Professional Documents
Culture Documents
E N G I N E E R I N G.
its sphe~ical rollers or balls so interposed between The Auto Machinery Company claim, however, to
BALL BEARINGS.
the bearmg surfaces, that the only friction existing have reduced this matter to a state of certainty, so
THE use of balls to give an anti-friction bearing
that natural selection is no longer necessary. We
is of course a very old device, but until the bicycle
now propose to describe the method by which the
Fig.
J.
brought them into use they had a very small a.ppliw
balls they produce are made.
cation. The reason of this is not difficult to underOur illustration, Fig. 3 on the present page,
stand. In order to g"t a good ball bearing several
shows the ball-turning shop of the company, where
points have to be secured, otherwise the bearing
the principal machines are situated. F ig. 4, page
may be worse than an ordinary one. In the first
530, is a general view of one of the most recent
~
place, the balls must be absolutely of one size in
of
ball-turning
machines,
whilst
Figs.
5
types
I
r--J
order to secure the best results, otherwise the
and G, on the same page, give the details. By
work is unequa11y distribuLed ; secondly, balls
means of those machines, a straight rod of iron
)
must be quite spherical ; thirdly, the material
or other metal, slightly larger than the size of the
from which they are made must have the physiballs to be made, is cut up into a series of balls
cal properties necessary to stand the excessive
which are true spheres.
p to the present the
wear and tear. In bicycles, the introduction of
company has made balls from ! in. to 2 in. in diaball bearings was preceded by that of roller bearings,
meter, but so much success has been attained with
in which cylinders were used in place of spheres,
these sizes, that it is expected that considerably
and for a long time the rollers were preferred by
heavier bearings, requiring larger balls, will be
many riders on account of their greater accuracy ;
ultimately made. The wire or rod from which
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tl
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.. .
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..
..
F1o.
3.
spheres.
Improvemen t in the manufacture of
balls, however, gradually led t o the ousting of the
roller bearing ; and to such perfection has the
production of steel spheres for ball bearings been
brought, that a. broken ball is almost an unknown
circumstance wh ere the ,ery best descriptions are
adopted. \Ye have lately paid a visit to the works
of the Auto l\:lachinery Company of Coventry, an
establishment which has been started solely for
the purpose of making steel spheres for ball bearings. These bearings are now being used for other
purposes than bicycles and tricycles, the perfection to which the design and manufacture of ball
bearings have been carried having made possible the application of the device to many
purposes of engine~ring construction whore it
was previously impossible; indeed, the .\uto
Machinery Company are now making ball~ for
bearings up to as much as 2 jn. in diameter. There
can be no doubt as to the advantage of the ball
bearing for nearly all purposes, supposing the balls
can be made to stand. The Auto Company say
that the best anti-friction bearing is one which has
AtYro
is that caused by the poi ut of con tact of each ball j diamond steel, and costs, we understand, about
with its neighbour. Our illustrations, Figs. 1 and 190l. per ton. Great care has to be taken in the
2, represent a section and side elevation of the hardening, but to this point we shall refer later.
bearing that has been designed to meet this view.
The machine illustrated on page 530 is autoThe figures represent the bearings of a dynamo matic in its action, the wire only requiring to
which we recently saw at work, and which cortainly be placed in when a new length is used; one
ran with remarkable smoothness, at a speed of over girl attends to six of these machines, and when
1000 revolutions a minute, for a considerable a length of wire has been used up, the matime without a sign of heating. \Vhon ball bearings chine throws itself out of gear automatically.
were first introduced for cycles, the balls were The mode of action is as follows : The machine
made of case-hardened iron, naturally an unsuit- has n. hollow mandril, through which the wire is
able material, a the case-hardeuing must have ren- passed, and there is a traversing headstock which
dered the task of finishing the balls truly spherical feeds the metal up to the cutters, the latter having
almost impossible. The grooves in which the balls no longitudinal motion. The headstock is fed up
ran were also badly designed, as they were turned in this way by a long screw placed beside the bed,
to fit the balls, and there was therefore a consider- and this leading screw is actuated by a toothed
able amount of friction. Steel was afterwards quadrant mounted on a. disc, and arranged to
introduced, but it \\&'3 not of the best quality. In engage with a. pinion on the end of the leading
spite of these dieadvantages, the use of ball bear- screw. In this way, at the time the wire is
ings wa. found a. greaL impro' ement in the running fed up so as to bring a new section to the
of bicycles, and by a course of natural selection cutters to form another ball, the teeth of the
due to taking out broken balls as they occurred, q uadrant engage with those of the pinions: of
at last the rider might get a fairly good bearing. course at that t ime the cutters are withdrawn, and
E N G I N E E R I N G.
the c~tti~g op~r~tion is suspended. The cutting
operahon Itself 1s In four stages, carried on by four
sets of ?utters. ~he first thing done is to turn
a . ne~k In the wire ; when this is finish ed the
w1re I~ fed on, . and by another cutting tool the
n eck Is made Into two half-circles by means of
one cutter shaped for t he purpose. In this way
one half of two adjacent balls is made at one
cut.. Both these operations are performed by
stationary cutters, and the wire is then fed on anot~ er stage, so that t he roughly turned ball, not
qu1te separa~ed from its neighbour, is br ought
under a r otatmg crown cutter. As this turns r ound,
and the ball t~rns at the same tim e, a sphere is
produced: This cutter does not, however, go right
to the axis of the wire, and the balls are thus left
attached to each other. The next operation is
to separate them, and for this the wire is fed
Fig . B
--------
Iig . .
Fig . JO .
I :
0
.;
[Nov. J, I 8gJ.
Nov. 3, 1893.]
:
E N G I N E E R I N G.
carbons were drawn together by pulley spring and Luneville, where the piece of incandescent carb~n
counterweight, and their distance apart regulated had fallen on the cotton beneath. When cotton 111
by magnetic brake. In Pii.ris, the s peaker said, the a loose condition does get on fire, as the author had
arrangement was not satisfactory, because the pointed out, it is much like a train ?f gunpo~d.er,
carbons were bad, but improvements in their manu- and the mill referred to was kept tn a cond1hon
facture had now enabled the s uccess of the installa- far from clean, being covered with a thickn.e:s of
tion described by Mr. Dobson to be achieved. J\1r. fly steeped in oil over the floor, walls, and ce1hng ;
Parsons pointed out h ow admirable such a light this became so suddenly a mass of flame that the
would be for use in large halls, libraries, &c.
workpeople had some difficulty in making their
A large part of the author's paper was tak~n escape from the burning building.
up by the discussion of the fire risks due to this
Mr. de :=3cgundo said that the system of reflected
form of lighting, there having been a good deal light described by .the author mu~t be. very expen of difficulty with the insurance companies. In sive. In the detalls as to cost given 1n the paper,
order to test the validity of the objections raised it was said that, having regat"d to the number of
as to the use of the light in cotton mills, the workoeople who could be served with the light, the
author had made a fairly complete series of ex- cost was less than that of gas; whilst the light was
periments, which are narrated in full in the stron<Ycr and more general, so that in respect of
paper, the result being that he had come to the candl~-power it would be considerably better than
conclusion there was less danger in using arc lamps <Yas. In the three-storey building at the author's
than with the ordinary gas jets. Mr. Rogers, ~vorks there were 502 gas jets, each burning 4 cubic
speaking on this point, suggested that a clear glass feet per h our; <Yas costing 2s. 8d. per 1000 cubic
dome should be placed above the lamp and over the feet would, th: refore, come to something like
reflector. Another speaker, Mr. Human, dwelt at 5s. 4d. per h our for this consumption. In tho
length on this subject of fire risk. He said that sixty electric lamps the only consumption was that
insurance companies looked on cotton mills as of thA carbons, which was reckoned at ~d. per lamp
second only to gunpowder works in point of in- per hour. This had subsequently been reduced
flammability. The author had referred at length considerably, but taking this basis, the sixty lamps
to the danger that arose from the cotton-fly takmg would together cost 2s. 6d. per hour for carbons.
fire. He had sn.id that in a mill in B elgium, where The sixty-six incandescent lamps which were inthe cotton used was of the poorest quality, so that eluded in the 70 horse-power absorbed bythedynamo
the amount of fly was particularly great, there was would, of course, add to this cost, as they were only
directly over the cardmg engines an arc lamp of 1000-hour lamps. The greatest co~t of the original inmore than 1200 candle-power, and that during four stallation would be depreciation and horse power.
hours spent in watching and n oting the effect of Taking the whole into consideration, the author had
the lamp upon the fly n o spark was visible outside said it was probable th e cost of electric lighting
the reflector. Sometimes, when the fly was un- would be more t han that of gas, but as the l ight was
usually thick in the air, owing to a carding engine so much more satisfactory, it might prove an economy
being brushed out, a slight coruscation could be in most cases to adopt it. In Mr. Dobson's case the
perceived near the centre of the retlector, like the total candle-power of the 500 gas jets would be
twinkling of a star, but this would only occul" now r oughly 8500, while the arc and incandescent lamps
and then. Undoubtedly a certain amount of fly combined would have 73,000 candle-power, much
was consumed , because, when the lamp was lowered of which was useless, however, except as regards the
for examination,~ residue was found in the bottom general effect of the light. In quoting these figures
of the cone, composed of the very lightest tinder of from the author's paper, we should, bower-er, point
cotton, but utterly uninfiammable under any cir- out that J\1r. D obson had stated in regard to them
cumstances. In this country, the auth or stated, that he was hardly in a position yet to be able to
the insurance companies declined to countenance give sufficient data to be of much practical Yalue.
any experiments, on the ground that millowners Mr. de Segundo @aid that ~d. per h our for carbons
had been satisfied up to that time with gaslight. appeared to be high, but the author did not take
Mr. Human agreed that if there had been danger into consideration the cost of horse power.
If,
from cotton fly it would be found by t h e use of however, that were to be added to the ~d . per hour,
gas, but what the insurance companies looked upon it would bring the cost up to a considerable amount.
as a serious source of possible fires was the falling The speaker was afraid that very often a great deal
of p~rticles from the carbon. Mr. Dobson had was said about the candle-power of the arc la mp
referred to two cases in his paper ; h e had without th e subj ect being well understood, and he
said that the definite allegation had been gave some very amusing instances of mif>takes that
made by the insurance companies that on two had occurred in this direction. It was hardly fair,
occasions fires had been caused abroad in cotton however, to speak of the candle-power of the arc
mills which were lighted with arc lamps, and h e lamps under consideration, as so much c f the
had made inquiries h ascertain what amount of illuminating effect was absorbed. He would sugtruth there was in this statement. I n the first gest, however, that the reflector b elow the lamp,
case, it transpired that not a cotton mill , but a by which the l ight was thrown on to the ceiling,
cotton store, had been burnt, and this store was should be made of some opalescen t material, and
lighted, not by arc lamps, but by glow lamps only, he could not but think that proper lighting could
and the theory to account for the conflagration be obtained without this great absorption of light.
was that of spontaneous combustion, which was by J\1r. D obson had said, in describing t he ~ffect, that
no means rare when cotton was stored in bulk. In a general tempered light was obtained. This might
the second instance, the light was not produced by be so, but the statement was too vague to be taken
an open arc lamp inside an invertd conical reflector, as a comparison between the merits of the arc and
but by an ordinary arc lamp surrounded by a glass incandescent lamps. He t ook it for granted that
globe. There was an aperture in the b ottom of the the advant~ges of electric ligh t over gas were
lamp, and owing to s0me disarrangement of the acknowledged ; this was a matter that had got beclockwork regulating the carbon, a portion of an yond the regions of controversy, and therefore he
incandescent carbon had been split off, and falling did n ot allude to it., hut what was wanted was
through tho aperture upon a mass of cotton beneath, definite and accurate measurement, in order that the
had set it on fire. This lamp, Mr. Human stated, advantages of different sy&tems of electtic lighting
was a Pilsen inverted arc lamp, t he poles being might be ascertained. Th e author had statfd that
reversed, and it illustrated the danger that arose his la mps were lowered every eight hours. This
from the dropping of glowing carbon. They had, appeared to the speaker to point to the ue of an
moreover, to remember that accident might cccur obsolete form of lamp; 32 h ours was now the
to the lamp itself; lamps with their balances and ordinary period for many lamps, but 64 hours was
counterweights were heavy things, and were sus- not an excessive time for th e carbons to last
P~I?-ded by c~ains, so that there was .always a possi- whilst there was no doubt t h e period would
bthty of ace1dent ; but what wa.s st1ll more serious 1 be increased to 128 hours. Referring again to the
was the human factor . . The tn.mmers had to pul1 figures as to cost, the speaker pointed out that
1
down the lamps or to tilt them m order to arrange Mr. Dobson would get his power for generation ( f
the carbons, a nd it might be that they would electrical energy on the most advantageous t erms.
n eglect .to fast~n th~ conn.ections, or one of the having his own mill engine, and steam being genes us~ enswn cha1ns nught g tve way. In l\-1r. Dob- rated on a large scale. The fact pointed to the loss
sons ca~e the refl ector no d oubt was fixed, but the of light by t.he inverted lnmp and reflection system.
lamp m1~ht faH altoge~her ; antl however well it fie also thought that the incandescent lamp WaR
w~s designed, t~ey shll bad to depend on the becoming a reasonable thing in r egard to cost. It
~rtmmer, who might n eglect to see the fastenings might be advisable to work the glow lamp at a high
1n order. Should the lamp .fall, there would be the efficiency, say two watts per candle power, and
same result as that descnbed by the author at replaco tho lamps often, they p erhaps lasting only
E N G I N E E R I N G.
530
[Nov. 3, I 893 .
THE MANUFACTURE OF
BALL BEARINGS.
~--~-----=================~
Fig .5.
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FIG.
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F IGS .
TO
G.
(me-third of the standard 1000 h ours . If lamps panic in mills and crowded workshops, owing t o
were to be sold at 1s. each- and he did not see why I the failure of the light. In order to provide
they should not be- it w.ould I?robab!y be economy against t~is and oth.er disa~vantages from the
to use the incandescent h ght duect, mstead of the works bemg thrown m to ent1re darkness, he had
~reflected arc light.
arranged in a jute mill, in which he had laid down
Mr. Small dwelt upon the danger that arose from J an installation of electric l ight, that there should
53 I
E N G I N E E R I N G.
BOILER TURNING,
C0 N ST R U CT E D
BY
:M E S S R S.
BORING,
RUSHWOR'l'H
-- --
C 0 .,
E N G I N E E R S,
S 0 vV E R B Y
B R I D G E.
there was produced a result required for the more ' candles would be such that it would quite justify
efficient operating of the author's works. Electric an installation of electric light being made for the
light might seem a costly thing. Engines, dynamos, purpose of building these vessels.
lVIr. A. P. Trotter said that t he reason the reaod lamps were impressive ; the ordinary candle
was not. When at Newcastle, however, he had flected method of lighting had received so little
gone into the question of cost in r egard to the arti- attention was t hat people did not r ealise that whiteticial illumination required in building a battleship. wash was so useful a r eflector as it really was. He
The number of ordinary tallow candles required would suggest t hat those in doubt about this nutter
was known. He would not quote amounts, not should take a sheet of paper and a looking-glass and
having the exact figures by him ; but the result of 1 reflect light from th~m. By means of the reflected
a comparison was that he had concluded the cost of 1 light from the paper it would be difficult to cast a
532
frequently white washing their shops, and if they
made a comparison it would be found that the cost
of whitewashing was m ore than warranted by the
saving in the expense of artificial illumination .
\Vith r egard to the suggestion of one speaker that
the r eflector used by Mr. Dobson (which was below
the lamp, it will be remembered ) should be made
of opalescent glass, Mr. Trotter pointed out that
it had been found that in an ordinary arc la mp wi th
the nega.ti ve carbon at the bottom, a r eflector placed
above was of little use, so very small a part of the
light being projected upwards . Therefore there
would n ot be much light coming through the opalescent glass beneath.
Professor Kennedy said that he had had the advantage of seeing the installation d escribed by Mr.
D obson in his paper, and which he had placed in
his works at B olton. Since then he had recomm ended it in one or two places, and found it the
very thing that was wanted, and he wondered it
was n ot used a great d eal more ; for instance, in a
night-school for drawing at Newcastle there were
68 to 70 men and boys studying, and there was
a gaslight for each person.
The state of the
atmosphere could not be very good under these
circumstances, but probably two arc lamps arranged
in the manner described by the author would have
given equal illumination, suppo3ing the ceiling and
walls t ') have bee:1 properly whitewashed. The
great object was to get light from as many points
as p ossible, and Mr. Dobson's reflector did this.
In regard to the comparison of the volume of light,
and the crit icism to which t he author 's figures had
been subjected, it was to be regretted that t he electricians had followed t he example of mechanical
engineers in one of their most uncouth barbarisms.
They had t aken a nominal candle-power, as engineers had a nominal horse-po wer.
The t erms
were misleading, and the comparisons made by
them wer e untrustworthy ; they were, indeed, entirely nominal quan t ities. In regard to t he nominal
candle-power of t he electric arc, he would poin t
out that it must be divided instead of multiplied,
to arrive at a true result for practical illuminating
purposes ; but the speaker t hought candle-power
was not t he crucial point in the present case. Mr.
D ob3on wanted t o get an eff~clive illumination for
the work he had to perform, and if he could get
this at a reasonable cost by the methods described,
in a manner superior t o any other m ethods, t hat
was the practical r esult to be aimed at.
The President, Dr. Anderson, t hought t hat the
system described by the author was not only effective, but it was economical, too. At Wool wich
Arsenal they had a shed with saw-tooth r oof, and
sometimes when going round t he Arsenal at night, he
thought how much their neighbours ought to be obliged to them for the large volume of light t hey gratuitously distributed into the surrounding; space but
though Dr. Anderson migh t think it a nice t hing to
oblige his n eigh bours, he was under the impression
that there was a great deal of waste. The difficulty
in using the arc lamp in machine sh ops was the
shadows that were cast . He had seen the reflected
system described by the author, which was then in
operation in a room below, and he had been surprised to .find that ~e.could read a .book equ.ally we11
s tanding In any pos1t10n, there bemg practiCally no
shadow cast.
In replying t o the discussio~ , ~r. D obson . said
that his paper had not .any sc~entlfic pre.tenswns.
He had gained experience In a practical and,
perhaps, rough-and-ready manner, for the purpose
of lighting his shops to the ~est ad vant~ge, and
having arrived at what he cons1dered a satisfactory
conclusion, he t hought it a duty, and a very pleasant duty, to give his brot~er members the benefit
of his labours. All experiments as to the opalescent shades and glass covers r eferred to had been
tried and had altogether failed. In the first case,
even' clear glass absorbed more light than was
thought but that was not the question. In workshops there was always a great deal of dust flying
about and that would get on to the glass in a very
short' time and destroy the illuminating power of
the arrangement. One speaker had alluded to lamps
which would run for 32 and even 64 hours. Be
was acquainted with lamps of t his description.
They had parallel carbons, and were subjec~ to
flicker as the arc changed. The lamp he descnbed
had not the same d efect when good carbons were
used, but in any case they lowered .the lamp.s every
eight hours for t he p urpose o~ clean~ng. This was a
wise economy, as, to get effiCiency, It was necessary
to keep both the r eflecting surface and also the
E N G I N E E R I N G.
[ Nov. 3, 1893.
lamps themselves in good order. He was more Egypt, and from the famous mound of Lachish in
than pleased to hear what Professor Kennedy had Syria, wher e the I sraelites d estroyed the ancient
said about candle-power. H e had attacked t his town or t owns of the Amm onites, and over tho
subject of illumination from a practicg.l standpoin t, ruins built their t own, which was finally besieged
and in the course of his investigations he had found and destroyed by Sennacherib. The ornaments
himself altogether unable to grasp the candle~ power from t he bottom of t he mound are essentially
problem. This he had attributed to his own defi- copper ; then come bronze objects, specially arrowciency of intellectual power, but it was a r elief to heads; finally iron implements, of I sraelitish period
him t o learn from so good an authority as Professor probably. The copper implem ents have a strangely
Kennedy that the obscurity was not in his own red colour, which Dr. Gladstone found to be due
brain. In regard to that which t he gentleman, who to admixture of cuprous oxide; a chisel, of about
spoke on behalf of the insurance companies, had. 1500 B. c. , contained 73.6 per cent. of copper and
said, he maintained t hat it was impossible by any 24.0 per cent. of this oxide, the specific gravity
method of fair usage to get a spark outside the being only 6. 6, against 8. 9 pure copper. This
reflector, even if the cotton fly were piled up inside, cuprous oxide hardens the copper ; but even such
and he would say t hat t he method of illumination a material would scarcely be hard enough to
by electricity was the safest that could be usd . In cut granite and basalt. The admixture, which is
the case t o whieh he had made reference, and observed in almost every specimen, may be
which had been quoted by the speaker, where part accidental or intentional, produced by overpoling.
of the carbon had dropped on the cotton, there Dr. Gladstone and Mr. Hibbert are investigating
was a hole in the bottom of the lamp, through the influence of this cuprous oxide. The Egyptian
which the piece of carbon had fallen. In the lamp coppers go back to the fourth and fifth dynasties,
referred to in his paper there was no such hole, that is, as far as our historical knowledge. Vve
and if the carbon were to split off and fall, it would have it on record that the copper mines of the Sinai
only fallintothe bottom of the refiector. With r egard peninsula were conquered by the Egyptians, and
to the police circuit, he was now arranging what worked by them for many centuries. Some tools
he called "pilot lights, " which amounted to the of 3500 B. c. contain 10 per cent. of tin. A basket
same thing. The method of working the current of t ools, fortunat ely forgotten at Kahun about
for the police circuit from the town mains was a 1200 B. c., shows copper alloyed with arsenic and
good one, but in his case they had t o use a sub- antimony. The real bronze period begins later.
sidiary engine. In r eference to the remarks of We hesitate t o assume that the Egyptians reduced
Dr. Anderson, he would say that the saw-tooth both copper and tin to produce what the Bible calls
roof was admirably adapted for reflecting purposes brass, that is, bronze. But Dr. Gladstone has a
if the slanting part were kept well whitewashed, small ring of t in, evidently reduced from hlende ;
and almost as much light would be reflected as if in fact, there are a good many tin objects that we
the r oof were quite flat. In conclusion, Mr. Dobson can assign t o about 1400 B. 0 . L ead, a wire of
referred to the statement, made in his paper, that very pure lead, has been found at L achish, wher e
the figures as to cost were by no means complete, also silver ornaments - a bracelet, &c. - occur, wi th
but he would be pleased to go further into the 6. 5 per cent. of coppP-r, a little gold, and nearly
matter, and would furnish fuller and more accurate 2 per cent . of silver chloride. The lead bronze
details for publication in the Transactions.
statuettes from the same locality, as from elseAt the conclusion of the sitting, members went where, clearly belong to later Greek and Roman
do wnstairs into one of the r ooms of the Institu- periods. S uch lead bronzes, of the coveted gr eenish
tion, in which a lamp fitted on the author's system hue, deteriorate quickly. Beads of antimony have
was placed, and were enabled to judge for them- also been discovered at Lachish, whilst we Euroselves of the justice of the claims made with regard peans fancy t hat metallic antimony was unknown
to the diffusion of light obtained by the system de- before the days of Basilius Valentinus, a monk who
scribed ; it was found impossible to throw a shadow lived near Erfurt about 1460. The paper suggests
of any depth. There can be no doubt as to the many important considerations. That there was,
great boon such a system of lighting would be, not in many count r ies, a copper age before the bronze
only in workshops, but in drawing offices, libraries, age, is evident. It would be best, perhaps, t o dis&c. Many will d oubtless remember t he installa- card the "stone, bronze, and iron ages" of civilisation of arc lamps (one of t he earliest) in the tion altogether. Those ages have nothing to do
reading-room of t he British Museum ; although with dates, n or can they form a gauge for the
the illumination was of the greatest brilliancy, civilisation attained. Dr. Munro, president of the
it was all but impossible to read, owing t o the Anthropological Section H , pointed out that a
contrast between light and shade. In the full copper age can be proved for North America
glare of a lamp it was like trying to read in bright - where it may still be said to exist-Hungary,
sunlight, whilst if an attempt were made to shade Ireland, and other countries; Professor Hildethe book at all, the contrast of the surrounding b rand , of Stockholm, finds proofs of it all oyer
ligh t was so great that the print became practically Scandinavia. But that copper age is probably only
illegible. This, perhaps, was an extreme case; the a phase of the neolit hic or stone age, as Sir J ohn
illumination of the room at the Institution of Civil Evans and Professor Boyd Dawkins remarked.
