Professional Documents
Culture Documents
E N G I N E E R I N G.
EXPOSITION.
COLUMBIAN
WORLD'S
THE
OPEN-SIDE PLANING MACHINES AT
CONSTRUCTED DY THE DETRICK AND HARVEY :MACHINE COMPANY,
ENGINEERS,
BALTIMORE,
U.S.A.
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TilE INSTITUTION OF MECIIANICAL page of our present iHsuo, and we may, therefore,
ENGINEERS
at once proceed to t h e discussion .
E N G I N E E R I N G.
...
[Nov.
10,
1893.
The steam cylinder was 7 i n. in diameter, and t he allowance for the loss by the large double ports.
water cylinder 5 in. The stroke was 9 in., and the Also the element of friction was eliminated, which,
pump made 27 strokes per minute. The test was in a small direct-acting pump, coneumed so much
carried out over six hours, the boiler pressure being power. The speaker gave details of loss from these
44 lb. per square inch, but this had to be r educed matters, and also pointed out that there was no
by throttling the steam, and the fires had to be expansion, t he exhaust escaping direct at high
damped with ashes, as the boiler was very much pressure into t he atmosphere. The pulsometer he
too large for the work it was doing. The rising had referred t o, however, worked expansively by
main was 3 in. in diameter, with a great many bends, means of an automatic valve, placed above the
the total lift being 86 ft. 2 in., and the total water ball, which cuts off the steam. Moreover, there
discharged being 225,900 lb. : this amount was was n o loss through exhaust to the atmosphere, as
determined by a tumbling bay and the coefficients t he steam was condensed and used to lift the water
given by Mr. Bryan D onkin, Jun. The slip of t he into the pump. On the oth er hand, steam was in
pumps as taken by the counter was 5.6 per cent. contact with the water, and it was argued that
A Cornish boiler was used, 5 ft. in diameter and there was loss from this, but it was far less than
15 ft. long, with 2ft. 6 in. flue, the grate area being would appear at first sight, and than was generally
10 square feet. The total water evaporated, which thought to be the case, as after heating the
was measured by a Schonheyder meter, was 1620 lb., first thin film of water t here is little time for
or , say, 270 lb. per hour. The total coal burned the heat t o be conducted downwards. Again, no
was 157 lb., and t he feed temperature 42 deg. Fahr. oil for lubrication was r equired with the pulseThe coal per hour per square fo ot of grate was meter. This form of pump had had a good deal of un2. 62 1b., and as the heating surface was about j ust odium cast upon it. I t was r eferred to some247 square feet, this would give an evaporation of times as "the steam-cater, " which was considered
1.09 lb. per hour per square foot. The indicated a very facetious thing to say about it, and the name
horse-power was 2.16, and the water horse-power had therefore gained wide currency. In considering
1.95, giving a pump efficiency of 90.05 per cent., the author's statement that t he pulsometer referred
and giving a steam consumption of 125 lb. per to was thirty-seven times a~ uneconomical as the
indicated horse-power, and 138 lb. per water horse- Cornish engine, the speaker considered some allowpower.
ance should be made for difference in size between
Mr. Schonheyder agreed with the last speaker the latter description of pump and the small
that he did not know where to find results of pulsometer in view. By Professor Beare's figures,
working similar to those given in the paper, but he however, the Cornish pumping engine exceeded
would suggest that outline diagrams and descrip- the small pulsometer in efficiency six times only,
tions of the engines be added to the table. He and this the speaker thought was a very satisalso suggested that in cases where machinery was factory result, considering the different sizes of
out of order the fact should be stated as a foot-note the two machines. It was not only, however, on
to the tables, in order that matter of such import- the question of economy that Mr. H odgkin wished
ance should not be overlooked ; for instance, in the to take his stand. There were many points about
case mentionsd, of the condenser being out of order, the pulsometer which would insure it being used,
and also the alterations in the Hayward Ty ler even if it were a more uneconomical engine t han
pumps. The speaker, in connection with this it really was. Ther e was the convenience of
matter, referred to the remarkable number of bad handling, the fact that n o foundation was r equired ;
condensers that were in use. H e felt sure engineers it could be easily taken from place to place, and
did not know how much loss arose from this, of once set to work did not want attention for months.
which he gave instances.
If they compared that with the workiiJg of the
Mr. J. E. H odgkin, of the Pulsometer Company, duplex pump, they would see there was a great
agreed very fully with what had been said as to the advantage for it. Some people appeared to imagine,
want of precision in t he paper, and, therefore, t he or to speak as if they imagined, that the pulsewant of reliance that was to be placed on the results meter was dead, but this was by no means t he case.
of trials stated. H e wished to state, however, that
Mr. J eremiah Head said it would facilitate tho
th e author had taken care that the mat ter should understanding of the paper if skeleton sketches of
be put forward fairly, and there was no bias in the t he pumps were added when it was published in
paper. The statements made, however, affected t he Transactions ; for instance, perhaps the mo~t
his company more than that of Mr. Lloyd . The common form of pump in this count ry was the
a uthor had stated, in reference to t he trials, that Cameron pump, but he found it impossible to make
'' the least economical in steam consumption are out whether any of these pumps mentioned were
the inj ectors, next to t.hem the pulsometers. The of the ordinary Camer on type. He hoped it would
inj ectors tried were at least 84,000 7 1310 -= 64 be possible to get these sketches made, s.nd added
times inferior to the Cornish pumping engine, and to the publications in the Transactions.
