350
E N G I N E E R I N G.
fS EPT. I 5, I 893.
To enable access to be gained to the tubes tor cleaning or renew- destination by a. pipej provided with a cock and a thermometer g. and capable of being reciprocated laterally. A le,er lt h2 com
ing them, the boiler shell is constructed in two parts adapted to The products of combustion take a dire<'tly opposite path to that munic'ates the movement of the lever k to the shaft d. When
be connected and disconnected to and from each other and to of the steam by entering into the upper portion of the lower the yarn is being' wound on the thick part of the spool it revolves
more slowly, but more quickly as it nears the thin part.
(Accepted July 2G, 1893).
Renfrews., N.B.
I2
for Casting.
(4 Figs.) September 16, 1 892.-':.~is inven tion has for its object
to provide means for making castings of large size, and consists
of a box, upon which is t emporarily secured the flask, in which "
half mould is to be form ed, this box having at one side or end of
it brackets hinged to fixed standards, so as to allow of the box
and flask being turned completely over for the purpose of depo
si ting the flask with the mould in it upon a truck, the turnmg
over being effected by hoisti ng appa1atus, a chain from which is
connected to a. swivelling shackle at the end of the box furthest
from the binges. The flask A, in which a balf mould is to be
for med, is temporarily secured to a. cast-iron box B of a r ectangular form. On one side of the box B are formed brackets C,
bing-ed to fixed standards D, to allow of the box and the flask beinaturned completely O\'er. The flask A is connectEd to the box B
. 1.
and fcom the uptake 7 from t h e firebox. For t his purpose to the
exterior of each of the adj acent ends of the two parts 1, la. of the
boiler shell is r iveted an angle iron for ming a circular flan ge 8.
(A ccepted ~ ug1tst 2, 1893).
Making Moulds
FJ .1
14.890.
16,145.
t1 water gauges tor boilers, and it has for its object to so construct
the gauge that whilst it , under normal conditions, allows a perfect
blow throuj:th, the steam and water ways are closed automatically
in the event of the gauge-glass breaking. Fitted in the interior
of the glass tube e is a ver tical spindle h, which has a small piston
valve ion it at its upper end, and a disc valve j, of larger a rea than
the piston valve. scr ewed on its lower end. The extreme upper
end of the spindle passes through a guide hole l, bored in a bridge
1n secured to the ring- seat of the piston valve. This seat has
a central hole for the r eception of the piston i , and is fitted
into a washer o secur ed in the brass fitti ng a. of the gauge. Sruall
p r ojections par e fitted to the vahe seat, and catch in correspondIDg r ecesses in the screwed washer o. When the nut is taken
out, the bridge m can be easily turned r ound in the one or other
direction, so as to screw the washer up or down, and thereby
chamber, and then into the upper par t of the next one immediately above, and so on, leaving by the chimney after having
passed through t he upper par t of the highest chamber of the
apparatus. (.A ccepted ..Attgust 2, 1893).
Pig.1.
Fig.2.
Pig .2
Fig . 2 .
P~ . 1.
)O(
Jar
ri ngs, a space being thus left between the two halves. This
space is filled in by a series of thin discs of material such as
brass, surrounding the piston -rod. The rings are cut through at
one place to allow of their expansion a nd ~on traction, and a re
fitted with "steam bits " at this place to prevent the passage of
steam. The rings readily give on being compressed between the
two halves, this allowing them to become elongated, and so compensate for the wear. (.& ccepted .Augttst 2, 1893).
MISCELLANEOUS.
adjust the valve se:1.t to any desired position. Th ~ diameter of
16,927. W. B. Thompson, Dundee, N.B. Plate
the water valve j is such t hat when the gauge-~las~ 1s b~oken t~e Bending Machines. [2 :ltigs.) September 2-e, 1892.- In this
r ush of water lifts it up off its rest t and forces 1t up a~amst a cn- in vention all t he drivin~ gear is concentrated atone side A. The
cular seat in the fitting b, so as to close the waterway, th1s valve n_or - gable at the other side B consists of a base 3 carryine- the bearings
ma.lly resting on fou r triangular suppor ts made on the upper_s1~ e 4 of the lower rollers 5, those of the upper and adjustable roller
of the hollow cylindrical rest t, which has passage ways cut 111 1t,
covers over opening w leading to the blow-off cock. The hole
made through its top serves as a guide for the lowt-r end of the
spindle h. If the gauge-glass is b~oken the w~ter rush~s through
cook g , and lifts up the water valve;, togeth_e!Wlth the spmdle hand
Ftg 1
the steam vahe i and as the water valve; 1S of greater area than
the steam valve i ,' the upward pressur e forces the valve i tightly
into the hole made in seat and so cuts off the escape of steam,
8
at t he same time as the wa.t~r val ve closes tight up against its seat
7
1 at t he bottom of the gauge-glass and cuts off the escape of
water. When the gauge is in proper working order the Yalves fall
down and leave a free passage. (.Accepted ~ugust 2, 1893).
mven~10n
has for
its object the beating of t?e.f ee~ supply of steam hollers before
it enters the main one as 1t 1s d1soharged from the feed pumps.
The feed is forced by the pump through pipes to the check valve
F~ . 2
r
~-9
.
..li.
. I
0
Ft:g .2.
b
A
A. Bratoluboft', Moscow.
Produ~i':lg
su 'erheated Steam. [2 Figs.] August 17, 1892.-Th1s l-ll
ven~on relates to means for the production of ~upe~eated s.team
l.J1
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'!t-
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~ .
o)
to' ~
.. . ..
l-
l'p: :
.. ,
,.-
.... f
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14 890.