Engineers being at the other end of the scale, and it The Indians of North America treated and u tilised
would be difficult to imagine anything more perfect the native copper of Lake S uperior like stones ; it
than the latter. Doubtless there was economically was not subjected to metallurgical processes. Sir
an excess of light for the size of the apartment, but H enry R oscoe, M.P., asked in Section B, why an
the point was made fully manifest that whatever iron age did not precede. That may not be so exlight there might be would be admirably distributed. traordinary ; the ordinary iron ores bear not a
Some photographs handed r ound at the meeting trace of metallic appearance. The Egyptians did
illustrated this point to an equal degree. They know iron, and used it to a certain ext ent. The
represent ten seconds' exposur e, and in the parts very name of the metal, however, Professor Sayee,
beneath lathes and other machine tools the detail the great E gyptologist, remarked, indicates that
was quite ~pparent, whereas if the ordinary direct its meteoric origin was recognised. The Egyptians
lighting had been used there would have been called iron ba,-n-pe, t he Babylonians, an-bar;
nothing but black shadow. Mr. Dobson 's paper both names mean "heavenly metal." H ow the
was an ad mirable contribution, and the vote of Egyptians were able to work their granite marvels
thanks that was passed at the conclusion of t he with copper and bronze tools, is a mystery. Prositting was of a more than ordinaril y cordial fessor Sayee possesses a bronze chisel, or wedge, of
the sixth dynasty period; the one end is flattened
nat ure.
out, hammered, perhaps, in some way ; the other
(To be contintud.)
sharp and hard and a lit tle jagged. According to
Mr. Sayee, t he Egyptians of the eighteen th dynasty
THE BRITISH ASSOCIATION.
did know tin. But neither the Egyptian nor
(Continued f rom page 506.)
the Assyrian language contains a word that can be
T OOLS AND 0RNA1\IENTS OF COPPER AND OTHER identified with tin, whilst most metals, even antimony, and, as just mentioned, iron, had their
METALS FROM EGYPT AND PALE TINE.
DR. GLADSTONE, F .R. S., presented this very names. As to t he origin of t in, t he claims of Great
important paper to both the Chemical and t he Britain wer e of course put forth, by Mr. H. Stopes.
Anthropological Sections, and there can be no Dr. Gladstone's view that t here are, or were, tin
doubt that the latter was the more competen t body mines so mew here in Abyssinia, sounds much more
to deal with the matter. Dr. Flinders Petrie and feasible; in any case, we need only go to Asia
Mr. Buss have placed at Dr. Gladstone's disposal Minor to find ti n. Mr. 'fhomas Turner, of Mason
some t ools and ornaments, mostly very small College, Birmingham, gave in Section B some very
objects, for chemical analysis. They came from interesting notes about the history of iron and
E N G I N E E R I N G.
Nov. 3, r893.]
bronze. The British l\1useum possesses an iron axehead of 1370 :e. c.: ., t he oldest authenticated iron
implement k nown , but a. piece of iro~ was ~ound in
an air passaae of the Great Pyram1d, w h1ch may
have b een thero since 3700 B.O. A bronze cylinder
of 3223 n c. is the oldest Lronze in the British
Museum. The Chinese still harden copper wi t h
iron, as t he Hindoos used to do.
NATIVE I RON MANOF.A.CTURE IN B ENGAl ..
This paper, by M essrs. Harris and Th. Turner,
is also of some what historical character. It deals
with the past and the pr esen t, and, inasmuch as the
main paper . was r eserved for the Ir~:m and St~el
Institute. w1th the fu ture. Mr. Harr1s has stud1ed
the native iron indus try in Bengal, where they
employ furnaces and h and - blowing apparatus
similar to those which Dr. P er cy illustrated in his
' ' Metallurgy. " The furnace is made of clay from th e
white ant hills ; in these, weathered magnetite is
r educed by means of charcoal wit hout a. flux.
These furnaces wer e also known to t he Egyptians
of the sixth cen t ury. Mr. Turner exhibited several
remarkably fi ne specimens : a n iron purer , perh aps,
than England can supply, with 99.95 per cen t. of
iron and .015 of phosphorus. The primitive plant
can turn out a bloom of 3 cwt. in less t ha n three
hours. The h ot bloom is cut, hammered, r eh eated,
and hammered again.
I NTERNA'riONAL STANDARD FOR THE ANALYSIS OF
IRON AND STEEL.
Mr. Thomas Turner is the secretary of this committee, and autho r of this fifth report. The work
of the British members was completed last year
already. The American m embers are, h owever,
scattered over so vast a territory ths.t the fi nal
meeting had not taken place yet. Professor Langley
has sent an ad vance report of t he analyses, which
was to be r evised at Chicago. We append the mean
results of t he analyses of t he American Committee
(I. ) and t he B r itish Committee (If. )
I.
Standard .
C<lrbon
Silicon
Sulphur
Phosphorus
~Bngo.nese
.-
No. I.
No. 2.
No. 3.
No. 4.
l.HO
.80
.454
.152
.004
.015
.140
.180
.015
.038
No. 2.
No. 3.
I No. 4.
.s t G
.4i6
.202
.004
.010
.124
.270
.001
.016
.254
.088
.098
IT.
No. 1.
St:~.ndBrd .
Carbon .
..
..
Silicon
..
..
Sulphur, not more t han
Phosphorus
..
..
~anganese
.
..
. . 1.414
..
..
. 263
.006
..
.018
.259
.19l
.007
.014
.14 1
. Ul
.145
.003
.1121
.151
.008
.039
.078
.130
533
to heat t h e t ube. I odine at on ce combined with
the fl uorine under explosion ; sulphur burn~d with
its well-known blue flame; ph osphorus as 1n oxygen ; silicon a nd boron glowed like burning coal; carbon itself wo uld n ot catch fire. I t does so under
proper con ditions. On the motion of Sir H enry
Roscoe the thanks of the A ssociation wer e conveyed t o Mr. 1VT oissan hy wire. Dr. Thorpe E~id
t hat Mr. Moissan had been kind en ough to exa.mtne
h is apparatus , which h e had sent over to Paris ; but
t hat he, however, had not been able yet to r epeat the
experiment. On the request of the President, he
gave a s ummary of the properties of the now fai.rly
settled r efractory element. It attacks every thi~ g
-even the platinum-iridium electrodes. As to 1!s
appear an ce, even M oissan can hardly speak , as It
cannot be brought into tran sparent vessels, and
fu mes so badly. I t seems to be a greenish-yellowish
gas, like chlorine. Its atomic weigh t Mo~ssan ~as
dt'termined by filling two exactly equal platmum_Jars
with nitrogen , and r eplacing in the one the nltroaen by fi uorine ; since the atomic weigh ts of
~itrogen (14) a nd fiuo~ir.e. (19~ do n ot differ ~uch,
h owever, this d etermmat10n IS not very r ehable.
Mr. M eslans also exhibited ono of :1\foisl:lan 's latest
pr oducts, uranium carbide obtained iu his e~eo
trical furn ace. Thi~ is a dull blackish mass, whiCh,
when sha ken in th~ stoppered b ottle, sparks m ost
energetically; the carbide, or its combustion product, has a peculiar sme 11.
H ALOIDS ; LIGHT AND THE HvnRACI DS
OF H ALOGENS.
Dr. A . Richardson, of Clifton, r eported that the
time of exposure n ecessary to start t he d ecomposition of gaseous hydrogen chloride, or of aqueous
solutions of t h e acid under the influence of light
in the presence of oxygen, varies considerably.
The nature of the glass and the time of contact
between glass and acid is of influence.
P ENDULUM ACTINOMETER.
Dr. Richa.rdson and Mr. Quick exhibited a
modified form of Bunsen and R oscoe's p endulum
actinometer.
The apparatus exp oses a. strip of
sensitised paper to the light for comparative tests
with standard strips ; a clockwor k opens a shutter
periodically. After d escrib in g this actinometer,
Dr. Richardson showed a much -contested experiment about which the section did n ot come to any
agr eement, t ho ugh Sir Henry R oscoe granted tha(i
Dr. Richardson had succeeded where he h ad failed.
Tubes filled w ith chlorine and bromine, shut off by
mer cury and sulphuric acid gas, are illuminated by
magnesium light, when there is an immediate expansion-due, says Dr. Richardson, to actinic rays,
or, as asserted by Profeseor Dixon and others, to
h eat r ays simply a fter all. The only way of settling
the knotty point will be by continued, most car eful
exper iments, which Dr. Rich ardson is r eady to
conduct.
T HE I oDINE VA LUE oF SuNLIGHT IN THE
HIGH A LPS.
During the winter months, which, owing to
weak h ealt h, Dr. Rid eal h ad to spend in tho Engadine, h e conducted a seri es of observations on the
iodine value of the Alpine air, carefully follo wing
t h e instruction s laid down by the Air Analysis
Committee of Manchester. St. M orit z, where he
stayed, is 7000 ft . above sea leYel, enjoys a clea r,
r emarkably dry atmosphere, b ut is n ot particularly
appr o priate for su ch tests, as it is h emmed in so that
Manche~ter, with its d l.y of 8.3 h ours in January,
should get almost h alf as much again of daylight as
this Alpine r esor t . The iodine average for the
nineteen brightest days in January was 9. 34 milligrammes of iodine per h our p er 100 cubic cent imetrell, the maximum and minimum being 13.6 and
5.7. The daily average in Manchester is 4.5, that
is, equivalent t o half a.n h our at St. M oritz. V ery
few observations of this kind are extant. Dr.
Rideal is n o d oubt correct in ascribing a good deal
of the hygienic value of these m ountain h ealth
resorts to t he comparatively large amount of sunlight upon which on e may coun t t h er e.
A cTION o-r LICHT uPoN D YED CoLouRs .
This committee, of which Professor Hummel is
secr etary, has undertaken a very laborious and
tedious task, to determine by experiment the re~
lative fastness to light of patterns of silk, cotton,
and wool, dyed with 2 per cent. of the artificial
commercial colouring matters, and to the same
depth with natural c0lourin g matter~. They were
E N G I N E E R I N G.
534
exposed in the country at Adel, 5 n1iles n orth of
Leeds, in Mr. J ames A. Hirst's garden, t he patterns
b eing pinned on deal boards, cover ed with white
calico, and fixed vertically in glazed wooden cases,
the air, after being filtered thr ough cotton wool,
circulating freely. E very pattern was divided into
six pieces. One of these was protected , the oth ers
exposed for different periods.
The shortest
"fading" period was about three weeks, May and
June, 1892 ; at th e end of the first period t he
standards wer e removed and new standards again
exposed with the piece until fading to the same
extent had r esulted. The fourth and fifth serie~
were exposed for a length of two or three fading
periods, so that the fifth set might have a.n exposure of on e year. This method was adopted in
order to be able to expose in different years, as it is
impossible to deal wit h a wh ole set simultaneously.
The r eport, a pamphlet of eight pages, contains
already a great deal of inter est. The colours are
numbered according to the "Tabellarische Uebersicht der Kiinstlichen Organischen Farbstoffe,"
by Schultz and J ulius. The eosins and allied
colours are the most fugitive ; the methoxy group
increases the fastness of the paler tint surviving
after a few weeks. All basic r eds, including magentas, are fugitive, ; the azo reds, and, mor e still,
the secondary diazo compounds, are fast . Madder ,
cochineal, k ermes, alitarin, and some chromotropes,
2 R and 2 B, belong to the exceedingly limited
number of very fast reds ; the Congo r eds have not
been tried yet.
[N ov. 3, I 89 3
W. BLI S
CO~IPANY,
DROOKLY~,
N. Y.
Fig. 1.
(To be continued.)
TfiE
ENGINEERING CONGRESS
CHICAGO.
(BY
ouR
NEw
AT
YoRK C oRRESPONDENT.)
,,
2 010
Fig. 2 .
--
....
-..
---------
E N G I N E E R I N G.
535
--
--.. -
0 '
E N G I N E E R I N G.
[Nov. 3, I 893
such operation of corrugating, the weld is severely land and Kafer, Colonel Stevens, Messrs. J ames scat tered throughout the ship, the auxiliary steam
worked and tested- in fact, by such a test as a Howden of Glasgow, H. B. Roelker, and Dr. EJgar. and exhaust pipes would all be dispensed with.
''The converting of the water pressure into
smith would put to the weld in a bar by bending it This paper is certainly one of the most valuable
backward and forward to test its perfection. Al- that has been presented to the Congress, and con- mechanical motion being accomplished almost withthough these furnaces are all, after completion, tains, in short space, the practical rules which have out mechanism, no skilled attention is r equired at
subjected to an internal hydrostatic pressure test of been deduced from the extended experiments of any of them.
''The flooding of any compartment would not
250 lb. to the square inch, not one in fifty ever Isherwood, Froude, Thornycroft, Yarrow, and
affect the transmitting of power through the fioo:led
others.
shows a pinhole. "
''The R esistance of Ships, " by Professor compartment.
The author presented a. t1ble of tests made in
"Repair would be reduced to a fraction of what
o~tober, 1891, by the ~.,air banks Company, showing Riehn, of Hanover, Germany, was a subject
that, although subjected to tension 56, 000 lb. to bristling with mathematics, but containing much it now is.
"Less lubricating material would be required.
57,000 lb., no piece broke at the weld, the elastic valuable and interesting matter and information.
"Auxiliary steam engines that work interlimit being from 36,000 lb. to 39,000 lb. He stated The general opinion was that, as the paper had,
that the limit of t he diameter of an iron pipe was unfortunately, been circulated but very recently in mittently use a good deal of cylinder l ubrication,
for many years 12 in., but now the Continental advance, a very valuable discussion could not be which is carried to the auxiliary condenser, and
must either he filtered out or get i nto the boilers.
Iron Works frequently made b oilers and other expected, and therefore n one was made.
"The saving of weight, on a very moderate estiThe next two papers may be considered together;
vessels 7 ft. or 8 ft. in diameter and 30 ft. to 33 ft.
mate, would be 69,850 lb.
in length, and that the only limits were the ability they were:
"But most important of all is the fact that the
'' Rules for Boiler Construction of Various
of the rail ways to transport, the size of the apparat us producing the weld, and the ovens in which Governments and Registration Societies," written action of the water on t he wheels we propose to
t he vessels were annealed. He closed with the by Nelson F oley, the manager of the Hawthorn- use is absolu tely certain, and never failf:;, while the
prediction that before long all the boiler shells in Cuppy Company of Naples, Italy, and the '' Go- absence of reciprocating parts renders a breakdown
ocean steamers would be made by this process, and vernment Inspection of Merchant Vessels and the hardly within the possibilities.
Infi uence thereon of Registration Societies,, by E.
" What we propose, while new . on board warriveting dispensed with.
Following this came '' The Screw Propeller," by Platt Stratton, chief engineer-s urveyor to the ships, has been developed through a long series of
S. W . Barnaby. This dealt exclusively with the Record of American and Foreign Shipping. These exhaustive experiments into a very extended use
investigations made in England, and laid down the two papers are of entirely different character, that in the Pacific coast States, where t he principles inof Mr. Foley being strictly technical, and discuss- volved are thoroughly understood, and where the
following conditions :
1. Each screw must be tried at a. number of slip ing the various rules for strength. It is a most results to be obtained
ar e matters of fact and not
11
ENGINEERING,
3, 189:t
NOVEMBER
WORKS,
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E N G I N E E R I N G.
shown by them at the Columbian Exposition. It is
designed for embossing silver, gold, bronze, ~nd
similar metals for the ~anufactur~ of ~eda.ls, coms,
silverware, &c. The mam frame, w. wluch the working slides and toggles are arra~ ged, 1s .a new feature.
It is made of a solid wrought-Iron forg10~ slotted o~t
to receive the working parts. A ca~t- 1ron fra~~ 1s
bolted to the back of this for ca.rrym~ t~e dnyw g
shaft and clutch connections. The shde 1tself, and
the adjustable punch-bolder, are made ?f steel c~st
ings, with tool-steel surfaces to bear agam~t the d1_es.
The toggle links have hardened steel beanngs, .wh~ch
are so set that they can be easily removed for gnn~lDg
or repairing. The cylindrical seats between t~e hnks
are 1! in. in diameter and 7 in. long. The mam shaft,
fr om which the motion is transmitted to the toggles
by means of a heavy lever a.nd a. power f u 1 cc p~' t man,
is 4-! in. in diameter, and runs at lOO revolutions p~r
minute. It is turned and slotted out of. a ~o~td
forging. Another special featu~e of ~he machme .1s 1~s
direct action, and the manner m whiCh the mot10n 1s
communicated to the driving s~a.ft f~om a. very .he~vy
flywheel, 66 in. in diameter by. 9 ~n. w1de, and we1ghmg
2500 lb. This is done by a fnct10n clutch actuated by
a cam. When the foot is pressed upon the treadle
shown a.t the base of the machine, a spring is released,
which causes the friction clutch to t ake hold of !he
rim bolted to the flywheel.
As soon as one wo~k10g
stroke has been completed, the cam J:>efore ment10~ed
releases the friction clutch, thus stoppmg th~ operatiOn
of the press a.utomatic~lly.. By .means of th1s a.rra.ng~
ment all internal gearmg 1s avoided, and a '!ery raptd
action obtained. The handwheel at the stde of t~e
press moves a wedge fo~ adjusting the. punch in Its
vertical relation to the dtes, thus regula.tmg the pressure upon the metal between .the two. . In ~ig. 1 a.
brake is shown which operates m connect10n with the
releasing cam, so a.s t o ~to.P the working parts of the
machine as soon as the fnct10n clutch has been thrown
out of contact with the rim. A dash pot is used to
ease the action of the brake.
)I
'iV
J2
537
closing the secondary necessanl.Y meant a. decrease m the
Jag of the primary current behiDd the pr1mary P a. .
Mr. Blakesley was pleased to see . the geom~trtca1
method of such service, and thought Jt D?uch s1m~ler
than the analytical ooe. The reason why l.ncr~aEed tmpedance on closi ng the secondary of ordu~ary transformers bad not been noticed, was .because thetr lag angles
were very large. In a figu re publtshed some years ago to
represent the actions of transformers, t~ e ang~es be had
chosen were such as would make the p~tma.ry 1mpedat;1ce
increase on closing the secondary. Gtvtng an express1on
connecting the primary currents on open and clos.ed
secondary respectively, he now showed that. to g:et mcreased impedance the sum 0f the lag angles m pnmary
and secondary must t=~xceed. 90 deg. To get large
power in the seoonda.ry tbe pnmary Jag should be nearly
90 deg., and th e secondary about 45 deg.
.
He also point~d o~t that s.ome of the figures m the
paper might be s1mph6.ed conslderably.
.
.
Professor Perry said be bad long bad the 1mprese10n
that if a sufficiently small current were taken fro~ the
secondary, increased impedance would be obser.vabl~ m all
cases, and he quoted some numbers he b~d gt ven m. the
Philosophical M~ azilne for 1891, showmg a dectdd
m crease.
Mr. Rimington, in reply, Ea.id he was not aware that
the effect he had now brought forward bad been observed
previously. The result was completely worked out analytically before using geometrical methods.
Mr. W. B. Croft, M. A., showed. "Two Lectu'reR oo:n
Experifments." One, on " The Rmgs and Brushes m
Crystals, " was performed by very simple apparatus in
two ways. In the firs t a bundle of glass plates was used
as polariser, and a Nicol prism as a!lalyser. When a
Nicol could not be convemently obtamed, a glass plate
could be used as a. reflecting analyser. For a con;ergent
system two glasscard-cunnters were used, the crystal being
placed between them. Very good results were produced
by this simple apparatus.
In the second arrangement the crystal was placed on
the eyepiece of a microscope (whose objective was removed), and covered by a tourmaline. On reflecting light
up the tube by means of a piece of glass held at the
proper angle, excellent results were obtained.
Another exp&riment on "Electric Radiation in Copper
Filings " was similar to those described by Dr. Dawson
Turner at the Edinburgh meetings of the British As~o<?ia.
tion. A battery, galvanometer, and glass tube contammg
copper filings, were joined in series. Under ordinary
circumstances no current passed, but immediately an
electric spark was produced by an electric machine many
feet away, the galvanometer was violently defl ected, and
remained eo until th e tube was tapped. On trying
different material~, aluminium and copper seemed about
equal, but iron not so good ; carbon allowed the current
to pass always.