the pulsometers 84, 000 7 2300 = 37 times. "
Professor T. Hudson B eare said t hat he had
Again, later on, the paper stated that although the made the trials of t he pulsometer, and, as stated by
pulsometer has a higher efficiency t han the inj ector, Mr. B odgkin, these were made under ocdi11ary
yet, under the most favourable circumstances, working conditions, the water being lifted ou to a
it requires a boiler t wo or three times larger tank on a stage and measured by a Kennedy water
than would be needed for a steam engine; and as meter. It was also measured by means of vessels
pumps of such simple make can now be had so as a check. The amount of feed water was known
cheaply, there is no longer any need to have by it being run into a tank on a weighing machine,
r ecourse to these kinds of applia.nces, not even on so that there was no doubt in regard to that matter.
account of their costing less to put up. The details The r esults were that one water horse-power was
stated by the author in the paper, Mr. H odgkin obtained with 147.6 lb. of steam ; with a duplex pump
said, were at variance with the r esults obtained of the type referred to by Mr. Halpin , the duty
with any ordinary pulsometer ; in order to put the would be 138 l b. of steam per water horse-power.
data that t he Pulsometer Company had acquired in The results were t herefore approximately the same,
better form, they had properly certified trials made taking the size of the apparatus into account. He
by Professor T. Hudson Beare. These trials were had also ascertained the temperature of the water on
performed under ordinary conditions, with naked entering and on leaving the pulsometer. This
boilers and naked steam pipe, t he length of which would give a check as to the amount of steam used.
was 62 ft. Professor Beare brought out the result H e proposed t o work the figures out, and would
so that in place of t he 860 lb. of steam per horse- be pleased to send them t o . the secretary to be
power per hour credited to the pulsometer by the incorporated in the discussion on this paper.
author, t he true figure was found to be 147.6lb. per H e was of opinion, however, that the author's
hour. This compared very favourably with an r esults and deductions could not be taken as typical,
ordinary direct-acting pump, and he thought that and the t ype of pulsometer tried by him must have
as the pulsometer gave such a duty it was cheap at been either a. bad one or the machine itself must
first cost, besides possessing other wellknown ad- have been in bad working order. He was survantages of this form of pump ; it was therefore prised himself when he r ead the statement as to
extremely reasonable to put it in competition with t he large amount of steam required . The same
other designs. One reason the pulsometer was a remark applied to some of the pumps; for instance,
fairly economical steam pump was that there it was stated in t he paper that in the Proceedings
was no loss from clearance, as in the case of the of the Mulhouse Society t he results of the t rials of
steam cylinder. In a duplex pump, say, of 6 in. a Tangye pump were quoted. This pump belongs
stroke t here would be, when working under pres- to the class of directacting pumps, without flysure,! in . clearance at each end of the stroke. This wheel, like the Hayward Tyler. In the trials
would be, the speak er said, one-seven th of t he quoted, it raised 800 gallons of water per hour to a
steam utterly wasted to begin with, without any height of 36.7 ft. This would compare with t he
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E N G I N E E R I N G.
br
~conomy was not, however, always the crowning pumps at the SJ.me station was only 80 per cent.,
E N G I N E E R I N G.
THE MARSEILLES AND ST.
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1893.]
10,
E N G I N E E RI N G.
3
; 6
ECTRIC
ROAD
RAILWAY.
EL
LOUIS
THE MARSEILLE S AND ST.
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M otors. -The cars being designed for fifty pas- with the pole-cores, which also forms the shell or
sengers, and a total load of about 9 tons, they were
origin ally fitted with two hi-pole 12 horse-power
motors, which actuated the wheel axles by worm
gearing of 1 in 15. Owing, however, to the cunstant overloads, and to the frequently insufficient
adhesion on the steep grades, these motors had
often to work up to as much as 25 horse-power,
and although the additional power could be
obtained by increasing the voltage from 550
t o 600, yet the guaran teed contract speed of
20 kilometres or 12.5 miles per hour on all
grades below, and of 10 kilometres or 6. 25
miles above, 2.5 per cent., had to be materi:\lly reduced, and the strain, moreover, on the
motors was so great that the service was not
satisfactory. Consequently, and in connect ion
with the new dynamos (Fig. 18) at the central
installation , the original motors and the worm
gearing were replaced by improved Oerlikon
motors (Figs. 19 and 20), which normally develop
18, but are capable of developing up to 30
horse-power each, and drive the wheel-axles by
horizontal spur gearing of 1 in 4. 9. Normally they
develop at 450 revolutions per minute a tractive
force of 0.3 ton each, equal to 18 horse-power at
twelve miles per hour. These motors are fourpoled, with very high )nductiv~ power; the yoke
-is successively
pipes.
Brakes.- N o electric brake is used, but, besides
an ordinary hand-chain brake, there is fitted on
each platform a safety slipper brake which is used
on the 6 per cen t. incline of the Rue d ' A~x, the
blocks fitting into the space between the ra1ls ;lnd
auard rails, and having f rictional contact with both
~ails. At first sigh t it would appear that the speed
of a car load of 12 tons, descending on such an incline by its own weight, coul~ ~e effectua.lly.regulated
by an electric brake; but It 1s a p ecu~tant.y ?f the
streets of Marseilles, more espeetally 1n t he Ind ustrial sub urbs, through which the line passes, that
the pavement is generally. m ore. or less g reasy,
owing to t he constant t rans1t of 01l and soap carts
to and from the numerous factories situated in that
part of t he town ; h ence it was considered advisable
to use a special brake acting direct on the surface of
the rails during the whole tim~ of t he descent.. The
brake, which is worked by cha1n and lever , can stop
the car within its own l ength ; but, although the
friction contact n o doubt keeps the rails comparatively clean , the system is decidedly clumsy, an.d
a good powerful mechanical hand brake, such as 1s
used, e.g., on the 8.5 p er . cen~. grade~ of the
Flor ence and Fiesole electric ra1lway, w1th lever
arms t ransmitting a very moderate energy exerted
at t he brake handle in the ratio of 1 in 136, would
E N G I N E E R I N G.
b e j ust as effectual as the slipper brake referred to*
and would, mor eover, obviate the necessity of t h e
very imperfect ordinary hand b rake-viz., one
brake would suffice for all gr ad es and purposes,
with an electric r everse brake for safety.