Professor Minchin said the fchenomena were strikingly
like those exhibited by his 'impulsion cells," for, the
moment a spark passed, even at a distance of 130ft., they
became s~nsitive to light. Very minute sparks were
capable of producing the change, but by adding capacity
to the sparking circuit the effect could be ~rea,tly modi
fied. Replying to a question from Mr. Rtmington, he
said the change was due to electro-magnetic vibrations,
and not to light emitted by the sparks.
Mr. Blakesley inquired if lengthening the sparks produced greater effect on the copper filings.
Mr. Lucas asked if the resistance of a tube ever became
infinite again if left for a long time.
In reply, Mr. Croft said the current sometimes passed
before the spark actually occurred between the knobs.
He had not left tubes for very long, and had nob found
the resista.nce reappear without tapping.
THE UNITED STATES NAVY.-The U nited States line-ofbattle ship Oregon, built at the U nion Iron Works, ~an
Francisco, was launched on Thursday, October 26.
A NEw SYSTE;\I OF WHEEL CONSTRUCTION.-A novel
system of constructing wheels has recently been patented
by ~fr. Archibald Sharp, AJH.I.C.E., of the City Guilds'
Oentra.l Institution, South K ensington which, whilst applicable to bicycle carriage wheels and ~It pulleys, would
seem to have special a.d va.ntages in the construction of
heavy flywheels. Such wheels, as usually built, require
a. considerable amount of expensive machinery, which is
avoided in Sharp's system of construction. The ordinary
wheel arms are replaced by wroughtiron rods, which are
U-shaped, and lap round the hub of the wheel, the ends
of the U being secured to the rim by nuts. The driving
power is transmitted to the spokes entirely by friction,
and as the arc of contact of the ~poke on the rim is
fairly large, the principle of band friction comes
into play1 so that very great torques can be transmitted w1thoub any risk of slipping taking place.
For a. 29-to? w~eel Mr. Sharpe proposes .to use 32 spokes,
ea.c? 2 10. m d1azr.eter, ~ecured to the nm by split nuts,
w~tch makes a very.nea.t J?b. Such a. flywheel, as usually
bui~t, would have s1x o~ e1ght arms, and when running at
a. htgh speed the centnfugal force tends to bend the rim
between, ,9uch bending being a serious addition to the
direct circumferential tension due to the same force. The
numerous ~pokes of the new construction greatly reduce
this bending, whilst at the same time the wrought-iron
spokes are considerably strong~r than the ordinary castiron arms, and consequently it is claimed that the spoke
wheels can be run at a much higher ~peed . In fact the
inventor claims the rims of his wheels may be run 'at a
speed of 300 line~l feet per second .. Thus lighter wheels
can be ~sed, wh1ch W?uld be spema.lly advantageous in
gas ~ng1~e wor~, pa.rt1~ula.rly where. ~rea.t regularity of
runmng 1s reqmred, a.s m dynamo dnvmg.
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E N G I N E E RI N G.
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Fig 8 .
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E N G I N E E R I N G.
fair request. The lower qualities were pretty steady, being completed at! Keyham, will be ready for her steam idle on Monday forenoon. One lot of Cleveland sold at
sellers not being at all disposed to reduce their priceR. trials by the end of this month. Her condensers, cylinders, 34s. 10d. per ton one month, and 2500 tons of S cotch were
No. 4 foundry was 33s. 6d., and grey forge 32s. 6d. and boilers have u.ll been tested, with satisfactory results. disposed of at various prices and for varying periods.
Middlesbrough warrants, after touching 34a. 7d., closed The contractors for the machinery, M essrs. Yarrow and As oom pared with F riday's prices, s ~o tch iron was up
weak at 34s. 5 ~ d. cash buyers. A fairly satisfactory ac- Co., Poplar, were unable to adhere to the original pro- ~d. per t on. The afternoon market was somewhat firmer,
count was given of the hematite pig iron trade, and few gramme that the vessel should be ready for her trials in with more doing. About 8000 t ons of Scotch changed
sellers would quote below 43s. 3d. for early delivery of the course of October, hub they have reason to believe hands at 42s. 4d. and 42s. 4~d . per ton, being an ad vance
Nos. 1, 2, and 3 east coast brands.
In consequence of a that the delay will be fully j ust ified by the results. The of ~d. per ton from the forenoon. One lot of 500 tons
little rise in freights, Spanish ore is som e wh ~t st iffer. estimated speed of 19. 25 knots is expected t o be easily was done at 42s. 4~d. one month, with a "plant " for a
Rubio is between 12:~. 3d. and 12s. 6d. ex-ship T ees. To- attained.
month ; and a similar quantity of Cleveland was disposed
of
day there wa:~ practically no change in t.he market. L ittle
at 34s. 9!d . one month. The settlement prices at the
1 he " S ultam.. "-Messrs. J . and G. Thomson have
business indeed was record ed, and quotations were weak. secured a contract for supplyin~ triple-expansion engines close were- Scotch iron, 42s. 4 ~d. per ton ; Cleveland,
Middlesbrough warrants closed 34s. 6d . cash buyers.
7 ~d. ; Cumberland and M iddlesbrough hema tite iron,
for the Sultan, line-of-battle ship. The engines are to be Ms.
Manufactu red Iron a nd Steel. - A more unsatisfact ory designed to develop 6500 horseJ?Ower with the natural respectively, 44s. 6d . and 43s. 4~d. per ton. Tuesday's
and discouraging state of affairs than exists in the manu- draught, and 8000 horse-power with the forced draught. market was quite stagnan t in the forenoon. Only 1500
factured iron and steel trades it would be difficult to The compound engines previously fitted t o the Sultan ton~ of Scotch iron were dealt in, 500 tons at 423. 4 ~d .
imagine. ShortneR3 of work is complained of, and new were of 7720 horoe-power, but latterly the speed of the prompt cash, 500 t ons at 423. 4 ~d . cash on Friday, and
orders are most difficult to obtain. It is not easy to say ship had sunk to 12 knots per hour. The new engines 500 tons at 42.s. 5d . one month fixed, with 1s. forfeit in
what price a fair contract could be placed at, but the fol- will probably cost 70,000l., so that altogether, including ~eller's option. There was rather more doing in the
afternoon, but prices were a turn easier. Aboub
lowing figu res are generally quoted : Common iron bars, the great expense incurred in raising the ship, the refit 6000
tons of Scotch were disposed of, and 1000 tons
4l. 15s. ; best bars, 5l. ; iron ship-plates, 4l. 13s. 9d. ; iron of the Sultan is likely t o cost fully 200,000l.
of Cleveland, the cash price of each dropping 1d,
ship angles, 4l . 12s. 6d. ; st eel ship-plates, 5l. ; and steel
T he E lect?ic L ight in the W est.- At a special meeting of per ton. Tbe closing settl~ment prices were-Scotch
ship angles, 4l. 15s. - all less the customany 2~ per cent. the Taunton T own Council on Thursday, the seal of the iron, 42s. 3d. per t on; Cleveland, 34s. 6d. ; Cumber land
discount for cash, H eavy sections of steel rails might be borough was affi xed t o an agreement for the taking over and Middlesbrough hematite iron, 44s. 6d. and 43s. 4~d.
bought at 3l. 12s. 6d. n et at works, but a slightly higher by the town of the whole of the plant of the local electric p~r ton respectively. About 4000 tons of Scotch were
price has been asked.
sold this forenoon- 1000 tons ab 42s. 5d. one month, and
lighting company.
Iron and Steel Shipments. -The Customs returns of the
T he "Oentu1ion. ''- The Centurion is advancing to- the remainder at other prices. A few lots changed hands
shipments of pig and manufactured iron and steel from wards completion. Her four 10-in. guns have been in the afternoon, and the close was 42.s. ~ d. per ton cash
Middlesbrough during the month of October are ex- mounted, hub the whole of the fittings have not yet been and 42a. 5d. one month. The following are some of the
tremely satisfactory, in view of the depression pre valent delivered. The guns are mounted in turret s made in quotations for No. 1 special brands of makers' iron :
in other branches of industry. The t otal clearance of three parts, and the upper parts have not been deli vered Gartsherrie, Summerlee, and Calder, 493. per ton ;
pig iron for last m onth amounted to 95,673 t ons, which at present. The ship is expected to be ready for service Langloan and Coltness, 55s. 6d.- the foregoing all
shipped at Glasgow; Glengarnock (shipped at Ardrossan),
is an increase of 5600 tons in this direction alone as early next year.
493. ; S hotts (shipped at L eith), 5ls. 6d. ; Carron
compared with the previous month of September, when
Station Improvements on the Great W estern.- Th e High- (shipped at Grangemouth), 53.s. 6d. per ton. A few
the total clearance of pig iron was 89,963 t ons. The
figures were 5000 tons less in October, 1891. In October, bridge st ation of the Great W est ern Railway has been days ago there were only 45 blast furnaces in actual
1892, the total was only 66,417 t ono. 39,254 tons of pig greatly improved. By the removal of the broad gauge it operation, fi ve having been damped do wn at Govan Iron
went coastwise, which was 5000 tons over last has been found possible t o widen and extend the luggage W orks for repair~ but they are now going again. One
month and October, 1891, and 17,000 tons above the and passenger platform fully 2 fb. The length of the basic furnace at u-lents'arnock has been put on t o make
ordinary iron. At this time last year there were 76 furquantity shipped coastwise in the corresponding month platform has also been considerably increased.
last year. The Tyne took double quantity compared with
Welsh Coalj01Egypt.- M essrs. Watts, W ard, and C~ , naces in blast. Last week's shipments of pig iron from
last month, but 500 tons less than October, 1892; 6170 colliery proprietors, of Cardiff and Newport, have ag~m all Scot ch ports amounted t o 6~68 t ons, against 7541 tons
tons of manufactured iron went coastwise, 500 t ons above secured a contract for the supply of coal to the Egyptian in the corresponding week of last year. They included
last month and October, 1802; 5580 tons of st eel went Government railways. The quantity to be delivered 1100 t ons for Canada. 168 tons for India, 530 tons for
coastwise, 1500 tons above the pre vious month, and 500 next year is 110,000 tons, and the prices obtained are Italy, 420 tons for Germany, 530 t ons for Rust~ia., 750
tons less than October, 1802. The total shipments coast - 16s. lld. per t on for double screened, and 16s. 3d. per t ons for H olland, 140 t ons for Spain and P ortugal,
wise amounted to 5t,OOO tons, 7000 tons over last month, t on for colliery screen~d . These figures show an ad vance smaller quantities for other countries, and 2415 tons
coastwise. The stock of pig iron in Messrs. Connal and
18,000 t.on ~ above October, 1892, a.nd 5000 t ons more than of about 3s. per t on upon the contract p rices of 1892.
Co.'s public warrant stores stood at 3~9, 328 tons yesterOctober, 1891. The t otal exports of pig and manufacA B reakwater for T orbay.-On W ednesday a meeting, day afternoon, as compared with 329,551 t ons yesterday
tured iron and steel amounted to 72,632 t on s, which is a
decrease of 2000 tons as compared with last month, convened by the late mayor (Mr. W. F . Splatt), was held week, thus showing a reduction for the week amounting
and GOOO t ons above the return of Oct ober, 1891. The at Torquay to consider th ~ question of a propo~ed bre~k to 223 tons.
foreign shipments of all classes in October, 1892, were water for Torbay. Dr. P ttt P almer moved a resolutton
Glasgow Copper M arket.-The resolution of the iron
approving
the
appointment
of
a
special
committee
by.tbe
14,000 t ons less than for the month of October, 1893, when
brokers t o deal regularly in copper, which was put in
Chamber
of
Commerce
to
collect
data
upon
the
question.
the t ot al of 72,632 tons was reached; 1000 t ons more of
execution for the firRt time last Thursday, has awakE-ned
The
resolution
was
adopted
after
some
discussion.
pig went a broad compared with last month, the
considerable interest in the metal on 'Change. Hitherto
quantity being 56,419 tons, 13;..000 tons above October,
T he F lin tshire Coalfields.-A L ondon syndicate has transactions in this metal hav~ taken place privately out1892, and 7000 tons above u ctober, 1891 ; 2500 tons purchased several large coal fields .in F lintshire, and side the ring, and in times of risi ng or falling values these
less of m anufactured iron went abroad, and 1000 tons intend s shortly t o comm ence operations near L eeswood have frequently been considerable. At present copper is
less of manufactured l:lteel. The chief customers were and N erquis, where cannel and main coalfields are known low in price, and within the last few days an impression
Germany, which t ook 18,530 t ons ; Russia, 12, 399 to be abundant.
has been spreading that it may improve. Copper shares
tons; and H olland, 656 1 tons. The quantity of manu The '' .Astrcea."-The Astr~a has had steam raised in have risen in consequence to even a ,;reater extent than the
factured iron shipped, both foreign and coastwise, was all her boilers, and the vessel will now be pr~pared for a metal itself. Whether the conditi ons exist for establishing
7730 t ons, a decrease of 2000 tons on the previous month, series of machinery trials. The machinery of the Astr ~.\ a regular daily market in Chili bars here remains t o be
and of 3000 tons 0n th e figures for the corresponding has been manufactured at Key ham, and is the largest set shown, but it seems t o be pretty generally agreed that the
p eri od of last year. S teel exports showed an increase of yet constructed in t he W est of E ngland.
effort is worth being made. The iron m uket has, per1000 tons, the total being 20,229 t ons for the past month,
haps, been conduct ed on the whole in rather a conser\ra
and 10, 161 tons for September, 1893, whereas they were
tive way. A little more go and enterprise would do it no
NOTES FROM THE NORTH.
only 11,37G tons in October, 1891, and 16,403 tons in
harm. Its method of collecting and giving out its
GLASGow, W ednesday.
October, 1892. The t otal shipments of all kinds amounted
statistics, for example, is both antiquated and unsatisGlasgow P ig-Iron M ar_kct. - A . v~ry small amount of factory, and a little more publicity given t o its business
to 12~, 636 tons, as against 118,693 tons, being 5000 tons
more than last month, and an increase of 11,000 t ons businfSS was transacted m the ptg-tron wA.rrant market would be certain to increase its pop ularity, and probably
as compared with the shipments of October, 1891. The last Thursday forenoon. Ooly some 3000 or 4000 tons of put a little more money into the pockets of the brokers.
Scotch were dealt in, and the operations were largely of a Two lot s of 25 tons were bough t--one at 43l., and the
figures for October, 1892, were 91,907 t ons.
The F uel T rade.- Fuel continues dear, but is hardly jobbing character . T.he price was . unchanged from the other a t 43l. 2d. 6d. three months. Nothing in the way
so firm . For good blast -furnace coke, however, 12s. 6d. is precP.ding day. N othmg was done m Cleveland or hem& of actual business was done on Friday, Monday, Tuestite irons, and the former was quot ably 1d. per ton dearer day, or \Vednesday, and the prices at the close to-day
asked for deli very here.
for cash. Cleveland was offered at 35s. per ton. three were-buyers 42l. ls. 3d. per t on, and 42l. 103. three
months without takers. The market was firm m the months, sellers wanting 5s. more per ton in each case.
afternoon, with a fair amount of business doing in Scotch
F inished Iron and Steel T rade.- Th e malleable iron
NOTES FROM THE SOUTH-WEST.
ab 42s. 3d. to 42s. 3~d. per ton cash,, th.e firmness
Ca'rdtff. -Th e contin uance of the great lock-out in Lan being due to the bel.ief that the ?oal .str1ke m England trade is again r~ther quieter, the demand wh ich arose in
cash ire and Y orkshire has improved t he. demand .for was showing some stgns of termmatmg soon. About consequence of the stoppage of certain works in England,
South vVales coal large quanttti es of whtch a re bemg 10 000 tons of Scotch warrants changed hands, and at the owing to the coal strike, having eased off, and prices are
forwarded t o oth~r parts of the country. The foreign la.~t the quotations ~('re unchanged f.rom those of the therefore rather drooping. The trade in st eel plat es condemand has also increased. The best st eam coal h as morning. The closmg- settlement prtces were- Scotch tinues to be very quiet. Makers of sheets in the west of
been makin g 14s. 9d . t o 15s., while secondary qualities iron, 42s. 3d. per ton; Clev~lan.d, 34s. n d. ;, Cumberland Scotland are busy with thin sheets, of which considerhave brought 14s. Gd. per t on. As regards household and M iddlesbrough hematite u on, resp~ctl vel:y, 44s . 6d. able quantit ies have b~en wan ted for shiprr:tent to Canada.
coal, No. 3 Rhondda _l arge has made 14s. ~o 1~s. 3d. per and 43s. 4~d. per t on. There was a qUlet busmess ~one Thicker sorts are less ID demand, but prtces are firm on
t on. An a verage busmess has been passmg m coke ~t in Scotch iron on F riday forenoon, but at fi rm p :-Ices. the basis of 7l. 7s. 6d. per t on for iron singles. The tube
recent ra tes. A slight improvemen t has been noted. m Warrants at first seemed rather more p lentiful, but to- trade is active Stewart and Clydesdale being particularly
the ma nufactured iron and steel trad es, . som~ ~ore~gn wards the close sellers became scarce, the cash pr~ce at th e busy with the;e. This company has given orders for SC?me
orders for steel rails having been placed m the dtstr.tet. last showing a ga in of ! d. per ton from. the pr~vtous ~~Y new plant which will be erected with the least posstble
Foundry coke has ma de 20s. t o 21s. , and furnace dttto Between 6000 and 7000 tons were dealt m, and m addit10n delay and it is said that it is to be paid for out of current
t o the official q uotations " option , business took place at reven~e, which is sufficient to allow this to be done, and
18s. t o 19s. 6d. per ton.
42s. 3~d. per ton this week with a ' plant," 42s 2~d. yet lea "e a good return to the shareholders.
Taff Vale and R hymney Railways.-On Friday the Monday with.a .' ' planb ",for ~ month, 42s. 6d. one month,
P i pe- Fuundin.g Trade.- It is reported that the la~ge
directors of the T aff Vale ~ailway Compa!ly engaged a with 1s. forfeit m buyera optwn, and 42s .. 4d. one mont~,
saloon carri age and, st artmg . from Card.ff, made an with l s. forfeit in sellers' option. Nothmg was done m pi pe- foundi?~ wor~s are busy, and that they are meltmg
inspection of the Rhymney R ailway. It w.'ll be. remem- Cleveland or hema tite iron, bub the formor was quoted large quant1t1es of IrOn.
Clyde Shipbuilding Trade: L aunches during A ugust. bered that a fusion of the two under t akmgs I S under 1d. and Cumberland hematite iron ! d. per ~on de~rer.
consideration.
The afternoon market was .firm, at .aho?t prev1ous pnces, There was a considerable amount of ~ctivi~y in the l?cal
Drainage of Monmov.th.-At a special meeting of the with a fair amount of busmess domg I~ Scotch.. About shi pbuilding trade last month, but chtefiy m the fittmgdepartments. Other work has been dull, and
Monruouth Town Council, on J.!"riday, the Mayor (Mr. 5000 tonq changed bands, the ca-s~ pnce sho ~~ng ~ de,~ out
many workmen have been paid off in some of
Honeyfield) presiding, plans for a. comp~ete new . sy~tem cline of ~d. per ton from t_!le mormng. .Some opt10n the big yards. The outpub of new .shipp!ng on the
of drainage for the borough, combmed wtth elect~tc light- business also t ook place, 2o00 tons changmg hands. O!le Clyde during October was very large, m cludmg twentying for p ublic and pri vate use, were finally exammed and lot of Cleveland changed hands at 34s. one month, whtle two vessels of a total of 41,896 t ons, being an increase of
approved. The plans are t o be f<?rwarded to .the. L ocal the cash price showed a drop of 2d. p er to!l from the 24,931 tons over the output in October last yea~, an~ 6~45
Go vernment B~ard for approval, With an a pphcatyon for forenoon . At t he close the settlement pnces were- tons over t hat of October, 1883-the best shtpbUtldmg
p ower t o borrow 18,000l. for the purpose of ca.rrymg out Scotch iron, 42s. 3d. per t on ; Clev~lan~, 31s. Gd. ; 9nm year on t he Clyde. For t he t en mon ths of the year the
berland and JY! iddlesbrough hemattte 1ron, respectLvely,
the scheme.
4!s. 6d. and 43s. 4~d. p er ton. Business was ex tremely output, howe' er, falls short of that in ~ number of correT he" .Antelope."-The Antelope, torpedo gunboat, now
Nov. 3, r893.j
sponding periods of past years. It amounted to 2~4
vessels, aggregating . 247,079 tons, where~ in the same
period of last year 1t was 291,546 tons, m 1890, 291,472
t ons and in 1883, 326,561 t ons. The m on th's launches
incl~ded eighteen steamers, of a. total of 33,456 tons, and
four sailing vessels of a total of 8840 t ons. One of the
steamers was the Kensington, 9000 t ons, built by M essrs.
J. and G. Tbomson, Clydebank, for tbe International
Navigation Company of Philadelphia..
New Shipbuildi11{} Contracts.- M essrs. Flemiog and
F erguson. l'aisley, have received an order from the Govern
ment of Canada t o build an armed service s team~r for
use on the Pacific coast . She is to be somewhat similar
t o the Quadra, which they built for the same Govfrn
ment ab,mt two years ago, and is to have, a.s in the case
of that steamer, a set of the builders' patent quadrupleexpansion engines. -Messrs. John A. Walker and
Co., Glasgow, have contracted with Messrs. Russell and
Co., Port-Gla.sguw, f?r th e supply of a four-roasted s~eel
ship of 2200 tons regt.ster and ~600 tons cargo capa01ty.
In model and specification she is t o be a duplicate of the
ship King George, now nearlY completed for the same
owners. -Me~srs. Anderson, R odger, and Co., Port-Glasgow, have contracted to build two large steamers, aggregating about 9000 tons r egister, for Mr. Hugh Hogarth,
for the "B:u on " Line. The engines for one of them are t o
be supplied by M essrs. Kincaid and Co., Greenook. -It is
reported that an order for a. " Hansa. " liner of 3000 tons has
been placed with a. \Vhiteinch fi rm, and that an order for
another new vessel, a small one, has been placed with a
Govan firm. It is furth er reported that a contract for a
small plssenger s teamer for B elfast L ough has gone to the
Clydebank shipyard, and that the Fairfield Company
have secured a contract for another fas t s teamer for the
I sle of Man traffic.
MISCELLANEA.
E N G I N E E R I N G.
are about 16! ft. and 12 ft. in diamet er r espectively. The
water-bearing Rtrata through which they are to pass is
300 ft. d eep. The work is being done by the Societe d es
Anciens Etablissements Ca.il, who have provid ed ammonia
freezing plant, capable of producing 4 tons of ice per
hou r. The brine from these r efrigerators will be circulated through .36 in. wroug-ht-iron tubes s unk around
the site of the shafts, and mto the firm ground 300 ft.
below.
On the initiative of, and in co-operation with, the
Copenhagen Patent Office, the Industrial Society of
Copenhagen is arranging for a special exhibition of such
new inventions as may be peculiarly s uited for use in
Sca.ndinavian countries, d uring January next. The
Cop enhagen Patent Office is, we gather, a pri va.te con
cern, but the Industrial Society had charge over the
Danish exhibits at C hicago. Further information as to
th e proposed exhibition can be obtained on applica tion t o
the Kjoben-havn's Patent Burea.u, 48, Vimmelskaftet,
Copenhagen, K.
The traffic r eceipts for the week endi!lg October 22 on
thirty-three of the principal lines of the United Kingdom
amounted to 1,404,70ll., which, having been earned on
18,388 miles, gave an average of 76l. Ss. per mile. For
the corresponding week in 1892, the rec~ipts of the same
l i?~ amounted to 1,498,5-!Sl., with 18,199 mile~ open,
gtvmg an average of 82l. 7s. There was thus a. decrease
of 93,847l. in the receipts, an increase of 189 in the
mileage, and a. d ecr ea se of 5l. 19s. in the weekly receipts
per mile. The aggregate r eceipts for sixteen weeks
to date amounted on the same thirty-three lines to
24.261,490[. , in comparison with 2G, 145,837l. for the corresponding period last year; decrease, 1,884,347l.
?vir. D onald Murray, a journalis t of Sydney, N.S.\V.,
ha.s devised a. form of writing t elegraph based on the
typewriter. The m essage is printed by type keys both
at the transmitting and recei ving ends. Ooe lin e
only is used bet?.een the instrument, in spite of the fact
that so many different charact ers can be transmitted and
printed at the far end of the wire. Clockwork and synchronising devices are not used ; but the d epression of a.
key at the sending end transmits along the wire five
short positive and nega.ti ve currents. At the reoei ving
end of the line is an interpretAr, which, accord ing to the
particular combina.tion of signals sent, releases one or
other of a. number of contact keys, which operate relays
working the type keys.
54 I
necessary to have not only area. inclosed by the dia~ram,
but volume; this was clearly shown by a. plaster model
which ser ved to illus trate the uselessness of attempting to
deal ad equately with three variables of unlike kind by
grap hical methods upon plane surfaces. A discussion
followed the r earling of the paper.
In a. paper on "Cover ed Service R eservoirs, " r ecently
r ead before the A met io~n Water Works A ssociation by
Mr Samuel T omlinson, M. Inst. C.E., an interesting
account is given of the r eser voirs for the city of N a.ples,
constructed ins ide the Capedimonte Hill. The r eservoirs,
in fact, are 150ft. below the surface of the ground. Th1s
admirable situation was adopted because the hill bad
already been honeycombed for building stone, an d the
galleries left by the old miners could be enlarged
without great expense. The low-service r eeervoir con
sists of five ovoid galleries, excavated parallel to each
other. They m easure 35.4 ft. high and 30.3 ft . wide.
The depth of water is 26 ft. Three of the galleries are
830 ft. long, whilst the other two are 666 ft. long, and
the t otal capacity of the r eservoir is 211,000,000 gallona.
U p to 5 in. above the t op water-line the aides of the
excavation were plastered with cement, varying in thickness from 2 in. at the bottom to 1~ in. at the t op. The
plaster consists of two layers, the under one of which is
composed of two 'Earts of puzzuolana. and one part ea.cb of
sand and lime. The finishing coat is of sand and cement
in equal proportions. The basins are ventilated by shafts
sunk from the surface, the entrances to which are covered
and secured . The g r eat d epth below ground level at
which these reser voirs a re situated insures that the
water supply is maintained at an equable t E.- mpera.ture of
about 55 d eg. Fa.hr. the year round.
It appeara from tbe official r eport of Her Maj esty's
Inspector of 1-Iines for the Midland district that the
t otal quantity of all kinds of mineral raised in 1892 was
21,726, 122 tons. This was an increase of 12,431 tons as
compared with the year 1891. The average number of
days worked in the four counties included within the district in 1892 was a s follows: D erbyshire, 248! ; Notting
hamshire, 238! ; Warwickshire, 259 ; and L eicestershire,
226!. The number of person s employed in the district
was 74!657, as against 71,540 in the previous year, and
66,468 ID Us90. '"he quantity of mineral raised last year
was about 1~,000 tons in excess of that raised in 1891.
The number of lives lost in 1892 was 7~ the tons of
mineral raised per death being 297,618. These figur~s
contr asted unfavourably with thtl previous year, when
th~re were only 60 deaths, and the tonnage of mineral
ratsed per death was 361,894. But the proportion of
deaths to tont;tage throughout the United Kingdom is
much worse still, for the tonnage of mineral raised per
d eath in 1892 was only 195,473, and in 1891, 201 934. The
colliery accidents in the M idland districts in 1892 were G9
in number-including 40 falls of roof 6 shafts and 23
miscellaneous. I~ 1891 there were o~ly 60 a.~idents.
The non-fatal acCidents r eported under the Coal Mines
Regulatiot;t Act dur~ng 1892 were as.follo?JS: Derbyshire,
385; Nottmghamshtre, 180; \Varwwksh1re 49 and L ei
cestershire, 49 ; total, GG3.
'
'
---
E N G I N E E R I N G.
542
...
.,
'
l'
'
.,
"" ~
1834.
..
......
. .. ...
'
NEw YoRK
CENTRAL RAILWAY,
1831.
ENGINEERING.
AGENTS FOR
11
ENGINEERING."
CONTENTS.
PAGB
PAGE
Ball Bea~ing.s (nlust rated). 527 The. Loss of th~ "Victoria" 644
The Inst1tut10n of Meoham.Marme Industr1es .......... 544
calEngioeers .. . ......... 528 The Weather of October,
The British A880oiation . . . . 532
1893 ... .. _. . . . . . . . . . . . . 545
The Engineering Congress
The New Torpedo - Boat
at Cbkago . . . . . . . . . . . . . . 534
Destroyers . . . . . . . . . . . . . . 545
Boiler End Turning, Boring,
Literature . ... ... ..... .. .. 546
and Drilling Machine (llBooks Received. . . . . . . . . . . 547
lmtrated) . . . . . . . . . . . . . . 536 Notes . . . . . . . . . . . . . . . . . . . . 647
SOOTon Embossing Press at
Ball Bearings for Thrust
the World's <Jolum bian
Blocks . . . . . . . . . . . . . . . . . 548
Exposition ( IlltStrated) . . 5~6 Economical Speed of SteamLocornothe at the World's
sbi ps . ... _. . . . . . . . . . . . . . 648
Columbian Exposition ( Jl.
Mechanical Flight ...... . 548
lmtra led} . . . . . . . . . . . . . . 537 Balancing Eng ines . . . . . . . 549
Na.pier's Steam Steering
The Patent Laws ....... .. 649
Gear (lllmtrau.cl) . . .... .. 537 The Loss of H.M.S. 11 VieEarly American Locomotoria" . . . . . . . . . . . . . . . . . . 64 9
Railway Travelling .. . .. . .. 549
tivesa.ttbeWorld'sColum1Launches and Trial Trips . . 650
bian Exposition (lllttstrated) . . . . . . . . . . . . . . . . . . 537 Diagrams of Three Mont hs'
Notes from the United
Fluctuations in PricE's of
States . . . . . . . . . . . . . . . . . . 537
Metals . . . . . . . . . . . . . . . . . 660
Tbe Physical Society ... . .. 637 Paddle Steamer for the Dosphorus liUmtrated).. . . . . 651
Refrigerator Car at the
Industrial Notes .... .. .... 551
World's Columbian Exposition (I llustrated) .. .... 639 On t he Modifications of OarNotes from South Yorkshire 639
boo in Iron. . . . . . . . . . . . . . 552
Notes from Cleveland and
On the Ar tificial Lightmg of
Workshops (Illustrated ).. 554
the Northern Counties . . 539
Notes from the NorLb . . . . . . 540 The Cleveland Mining Dis~?tes from the South-West 040
t r ict . . ........ . ... . .. . . 566
1scellanea ............. . . . 641 " Engineering" Patent Re
Th6 World's Columbia.n Exoord (IUustrated) ...... 657
position . . . . . . . . . . . . . . . . 543
With a Two-Page Engraving of a 1~ WHEELED LOCOMOTIVE AT THE WORLD'S OOLUJJBI.AN EXPOSlTION.
NOTICE.
The New Cunarders ., CAMPANIA" and "LUCANIA ;" and the WORLD'S COLUMBIAN
EXPOSITION OF 1893.
The Publtsher begs to announce that a Reprt.Dt is
now ready of the Descriptive Matter and Illustra-tions contained 1D the issue of ENGINEERING of
AprU 21st, comprising over 180 pages, with ntne
two -page and four slngle page Plates, printed
throughout on special Plate paper, bound in cloth.
gUt lettered. Price 6s. Post free, 68. 6d. The ordl
nary edltion of the issue of AprU 21st is out of print.
NOTICES OF MEETINGS.
ENGINEERING.
FRIDAY, NOVE111BER 3, 1893.
543
50 cents instead of 50 centimes. The record has
been broken, too, in a less satisfactory way by fire
and accident the destruction of the cold storage
building, and t he great loss of life atte~~i~g it, finds
no parallel in the history of Exh1b1t1?n~ ; the
ambulance service was kept b usy within the
grounds of J ackson Park, and a deplor~ble loss
of life from railway accidents must be laid to the
account of the World's Fair. This, indeed, was to
be expected, for the many lines cantering i~
Chicago are overburdened with traffic under ordinary conditions, and the extra burden thrown upon
them during the past three months could not be
borne without many disasters.
Probably the fact that the Exposition is over,
and over with so much glory, brings a general feeling of satisfaction to Chicago. From the commencement of the great fight with eastern cities to
gain the privilege of holding ~he World's Fair, the
people of Chicago have been I.n . ~ state of al~ost
unbearable tension. The ExhibitiOn "they paid to
get and prayed to be delivered from" . involved
vast responsibilities and great sacrifices ; It was no
unmixed blessing for which they struggled, b~t
when the victory was won, they faced the responsibilities and undertook the sacrifices. The manner
in which the stupendous task has been accomplished
has astounded all the world, except that part of
it which has maintained an attitude of stolid
indifference. At the close of May, the most
hopeful friend of the Fair could not but take a
gloomy view of the chances; the visitors were
ominously scanty, and t he hostile criticisms of the
eastern press damaging and unceasing. The monumental rail way station, erected on the grounds with
a reckless outlay, remained a desert, and the apparent indifference of the railway companies indicated the probable absence of those crowds of visitors
from all parts of the United States whose attendance
was relied upon. Then came the panic, with all its
disastrous consequences, so that on August 1 it
see1ned almost impossible that disaster \vould be
escaped. But late in the day the t ide turned, and
the triumph of the World's Fair came on the crest
of a. flowing wave of good fortune. Through August
and September the crowds increased, the excursion traffic grew, and on October 9 the marvellous
record of uchica.go Day, " with 716,881 paid admissions, was obtained. During the first week of
October no less than 2,101,000 people paid for
admission ; this was raised to about 3, 500,000 for
the two weeks ending the 15th, and it now appears
certain that the total has exceeded 21 millions,
Of course, with the influx of visitors, the treasury
resources grew, not only from the half-dollars of
entrance charge, but from the profit on concessions. And to such a degree was this welcome
change effected, t hat all liabilities, except t o stockholders, can now be discharged ; the remainir.g
liabilities are very large, but nothing like what was
expected, and the stockh olders may well be content, if need be, to lose their money in view of t he
substantial and permanent benefit that must accrue
to the city of Chicago. Nothing succeeds like success, and the unexpected turn of events has broken
down the hostile feelings that prevailed so long.
Instead of criticism comes laudation, well-deserved,
though somewhat tardy ; t he New York papers are
now almost as proud of the success as Chicago herself ; the annexed extract shows the tone that now
prevails:
"Thus has Chi cago gloriously redeemed the obligations incurred when she assumed the task of building a.
World's Fair. Chicago's business men started out to
prepare for a. finer, bigger, and more successful enterprise than the world had ever seen in this line. The
verdict of the jury of the nations of the earth, who have
seen i t, is that it is unquestionably bigger and un
doubtedly finer, and now it is assuredly more successful.
Great is Chicago, and we are p rouder than ever of her.,,
E N G I N E E R I N G.
544
consequences to foreign nations will, in our opinion,
be hardly less _fateful. The large crowds expected
from Europe did n ot come, but visitors from this side
of the Atlantic partly made up in importance what
they lacked in numbers. To-day the power proor ess
.
'
0
'
d
an Impor tance of the U nited States are understood
abroad better than they were ever known before
the possibilities of future foreign trade with th~
R ep_ublic- tariff or no tariff- are mor e completely
reahsed. Once mor e, so it seems t o us we have
b een worsted in t he fierce commercial struggle of
the world, by neglecting a golden opportunity, of
which our most formidable t rade opponent, Germany, w~s n ot slow t? ~ake advantage. Never, at any
Internatwnal ExpositiOn, has any foreign country
b een so completely represented. The r eason was an
obvious on e-though German manufacturers were,
for a very long time, slow to grasp i t. Germany
has t rade to mak e, and we have trade t o lose, with
the U nited States; it cannot be disputed t hat the
display made by Germany will hereafter be t h e chief
memory associated with the exhibits at the World's
F air, and it is scarcely doubtful t hat the conseq uences will be promptly seen in t he r eturns of our
export trade with America. Germany, however ,
was n ot the only count ry making a splendid r ecord
at Chicago ; France was n obly represented, w bile
Sweden, Russia, Italy, Spain, and Switzerland were
prominent among European nations. Great B ritain
may well be proud of those among h er colonies who,
wholly at their own cost, took part in the Exposition.
New South Wales made a display worthy of a
first-class nation, and Canada came very close
b ehind; Ceylon was r epr esented in a way never
before attempted, and several others h elped to
make good the deficiencies of the mother country.
One of the most outspoken utterances on this subj ect
was recently made by Mr. H enniker H eaton,
M.P. , when visiting Chicago a few weeks since :
" You may say that I am disgusted with Great
Britain's exhibit and attendance. The former is puny
and in no degree representative. England and Englanders will never have another such a glorious opportunity for an international exhibit of their resources and
capabilities. I do not in the slightest degree hold Sir
Richard Webster responsible for the situation, and Parliament supplied a plenteous fund, but the extent and
importa.nce of the Exposition have been wholly misconstrued and unappreciated in England.
" As for t he lack of European attendance or patronage,
they have no conception of what they have missed seeing
and enjoying. On the other hand, Australia has surpassed herself, and I am proud of her as an English subject. H er exhibit in the Agricultural Hall is mar vellously
ne and creditable, and in a large measure redeems
England)s indifference or cupidity. "
We imagine there are but few unprej udiced
people competent of judging who will n ot thoroughly
indor se Mr. H enniker Heaton's criticisms, and we
sincerely hope t hat this gentleman will not fail, on
his r eturn t o England, to repeat and emphasise
his well-grounded strictures.
For good or ill t he opportunity has passed away,
but we may yet learn useful lessons, if we
choose t o do so, from the Colum bian Exposition. Such celebrations, in one country or another,
aud at sh ort intervals, appear inevitable, and the
experience at Chicago ought to be useful on futur e
occasions, especially to exhibitors, who ar e t he most
important elements of an exhibition. We think it
will be generally admitted h ereafter that t he
World's Fair was on too large a scale ; t hat the
exterior of the buildings was t oo beautiful, and
the s urroundings too attraptive for the well-being
of exhibitors, and in this connection we should
like to h ear from British exhibitors whether they
have been satisfied with their venture, and, if
not for what reasons. We t hink more attentio~ must be paid in future t o ventilation ; that
it will be ad mitted it is not always the biggest
buildings that are b est adapted for exhibitions
-at Chicago t h e Tr~nsportation Building was
far more more convenient than the one devoted
to Manufactures and Liberal Arts ; that, unless
for exceptional purposes, overhead gallerie~ s!wuld
be abolished as almost useless for exhibitors ;
that m or e care should be devoted to the preparation of catalooues (New South Wales gave an
admirable model); and many oth er things. In
n1atter of classification the Columbian E xposition left n othing to be desired. ; in organisation it displayed many weaknesses. We ar e
bound to say though we say i t with fear and
trembling, th~t
omen's Buildings shou~d be
avoided in the future, and t hat the M1dway
Plaisance, though it was full of deligh~s, established a dangerous precedent. We consider t hat
"r
[N ov. J,
893
MARINE I N DUSTRIES.
MR. J onN I NGLIS, t he well-known Clyde shipbuilder , is the new President of the I nstitution of
E ngineers and Shipbuilder s in Scotland, and he has
j ust delivered his presidential address. The difficulty of attaining success in such an address is a
common experience, for there is no positive standard
by which to judge t he r esult. The usual practice is
to adopt t he historical or reminiscent, but, unless
t he narrator can deal with personal reminiscences
of a date n ow anci ent, t he result is usually unsatisfactory; while) as Mr. Inglis further pointed out, a
summg,ry of the engineering works of t h e year is
apt to savour strongly of extracts from the technical
journals. We cannot quite appreciate the value set
upon the objections to dealing with a particular subject of which a special study has been made. Few
members would r egard such an address from a master
mind as " invading the territory of the members
who contribute papers at the regular meetffigs. "
The fear of weaknesses and fallacies going unchallenged because, by courtesy, presidential ad'd resses
are not debated, would surely be met by criticisms
from without, if not in subsequent papers. If
personal r eminiscences of value not hit herto
divulged cannot be presented, we think t he time has
come for a departure from the rule of dealing with
history already r ecorded. As personal reminiscences
of any special value are exceptional rather than the
rule, it is fully time some new depar ture was made
in t he way of dealing exclusively with a technical
subject of which a special study had been made,
and probably Mr. Inglis was as well able as any
marine constructor to make such a departure, for,
recalling his few contributions to the technical
institutions, and their permanent value to the
whole profession, we doubt not t hat in t he archives
at Pointhouse there is a store of experience, a
little of which would have made an ideal address.
Withal the address by Mr. Inglis was a distinct
success. N ext to reminiscences or the treatment
of a subject by an expert, comes what might be
tenned a philosophic estimate of the i nfluen~e
Nov. 3, 1893.]
of passing events, and a careful consideration by a
competent judge of their value as steps towards progress. He is endowed with that philosophic calm
which is necessary to hold the balance between t he
optimism consequent, say, on the addition of half a
knot to the speed of the modern Atlantic steamer,
and the pessimi.s~ so largely obtaining owing to the
unsettled cond1t10n of labour. Both topics are of
moment, but the President seemed content in the
case of these and other subjects to drop a suggestion
starting a long train of thought. In the one case
he felt satisfied, in r eviewing the discontent of
labour from ancient times, that disputes on
wages questions have always been, and probably
will be, so long as the sole uextt~ between
man and man is cash payment . Some artificial
regulation of wages is, he considers, necessary, and
he suggested, as a suitable pursuit for the members
the determining how such regulation could be intel~
ligently applied, and how waste of energy in stri ving for the unattainable should be avoided . The
idea is good, ~nd ;\ ~o.mmittee with such a. president,
who has studted pohttcal economy from the practical
as well as. theoretical. point of view, might produce
some basts for a sattsfactory scheme. 'l'her e is no
doubt that such strikes as that which has con tinued
for three months in the coal t rade h ave most disastrous results, and in marine industries, where they
are not infrequent, ben efit would accrue from a
method of regulating wages intelligently applied.
As to the futu re of the marine industries from
the technical standpoint, little was said, and t he
explanation is satisfactory. The first essential to
progress in this respect, he rightly considers, is
finance.
He believes that if the obstacles to com
mercial success can be got over, the r equisite skill
for the production of still faster vessels will not be
wanting. He therefore enter ed at some length
into the question as to whether, with our larger
steamers, we have reached any higher financial
succe3s, and the result of his investigation led him
to the conclusion t hat, notwithstanding the continuous efforts of engineerd towards mechanical
improvements, and the attaining of ever-incr easing
speeds at sea, the margin of profits t o the owner of
fast steamships is so dangerously n ear to zero, that
to preserve him in existence it would seem as i f
the State aid which was obviously necessary in the
infancy of steam navigation, cannot yet be dispensed with. British mail services ar e performed
more cheaply than those of any other nation. The
mail subsidies paid by this country amoun t to
G37,000l. per annum, while the other three principal European countries-France, Germany , and
Russis-pay in the aggregate over 2. 7 millions, or
more than four times the British total. In other
words, the four countries pay in all 3. 33 millions, of
wh ich Great Britain contr ibutes 20 per cent., while
the foreign trade of t h e four count ries is 1646 millions sterling, of which our proportion is 45 per
cent., or 74.0 millions. The four countries q uoted
pay ll. of subsidies to every 336l. wor t h of
imports and exports ; the r atio for Britain is
1 to 1161. Taking the case of t h e French companies first, Mr. Inglis found t hat t he mail
subsidy amounted to one million, while t he p remium or bounty for navigation, under the n ew
laws, amoun ts to 360, OOOl. T he French Transatlantic, with l.G millions of capital and 167,000
tons of shipping, absorbs subsidies amounting to
446,320l., and yet only distributes about 80,000l.
annually in dividends- less than one-fifth of the
t.'\te aid. The Messageries Mar itimes has 2.4
millions of capital for 202,000 tons of shipping.
They absorb 554,000l. as subsidies, and only pay
120,000Z. as dividend. Steam navigation in France,
as ?.1r. Inglis points out, is still the tender nursling
of 1 36, for were it not for t he subsidies there
would be a yearly loss of fully a quar ter of a million
in the case of two companies with f our millions of
capital. In Ger many the condition is equally unsatisfactory, for the principal compan y- the N or th
German Lloyd's-would last year have drop ped
190,000l. had it n ot been for the subsidy of
220,000l. The year's balance was only 30,000l.equal to 1t per cent. on t h e capital of t wo milliontt.