(To be continued.)
[Nov.
10,
1893.
D usT THEORY.
The resHme by Professor Harold Dixon, F. R . S ,
of Manchester , was d iscreetly brief and to t he point,
and gave r ise to a most interesting discussion.
Practical miners had come, and they took part. As
member of the late Uoyal Commission, Profe~sor
Dixon spoke with a certain reserve . Opinions
might be grouped under three heads : (1) A clo~d
of dust may be ignited, but the fiam~ 'Yould d1e
out; t he nixture of coal dust and atr 1s not explosive per se-an opinion held by man.y ?1iniug
engineers, and also by t he French Comm1sst?n, L e
Chatelier and Mallard. (2) Coal dust and a1r, not
explosive pu se, become so in the presence of a
very slight proportion of firedamp! t co small to. be
indicated by the Davy lamp. Th1s was t he v1ew
of t he R oyal Commission. (3) Fine coal dust and
air explode pe1 se, cause new d':ls~, and propa.gate
the explosion. These three op1n10ns Mr. D1xon
reviewed historically, referring frequently to the
Seaham Colliery explosion of 1880, which, in
the miners' and in his opinion, started from
a point B. T he damage just at that spot was slight,
but that would be no obstacle. The Chesterfield Commission of 1882 concluded that fine coal
dust can be inflamed, but the explosion would not
spread. The Prussian Commission of 188_7 exp~J imented at N euenkirchen 1 and warned aga.tnst h1gh
THE
,
d
d d 8 pecial
exp ost
were inflammable, an recom~en e . a
d usts
"'mt
'
te
and
fuse,
and
that
cer.tatn
potrtl?ns
of(Iat
dyn c.ml.ne should be isolated. byh codp.tous .wa telrmtg. X
Was gene rally conceded tn t e tscusslon t la no e )losion wave would travel throug h a we passage .
P
h chemists differed altogether : 5.6 per
Frenc
The
t of firedamp were needed at 1eas t t o ma k e d us t
~~nl~3ive. The Engli~h Commission <?f 1891 r eu~sted Mr. Hall, H .M. Inspector of Mines, to exqeriment further. Mr. Dix
. on commented upon
P
h
h
M Hall
these experiments ; but nett er e ~or r. .
miners
real ly described them, so t hat the antt-dust
could question the resu1ts, alth oug h very ~ h aracter
. . tic photoaraphs of artificial dust exploswns, wtth
~ames 40 lt. and 60 ft. high, were han~ed r.ound.
Some of these experiments were. mad~ In a disused
ft quite free from firedamp, ln whiCh coal dust
8 ha '
hl y suspend e d or a11o.we d to
either
been
fres
had
settle. l\:Ir. Stokes afterward s prot es t ed that 1n some
instances the gun discharged at the bottom of !he
shaft h~.d been tamped with coal du~t, a proceedmg
absolutely illegal and out of que~twn. Mr. Hall
denied the fact, an d P rof ~ssor D lxon h ad seen a
man tamping bore-holes wtth dust, an~ shale was
not rarely used, he had reason to behev~. Professor Dixon also touched upon the use of n1trate of
ammonia cartridges.
.
Profe:-.sor Clowes, of Nottingham, followed w1th
a paper on the "Application of the Hydrogen
Flame in an Ordinary Miner's Safety Lamp t o
Accurate and Delicate Gas Testi~g. " ~he hyd.rogen
is supplied in a compressed .state. 1n an 1ron cylmder,
which crm easily be carr1ed. 1n t he pocket and
screwed on t o the ]amp, servmg as. handle th~n ;
the gas is kindled at the j et by the 011 flame, whiCh
is then extinguished.
The standard hydrogen
flame rapidly estimates from 0.2 to 3 per cen~. of
redamp
,
hiaher
percentages
are
measured
either
fi
. . s~e of the. h y d. rogen .fi ~me, or b y
by reducing t. .he
diminishing the 011 flam e ~n s 1ze u?t1l It becomes
non-luminous. Such a cyhnder we1ghs less tha.n a
pound, and suffices for a hundred tests. The lamps
have proved very useful.
~Ir. Galloway, like the majority of the speakers,
vigorously defended the dust theorr. He emphll.sised too strongly, perhaps, that mines less than
600 ft. deep were safe, owing t o their dam.pne.ss,
and deeper mines unsafe, because t h e vent11at~n g
current became heated in the lower strata and dned
the mine. But he may b e right in differing from
Sir Frederick Abel, who declared stone dust inflammable. A stre~m of :\.ir entering into a wider tube
miaht contract and dissolve after the manner of a
liq~id j ~t and produce nodes ; lamps in such a tube
would hence wax and vane, and Mr. Gallowa.ynoticed
that they did so. Laboratory experiments with
narrow tubes were apt to mislead; the actual conditions are very difficult to imitate. The Prussi~n
Commission classified dusts. Mr. Galloway qu1te
concurred that the quality of t he dust was a most
essential factor; but their best-i.e., most innocent-experimental dust from the Camphauseu
mine caused a terrible explosion two m onths later.