An examination of the British companies' accounts
f~ r the past yea r does n ot indicate any impr ovement. Taking four of the leading companies which
made profits last year- the P. and 0., the Cunard,
the R oyal Mail, and the ShawSavillandAlbion Comp:mies-it is found that they earn a subsidy totalling
482,3031., while the profit on the year's oper ations
was only lfi9,08Gl., so that but for this subsidy the
loss on the year would hav~ been 323,000l. Of
E N G I N E E R I N G.
s45
course the subsidy is r eally for work done while as weather of October has shown that
r egards freights, last year was n ot by ~ny me~ns
Autumn comes with the mi~bt of floods,
a. favourable one. I t is nevertheless surprising to
The glow of moonlit sktes,
And the glory flung on fading woods
note t hat but for this State aid the companies
Of thousand mingled dyes.
named .h aving high- speed steamers would have
been w1thout a profit. The details are instructive : Of course the wettest month of the year is always
expected to be wet, but not always to have so fair
Mail
Per JOOl.
Capital.
Profit.
Rubsidy.
Ce.pital. duration of sunshine as the past month. The rains
,
60,00J
6,9t4 = 6s. 9d.
Itoyo.l Mail ..
SOWlngs.
900,000
1>0,000
302 -- Sd.
Sba. w Sn.vi 11 .
460,120
12,070 = 2l. 108.
The mean p ressure and temperature of the atmosphere at extreme positions of the British
6,2!6,420
480,000
169,0 6 = Sl.
Islands t o which the Isle of Man is central, were as
The P. and 0. have an Admiralty s ub vention of follows :
12,394l. lls. 9d., and the Cunard Company of about
13,500l. per ann um in addition to mail subsidy.
Dift'erE:nce
Mean
Difference
Mean
Four other companies are cited by Mr. Inglis as PositioLs.
from Normal.
Pressure. from Normn.l Tempera
turt>.
sub_sidy-earning, ye~ working without profit. The
.
above .06
54
1
29.97
" 1
.01
61
29.81
equal to ~0 per .cent. o~ the_capital , n otwithstanding Central
"
that the1r ma1l subs1dy 1s 85,000l. The Pacific
Company h~ve a mail subsidy of 20,000l., and yet
The distribution of rain in frequency and quan
lost 57, 238l. , so that the capital of n early 1! millions tity may be r oughly inferred from the following
earned no return. These eight companies, there- results:
fore, representing 8! millions of capital, while receiving from the Government 665,200l. as mail s ubJ Difference
Places.
Rainy Days.
Amount.
from Normal.
sidy, or Admiralty subvention, show on balance a
-----
.
.
23
2.26
less 1.44
"
1.29
balanced by the sum of 650,000l., which one of the
older Atlantic companies has written off as irreThe daily general directions of the winds over
coverable loss. The operations of the companies t hese islands give a resultant from \V. ; from 'V.
named, it is pointed out, are probably less affected by S. when the estimated force is taken into the
by the fluctuations in cargo freights than those of computation ; and from , V, as indicated by the
t he maj ority of shipowners, and Mr. I nglis thinks mean distribution of atmospherical pressure. This
it difficult to avoid t he conclusion t hat much of the is so near to t he normal resultant, \V. S . \V., t hat a
disastrous r esults may be due t o more rapid ad- mean temperature 1 deg. above the n ormal is not
vance in speed than the conditions of the employ- surprising. Atmospherical pressure differed only
ment of the vessels war1 ant, or t o some other slightly from the n ormal ; but at the north of Scotdefect in the adaptation of them to the intended land, wher e the difference was gr eatest, the rainpurpose.
fall was most frequent and abundant ; the other
The point is one of gr eat interest, and Mr. Inglis's parts had a deficiency in the q uantity of rain. On
demonstration is so satisfactory, so far as it goes, t hat the lOth, 1.1 in. of rain was measured in L ondon ;
one cannot but the mor e r egret that he depar ted on t he 12th, 1. 28 in. atJ ersey, 1.12 in. at Dungeness ;
from t he topic t o satisfy the ordinary idea of a pre- on t he 18th, 1.57 in . at HuratCastle. Thunderstorms
sidential add ress to which we have already made re occurred in south-west England on t he 5th ; in
ference. I t would have been interesting to know pre- central England on the 7th ; in south-east England
cisely if the very unsatisfactory results of last year's on the 9th; on the south coast on t he 17th. The
working were experienced in preceding years. It highest temperature, 70 deg., was r eported at
is well known that we have been passing through Llandudno on the 21st.; t he lowest, 27 deg., at
a period of great depression, and that freights have Markree on t he 8t.h. The mean temperature of
been very lo w, and while the companies quoted the air at 8 A. M . for the entire area of these islands,
may n ot hq,ve suffered as m uch as ordinary freight a.t sea level, was 51. 5 deg. on t he 1st, 48.5 deg. on
carriers, still there is t he possibility that the the 4th, 51 d eg. on the 8th, 48 deg. on the 13th,
figures of last year are worse than those of preced- 57 deg. on t he 16th, 51 deg. on the 19th, 57
ing years. The point to be d etermined before any deg. on the 21st, 48.5 deg. on the 23rd, 51.5 deg.
conclusion can be arrived at is whether the losses on the 24th, 46.5 deg. on the 26th, 53 deg. on the
have grown with the addition of ships of incr eased 27th, 39 deg. on the 31st, showing the capricious
speed, and have n ot fluctuated with t he prosperous fluct uations of the descending curve of t emperature,
or depr essed state of t he freight market, as in the due to changes of wind, which were chiefly between
case of companies where speed is not the first S. W . and N. W.
Atmospherical pressure was
essential. Moreover, incidental influences in trade greatest, 30.6 in ., on the 23rd; least, 29.0 in., on the
must be taken into consideration. There is room 4t h. The heavy falls of rain t o be expected in this
for d oubt as to whether our high-speed steamers month were alternated by intervals of sunshine, a
make for commercial success, and if t hey do not, fair amount of day warmth q ualified by cold at
then we are advancing either too quick ly or night. "The cold groweth stronger, and paler th~
on false lines.
The history of progress in sun. " At 8 A . M. on t he 22nd, while t he temperature
all departments of science encourages develop- at Dungeness was 58 d eg., at Parsons town it was
ment in anticipation of r eward, and we d o n ot only 37 deg. The n otations of the weather indicate
know that we have r eached that stage in marine clear fine days to have ranged between 12 in t he
construction when the prospects warn against east and 4 in the west ; overcast, between 17 in
;\d vance. As to whether the line of progress is the north and 6 in t he south district. During the
right or wrong, there can be no defini teness ; so four weeks ending t he 28th, the duration of bright
that there is the gr eater n eed for frequent and sunshine, estimated in percentage of its possible
careful investigation. Mr. Inglis, in his address, amount, was for the U nited Kingdom 32, Channel
which as we have indicated, is pregnant with I sles 41, north-east England 40, east England 39,
thought~ul hin~, the~efore .ope~s up fo~ considera- sout h England 37, central England 36, east Scottion a w1de subJect of tnvesttgatlOn , and 1t should be land 33, south-west England 31, west Scotland and
to the interests of Rhipping companies to supply t h e south Ireland 30, n orth Ireland and n orth-west
information requisite for a thorough investigation England 26, north Scotland 13.
W eek by week the proportion of sunshine has
as t o whet her or not the present type of fast
vessels have d efects which militate against com- been steadily decreasing.
mercial success.
..
E N G I N E E R I N G.
chapters is very varia.~le ;. in m.ost parts so little is this condition, however, is n ot only not essential,
required that we th1nk 1t a ptty that the whole but violates the "principle of least resistan ce,"
book has not been adapted for non-mathematical whioh shows that it must lie as hjgh up as is conreaders. On page 7 wo are reminded of the mean- sistent with the condition of strength of the arch
in as of sine and cosine ; also the position s and values ring, say at the upper third of the ring.
the maxima of several (by n o means simple)
Even with all these faults (wh ich could be easily
functions are found by purely tentative processes cured in a new edition), the book is a. distinctly
of arithmetical calculation : whilst, on the other good one in its teaching the practical working of
hand several pages bristle with integrals, a nd examples without much mathematics.
ca.nn~t b e understood without a fair knowledge of
integration.
BOOKS RECEI VED.
In the first six chapters (111 pages) elementary A New Chapter in the H istory of Labour.
London:
mechanics and resistance of materials are treated
U nwin Brothere. [Price 1s. ]
i M ercati Coperti. Di MARC AURELIO BOLDI. Rome :
Of in some detail and with considerable skill by Per
Tipogra.fia. Fra.telli Centena.ri.
quite elementary methods, so as to lead up to the A n Elementar.v Treatise on the Geometry of Conics. By
Theory of Structures.
The chapter on Roof
A UTO ' H M t.:KHOP.\.DHYAY, M. A., F.R.S.E. L ondon
Trusses (62 pages) is good ; space might have
a.nd New York: Macmillan and Co. [Price 4s. 6d.]
been saved h erein by discard ing altogether the old Evc,ybody's L etter Writer. By P ENHOLDER. London:
th
t
f
f
1
Saxon and Co. [Price 6d.)
f
process o computmg
e s resses roru ormu re, Experimente mit Stromen hohe1 W echsel:.ahl und F1eand using instead the stress- d iagram method
quenz. Zusa.mmengestellt von ETrRNNE DE FoooR.
throughout (as has been done for the mor e complex
Revidirt und mit Anmerkungen versehen von NJKOLA
trusses). The chapters on Arches (81 pages) and
TESLA. Mit 94 Abbildungen. Vienna., Pestb, and
on Domes (41 pages) are excellent; they contain
Leipzic : A. Ha.rtleben.
worked examples of most of the different k inds of Amber: A U about I t. Liverpool: Office of Cope's T obacco
Plant.
arches and domes worked out in a way that would Principles of P olitical E conomy . By J . SarELDNicHOLSON,
be easy to follow in similar cases. A great simpliM. A., D. c. Vol. I. L ondon: Ada.m and Charles
fication has been introduced into the practical calBlack. [Price 15s. )
culation of the stability of the haunches and abut- The T heory and Practice of b-foder n Fra;mcd Structures.
ments by the constant use of t h e prin ciple that
ByJ. B. J oHNSON, C. \V. BRYAN, and F . E. T uRNEAURE.
N ~w York : John Wiley and Sons ; L ondon : Kega.n
sin?e the horizontal thrust at t h e cro~~ and t h e
Pa.ul, Trench, TrUbner, a.nd Co., Limited.
we1aht of the arch and load above the J01nt of rup- Obj ects of I nterest to Engineers and others in and about
tur; balance about some point in t hat joint, they
P hiladelphia. Philadelphia : The E ngineer's Club.
may, in treating of the parts below that joint, be T he Ore Deposits of the Uni ted States. By J A~~ES .F.
treated of as if applied at that point. This greatly
KEM~ ~.B., E.l\1. New York : The SCientific
l' fi
1 1 th
t
Th h t
Pubhshmg Company.
stmp 1 es ea cu ahng eu momen. S:
e c ap er Die Drahtseilbah'n,en der Schweiz. V on K. W ALLOTH.
on domes appears to be largely or1gmal, and taken
Mit 10 Lithographirten Ta.feln. Wiesbaden : C. W.
from the author's own papers read b efore the Royal
Kreidel. [Price 11 mark.)
Society. The articles on Rakina h oring ar e also Addresses Delivered before the World's Railway Commerce
excellent
f h
k t.
t' 1 t
t
Official Report. Chicago : Office of T he Railroad A ge
b
The est part o t e wor 1s lLS prac 1~ rea and N orth- Western Railroader.
ment of worked-~mt examples. ; but there 1s much Theory rtnd P ractice of Na11igation. By W rLLIAM H.
in the mathematiCal explanatiOns and phraseology
BARHAM, Lieut. R.N.R.
W ith 60 illustrations.
that would bear improvemen t, of which some
Londo~ ~nd Glasgow : Willia.w Collins, ons, and
instances will now be 0uiven .
Co., Lmuted.
.
.
a
]
f
R
I n Search of a Cltmate. By CHARLES G. NOTTAGE,
On page 6. 1t lS stated 1n euect t 1at a ~rce may
LL.B., F.R.G.S. London : Sa.mpson Low Ma.rston
be resolved mto two compon ents P, Q 1n any two
and Co., Limited.
'
'
directions AB, A C, so long as AB, A C are not T he Rules and Usages of the Stock Exchange. By G.
in the same straight line; but t hat, if A B, A C be
HERBERT STUTb'rELD, B. A. Oxon. Second Edition.
in the same s traight line, then H one comr-onent
By the Auth~r and H ENI_tY STROTH~R CAUTLEY, B.A.
\anishes, while the other becomes infinite, and the
London: Effingha.m Wtlson. [Pnce 5s.]
resultant R coincides with t he greater force, "
whereas, of course, both components become
N 0 T E S.
infinite, but always in ratio P : Q = sin R A C :
THE COALFIELD!; IN vVEST SwEDEN.
sin R .A B ; the usual geometrical construction
THE first researches for coal in the province of
(parallelogram of forces) is of course nugatory.
Again, in the description (page 11) of the stresses Sconia date from the year 1737, at Vallakra, some
in a crane A C B, whereof B C is t he jib and C the six miles from the town of Helsingbor g ; in the
apex from wh ich t he weight W hangs, it is stated year 17 44 the ex:perimen tal boring was resumed
that '' the force acting in B C to b alance the str ess at Bosarp, n ot very far distant. Here the underproduced by \V must act from C towards B, " and taking was continued under private initiative
the arrow-head in Fig. 8 also shows this force in until 1796, when it was formed into a comdirection C B, whereas, in fact, t h e stress iu B C pany, which began work at H oganos t he fol(resisting the stress caused by ' V) acts in direction lowing year. For more than twenty years this
company continued work, until it, in the year 1825,
BC.
The n ext three p oints to be n oticed are pre- was transformed into the still existing H oganos
Coal Company. In addition to coalmining, the
sumably only accidental slips.
Firstly, Figs. 9 and 10 a re not corr ectly placed company has also gone in for other industries, in
together ; t hey should be placed so t hat corre- order t o make good t h e nat ural materials at its dissponding lines are parallel (as described in th e text). posal, such as earthenware, firebricks, &c. The
Next, on page 22, two couples are queerly company employs about 1000 hands. In the year
printed as '' P x A C x P ., and Q x B C x Q.,." 1760 extensive coal measures were secured by a
Again, in several places (see-page 23, line 16 ; page private firm at Vallokra, and after a lapse of about
24, line 13 ; page 27, line 6 ; page 28, line 7) the a century work was r esumed there, two pits being
phrase "stress " is used where "moment of stress" sunk. In 1866 the V all okra Coal Company was
formed, with a capital of 1,500,000 k r. (about
should have been used.
The free use of the old t erms " colla.r-boam, " 82,500l.) ; it subsequently removed t o Billes"tie-beam," "king-post, " " queen-post, " wit h out h olm, wher e it is still working, and with good rethe explanation t hat the two former are rarely load ed sults. The Kropp Company was formed in 1871,
as beams, and that the two latter are rarely loaded and worked for a number of years a pit at Bjuf;
as posts, is not judicious. Again , on pages 120 to a new pit has n ow, with g reat trouble, been brought
123 it is stated that a collar -beam (in a plain into workin g order, and the manufacture of firecollar-roof) may act either as tie or stru t ; but it bricks has also been adopted on a large scale.
is not clear how the framing can be don e so that it The Skromberga. Coal and Clay Company is the
should ever (in a plain collar -roof) act as a tie. In youngest of th e Sconian coal eompanies; it employs
treating of the arch very little use has been made about 500 h ands, and was formed in 1886. In
of the important " line of resistance ;" only th ree addition to these there are several small mines,
pages are devoted to it (pages 203 to 205), and t h en which are not of much importance.
TECHNICAL INDICES.
under the misnomer of '' line of pressures" (really
Quite a large amount of scientific work ia done
q.uite a different line) ; t he fact t hat its actual posit10n can only be definitely a ssigned by aid of twice over , owing to the difficulty investigators
Moseley's '' Principle of Least Resistance" has been experience in findin g out what has been effected by
overlooked ; indeed , on page 204 it is stated that oth ers before. An immense amount of valuable
" when the arch is in a condition of stability the matter is buried in the proceedings of obscure
horizontal pressure N will act at the centre n of the scientific societies, a nd in the columns of j ournals
joint AB " (i.e., at the centre of the keystone) ; of small circulation. Much may b e d one to remedy
ot
547
this state of affairs by t he periodical p ublication of
scientific indices, and it h as been suggested t hat
the Royal S ociety sh ould undertake this work.
The Association of Engineer ing S ocieties of the
United States has, for some time past, published
pretty complete indices to the English and Ameri?an
engineering journals, in which not only is the. t~tle
of t h e paper indexed given, but a note explammg
more fully its contents is frequently added, thus
greatly increasing the value of the p ublication.
The most complete technical index yet published
is, however, without doubt that compiled on behalf
of the German Imperial Patent Office by Dr. R.
Reith, and published in London by Messrs. B.
Williams and Norgate, of Henrietta-street, Covent
Garden, as well as by other firms in Berlin, P aris,
and New York. The bulk of the index deals with
publications in the German, French, or English languages, but oth er nations of E urop e are also r epre
sented, their leading technical publications being
also indexed . The index is divided into two parts,
in the first of which all matter referring to a par ticular subj ect is grouped together, whilst the
second part of the volume consists of an alphabetical index, which sh ows under what group any
particular article sought for is to be found. In all,
the volume contains 502 large pages, and should
prove a valuable addition to our p ublic libraries.
RAILwAy BRAKES ON BRITISH TRAIN .
It is gratifying to note, from an official r eturn j ust
issued, that 98! per cent. of the locomotives on railways in the U nited Kingdom are fitted with automatic brakes which meet, entirely or partial1y, the
conditions of the Board of Trade, and that 99 per
cen t. of t h e carriages and other vehicles attached
to passenger trains ar e similarly equipped . Only
two systems comply in all respects with the official
requirements - the automatic vacuum and the
'Vestinghouse automatic- and it is interesting to
n ote h ow these systems tend to predominate with th e
lapse of years. Eight years ago they were used only
on half t h e locomotives and carriages, several
systems being applied to other 26 per cent. of the
vehicles. Now, however, only 1. 5 per cent. of the
locomotives, a nd 2 per cent. of the carriages, are
fitted wit h brakes which only comply with some
of the B oard of Trade r equirements. Of these the
most largely used is the Smith vacuum, which is
not automatic. It is adopted on t h e Metropolitan
and some Irish lines. 1'h e oth er brakes are also
vacuum, alth ough not automatic. The number of
brakes complying with every condition, of course,
is most numerous. Of engines there are 11,161,
or 97 per cent. of the total, and of these 8539
have the automatic vacuum brake and 2622 the
\Vestinghouse automatic ; 38,776 carriages have t h e
automatic vacuum, and 19,049 t h e " ' estinghouse
automatic, the total -57,825- ma.king 96 per cent.
of all carriages in t h e kingdom. Only 172 locomotives are not fitted with the continuous brake,
1.5 per cent. of the whole, as against 6.3 per cent.
five, and 25 per cent. eight years ago ; whilst of
carriages there are only 2 per cent. without continuous brakes, against 21 per cent. eight years
ago.
THE UNITED STATES NAVY'.
There can be no doubt that Brother J onathan is
determined to build up a. powerful n avy. The
current circumstances of t he United States are not
calculated to encourage the Federal Government t o
increase the nation al expenditure ; but n otwithstanding this there are n ow n o fewer than fifteen
A merican ships of war in course of construction,
viz. : The M ontgomery, cruiser, 2000 tons; the
Marbleh ead, cruiser, 2000 tons ; the Cincinnati,
cruiser, 3183 tons ; the Raleigh, cruiser, 3183 tons;
t h e Columbia, cruiser, 7350 tons ; t h e Olympia,
cruiser, 5500 tons ; the M aine, armoured cruiser,
6648 tons; the T exas, line-of-battle ship, 6648 tons;
t he Katahdin, ram, 2183 tons ; the Massachusetts,
line-of -battle ship, 10,200 tons ; the Inuian a,
line-of-battle ship, 10,200 tons ; the Oregon,
line-of-battle ship, 10,200 tons ; ~he Iowa, line-ofbattle ship, 11,296 tons ; t h e Brooklyn, a rmoured
cruiser, 9150 tons; and t he Minneapolis, cruiser,
7350 tons. The Montgomery, t he Marblehead, the
Cincinnati, the Raleigh, the Columbia, the Olympia,
the M aine, the T exas, and the Kata.hdin will be
completed t his year or in the course of 1894; but
the Massachusetts, the Indiana, and the Minnea polis will n ot be ready for sea before 1895, while
t h e Oregon, the Iowa, and the Brooklyn will
n ot follow before 1896. The M onterey, t he N ew
York, and the Detroit, which have been recently
'
E N G I N E E R 1 N G.
placed in commission, are almost ready for service. The Puritan, the Amphitrite, the Terror,
and the Monadnock, which have been in hand since
1888, are approaching completion. D esigns are
being prepared for three gun b oats of 1200 tons
each, and plans are als0 in preparation f or four
second-class torpedo-boats to be carried by the
Maine and the Texas.
THE
R us
IAN
AND ITS
CoNT.EMPLA.TED Al\I.ALGAM.ATION.
p ANIR
TUNN EL .
The headings on the Panir Tunnel on the Mushkaf-Bolan Railway met on August 31la.st. This
tunnel is 3050 ft. long, and is for a double line of
rail way of 5 ft. 6 in. gauge. The Belgian system
has b een adopted in this work, a top heading being
first driven; this is enlar ged for the arch, which is
finally carried down to the foundation by underpinning. In the present instance the arch is semicircular, and is of 29 ft. 6 in. span, the height
above rail level being 20 ft. 9 in. The excavation
has been through limestone r ock. Power drills
(4-in. Climax) were used, which were worked by
natives. Two of them were mounted on one stretcher
bar, and using air at 60 lb. pressure, 25 holes,
45 in. deep, could be driven in 5 h ours. The drill
bits were 1 ~ in. and lAin. in diameter. The explosives used were dynamite and gelignite. The
compressing plant was situated on the north side
of the tunnel, and the air was conveyed to the
drills on the south heading by an air main of
in.
wrought-iron pipe 6000 ft. long, which was laid
over the hill. 'fhe average rate of progress was
13 ft. per day at the two working faces. The best
month's work was, however, 455ft. The temperature both inside and out of the tunnel was very
high, average about 100 deg. Fahr. at the working
faces. 0 11tside it was still higher, 117 deg. Fahr.
in the shade being registered on one occasion.
This high normal temperature made it necessary
to adopt special means for cooling the air- compressors, as the water available had a temperature
of 112 deg. Fahr., and was almost usel ess for the
purpose. The cylinde~s were therefor~ lagged w_ith
old rope and grass, w htch was kept m01at by addmg
water at intervals. Mr. C. J. Cole, A.M.I.C.E.,
was the execu Live engineer in charge, and Mr. J.
Woodside, A. M. I. C.E., was assistant engineer.
4t
CATALOGUES - W e have received from M essrs. Whitmore and Binyon, of 64, M~r~la.ne, L o.ndon,.E. C.,. a copy
of their ne w catalogue of ~~l~mg machmes, m ~vht.ch are
included illustrated descr1pt10ns. of a~l the p~mClpal of
modern roller mills. Tables of dtmenstOns, wetgbts, &c.,
a.ccomp:\ny th~ descriptions of the various .mao~ines, but
prices a.re omttted.-The new catalogue JUSt Issued by
Mr. John J. Jardine, Nottingham, . deals ma.i~ly with
millwrights' work, contains illustrattOnR and prtcerl. desoriptions of the vari 1u~ sh: ~s of phtmmer-blocks, couplmgs,
shafting, &c.
We
a~e,
A. H.
TYLER.
B. Se.
MECHANICAL FLIGHT.
To 'IRE EDITOR oF ENGINEERING.
SIR,-ln my letter of the 20th inst. I stated that Mr.
Hiram S. Maxim is "the principal exponent of the large
wide a.eropl~ne, " a.nd as Mr. Maxim objects to be so d escribed, I think it only fair that I should give my reasons
for making the statemenn complained of. In Mr. :l\1axim's
patent specification (if my memory serves me) narrow
aeroplanes to be used in conjunction with the large wide
aeroJ?la.ne are not mentioned. Again, in one of Mr.
Maxtm's magazine articles the aeroplane is spoken of as
the main supporting surface. Again, in Mr. Maxim 1s
large machine 1t is very evident that the large aeroplane
was in tended to do nearly the whole of the lifting, because the narrow aeroplanes were fixed underneath the
main aeroplane and about 15 ft. behind its leading front
edge. In this position the narrow aeroplanes would do
more harm than good, working as they do in a downward
C'Urrent of a.ir caused by the large aeroplane above and
forward of them.
It would be interesting if ~Ir. ~1axim would state wha.b
are the relative areas of the wide and narrow planes.
l\i!r. 1vlaxim truly says that a. large surface will lifb
something, but it is equa.Uy true that it will absorb a.n
enormous amount of power to drive it, and there certainly is no power to spare in any flying ma.ohine yet or
E N G I N E E R I N G.
Nov. 3, 1893.]
ever likely to be, constructed. Mr. Maxim admits that
extremely narrow surfaces, such as I employ and such as
were described in your journal in 1885, are highly
efticient; but he does not care to dispense with the large
wide aeroplane for fear the future aerial enginedriver
should by mistake "gi\'e h er a splash astern," and by
such means come down in too gt'eat a hurry. In this
matter, as in many others, we shall have to some extent
to follow nature, and I need sc~rcely say that large birds
never forget themselYes l'O far a~ t o attempt t o stop or go
astern.
An arrangement has been devised by which it would be
im.P.ossible for a flying machine t o l?se way, ~nd to insure
it (m tbe event of a breakdown) takmg a slopmg course to
the earth.
In conclusion, I would strongly advise everyone who
contemplates taking up this b ranoh of science noo to begin
at the beginning as I did, and waste time and money on
large wide aeroplanes, but t o take as thei r starting point
the only flying machine which has ever raised its weigh t
from the ground by mechanical means, and which you
recently illus tratt~d and described ; and if any fur ther
inform~tion is required, I shall be pleased to give it.
Y ours truly.
H ORATIO P BILLIPS.
\Vealdstone, Octob3r 31, 1893.
BALANCING ENGINES.
To THE E DITOR OF ENGINEERING.
Sra,-I a.m sure every one of lour readers will hail
with much pleasure M . Normand s important contribution to the solution of the problem of balancing engines.
As we now have actual results from practice confi rming
the theoretical reasonins-, tbe method indicated deserves
the most careful attent1 on. Without wishing to detract
from tbe valuable researches of Mr. Yarrow, it does not
ap~ar likely that his oure for the evil-viz. ' bobweights," will ever be used except for the very lightest
machinery, and even then these weig hts ought to have
a. much stronger connection t o the shafting than appears
to be contemplated l>y the majority of engineers, or we
may find them flying about the engine-room in the case
of heavy racing, or even when breaking a. propeller or a
shaft. These weights necessarily contribute t o the t otal
weight of machinery and to the upkeep, besides adding a
mosb undesirable and clumsy complication. The "bobweights" for an engine of any size are pracbically prohibitive, so that another solution of the difficulty, as proposed
by M. Normand, would appear to be more practical. It
. is therefore that I venture to ask why this system should
not be applied to h~a.vier machinery in the 3amc 'Way.
Surely1 if it is necessary to hold the engines by horizontal
stays, 1t can hardly be desirable that the attachment of
these sta.ys should not be as strong a.s possible; why they
should damage the engine more in a. hea vier ship is to me
not quite clear.
I remai n, yours truly,
M.
RAILWAY TRAVELLING.
T o THE EDITOR OF ENGINEERING.
SIB,-! am very glad to see you championing the cause
of the secondclass passenger.
Have you ever considered the matter in this light ?
The average fares per mile per class in England are,
approximately, ld. third class, 1! d. second class, and
2d. first class.
The third-class passenger is entitled to one-fifth of a
bench ; the second class t o only the same, yet he pays 50
per cent. more than the third; whiJ e the first -class passen ger, who has a third of a. seat by right, with s pecial
upholstery and a wider carriage from partition t o partition, pays only 33 per cent. more than the second-class.
So that what the rail way companies do is to treat the
second class Yery badly, and when this resultd, a-s it
necessarily must, in empty running, they say "This
prov~s that the second class is not wanted, and that it
should be abolished. " In sh ort, give a dog a bad name
and hang him.
Now I contend that there are many cultivated and
re fined peoplewho would like to travel second class to avoid
the bad manners and tbe dirty clothes which they must
now and then encounter in the third class, but who, at
present prices, cann ot afford to do this.
If they were treated fairly, I venture to say they would
travel second class, and it is the object of railway companies
to treat them fairly in order to save empty
runmng.
The suggestion I would make is that! fares should be
in invArse ratio to the number of passengers on a bench,
and that the numbers on a. bench for the three classes
ehould be, respectively, fi ve, four, and three.
T aking 1d. per mile as the thirdclass unit, the secondclass fare per mile would, on this principle, be five-fourths
of a. penny, or one penny farthing, and the first-class fivethirds of a. penny, or one penny and two-thirds.
An experience of twenty-five years in connection
with railway management con vinces me that a very
slight difference of fare will secure segregation of classes
of the population, and tend to prevent the empty
running of carriages, which leads to so much unproducti ve haulage. I am quite aware that I may
bs told that railway ma.na~ers are highly intelligent
men and know their own busmess, and so on, and so on.
I can only reply, Do they ?
These highly intelligAnt persons condemned the late Sir
W. Allport strongly when he decided to encourage third class travelling by having thirdcla.ss carriages on every
train.
.
549
their feet, which for fif ty years they bad not discovered ;
and, reluctantly, but lucratively, they followed S ir W.
All port's lead.
Yours obediently,
October 30, 1893.
R. E.
To THE Enrron OF ENCJN&ERINO.
Sm,-On October 25 a curious decision was arrived at
in the Court of Appeal by th e Master of th e R olls a.nd
L ords Justices L opes and Kay.
In August, 1892, a. lawyer's clerk of Basingstoke named
Thatcher was standing on the platform near the door of
a carriage in which a relative was leaving by a Great
W est ern Railway train. The guard whistled, the train
started ; Thatcher failed to step back far enough, and
the open door of the guard's van struck and injured him.
H e subsequently claimed lOOOl. damages, and was
awarded l OOt. and expenses by a. s pecial jury at Winchest er, direct ed by Mr. Justice G rantham.
The railway appealed, but a new trial was refused, and
the appeal dismissed with costs. During the argument
of the case L ord ,Justice L opes said '' tha t th~ plaintiff
bad no reason to expect that the door of the guard's van
would be left open when the train started."
In this view, however, few people who travel on
English railways will be likely to agree with his lordship.
P assengers on railways should expect the recurrence of
that wl:iic:h is customary, and thtue is not a railway in the
British I sles on which the guards do not habitually start
the trains before entering their own compartments. Not
only is time saved by this universal custom, but the
guards could not efficiently perform one of their most
Impor tant duties except by doing so, vi?. , to see that the
train from end to end is ready to start. It is difficult for
a. man poking his bead out of a. window to do this properly, even on a. perfectly straight platform, and when the
platform is con vexly curved it is quite impossible.
L ord Justice L opE's must evidently have missed this
important point, for a. guard cannot obviously enter the
train without opening the door of the van. The decision,
lo~ically taken to its ending, therefore, prohibits trains
bemg started until the guard has entered his compart
ment and closed the door.
Should this become the cnst om, a large increase of
time will be occupied in the journey of each train, and
the public, who are always asking for acceleration, will
have to put np with a. considerable retardation. Surely,
before this decision, it would have been but reasonable
t o supose that the portion of a. pl.1tform which can be
CO\'ered by a swinging door belongs to a ruovj ng train,
and that those who deliberately stand there do so at their
own p eril.
J. T. B.
M EXICAN CoRN FOR EuROPE. -The first consignment of
corn ever sent from Mexico to Europe has been shipped
from land adjoining the M onterey and M exican Gulf
Railroad.
A N A u. TRt\.LIAN BRIDG &.- A bridge just thrown over
the Lacblan at Cowra is a composite one, of iron, steel, and
timber. I ts cost has been 26, 538l. This peculiar type
of bridge is the outcome of consultations between the
engineer-in-chief for roads and bridges and the engineer
for bridges, with a. view t o economy in future bridge construction. The principle followed is that where portions
of the bridge are in tension, steel is used, but where in
compression, ironba.rk is utilised. It is considered that
the maximum of strength is obtained by this means at the
minimum of cost.
FRENCH CAPITAL IN ARGKNTINA.-French capitalists,
like their British neighbours, have burnt their fi ngers in
Argentina. The F ranco-Argentina Railway Company
has just held its annual meeting at Paris, and the out
look for the proprietors, as repor ted by the directors, is
certainly gloomy. Even the position of the obligation
holders is far from satisfactory. It is proposed that the
existing obligations shall be exchanged for new 5 per
cent. income bonds ; that is, the company is to pay 5
per cent. as far as it can out of its disposable resources.
Obligation holders who do nob agree to these shadowy
terme are t o have 80 per cent. of their claims written off,
and are t o be paid the remaining 20 per cent. in fifty
annual instalments ! Of course there is absolutely nothing
for the ~h arehold ers.
Bnrrisii IRON P nooucTION.-The production of pig
iron during the first six months of this year was
7,490,000 tons, which is C'Onsiderably greater than the
total for the corresponding months of 1892; but then the
trade on the north-east' coast was paralysed for three
months, owing t o the Durham coal strike. When com
parisoa is made with years prior t o 1892, it is found that
the make thia year is very considerably below the a."erage.
The production of steel in Great Britain, which for a
number of years preceding 18 >9 advanced with great
Btrides, has since then made very halting :r.rogress, so far
as B essemer qualities are concerned.
The year 1889
witne&sed a total output of 2,140,000 tons of Bessemer
Rteel ingots. Since then the output has largely fallen,
until, in 1892, it amounted to not more than 1! million
t ons, and the returns, just issued, show that the outJ?Utl
for 1803 to June 30 was only at the rate of 1 ~ milhon
tons per annum. There has been a steady and considerable mcrease in the production of open-hearth steel, both
at home and abroad. The quantity of steel of this
description-mainly used in the production of ship-plates,
an~les, tin bars, tyres, and axles-now produced 10 G reat
Bnta.in, is almost as large as the quantity of Bessemer
steel made for rails and similar purposes, although at one
time it almost looked as if the B essemer steel industry
were t o ha.,e th e fidld entirely to itself.
sso
E N G I N E E RI N G.
[Nov. 3, I 893
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NOTE .-Each vertical line representB a market day, and each horizontal line represents ls. in the
case of hemati\e, Scotch, and Cleveland iron, and ll. in all other cases. The price of quicksilver is
per bottle, the contenta of which vary in weight from 70 lb. to 80 lb. The metal prices are per ton.
Heavy steel rails are to Middlesbrough quotations.
- --
1893.
SEPTE'MBER,
---
of an aggragate burden of 934,509 tons. The corresponding entrances in the correspond ing period of 1 92
were 2025 vessels, of an aggregate burden of 906,303 tone,
551
E N G I N E E R I N G.
Nov.
a a
; a
WORKS
AND
SHIPBUILDING
COMPANY,
---=
----_..
-----. --- -
--
--
----
------
-- -
--
INDUSTRIAL NOTES.
---
The serious distress in the districts where t he dispute is most severe has been most deplorable, but
efforts have been made to alleviate it as far
as possible. The difficulty is the large number of
hungry people to be provided for. Moreover, the
period of the distress is exceptionally long. But the
men who have returned to work are in mo~t cases
loyally paying their levies. Every t en men who pay
levies will help to keep two families tolerably well.
The great complaint in the engineering branches of
trade in the Lancashire districts is the scarcity and
dearness of fuel, and the impossibility of working at a
profit while coal is so high in price. Operations are
interfered with, and establishments are on short time
which otherwise might be fully employed. It is also
said tha;t new orders are not being placed owing to the
unc~rtam state of trade caused by the coal dispute.
Engmeers say that any attempt to p ut up their prices
so as to cover the increased cost of fuel, would stop
business being placed, and some say that orders are
goiog to other districts not so badly off in this respect.
Fortunately there are no labour disputes in any of the
eng ineering branches of trade. The whole of th e trade
in raw and fi nished material is in something like
disorder owing to the coal dispute, though there is a
gleam of sunshin e over the district.
552
ton, but existing contracts are worked at a loss, as
also is the crucible steel which is produced. But there
is an anticipa.tion of general activity as soon as the
coal strike is over, owing to the large accumulation of
orders during the past three months.
In many
branches it is said thaL the workmen will be very
busy for many weeks as soon as they recommence work.
The season trades will be active also, so that the
general conditions will be changed for the better in all
the staple industries of this distri ct. There is a
general absence of labour disputes all round.
In the Birmingham district, the expectation of a fall
in the prices of raw material has not been realised and
prices rema in firm.
The continued scarcity' and
dearness of fuel lead to the supposition that no alteration will take place yet awhile. There has been a fair
inquiry for common and medium bars at fair prices,
but marked bars are not in urgent demand.
Steel
bars have realised good prices for ~mall lots as required.
The local trades are hampered by the coal dispute, hut
the state of trade is not otherwise so depressed as
was anticipated. There are no serious local disputes
in any branches of indus try.
In the vVol verhampton district trade is fairly up to the
level, steady in tone, though the business done has been
rather more limited in extent. There are, howe \rer,
numerous inquiries by export agents, which will doubtless result in a n accession of new orders. Consumers'
stocks are low, so that an extended demand will still
further harden prices in this district. Producers of
pig iron have sufficient orders on hand for the whole
of the current month, the yield of the furnaces being
about equal to the demand. Boiler and t ank plates
are in request, and also strip tube iron for home consumption. There is also a brisk demand for steel
plates and for billets, both by local and outside competitors. Common sheet m a nufacturers are doing a.
fairly good business with galvanisers. Generally the
district is f:tirly well employerl, labour disputes nit.
The allegation that a large number of dockyard men,
and others in the employ of the Government, were about
to be discharged has turn ed out to be quite untrue. It
appears that about sixty men employed temporarily on
the Howe were discharged on the completion of the
work in which they were engaged. But it appears tht
work has been found for forty of these, and efforts
are being made to find employment for the other
twenty.
Generally work at Chatham is going on
steadily, if not so briskly as it is sometimes. A
number of vessels are in doc k being overhauled,
cleaned, repaired, and refitted where required. The
framework is being prepared of another very l arge
battleship, one of the largest in the navy.
In the building of any new ships for the navy care
ought to be taken to insure better accommodation for
the engine-room artificers, a class of men who hold a
most responsible position, and who are entered as
petty officers, but whose treatment is little better
than that of stokers or the sailors on board.
The
engine-room artificers in the Royal Navy are a. superior
class of men. They enter the service after a Reven
years' apprenticeship, fully trained for the service, at
no expense to the public. Besides which, they have to
pass an examination. They have the full responsibility for the safety of the ship in actual practice. ln
ma.ny cases they actually take charge of a torpedo
vessel, with all the responsibility of what is designated
in the service the "engineer. "
The engine-rCJom
artificers are competent practical engineers, but are
not designated such. They have not the same authority and power as the engineer, nor as a warrant
officer nor have they the chance of promotion to such
rank ~r to the advantages attaching thereto. The
engi~eering br~t;lches of . trade are dissa.tisfi~d
with the cond1t10n of their naval eo-workers m
these and other respects, and there has been
some hesitancy in qualifying for the service by competent engineers. On board Her Majesty's ships the
men have wre tched mess-rooms, sleeping accommodation and bathing places. Tile mess-room is simply
boa;ded off breast- high, the stokers being next, not
only in clo~e proximity! but i.n . actual conta.ct.
So with sleeping and washmg. Thts IS not conduetve
to that discipline which is said to be the ~lory of
the Navy.
The "artificers" think that they are
entitled to better accom modation and to greater privacy. Then, as regaxds promotion, it is possible for a
l ad taken from a training ship, with all its unsavoury
associations, to be promoted o\er the heads of th e
engine-room artificers, the latter to be actually under
the command of such. The door of promotion is closed
in the latter case, but is open in the ?ther. . qn the
other band, a stoker, without the practteal t~ammg of
apprenticeship, may be promoted to the engme:room.
The whole arrangement is so bad that surely 1t only
needs for the facts to be known to make the cha.ng~s
required . It . will.not. involve much cost, and w1ll
givP. great sat1sfactlon tf the changes can be made.
E N G I N E E R I N G.
LNov. 3, 1893.
.
of carbon 1s htgh (whtte p1g tron). A percentage content
v~e banks of the :M ed ~ay have been reclalme~ by con- of silicon diminishes in a larger degree this power of
vtct labour. The land 1s now valuable, and Will be for solidifying iron to dissol ve carbon than is the case with
ever. But to be of any use the work should be geueral the molten metal. This results in an iron which in its
in all localities having surplus labour, or the r a nks of fluid state is approximately Eaturated with carbon, and
the unemployed will be swelled in certain centres, at the same time contains silicon, giving up a portion
mostly in great and already overcrowded towns, eape- of its carbon as graphite when it solidifies (grey pig iron).
The hi~her the percentage of silicon, the more complete is
cially the metropolis
Nov. 3, 1893.]
and the longer the duration of this period; and, similarly the more m!l.rked is then the separa.tion of graphite.
A ~econd modification of carbon, resembling graphite,
is the t emper.carbon. rr:he n~me is chosen fo~ the reason
that this form of carbon IS ma.mly form ed d unng the pro
longE-d beating of white pig iron during the t empering
process. In st~l that h as been heated to re~ness, and
contains upwards of 1 per cent. of carbon, th ts form of
oa.rbon may also ~e obser ve9. ~f .thi~ ~emper-carbon is
present in apprectable quanttty, 1t ts vtstble to the eye on
the fractured surface of th e iron in the form of small
black spots, which frequently join together t o form spots
of larger size, causing the surface of the metal . t o ~oss~ss
a kind of sprinkled appearancA. When the tron 1s ~1ssolved in acids, the temper-carbon behaves exactly ltke
graphite-that is to say, it is not attacked by boiling hydrocbloric or nitri c acids. It ba.s therefore been frequently
confused with graphite, and as yet we possess no mea\1s
of separately determining both these modifications of
oa.rbon when they occur together. The tempercarbon
differs however, from graphite by its amorphous condi
tion ~nd still more in that when the iron is heated under
oxid'ising conditions- for instance, in cont~ot w~th iron
ore as in the manufacture of ma.lleable castmga- 1t somewh~t rapidly disappears, even when it occurs not on the
surface but in the in teri or of th e iron mass, whilst
graphite remai_ns. unaffected b~ this trea:tment. }~orquignon who, 1t 1s true, calls thts form of u on graphtte,
found that even when the iron was simply heated t o red
ness in a. current of hydrogen, this temper-carbon might
be got rid of, and he further drew the conclusion from his
numerous experiments that this form of carbon is always
the first t o form from the so-called combined carbon when
white pig iron is heated t o redness in contact with iron
ores or other substances.
On plunging into water red-hot iron containing tempercarbon, this remains unchanged. Any percentage of
manganese in th e iron renders its formation more
difficult.
A third modi6ca.tion of carbon which ha~ been known
to meta.llur~ical chemists for a som~what long period,
without bavmg been properly apprectated, may be best
named carbide carbon. Karsten observed in 1824 that
when steel which bad been heated to redness was dissolved
in dilute hydrochloric or sulphuric acids, there remained as
a. residue a highly carboniferous iron compound; whilst
when hardened steel was dissolved the carbon for the
greater part escaped as gas or formed an oleagi nous
liquid.* Similar or identical obser vations were made by
Ca.ront and by Rinman,! which latter ~ave to this undissolved resid ual carbon the somewhat tU-chosen name of
cement carbon. In 1885 Sir F . A bel, by a n ew method of
examination, con firmed Karsten's original ob3ervation
th at this form of carbon always remains undissolved io
combination with a. certain quantity of iron, in the foim,
that is, of a. carbide, if the piece of iron is dissolved,
certain precautions being taken. Experi ments which
were afterwards made by M Uller 11 and myself gave the
same re3ult.
F or the decomposition of the iron or steel A Lel used a
l:lolution of potassium b ichromate and sulphuric acid,
while M Uller and myself employed sulphuric acid strongly
diluted. This was allowed t o act at the ordinary tempe
rature of the room during a period of several days' d ura
tion on the iron in the form of turnings, a current of
coa.l gM being maintainf:ld to prevent contact with the
air. The residual iron carbon alloy, the carbide, remaining undissolved in these experimen ts, contain ed on the
average about 7.2 per cent. of carbon and 92.8 per cent. of
iron. By treat ing the carbide with hot acid ib is decomposed, with the evolution of hydrocarbons. In the carbide
which is separated from iron rich in manganese, such a.s
spiegeleisen or ferro-manganese, a portion of the iron is
uhua.ll{ repla.ctd by fah~a.hlesh Thd carb~de ~frms d~ring
t e sow coo mg o
tg y- eate car om erous Iron,
according to 03mond'su investigations, at a temperature
which lies between 660 deg. and 708 deg. Cent., its forma 'tion being accompanied by an evolution of heat. If iron
containing the carbide is heated, the carbide decomposes
witha:nabsorbption obfbeatatbatempderatuh~ebwhi chbOsmhond't~
ex penments ave 1:1 own to e 40 eg. tg er t an t at at
which it forms. The carbon percentage of the carbide is
distribu ted equally in this case throughout the whole mass
of the iron-it is dissolved. The formation of the carbide
on cooling consequently takes place sooner, and its decomposition when tpe metal is heated later, than the
formation and re-solution of the graphite.