'Vaterina was necessary. In South Wales the
people bad at first strongly objected ; n ow they
allowed that watering did not damage the floor,
and was beneficial also, in sanitary respects, t o
men and horses.
Mr. Hall could not understand how many explosions could be explained without charging the dust.
Mr. Stokes afterwards quoted an example where
eight million cubic feet collected in 25 minutes,
not causing an explosion, though, because the lamps
did their du ty. Mr. Hall was absolutely convinced
that coal dust was in itself capable of explosion,
specially the higher quality coal, and that explosive
waves travelled 200 yards in the entire absence of
gas. H e introduced the simile of the monkey
trap; his adversaries were entangled in their oldfJ.shioned ideas. The oppon ents, of course, observed thl\t the simile fitted their purpose quite as
well. Prof~ssor Thorpe may, perhaps, himself
have thought it hardly necessary to relate that a
terrib1e explosion in a flour mill converted
him int > an out-and-out coal-dust man. Yet
the remark was decidedly opportune.
The
quality of the dust is certainly a great point,
though. His "Pluto " coal dust never refuses to
explode for demonstration; other dust will not
explode at all. In his opinion, t he spot B at Seaham
was free of dust. Opinion~ differed hopelessly
about this poi nt. Finally Mr. Ashworth declared
that there had been three explosions at that spot
B, where dust certainly did accumulate.
Other
omntnm .
SoDIUM PEROXIDE FOR WATER ANALYSIS.
Sodium p~roxide, now a commercial article, has
by Hempel been sho wn t o be a co~ven~ent r eagent
for opening up tungsten and btan1c ores, !or
estimating sulphur in sulphides, and detecting
chromium and manganese.
It occurred to Dr.
Rideal and Mr. A. J . B oult to investigate in how
far it would replace alkaline permanganate in
Frankland's, Djeldahl's, or "'\Vanklyn's process for
determining organic nitrogen in waters. The experiments show that it is useful for differentiation,
but d oes not evolve so much ammonia even as the
permanganate, which is itself unreliable enoug.h.
Yet the peroxide otfers the advantage that after 1ts
use the permanganate reaction proceeds much more
quickly, and there is good h?P~ that the pe.rox~d e
will afford a means of estabhslung the consbtutwn
of the nitrogen in complex organic subst ances .
PERMANGANATE OF P oT A SlUM AND SoDIUM
THIOSULPHATE AND SULPHITE.
The r esearches of Mr. G. E . Brown and Dr. W .
W. J . Nicol, F. R. S.E ., of Mason College, Birmingham, throw light upon the complex r eactions on
which the estimation of thiosulphates and sulphites
bv means of permanganate is based. The reactions
h~ve been studied by many chemists, who agreed
only when observing the exact conditions as to
temperature, concentration, &c.
The authors
direct their attention chiefly t o oxygen proportions
in the oxidation and reduction processes.
speci~-r~g~rd
THE
ENGINEERING CONGRESS
CHICAGO.
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COLUMBIAN EXPOSITION.
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E N G I N E E R I N G.
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vessels must operate, it became apparent to the compensated for in t h e assured r eliabilit y of the
writer that to attempt t o make the hydraulic p umps ! pumping plant. The accumulator has n o val ves,
do their own work and also that of an accumulator ' and h ence cannot be liable to shock from this
would end in eit her partial or entire fail ure ; as the source. Through the elastic medium of t h e steam
pumps, having reciprocating parts and containing 1 or air pressure, it responds q uickly t o a -demand
valves which must open and shut with each change for water in the turret, and deliberately starts the
in the direction of the movement of t he plungers, pumps. I t also as deliberately stops them when
could not be started and stopped as suddenly as the the demand ceases."
varying and precise demand for water would require,
A description of the plates which accompanied
without shock or concussion t o such a degree as to t his article followed .
These showed various
render t he operation hazardous. A pat ient study apparatus for handling guns, turrets, &c. , and
of the details of such existing applications of the paper closed with suggestions t o be followed
hydraulic pumping plant for both land and marjne in designing them, from which the following
purposes as the writer has thus far been able to extract is made :
gather, has led to the conclusion t hat the accumu"The accumulator is indispensable, and should
lator is in such instances indispeneable, and that be of such liberal capacity t hat the movement of
t he comparatively slight incr ease of weight and its plunger, in r esponding to t h e sudden maximun1
space occupied attendant upon its adoption is amply demand for water, will be sufficiently slow to start,
E N G I N E E R I N G.
and afterwards stop, the pumps quietly.
The
pneumatic ac?um~la.~or is preferable to the steam,
1na.~m~ch .as 1t ehmmates the contingency of any
vanat10n 1n the water pressure which might arise
from some derangement of the steam-pressure
' reducing and regulator valve.' U nless, however
sufficient capacity is given to its reservoirs of ai;
to prevent any appreciable difference in the air
pressure on account of its movement, the advantages
of the pneumatic accumulator will b e neutralised.
"Provision must be made to prevent t he presence
of air in the wat~r pipes under pressure, for the
reason that certa1n of these pipes, as well as the
m otors, are alternately open to the atmospheric as
we.l l ~s the hydraulic pressure ; and, if air pockets
ex1st 1n these, the abnormal increase i n the velocity
of the water when suddenly admitted or r eleased
under pressure creates a water-ram which is sure to
prove disas trous, notwith~tandin g the ' c ush ion '
which the air might be s upposed t o yield. In the
writer's opinion, the velocity of the water under
pressure in any of the pipes sh ould n ot exceed 5 ft.
per sec ond. "
Coming fr0m one whose experidnce has b een so
g reat and whose practice so successful, this paper
r eceived a full discu3s10n, as it deserved.