As in the case of the formation of graphite, the formation of the carbide is also influenced by the nature and
method of the cooling. Slow cooling aids the for mation
of tbe carbide, and rapid cooling renders it more difficult.
If iron cont.aining the carbid e is dissolved in cold
dilute hydrochloric or sulphuric acid, the carbide remains
in the form of a grey-black pow~er, t ogether with the
other insoluble substances, such as graphite and silica..
According to M Uller, this powder consist s of separate
1\nd somewhat bard grains of very small size, which
under the microscope possess a silvery lustre, and whi ch
readily take fire on being dried at an elevated t ernperature. On the other hand, if the iron is dissoh ed in
4
**
E N G I N E E R I N G.
553
cold nitric acid of from 1.18 to 1.2 specific gra vity, there must be well proportioned with the th.ickness of tha metal
remains in the fi rst instance a brown flocculent residue, of the cae ting, if good wearable castmgs are to be m.ade.
which, according to Osmond and W erth, *contains 44, 59 The surface of the casti ng must, it is true, cool ra1_>1dly,
per cent. of carbon, 8. 05 of iron, 2.25 of water, and 24.86 but it must afterwards cool do wn slowly to the ordmary
of oxygen and nitrogen. On heating, this dissolves t emperature.
.
.
readily, imparting a brown colour to the iron solution.
The influence of hardenmg and t empermg on the state
This coloration is used in the l~ggertz colour test for the of the carbon is very marked, t oo, in the case of t~e to~l
determination of carbon, and the reliability of this method steel. It is seen, however, that e\'en after cool~ng m
of determination is de'(>endent on the fact that in malleable water the whole of the carbo~ do~s not exist m ~he
iron cooled in the ordmary m!l.nner, neither annealed nor ' hardening f~rm, but that even 10 thts case .a not ununhardened, tbe ra tio borne by th e carbide carbon t o the portanb portton of the carbon has been used m the formatotal carbon is approximately constant (0. 70 to 0. 75).
tion of carbide. In soft metal, on the other hand, barThe carbide may be recognised with the aid of a m icro- dening is seen to exert absolutely no influence on the
scope on the fractured surface of the iron, if this surface state of the carbon, a nd the behaviour of the metal conis polished and treat ed with some weak etching solution. firms the statement that it does not harden.
As it is less readily attacked by this solution th an is the
The micro~copic in vestigations of Martens, Sorby,
mass of the iron, it becomes visible by bein~ raised, and W edding, and other me tallurgists, have yielded the proof
is seen to be disseminated in various directions through that cooled iron is never a perfectly homogeneous mass,
the iron.
but that it consists of a number of subs tances occurring
The fourth of the modifications of carbon now kno wn side by side. In th e first place, as to quantity, there is
is termed hardening carbon. It is evenly divid ed or the mother-metal- that is, th e ground-mass of the iron
dissolved throughout the whole mass of the iron, the from which the other substances separated out. Its total
mother metal, and escapes as an unpleasant smelling carbon contents consist s of hardening carbon, and, further,
hydrocarbon gas, even ab the ordinary t emperature, i f hardenin g carbon can only occur in this ground-mass. In
the iron is dissol ved in dilute sulphuric or hydrochloric very graphitic iron, or in iron which has been subj ected to a.
acid. When it is dissol ved in cold nitric acid, the hard ening long-continued beating, theamountof carbon in the groundcarbon remains a.s a black residue, which on gentle heat- mass may be nothing; the iron in that case is soft, and
ing rapidly dissolves, and on stronger heating, t o 100 deg. easily worked by cutting t ools. In the groundmass
escapes a s a gas, as was originally shown by Osmond occurs th e whole, or almost the whole, of the silicon,
and \Ver th. As the carbide carbon, t ogether wtth the phosphorus, s ulphur, manganese, chromium,- and other
graph ite and the temper-carbon, pass into solution when substances contained in the iron. In the case of an iron
the iron is heated, molten iron contains only hardening which is not very rich in manganese or chromium, the
carbon. On solidification and cooling, the graphite, the ground-mass of the me tal possesses a granular t exture,
t emper-carbon, and the iron car bidE? separate from the and the t endency to crystallise in regular octahedra reiron in the manner that has been sketched out, and sembling a little fir tree. In pig iron containing much
this mother metal in its cooled stat e then retains for an manganese or chromium, the t ext ure is laminated, a.nd
equal t otal percentage of carbon in the iron, the less the crystals formed have a.n acicular 0r columnar shape.
hardening carbon the more of th e other forms of carbon The composition of the groundmass of one and the same
are present. Slow cooling, however, assists, and rapid piec~ of iron is !lot always exa.ctly alik~ thr~mghout.
cooling hind ers the formation of these form!il of carbon Durmg slow coohng, alloys whiCh are riCher m phosother than th e hardening carbon, M has been already phorus or sulphur, and, in this case, generally poorer in
pointed out. ~lowly cooled iron consequently contains carbon, separate out from alloys which a re poorer in phosless hardening car bon than does the rapidly cooled metal. phorus or sulphur, but richer in carbon. Chemical analysis,
A percenta ge of hardening carbon in the iron affects its accompanied by the consideration of suitably-arrangd
properties in a. manner similar to th e influence of tin on mioroscopic t ests, permits this action to be readily undert he properties of bronze. The hardness a nd the brittle stood.
nets are increased, and the tenaci ty also at fi rst largAly
Af! the second constituent of the solidified iron, the
increases, with a rise in the percentage of the harden ing carbide becomes visible on the polished and etched fraccarbon, but dim inishes again when the percentage passes ture of the metal. This carbide, as was pointed out
a limit which undoubtedly is not a high one, though it above, contains on the average 7.2 per cent. of carbon,
has not yet been accurately determined . This explains consequently th e quantity of carbide containd in a piece
the ha.rdenine- of steel. The perc~ntage of the hardening o! iron may ~e approximately calculate~ from the quancarbon remamin~ in th e st eel iA raised by the sudden t1ty of carbtde carbon found by cbem tcal analysis. In
cooling, and the steel becomes hard a nd brittle. If the ingot metal very low in carbon this d oes not exceed
hardened steel is now heated to as low a t emperature as 2.5 per cent. , whil e in ferro-manganese it may excEed 50
200 deg., there commences a partial decomposition of the per cent. of the t otal quantity of iron. E xamination
iron carbon alloy, with the formati on of the iron carbide with th e microscope contirms in general the truth of this
with the carbide carbon. 'fbe higher the t emperature is calculation. The influence which the carbide contents
raised, the more marked does this action become. Like exerts on the behaviour of th e iron is less of a direct than
the carbide formation in cooling iron, this is accompanied of an indirect nature. The higher th e percentage of carby an evolution of heat. Use is made of this in the tern- bide carbon contained in a. piece of iron with a definite
p~ring of steel.
perce_ntage of t otal carbon, the poorer in hardening carThe following analyses, which are taken from my t ext- bon I S the ground-mass of the iron, and it is proporbook on th e metallurgy of iron (second edition, page 280), tionately less hard and brittle. But the tenacity too
may serve t o elucidate the ratio in which the various diminishP.s if the percentage of the hardening carbon' fall;
modifi cations of carbon that have been described occur in belo w a certai n minimum. Doubtless the carbide interthe different kinds of iron :
spersed as it is throughout the iron, may also in a. ~ertain
manner affect directly the behaviour of the metal, much
~ t
~ .
in the same way, indeed, as veins of quartz in a block of
:.Q g
c c ::: - c marble.
Description.
~8~ ~~ -E~ ~,e
Fi~ally, i!l g~ey pig iro~, when . subjected to micro... ~ 0 ~~ .o 010 o 10 scop10 exammat10n, the thtrd constituent graphite bec
t.>
~
E-1
comes visible, and i~ long heated white i;on the te~perDeep grey pig iron, with 2. 77 per cent. p. c. p. c. p. c. p. c. ~arboni blTh; ~aphtte crosses the mother metal in the
Si, 1. 30 Mo, and o.so p
..
. . 3.33 0.44
o.to 3.77 orm o ac 1m es without coming- into contact with the
Light gorey pig iron, with 1. 2 Si, 0.28
carbide, which, in graphitic pig n on, is surrounded by
Mn, and 0.69 P..
..
..
.. 2. 40 0.73 0. 17 3.30
~he mctb e.rmetal. The t emper carbon occurs as spots
Wh ite pig iron, with 0.72 Si and
m the mam mass. Both forms of carbon exert in the
1
88
54 2 58
0.00 0. 71 0.22 0. 93 stance between the crystals of the iron, preventing their
Thfieres:~J t~~~lh~:;!~~dirn ~v~~:~co~~ 0 00 0 38 o.as
mutual connection, and diminishing the tenacity of the
3
Q)
=~5~
54~~~~====~~~==~~~E~N~G~I~
N~E~
E~R~I~N~G~~~~~~~~~~
[N~o~v~~
3,~I~89~3~
teJe A
Fiy. 2.
Fig. 1.
lmg
E N G I N E E R I N G.
555
the four inverted arc lamps is bathed in a gentle tern- part~cularly .grea.t, the cotton used being of the poorest workmen. The only glow lamps used are those in the
perate li~ht, absol utely equal in a.ll parts. This WM quahty. D1rectly over the card ing engmes was a.n aro attic or pattern store, most of which are portable for
encouragmg, as an arrangement of this description in- lamp of more than 1200 candle-\>ower; and during four the purpose of finding patterns on the various shelves ;
vol ves a. heavy expenditure; and it was therefore <:on hours spent in watching and notmg the effect of the lamp and also, stra.ngA though it may seen, two glow lamps in
sidered adv isable to have hrther experience before !{oing upon t~e . fly, on ~ot one single occasion was the slightest the bottom room, for the examination and repair of
more largely into it. ~Ioreover, this plan of lighting spark vtslble outs1de the reflector . Sometimes when the slightly defective flutes. The latter lamps bad to be
would not always be applica ble. If the ceiling were very fly ~as u~usually thick in the .air, O\ving to a. carding applied because the reflected light from the arc lamps
low it would scarcely be practicable, because the arc eng m~ bemg brushed out, a. shgbb coruscation could be g1 ves no shadow ; but in order to perceive the minute
lamp must bang a certain distance below the ceiling and perce1ved near the centre of the reflector, like the twink defects in the flute it is necessary to have a. light that
still leave bead-room. Also t here are places where the ling of a. star; but this would only occur once now and will give a prolonged shadow, for the purpose of exaggeratamount of light required is so small that it would be then. U ndoubtedly a. certain amounb of fly was con- ing what is to be seen. The writer quite thought it
injudicious to go to the expense of applying these lamps, sumed, because when the lamp wa-s lowered for examina would be possible to accomplish the same object by the
which are capable of so much more duty. It was det~r- tion a residue was found in the bottom of the cone corn- use of a reflector ; but the prejudices of the workpeople
mined, howev~r, to make an experiment on a. practical po~ed of the very ligh test. tinder of cotton, but ~tterly were too strong.
scale at the author's worksl a nd with this object to apply unmflammable under any ctr~umstances. In this country
\Vhen first this mode of lighting the rooms was seb
in verted arc lamps for the hghtin g of a. threestorey build- the i~sura.nce companies deolined t~ countenance any going, and the ga-s turned off at the mains, there was
ing with la.rgea.ttic floor above, the latter being used as an expenments, on the ground that mtllowners bad been much grumbl ing of the workmen, who protested it was
iron and woo:l pattern room.
satisfied u p to that time with the ordinary gas light and impo~ible to perform their work by the new light. This
Fi1e I nsurance.- 'Vith the object of avoiding any diffi- with their msurance regulations, and therefore they could difficulty, however, had been foreseen, and they were
cultyin the future, it would seem advisable, before proceed see no good reason for a revolution of ideas. Further informed that as the light had been put in at a large ex
ing with the fu rther developmE1ot of the plan of inverted more the definite allegation was made tbal.l on two occa- pense for their comfort and health, they must at least
arcli~htin~, to consult the insurance companies in each sions fires had been caused in cotton mills abroad which give it a. fair trial. Within six weeks of starting its
indivtdualmstance. 'rho old style of insurance, where were li~hted with arc lamps. Feeling the importance of as- regular working something occurred which prevented
heavy risks were taken by one or two companies only, certainmgwha tamount oftruththerewas intbis statement, the requisite steam power from being furnished to the
has now been altered, so that in large works such as those the author wrote to the proprietor, manager, and others dynamo; and the ga.s had therefore to be turned on
here considered, where the amount of insurance may be interested in each instance. In the tirst it transpired that again, exactly as it had been in the former time. The
near 3001000t. , the risks are di vided among a brge num- not a cotton mill but a cotton store bad been burnt, which result was a. d eputation to the manager on the part of
ber of dtfferent compa.nies, who in their t urn sub-insure was lighted not by arc lampd, but by glow lamps only; the workmen to know what they were to do, a.s they could
their risks in other companies not primarily engaged. and the theory to account for the conflagration wa.s thab not see bow to perform their work by gaslight; and on
There is a t acit understanding between the companies of spontaneous combustion, which is by no means rare one or two occasiona sinoo then, when the light has failed
that one surveyor may act for the whole of them in any when cotton is stored in bulk. In the second instance bhe through one cause or another, the workpeople have de
one particular case, thus judiciously securing uniformity lightin g was not by the open a.rc lamp inside an inverted clined to work with the gas, stating that they preferred
of action. But ib unfortunately happened that the four conical retlector, Lut by an ordinary arc lamp surrounded to wait until the electric light was on again, and that they
lamps in question, which bad been tried for some months with a. glass globe. There was an aperture in the bottom could pull up the time lost.
.Dynamo and Larn.ps.- The dynamo is of Belgian conat the works of the writer's firm, were lent by them, of the lamp ; and owing to some diParrangement of the
along with a dynamo and qri ving powe~, for ~he purpose clockwork regulat ing the carbons, a. portion of a.n incan struction, and known as the four pole dynamo. It runs at
of ascertaining how a certam cotton mtll, wb1ch bad the descent carbon bad been split off, and falling through the 600 revolutions per minute, and gives a. voltage of 115. lb
disad vantage that one corner of the bottom room was aperture upon a mass of cotton beneath bad set it on fire. is driven by a countersba.ft from the main engine driving
darkened by buildings outside, could be li~hted so as to When cotton in a. loose condition does get on fire it is the machinery in the building, a.nd with 60 arc lamps and
replace the missing daylight. The four lamps were much like a train of gunpowder; and this mill, which was 66 inca.ndesceno lamps it absorbs 70 horse-power. The
placed in position a.nd tested. The r esult wa~ fa.r beyond kept in a. condition far from clean, being covered with a. lights are steady and free from fticker; if ever a. lamp is
expectation. Ib was found tha~ the cle~nhness of t.he thickness of fly steeped in oil over the floor, walls, and seen to flicker it may be certainly concluded that it has
work, which is an essential reqmrement. m cotton sp~n - ceiling, became so suddenly a mass of flame that the not been thoroughly cleaned, and that the carbon slides
ning {'Ould be supervised to a. d egree h1therto u~attam- workpeople bad considerable difficulty in making their are sticking in the magnetic brake. Photographs are
ex hibited of ea.cb room a.t 10 o'clock at ni~ht in the
able' by artificial light. .The. owners of ~he mtl~ were exit from the burning building.
Arc Lamp.-The complete absence of danger from the winter; they were taken, of course, from the reHeated
then anxious to adopt th1s kmd of la.mf 1mmed1ately;
but they met with an absolute refusa from t he 1!1 arc lamp used by the author will be more thoroughly ap- light itself, and the exposure was in each case rather less
surance companies to allow any open arc lamp to work m precia.ted from a description of its construction. lb con- th an 10 minutes. Upon examination it will be seen that
a cotton mill. This led to th e question of its further use sists of two carbons of different diameters, the upper or the detail is wonderfully distinct, even at the distance of
in the iron works of the writer>s firm, and at fi~st a. ~la.nk negative carbon being solid, and the lower or positive 120 ft. ; this is particularly noticeable in the photograph
refusa l wa.s received, without a.ny reason bet?g gt ve~; carbon being annular and rather larger in diameter. of the bottom room. Attention must be called to the
but correspondence of some month~ resu~ted m permts Their areas are 0.200 and 0.4 Gsquare inch respectively; absence of shadows. It can be seen that thf\re are no
sion being at length granted t o contmue tts.employment which proportion insures their both consuming at the dark places on the floor, and that underneath the lathes
under certain rigid conditions . . These mdeed ~ere same speed, thereby avoiding the ~eceseit~ of any corn and other machines, although directly below the reflected
reasonable as regards the conductmg a.rea. of the wtres, plicated {'lock work arrangement to d1fferent1ate the apeed light, there i~; no such thing as a detine~ shadow.
Horw-ich L ocomotive Works.-Four mverted arc lamps
he
voltage,
safety
fuses,
and
other
necessary
precauof
the
feed.
In
this
lamp
indeed
there
is
no
clockwork,
t
but the carbons are drawn together by a pulley, string, were tried by Mr. J ~bn A.~ Aspina.ll in one of the ~an
and Yorkshtre Ratlwa.y workshops at Horw1ch,
tiln:~rder to see whether there could be a.ny valid ob- and counterweight, their distanc~ apart being regulated ca.shire
u
th
th
d
in the usual way by a magne~1 c b~a.ke. ~he .Pulley, where, however, owing to the great height at which they
e a.u or ma. e. a weighb and brake are all con tamed m a cyhndrJCal box had to be fixed tb~y were nob successful. They have
jection to its use i.n cotton m~ s,
fairly complete ~Jertes of expertments. The danger m a.ttacb~d to the underside of the cone of the reflector; and since been pla.c~d in the l~rge drawing o.ffices, and the
cotton mills is supposed to be that the. fi~est fibres or the only interruption t.o the ligh~ abov~ is that occasioned light for drawing purposes 1s a~ perfect a hght as can be.
filaments are liable in the process of spmmng to escape by the thin arm forrnmg the chp whtch holds the upper Failing, on acc~>Unt of the he1g~t of the workshop, to
in a certain proportion, under the action of the draught carbon. The ora.ter carbon is here the lower one, in order arrive at a. sa.t1sfactory result wtth: th~ so~ely reBect~d
caused by the mo vin~ parts ; and being .of muc~ the same that the larKer number of rays produced may be thrown light, Mr. Aspin.a ll has. succeeded tn hghtmg the mam
specific gravity as the air, they are ea.~nl.Y earned b~ up upwards. The cone reflector is 25 in. wide a.t the ~op machine-shop wtth ord~na.ry open a!c lamps, each proward draught. When they reaoh any tronwork, ettber and 7 in. a.t the bottom, the ~ngle . of the ~one betng truding through a whitewashed d1.sc formed. of . hg~t
columns beams shafting, or gaspipes, they have a ten 88 d eg. The interior surface ts ordmary whlte enamel hoardings framed together. A curtous combma.tAon ts
dency, o'wiog to' the latant electri city a.lway~ developed upon the sheet-iron exterior. The external a.pl?~a.ra.nce thereby produced of lighting by th<' reflected and the
in textile fabrics, to attach themselves rad.ta.lly t o t~e of the lamp is shown in Fig. 1, and a.l.so the posttu:~n. the direct rays. It has not the whole of the advantages of
electric or magnetic centre; and as the cardmg-~oom atr lamp occupies in relation to the .w.httewashe<! ceiJmg ; the reflected ligbb, because the &ye has a tendency to
in a. cotton mill is a.lwa.ys more or less cbar~ed wtth these and in Fig. 2 a portion of the detatlts .shown separately. glance upward towards the da.zzhng ~res, ~nd sba~ows
fioatin~ filament~, the insurance. compames feared the Each la.mp is balanced by a. counterwetght ~ver pulleys are projected. Nevertheless, the .w nter 1~ convmced
result of combustion by contact wttb the open arc would (Fig. 1); and the counter.weight hangs.convemen tly ~long that by this combination of reftect10n a. ga1.n has ?een
be thab the fire would be conducted. to a d~ngerous side either a wall or a. p 1llar, so that 1t may not he m the achieved of a.t least 25 per cent. over the ordmary dtrect
quarter by the loose filaments a.dbermg to Wlres, &c. way of traffi c. Thus it is easy to lowe~ the lamp for th e arc lighting without reflection; and a.ll concerned are
. . .
.
'!'his fear ts found to be nbsolutely groundless. R eJ?ea.ted purpose of renewi ng spent carbon~, wb10h has to be done satisfied with the result.
Cost.- The question of c~st of electr1~ hghtmg, wht.ch,
and ex tended experiments have in every ca.se fa.tled to about every eight hours, and reqmres not more than one
after all, is of the gre~tesb 1mp?rta.nce. ~~somewhat diffi.
show any indication of danger ~ro,m s.uoh. a. t:aus~. Thd minute pel~ lamp.