"Hydraulic Appliances in B oiler Construction,"
by Signor G. Miglia rdi, of Italy, was read, and well
r eceived. As t h e writer h as n ot the paper, an abstract cannot be presented. That evening, to vary
matter s, a stereopticon exhibit was made in connection with Professor Durand's paper entitled, ' ' Planning and Equipment of M odern Ship and Engine
Building Plants. '' The paper consisted in a presen tation of the various problems involved in shipbuilding, and the author's view of what was a solution of
them by suitable mechanical appliances, and arrangement of buildings to handle material as little as possible. The lantern slides showed various tools and
appliances, many of great size. Mr. Dickie showed
in th is connection som e of the practice of t he U nion
Iron W orks, especially t he hydra ulic lifting dock.
In the absence of Mr. \Veir, th e author of a
p ap er on "Boiler Feed, " S ecretary McFarland
gave d escriptions of the lantern views accompanying the p aper, Mr. Weir having p rovided a very
corn plete d e.;cription of them.
These covered the
experiments in regard to corrosion in steam boilers,
and the progress of improvement in regard to
devices for feed water f or boilers. The slides included views of the very latest devices of this
kind, such as those on the Campania and Mr.
Vanderbilt's yacht Valiant. The evening's entertainmen t concluded with a m ost interesting series
of pictures of ice yachts by l\1r. Archibald R~gers,
of Hyde Park, on the Hudson, N . Y., the wellknown enthusiast on yachting matters, and w ho has
r ecently built one of t he y achts which is to compete
as p ossible defender of the America Cup this season .
These views sh owed the standa rd forms of the ice
yacht, together with som e of t h e earlier types, as
well as some beautiful views of winter scen ery on
the Hudson.
In r espect to Mr. Weir's paper, "Steam Engine
B oiler F eeding," a few extracts will show its gen eral
character.
The author started with t h ese propositions :
"1. Every steam engine to p erform or transmit
work must r eceive steam at a g reater pressure than
that at which it exhausts.
"2. The efficien cy of every steam engine depends:
" (a) On getting the full initial, or b oiler, pressure
on the p istc.n ; and
"(b) On returning the feed water as n ear the
exhaust temperature as possible.
'~ 3. E very cylinder of a compound eng ine is a
simple e ngine. "
The first two, h e claimed, would b e admitted by
every one ; and in r espect to the third, he said
h e had enunciated this twenty-two years ago, and
i t was to-day at work in principle, as the follo~ing
considerations will sh ow, in most of the steamsh1ps :
'' 1. Heating the f~ed water by the exhaust steam
of auxiliary eng ines.
4( 2.
H eating the feed water by the exh au st steam
taken from the high and intermediate pressure
cylinders of engines with two, three, or four
cylinderA in succession.
. .
'' 3. L eading the exh aust steam from aux1hary
ongines to the receiver of the main engines.
' 4. In evaporators for producing fresh water
from sea water by using exh ~ust steam tak~n from
one of th e high-pressure cyhnd~rs, and ~s1ng the
gen erated steam in the low-pressure cylinder, or
for h eating the feed water. "
under pressure is h ighly h eated before being distributed in small jets or streams over t h e surface
of t h e burning fuel so as to eff~ct complete combustion with the smallest admission of air practicable.
By m ean3 of t h e balance of a ir pressu re above
a nd below the fires, all t endency for t h e fire to
blo w out at the fu r nace d oor, h owever high the
rate of combustion, is entirely r emoved.
By regulating the admission of the air by the
val ves above and below the fires, th e highest rate
of combustion possible by the air pressure used
can be effected, and in the same manner t he rate
of combustion can be reduced to far below that
of n atural d raught, while complete and economical
corn bustion at a ll rates is secured
In usual working at sea, in m ost recen t practice,
only one ashpit valve is opened a nd shu t, unless
t h e very highest power is required. The upp er
valve for the air admission over the fires is
adjusted at t h e beginning of the voyage to suit the
character of the fuel used, an d does not require to
be afterwards moved during the voyage unless t he
engines ar e stopped.
If the combustion is required t o be suspended,
as in the event of the en gines being suddenly
stopped when working a t full power, all t hat is
n ecessary is t o shut the a ir-admission valves, t he
upper one being very slightly open to maintain
a limited circulation of air through the boxes.
B lowing off steam is t h us prevented, an d th~
boilers may be k ept for h ours in this state with the
corn bustion suspended and the steam sustained
alm ost without loss of pressure.
This system of f orced draught can be very
effectively and econoL'lically work ed wit h cold
a ir, in consequence of the controlled admissions
described r endering the temperature and qua n tity
of the waste gases less than in oth er modes of working for equal weights of fuel consu med. The most
inpor tant featu re, h owever, in securing b oth t h e
highest efficiency and economy, is the combination
of the heating of the air of combustion by t he
waste gases with the controlled and r egulated
admissio n of air to the furnaces. This arrangement
is effected most conveniently by passing the h ot
fire-gases after th ey leave the boiler through stacks
of ver tical tubes inclosed i n the uptake, their
lower ends being immediately above t h e smoke-box
d oors.
The cold air from the fan enters at the middl e
of th e air -h eater containing t he tubes, a nd passes
h or izontally a mong the vertical tubes to each side,
and descen ds to the reser voir around the furnace
fronts.
The author illustrated, by drawings, examples
of t he general practice, but stated that the most
recent plans wer e much more effective than those
shown, while the air-heating surface is only half
more in pr oportion.
H e further off~::red with a n
increase of air-heating surface of n ot more t han
twice that shown in the boilers illustrated, a nd
with less air, he will undertake to maintain at sea,
with Scotch, ' Velsh, or American coal, an average
rate of 22! indicated h orse-power per Eq uare foot
of fire grate wit h good triple-expansion engines,
while t h e temperature of waste gases leavi ng t he
air-heating tubes will be under 300 deg. Fahr., a nd
t he consumption of Cardiff coal, under t hese con ditions of working, will n ot exceed 1. 25 lb. per
indicated h orse-power per h our.
He closed by citing several instances from
actual trials, and paid the Americans t he compliment of being freer from t he trammels o f conser vatism t han his own countrymen. The close
of t h e paper , which was qu ite long, was marked
by expressions of approval, and the discussi(lns
were not extensive, due to the fact that the auth0r
had completely covered th e grou nd.
(To be continued.)
---
SPALDING TowN \VATER W oRKs.-R ema.rkable artesian springs yielding 1, 872,~00 gallons per day at a. pressure of l G lb. to the square mch have been tapped in the
oolitic beds at Bourn, L incolnshire, at a depth of 100ft.
from the surfacf>, by means of an artesian tube well13 in.
in diameter, fixed by 1-Ie~srs. C. I 'ler and Co., engineers,
London. The water is conveyed to the tow n by gravitation through pipes for a distance of ten miles. 'Droughts
of past years have made no impression on the Pprings of
this district, as several towns obtain their supply from
the same source, and it is stated tha.t these are the most
powerful overflowing springs on record.
E N G I N E E R I N G.
Nov. I o, I 893]
PARTICCLARS o F BAtOWI!'l
Loco~roTt YES
TJ n k Switchiog
Locomoti ''e.
Logging Locomotive.
I
I
t roke of pi-,ton
..
..
..
..
..
..
..
.
Kind of pi ton pack i ng
..
..
..
..
..
Wheels, d:c.
..
..
.,
t ruck whet-Is . .
..
..
..
~i ze of dri ving ax le journals, diameter acd length ..
,. truck
,.
..
..
..
..
,
main crankpin journals . .
..
..
coupling-rod
..
Inside diameter of smallest boiler ring ..
..
11ft. 1 in.
7 11 3 .,
5 .. 9 ,.
3 " 4 "
4 ft.
611911
14 in.
7 in.
24
12 "
! ,
~l~
' .. ,,
41
"
l "
~l~
,'
'
Tr:
26 in.
34 in.
S!!rew pattern
16 sq. in.
26 in.
H in .
'
31 in. by 6 in.
'
4t
11
7! "
3i
11
3!
11
11
11
11
20 in.
3 ft. 2 in .
Straight
23 ~ in.
Steel
,r, in.
Strai~ht
43! in .
S tetl
ll in.
~:~
8~
3~
,.
.
i
,
in.
1-in. radial stays
23! in. by 31 in.
130 lb.
Plain bars and dead
plates
11
11
10
dia. by 3 in.
2 rt. 8 in .
Wagon t cp
45t in .
Sleel
l 11 in. and ! in .
Butt joi n ted, with
douiJie
co\ering
strips
Lap joint
Iron , No. 13 W.G.
140
2in.
23 in ..
10 ft. 10 m .
52,7w in.
27& 11
{Front 55! in.
Back 54t 11
~! in ., 2! in ., & 31 i.1.
Steel
! io.
Steel
l'a in., !'11 in., & ! in.
Steel
.
*m.
,
~i n .
Crown bars.
27! in. by 22 in.
180 ib.
Plain bar9 and drop
plate.
i in .
10 sq. ft.
73
"
t ..
6GO
,.
!,
788
,.
..21
"
861 "
Double.
Double high.
2! in., 2! in., and 2! in. 2t in., 2! in., & 21 in.
14 in.
14 in.
14 ft . p in .
12 ft. lOt in.
,. Extended, with net}
16 n.3in.
s1 rt.
'
sq. in .
49l in.
1!5 "
ISi in. by 7 in.
4 11 (j~ 11
Front 26 in ., back 24 in .
6 in. b y 8 in.
11
1~~
2~
Double riveted
11
..
1l sq. io.
None
H.P. 1 ~ in.
l L. P. l
..
i ,
L P.
H.P. 9 in.
{ L. P. 15 ,
20 in.
..
5 1 1 2 11
..
exbau t ports
..
11
..
..
Oreatt> t travel of Jid e \'alvr s
..
..
Out ide lap of slide val vt>. . .
Inside
11
Lead of slide val ves i n full stroke . .
Throw of upper end of r everse l e'~ r from full g ear for ward to full
gear backward, measured on the chord of the arc of its throw.
Re \'et sin~ ~ear
..
..
..
..
..
..
..
Sec tional a rea of opening in each steam pipe connec ted wit.h
C'.)'linder
58,320 lb.
37,020 11
21 ft. 3 in.
8 .. 2 11
10 " 5 "
6,1LII
72,130 lb.
46,630 11
7 ft.
14,150 lb.
14, 150 11
3 ft. 4 in .
Single ri veted
,, circumferential seams . .
..
..
'
Iron, No. 18 W.O
Material of tubes
..
..
..
..
..
' .
46
Number of 11
..
..
..
..
..
1i in .
2 ..
,
firebox inside
..
..
..
..
20U in .