P ractical R e3 utts of Wo1king.-:-Tbe plan ~f mverted cult and the writer 1s hardly m a pos1~1on at present to
fallacy of the insurance compames obJect~on 18 rendere
apparent by the fact tb-a.t at the .preaent ttme they allow arc lighting has now been in use '.n some porttons of the sive'data sufficient to be of much practlCa.l value. HaY
open gas jets in all cotton mtlle. If there were any writer 's works for twelve and thtrtee~ hours a. da.y ~ur mg regard to th.e number of . workpeople who could be
danger in an open arc lamp, there would surely be more ing th e last twel ve months, an~ somet~es almost mgbt served with the hght, the cost 1s less than that of gas, and
in open gas jets, which, of course, are more numerous and day; and. the results of lt~ workmg he has e very of course the light is stronger ~nd more general i. so that
than arc lamps would be. Furthermore the arc lamps reason to beheve may be constdered successful. The in respect of candle power 1b would be . co.nstderably
have to be lowered every ei~ht hours of work. for the building, as already mentioned, consists of three storey~, cheaper than gas. In the tbree-stor~y bu1ldmg at ~he
purpose of changing th e carbons. The .gas Jets a~o each room 123 ft. by 55 ft. ; the bottom r~OIJ_l of all ~s author's works there were 502. gas Jets, each burnm.g
turned off when not required, and hghted . aga.m surrounded to such an extent by ot~er buildmgs tba.t lt 4 cubic feet per hour. Gas costmg 2s: 8d . .Per 1000 cub10
when wanted; this may occur t~o or thr~e ttmes a was necessary to keep the gas bu~mng the w.hole of .the feet would therefore come to somethmg hk~ 5s. 4d. per
day. But every time the electrw l_a.mp. lS low~red da.y. In this room the work consists of turmng, flutmg, hour for this consumption. In the 60 electnc la~ps the
it is thoroughly well c~ea.ne~, . whtch ~~ especta.lly poli~hing, and r~pairing ~bat are known as fluted. bottom only consumption is that of the carbon~, wh1ch are
easy, a.s it consists simply In wtpmg the wtre and the r ollers for spinmng ma.cbmes. These rollers requ~re .to ba reckoned a.b ~d. per lamp per hour. Th1~ has. subs~
inside of an enamelled reflector. T o yrove that the arc finished with mathematical accuracy, and the ma)Ortty of quently been reduced considerably, but takmg thts bas1s
60 lamps would together cost 2s. G.d. per h.our for ca.rlamps cannot convey fire by contaot Wlth the cotton fi.b~e, them ha.ve to be channelled or flute~ to the closeness of the
The 66 incandescent lamps wh1ch are mcluded m
the author has let fall in the inverted reflector quantlttes from sixteen to nineteen flutes per mch, the sba.pe of the bons.
of what is termed cotton fly, being the lightest and most flutes b~ing of the greatest importance. In the room a.bov~ the 70 horse-power absorbed by the dynamo would of
add to this cost, as the~ a:re OJ?lY 1000-.hou~ lamps.
inflammable part of cotton fibre; a.nd as soon ~s ~b e level ar e manufactured top rollers to work ~n the fluted rollersd, course
The greatest cost after the or1~ma1msta.lla.~10n 1s del'reof the arc was reached a.nd the top fibres were tgntted, the these also have to be mathematlcally correct, an cia.tion
horse-power. Ta.kmg the whole m~o c~:>nsJ?e
fire spread rapidly round the cone of the reflector ~nd their surface finished to a. high d egree of accuracy. ration, and
is probable that the cost of electr1~ hg~tmg
burnt downwards towards the bottom. ~hen k~epmg In the third room a.re manufactured what are .known would beit more
than that of gas; but as the hg~t ts so
the eye level with the top of the refie~tor, tt was tmpos a.s fl ers having one hollow _leg, tbr~ugh whlo~. the much more satisfactory,
it
may
pro~e . economy m most
sible to see anything escape over thts. level except the
tt!n m~st pass down in a shghtly twisted condtt10n. cases to a.dopb ib. Tbus in the present msta.nce the total
black tinder resulting from the combustiOn o~ the fibr~ or
t the affinity of cotton fibre for metal affected candle wer of the 500 gas jets would be ro';lghly 8500,
fly. With the true cotton itself, smou~derm~ .particles el:~fcally however little, it is evident that any roug~ while
arc and incandescent lamps co?lbmed would
might be seen to the extent of from 4 m. to 6 m. a.b~ve ness of th~ interior surface of t.h ~ hollow leg must e have 73,000 candle power, much of wh1cb, however,
this level; but it was pro\ed that these sm~uldermg re' udicial to the working; a.nd Jt l S therefore n~cessa.ry is of course useless except for the general effect of the
embers had no beat beyond that necessary to giVe th.em fba! the smoothness of finish should be unquestiOnable.
.
.
their colour, for they were not even capable of ex plodmg The attic or roof room is u~ed for the storage of patterns, light.
Conctusion. - Tbe hght
now d escn'b ed h as proved JD
t'
f
ously mentioned In the bottom room there are ractice to fulfil the requirements enumer~ted ~t the
gunpowder .
. .
F or the purpose of further eluc~da.~m~ th~ q ues tonfo ;~ ~:~hines consisting .of lathes and fiutin~.:oachmed
innin~ of this paper as the necessary qua.hficat10ns of
fire risk the author visited a mtll m BelgiUm, not ar and others, 'and employi~g 60 work~enn.13n w~r~e~~~. a. iood artificial light, and for any class of manufacture
from Ghent where very coarse numbers were spun, the room contains 164 machmes, employt gb'"
d 11Z for which ib is applicable. For bleach and dye works,
cotton being of short fibre; and the amount of eva.pora- and in the third room there are 69 ma.o mes an
tjon, as it is termed, of fly from the lower filaments was .
0.
t'he
be
556
where it is necessary to dis tinguish minute differen ces in
sha~es of colour, it must be invaluablle, permitting this
del~cat~ work ~ b e ca~ried ~m in ~he d ull winter days,
wh1oh Is no w difficult, If n ot Impossible. If the ins urance
companies ca.n be persuaded that not only is th~re no
danger from this light, but that it is perhaps safer than
a.ny other mode of lighting, there seems every p ossibility
that the use of the arc lamp will undergo a rapid development.
E N G I N E E R I N G.
of the seam permits of th e water r unning back to the
shaft bottom and to the pumps, the writer has sought, by
means of the well-known petroleum engine of M essrs.
P riestman Brothers. Limited, to s till furth er ex tend the
valuable a ssistance rend ered by machine drillin g.
In t his case the engine and drill are placed on a suitable
bogey or tram. On th e main shaft of t he engine is a.
V -s haped belt sheave, gi vinli' motion t othe drill by a leather
or gut belt. Further d escnption will be found on page
242 of vol. l v. of ENGINEERING , where the engine is Illustrated, but the following account of the petroleum
engine by Professor R obi nson may be useful. H e says,
"Probably the mos t ingenious part of the engin e is the
vaporiser
for breaking up the oil and mixing it with the
m commg atr.
"The air-pump worked from the main shaft forees air
into th e reservoir, and sends a stream of oil and compressed
air along separate tubes to th e spray-maker; the oil injected through this inverted nozzle is thoroughly broken
up, and intima t ely mixed with the incoming air playing
upon it.
"This mixture of fi ne spray and air is heated and completely vaporised by the bot products of combustion led
round the vapor ising chamber, before being a llowed to
escape by the exhaust . This vapour, thus thoroughly
mixed with air, is drawn throug h an a utomatic suction
val ve into the engine cylinder by the piston in its forward
stroke. After the c;harge of oil vapour a nd air is drawn
into the engine cylinder, it is compressed by th e piston
during the return stroke. H ere a certain small fraction
of the heavier constituents of the oil und oubtedly are
condensed in the cold part of the cylind er wa11s, and go
to keep the cylinder moist a nd well l ubr i~ated , whilst a
larger proportion is evaporated and burned during t he
explosion or working stroke.
"The compressed charge is fi red at the proper momen t
by th e side shaft closing t he battery circuit of an induction coil, and thereby causing a spark to play between the
p oints of the two platinum wires, insulated by the porcelain in the igniting t ubes screwed into the end of the
engin e cylinder.
" The measu red oil consumption com es out, 0.85 pint
of Royal Daylight per brake h orse-power p er hour; taking
the price of this oil deliYered in bulk, as t he American
Oil Company are now doing, 5td. per gallon, th e cost of an
actual brake horse-power by this small engine is less than
! d . p er hour. L arger engines give still greater economy."
These machines have don~ excellent work, d rilling between 60 and 70 holes per shift of about seven hours, and,
as will be seen, requinng no machinery on the surface,
and no p ipes to con vey the power. Nevertheless, w ith
the object of trying- all things, electric ddlls have since
been employe1 a.b the adjoining mines, and drills actuat ed
by compressed air are also in operation at the Skelton
P ark and other mines in the district .
V entilation.-Another feature in the mining of Cleveland has been the ext ensive introduction of powerful
ventilators, by which volumes of air, far in excess of a ny
other district, in proportion to the p ersons em ployed, a re
circulated; thus, taking fi ve large mine~, the ventilation
amounts t o 355 c;ubic feet of air per min ute per person
employed, some of our best ventilated coal mines nob
much exceed ing 200 oub :c feet.
In 1864 there wa.s a Royal Commi ssion appointed to
inquire into the condition of all mines in Great B ritain,
t o which the A ct 23rd a nd 24th of Victoria, cap . 15, d id
not apply, and before this the writ&r bad the honour of
appearing. In the report of this Commission it is taken
a s a reliable estimat e, mad e Ly Professor Liebig, that a
man in twenty-four hours requires 380 cubic feet of air,
so that in Clevelan d in one minute there is as much air
circulated in its mines as would ser ve each p erson employed twenty-four hours.
No doubt the quantity of powder consumed, wh ich
amounts to about 3lb. per miner per day, and the thick ness of the seam, accounts for this large excess of ventilat ion over oth er di striC'I t s. It may fairly be claimed that
the same conditions which prevail in the coal mines of
this country, in which, as was shown by Dr. Ogle,
F.R.C.P., superintendent of statistics in the general
regist er office, a t t he Hygienic Con ~ress in 1891, " t he
death-rate of coal-miners was surpnsingly low, a nd in
spite of their t errible liab ility to accident and their con stant exposure to a tmosphere vitiated by coal dust, foul
air and high temperature, t he mor tali t y figures of these
lab'ourers were considerably below that of all males, "
prevail also in Cleveland. Dr. Ogle fur ther says, "indeed the l ongevi t y of coal min ers appears to be on a par
almo'st with that of agricultural labourers ;" and the
writer feels justified in maintainin g that the idea of an
at mosphere Yitiated by. foul air has no existe~ce in either
our coal or ironstone mmes, but he agrees wtth Dr. Ogle
wh en he says, '' th~ low death-rate of coal miners, as CO!l1
pared with th<;>se m almost every. ot~er branch o~ m
dustry is certamly well worth constdermg by the m m ers
thems~l ves for that in fact, in every district, with one
exception, in which he had examined it, the death rate of
coal miners was lower than that of males of the same age
in th e same country. " He a lso found that coal min ers
suffered less from pht hisis than other members of the
community.
.
The W citer of the Dist1ict. -'l'h~ rooks of the qohte,
overlying th e Lias shalfls and the 1rons~on~, contam, as
we have seen in some parts of the distnct very large
bodies of wat~r, amounting at Lumps~y t_o about 8 to.n s
per minute, and at North Skelton, wh1 ch Is a?out 8: mtl e
to th e wes t of it a.nd at t he c;entre of t he baam, tw1ce a.R
mu<: h. U nder th ese circ;umstances, bofo~e tb ~ re~ov~l
of the pillars some centra] scheme for dealmg w!tb It will
have to be considered, and no doubt that wnter, who,
twenty years hence, records, fo ~ your benefi~, the progress
of th e district, will be able to g1ve you p artteulars of bow
the d ifficulty has been met.
"
prove,
Nov. 3, 1893.]
=
CoMPILED BY
557
E N G I N E E R I N G.
GUNS, &c.
11121. T. Perkes, London. Firearms. [7 FiJB.) June
l893 - This in\'eo t\on consists of me.a&s wher eby the aco1dental
6'
ture falling of the hammer IS prevented, and wher eby
or P~E'!Da er only is required for oper ating both locks of o.. double
b~;re~;!~ gun. The tri_gger , trigger plate, or lor.k p late IS fit~ed
.. b
ivoted "scea.r check," the top en~ of wbtcb en~ages w.t t h
'~t a p and the bottom end with the trfl'ger plate, mto wh1ch
\ ~~~~~tically locks. On raising tb~ t rigger with the .finger,
~h
ear check is carried out of the tnggH pl!Lte by the cu oular
m:tr~n of Lhe t rigger UJ?On its pivot~ thus allowmg the sc_ear to ~e
d When th e gun 1s cooked (Ftg. 1), t h e hammer A IS h eld .n
~~~:position by the scear B engaging in its bent. Th e scear Js
oth er . As tbe ktys C r evohe " ith the s haft A their. beads~~~~
in the groove of the sh eave E, and t he k('yS are h eld 1n or o.t'
MINING AND METALLURGY.
gear with t h e key-ways in the wh eel B according t~ thte P~ 8 l ~o;
16 592. R. B. Grey, Acton, Middlesex. (F. W. Grey of the sheave E'. The thrust blocks F a re made ID. wo a 'e
and 'w. Marsh, On1,aum, Southern bt1ia). Conce~tratiDJ with a ver tical di viding lin e. Th.(' two halves of bth~ tr~ust~~l~~~
Gold Ores. (2 Figs J Sep tember 16, 189 l.-;The obJect of th1s are bolted down between two JOgg les on t.he e P a e
i nvention is to p rovide m~a11s fo.r conc~ntrat1og gold or.es, &c,
in which the con cen t rator 1s prov1ded wtth a n outlet adJusta~le
.1.
relativ('ly to the inlet, a nd also with m eans whereby th~ capac1ty
of t h e passage through which t h e ore passes can be \'<ln .ed. -:t:be
concentrator consists of a cooical inverte~ \'ess.e~ A, prov~de.d w1t.b
W1th1n th1s
911 ppor ts a by which it can be secured. m p osttton.
vessel is placed a box B, of co rr espon~1ng form, so a~ to lel\ve .a
space C between itst>lf and the i!lter_1or of the vessel A. Thts
space C is made adjustable to su1t d1fferent classes ol ore to be
t reated, by securing to tbe or ossbar b fixed to the box a screw D,
wh ich rotates in the ba.r a nd pasaea thr ou~ h a screw nut sup
ported by a saddle-piece a~ b ridgin g the v~sel A, so t hat ~y
mc\\ns of the screw and nut the box can b e r atsed and l owered m
the vessel to enlarge o r co~tract t h e. spacE'. d is a band wh eel for
operating the screw, .a,nd gutdes ar~ p~ voted on the veasel A a.nd.b~x
B r es pecthely to gUlde the latter 1n 1ts m ovement and retam 1t m
p osition. The ore to b e treat('d and mixed with t h e n ecessary
amount of wa~er is introduced a t one en i o f the space C, and
Ftfj . 1.
Fl{J. Z
Fie.Z.
0
Fig .1.
~16310
rators.
[6 Figs.]
rf1J.t.
Flg .1
. .1 .
fi reclay is used to prevent the parts above the water line from
becoming unduly h eated . k is the fi rebox, and l the entrance to
t he chimney. m are large p i p es p ro' ided f o aid circulation, and
containing within them smaller pipes. The heat of the fir e
actin~ on t he exterior of the pipes m main tai ns an upward cur
rent 1D the annular S{>ace between m a nd n; t h e latt er pipe not
being exposed to th1s influence, carr) ing a counter current.
(~ ccepted Septembe1 20, 1893).
. 1.
Ftj .2
FirJ .1.
.
__......... --
.._ ---- -------- __ ,.,
...
,----~-.,'
_.. - ..
. ... ,.r------
...-------
, ,.-
----........
"-.o:--
.:r:
inclined teeth OJ, engaging with the dog to sustai n the strain
of the vice when it is d tsired to bold an article firmly between the
j ~""s. The do6' is pivoally suppor ted i n the nut block K by h ea,y
lugs ( liip-. 1), 8? t hat the teeth can be raised o r lowered to
enga{e "'ith, or disengage from, the teeth 0 1 on the su rface of the
6wivel bed 0. When the vice i3 closed, the dog is thrown out o f
contact "itb the t eeth b~ turning the ~crew D unti l the pin A
a\ one side near its bl.Ck end come~ in coo tact with the body of
the dog at the ba.rk of its piVotal centre, and, thowing the back
end up, throws the fron t end down and out ot contact, so that t h e
vice is opened without turning the screw, although this pin d oes
not operate the d o~ when t h e jaw of t h e ,ice is par tially open.
The bench screw D is operated by means of the handle I. Th e
b wer portion of t he vice L forms a guide-way fo r t he nut K, as
well as a support tor the back end of the screw D (Fig. 2). ( Ac
:epted S?ptemb ~t 20, 1893).
IIISCELLANEOVS.
20.75<1. B. B. Bates, Yonkers, Westchester, New
York. Spool and Bobbin Holders, &c. [4 lt itJb.]
Novemher 1ts, 1 92.- T his imentio n relates to m eans for h olding
sp ools o r bobbins and supplying t he thread under the proper ten sion to sewing machines, and is especially adapted to booksewing
m achi n es, in which a n umber of s p ools a re u sed simultaneously i n
the machin e. A plate is used i n the form o f a semicir cle with
openings in it into wh ich are in ser ted holder s for t h e bobbins.
Each holder is p r ovidt>d with a stem adapted to the kind of bobbin
used, ar.d t here a r e also tour proj ect ing feet, two of which rest
sss
[Nov. 3, I 893
E N G I N E E R I N G.
upon the surface of the plate, and two pass t hrough notches and
interlock beneath the plate by a partial r otary movement given
to the bobbin. The bobbins are large, so a.s to bold a sufficient
quantity of thread fo r r apid use in sewing a rticles such as
books. Ea.ob spool h as a flyer having an eye through which the
threa<i passes, as it is drawn along this flyer describing a circle
larger in diameter than the spool, so that the thread is drawn off
:f.s
Fig
Fig .1
Fig .Z.
.,
lOJJq _
_,
Fig .Z.
&c.
0, D, E are p laced one above the other and mou n ted in bearings
F carried i!l standards G. Pressure is put upon and taken off the
rolls by handwheels Hand screws J, which a re fastened to the
Er .1.
w.
14,325. J.
18, and which a re lined with brass. Each lower bearing block 23
is set by means of a screw spindle 25, working in an internally
screwed block 26, secured to t he side f rame 18, hut removable
from it when requir ed. Each upper bearing 24 is pressEd downwards by springs 27, adjustable by means of a spindle 28, scr ewed
throug h a cover-plate. The upper shaft 16 is d ri ven at a less
speed than the lower abaft 17, and to diminish the tendency to its
being dragged round by the latter at a g r eater speed than its
proper one, it is driven by two belts a cting on pulleys fixed
one on each end of it. The shredding rolls 12, 13 a re built up
each with a series of steel rings of a double bevel o r angular form,
with the bevelled surfaces serrated. As tbe projecting angles of
one roll extend in between those of the other, two half-rings
are put at the ends of one roll, the upper one, 12, to make the
total len~tbs of the two equal.
The serrations of the steel
cutting rings 12, 13 are rounded instead of being angular and
consequen tly d eeper, and t hose of the upper roll are made doublP.
the number and h alf the pitch of those of t he lower ; so t hat the
upper one, which turns the more slowly , ob tains a firm ~rip of
the canes as they g radually pass t hrough, and resists the drag of
the sh redding a ction of the lower r oll. The steel cu tting rings 12,
13 a re fixed on d rums, secu red on the shafts 16, 17 by p inching
screws, the rings b eing made oo fit tightly on the drums by strips
of b rass. Tbe steel cutting r ings at the ends of the rolls a re .fixed
on the bosses of end discs, secured on the shafts 16 , 17, two at
one end by key s, and the others bf slightly tapered bush es, those
at one end b eing tightened by scr ews on the completion of the ad
justment and fi x ing of the parts. I n putting the p a r ts togeth er
the steel cutter rings 12, 13 and end discs ar e strung on the abaft
16, 17, and then the end discs are connected by rods on which
nuts a re screwed so as to draw the parts together tightly.
(.A ccepted Septem be' 20, 1893).
. .I
. 1 , _ K
,.,--rr-'l-r-rr~,-....,o-i--,..ro.rh
(; 'i
'
I<
c:
'
.
c
15,297. W. Smith , Glasgow. ( H . Kidd , S ydney, N ew blocks K by nu ts. The piece of metal is first pa.ased between the
South Wales), . Sug~r Cane Macbl~ery. (9Figs.] August r olls C and D, and after wa rds between the rolls D and E, so that it
11, 189~. -Thtsmventt<?~ r elates to macbm_ery for shr~ddin g sugarcanes m order to famhtate the extra ctton of thetr saccharine
matt er . The canes are deli vered from the upper end of an inclined conveyor 10, down a shoot 11 to the shredding r olls 12
13, after pa~eing through which thty are deliver ed down a shoot
H to the crushing mill 16. T he rolls 12, 13 are on parallel
shaft8 16, 17, h eld in bearings in side frames 18. The bearing of
Rj; .1.
---<
can be fed from either or both sides of the mill, and the necessity
of taking it back a~ain to the side from which it sta.1ted is thus
ob\iated. (.A"eptedSeptember 13, 1893).
--
.1
Fcg .Z
J.
.........o , .
/. ... ...
,~;; 0
.'
that i ts upper arm passes a detent and c omes against a atop; the
~auling of the operating rope pulling the carria~e to the one end
of the beam. When t h e carriag e reaches a stop near this end,
the detent is mo,ect so as to release the lever, but at the same
time the carriage is engaged by a pawl which prevents it from
moving, and then the load can be lowered. On again hauling up
the rope, the ball, again enga~ing with tbe fork, causes the lever
to be again held by the detent, but at the same time releases the
pawl, when the carriage runs to the other end of t he beam.
Here it meets another stop which r eleases the lever, allowing the
load to be lowered or h auled up, and which moves a catch to bold
the carriage in position until the ball again en gages t he lever
releasing the carriage, which can then be hauled along th e beam.
The lower a rm of the fork lever is made in the form of a segment,
so that the fork can be adjusted to various positions on it, to suit
various inclinations of the beam. (Accepted September 20, 1893).
Fig .2.
....
Fig .J.
tra vel nearly to the lower parts of it, where it takes an up Yard
turn and passes through the opening p, and ascends through the
space between the boards to the air outlet opening m , through
which i t passes to the air chamber M. From here it passes into
the upper part of the g rain-receiving hopper J, where it passes
upwardly a round the lower edge of the inclined shelf j , over which
the g rain escapes. The air then takes an ascending course, and
ca rries off the d ust and then tlows upwardly throu~h the airleg
K to the eye h of tbe scouring case, depositing on its way the
heavier ~rad e of the material in the chess hopper Kl. A slight
air cu rrent is drawn upwardly throug h the inner air-leg I , and
passes to the ey e of the scouring case. This current carries with
i\ t he lig h t dust which it has separated fr om the g ra in escaping
through t h e discharge opening of the scouring case, the rela tive
force of th e \'Olume of the air c u rrents p assing upwardly through
the outer and inn er legs K and I being r egulated by a. \al ve il.
(.A ccepted Septembe, 13, 1893).
'
'
'
NEw YoRK.-To im
prove the water front in New York for commercial purposes, it is proposed to girdle the city with a four-track
elevated railroad, contiguous to the line of warehouses,
and to compensate for the land thus taktm by extending
the piers 100 ft. further into the water.
MORE ELEVATED R aiLWAYS I-"OR