25i 11
Depth ot firebox from under sid e of crown-plate t~. bot~~m of }
27 "
mud ring
..
..
..
..
..
..
2 in. by 2l in., fron t)
Water spaces, sides, back, and front of firebox
..
..
2 i n. S. and B.
f
Material of outside shell of fi rebox
..
..
..
..
Steel
11
Thickness of plates of out~ide shell of firebox . .
..
.
.'
l t lD .
Material of inside of firebox
..
..
..
..
..
Steel
r.
l'hickness of plates in sides, back-end, and crown of firebox
l '' 10
11
Thickness of front and back tubeplates . .
..
..
..
! "in.
..
..
..
Working steam pre88ure per square inch
130 lb.
.'
LOCOMOTIVES AT THE WORLD'S
Plain bars and dead
Kind
of
grate
..
..
..
..
..
..
..
{
COLUMBIAN EXPOSITION.
plate
..
..
..
..
..
..
~i n .
ON page 570 we give three more examples of locomo- Width of bars ..
..
..
3.81
18.3 "
,
,.
of tubes ..
..
..
..
..
..
104.1 ,
previous examples will be found on pages 170, 238, 300,
purposes, built for the \ Vellman Iron and Steel Com- Smallest inside diameter of smoke-stack
..
..
7 in .
.'
..
..
8 ft. 9 in .
pany. The ga uge i::s 2 ft. 6 in. , an tl the fuel bituminous IIeig-ht from top of rails to top of smoke stack
l
pett icoat pipe
cylinders 7 in. in diameter. The wheels are 26 in. in
diameter, the wheel base 3 ft. 4 in., and the total
Tender.
..
..
.
..
weight in working order 14,1 50 lb. Further plrti- Weight of tender empty (actual) ..
,
,
with fuel and water, full
..
..
..
.
'
Fig. 2 shows a.'' logging " locomotive of the "double- Diameter of tend er wheels . .
..
..
..
.
..
..
ender " pa ttern, designed f or s tand ard gauge and wood Size of journals of tender axles, diameter and lengt h
..
..
..
..
..
fuel. The driving wheels are 44 in. in diameter, th e Total wheel base of tender..
Distance from centre to centr e of truck-wheels o f tender ..
leading wheels 26 in. , and the trailing wheels 24 in. Water capac.ity of tank (in gallons of 231 cubic incht>s) ..
130 gallons
The rigid wheel base is 7 ft . , and the length of the Fuel capac ity . .
..
..
..
..
..
..
..
.
engine over all 3 1 ft. The cylinders a re 14 in. in diameter by 24 in. stroke, and the total weight of the
engine in working order 72,130 lb., of which 46,630 lb.
are on the driving wheels.
Fig. 3 is a compound passenger a ud freight locomotive
of 3ft. 3! in. (metre)gauge. Tbe high-pressure cylinders
are 9 in. in diameter, and the low-pressure cylinders
15 in. iu diameter, both with a stroke of 20 in. The
total weight is 58,320 lb., of which 37,020 lb. are on
the driving wheels. It is of the "American " type.
'
23,600 lb.
51,466 "
8
30 in.
31 in. by 6 in.
13 fr.
4: 11
20CO gallons
6
tons
41ft. 6 in.
50 " 1i "
on the part of some builders to re&ist the t empta.tion to lighten the structure and increase the fulne~ s
of the form so as to produce a large multiplier as <.. ne of
the factors in the price, with a reduction 10 the cost of
building. "The vigilance of the registry societie~ " he
said, "is barely suffi cient to cope with the ingenuity of
builders s timulated by the fierce s truggle for exist enc.e of
our days, and the ideal state of things is not the defiance
by the registries of any elusion of their codes of rules, but
rather the co-operation of G>wner, builder, and s urveyor
for a common end. '' H e, however, believes that owners
are now beginn\ng to appreciate the fact that there is a
limit to fulness when, however satisfactory the large
stowage, the effid ant transporting of merchandise begins
to be affected, and with the possible dimunition of profits
may come a d emand for a. more ship-shape form.
E N G I N E E R I N G.
570
LC)CO~IOTI\TE ~
T THE
[N OY.
\VORLD'~
\VORK ,
PHILADELPHIA,
.f.l' ro. 1.
- ----
TA~K
F IG. 2.
WITVBTNC
Loo GIN
Loc:o,roTJ\'E,
Lot o,wu
, . E.
}i'rc. j,
U.~.A.
I 0, I 893.
57 1
E N G I N E E R I N G.
'
Fig.2.
E N G I N E E R I N G.
lubricating ma~crial for the pinion or rack. The post,
as before stated, takes a bearing on the bed equal
to one a nd a half times the amount of the overhang
of the beam, ~nd being heavily proportioned, is amply
strong to res1st the strain. The beam is raised and
lowered by p ower transm itted by a friction cl utch,
a nd then. by a worm and wheel to a triple-thread
screw actmg on a bro nze nu t . The bed is of great
depth, and its length is 1 ~ times t hat of the table.
The table is d eep and rigid, wi th broad V 's, and has
planed T-slots and coned holes designed for the use of
standard square head machine bolts.
'f h e machine will ~o a ll .t~e work of an ?rdinary
two-post pla~er, and m add1t10n a great var1ety that
would necess1tate a much larger tool of the ordinary
type.. 'V~en engaged. on a casting with a large overhanglDg p1ece, the we1g ht of the outside part is taken
on a supplementary rolling table.
.L arge photog~aphs, one of which we. reproduce in
Ftg. 2, ar~ exh1b1ted of a n ew open -s1de extension
planer, des1gned to plane a greater width than the
tooh pre viously mentioned, and yet possess the advantages of the open side. This s tyle differs from the
standard m achine in having a long bea m, which is supp or ted at the end by an outside pos t on an extension
b ed . This p ost is adjustable to and from the platen,
and may a lso b e removed entire ly if desired. The
sliding beam is then run back in the housina so that
the end will not project beyond the en d of the brace
and the machine is then ready for open-side w ork.
'
A new duplex planer is somethin g promised in the
near futur e.
n ess and a mod erate ad,ance in prices by the accum ulation of fund s in banks, which in New York City
now reach 50,000,000 dols. in excess of the legal requirements - the largest ,olume of idle money known
ia that ci~y for ten year3.
The disposition of the
financial question at \.Vas hington this week is the
second step in the way of a general improvc m P.nt; but
the season is too far ad ,-anced for th e inauguration
of many of the enterprises that have been put into
shape on paper, a n d which it was intended to prosecute.
Building operations throughout th e country
are drawing to a close, but the winte r operations con fined to inside work will be of larger proportions than
last year. No ch a nge has as yet taken place in the
i ron trade; prices continue weak, a nd demand scattering . Cons ume rs intend to ma k e large purchases upon
the first ev idences of an advancing market. This
inte ntion accounts for the hardening tendency in
billets and blooms, which showed itself thi s week in
an apparent acl\ance of 50c. in retail lots. It is quite
probable, however, that large supplies of both crude
and finis hed materia.! can be had at quotation s ruling
for the past thir ty days. :M anufacturers and business
men in all directions are, and will be, too anxious for
orders to attempt to advance selling prices.
The
volume of business has not ye t improved, but preparations have been made which will doubtless result in au
expansion of trade during the coming week.
Tin~
EorTOR Ol<'
ENGINEERING .
rHR
ErHTon o~'
ENGINEEUING .
To
will
surely pardon me if I totally di~:~agree with him in his
a <3sumptions, both as t o the unsuitability of balls for
heavy pressures, a.nd as to the little value to be attached
to the researches of cycle-makers.
la the course of my own experience as a. cycle-maker, I
ha ve lea.rnb so much that- absurd as this statement may
seem t o the average engineer who has n ot had this experience-! firmly believe that a time will come when a
plain or ord inary cone bearings will be considered as much
out of date on the axle of an engine Qr the shaft of a
steamer, as they now are on a bicycle. Few people r ealise
that a bicycle bearing is frequently subjected to a pressure
of 600 lb. ; the happy-go-lucky way in which many cycle
bearings are made certainly exemplifies tbe correctness
of a saying of the late Mr. Starley tha.b ' ' a ball bearing
was a good exnuse for a bad fit, " but the incontestable
s uperiority of even a badly-made ball bearing over a wellmade parallel bearing in so many circumstances only proves
that the principle of the angles of t he bt>ar ing- surfaces
and the proportion of the diameter of the balls to that of
the axle deserve to be soientifi ca1ly and practically
in vestigated by oompetent engineers. I certainly believe
that the experience we have bad on cycles goes to show
that roller bearings, and mongrel bearings of balls and
rollers, or balls or rollers with separating devices, should
be discarded. It is impossible for me to give all the
results of the investigations that I myself and others
have made, but I may briefly mention that at t he Beeston
works of Messrs. Humber and Co., Limited, a heavy
milling machine is in use now which has been running
some t en years with ballbearing thrust blocks. Mr.
Alfred Herbert, of Coventry, has been fitting not only
his sensitive drills, but milling machines and capstan
lathes, with these thrust blocksb .an<;f no one can appreciate the enormous value of t ts Improvement on the
latter class of tool, where there is so much en d thrust,
who has not tried it.
I can a-ssure Mr. F. Ed wards, R . N., that h e is utterly
mistaken in his assumption that the plan illustrated by
Mr. C. H. Wingfield is Impractical, inasmuch as I myself
have made some thousands of bearings on this very scheme,
where end thrust bad to be considered most. Not only
have I used it on the steering posts of velocipedes, but in
drills and machine tools. At the Coventry works of
M essrs. Humber ani Co. there are at work at this very
moment in a corner drive two vertical pulleys carrying a belt weighing 2 cwt., and tranAmitting quite 40
horsepower; the strain . on .these pull~ys was alway.s
giving trouble through firmg till ball bearmgs of the ordtn9.ry male and female cone pattern were s ubstituted; un-
[Nov.
10,
1893
Nov.
10,
SIDNKY H. HOLLANDS.
Yours, &c.,
Nvvemb9r 3, 1893.
B. \ V. GrNSBURn.
---
R. S.
m. e.
ruR
p. = {Ptl
byp. log. E x
and " .. .
Yours faith fully,
November 8, 1893.
c. H. \ VINGF'IELD.
N ovemb er 1, 1893.
CELLULAR KITES.
d
'
earned the gratitude of other ~orkers in that wid e th o~geh mar t e wastmda. vBery epressed state, and httle business
thi nl .
,11 d 6 Id b
.
.
was ransac e
uyers wer e very backward and would
. Y peop e
e . , Y m ost generously placmg h1s ex- , only purchase in small lots for
d ' d r
~~:i.litt~~~f;~~~~nr;'klfii:;
;~~il,;~d;~rthf~~~~t~~~
~=
'
;;'
~
~~
P;F~~er3
h;I~
but6~v~1:~~d:~~. ';.t;m{;:tC:i,:
1
ere y, t e other btrd bemg the r~tiring plagiaris t.
eh ants as a r~le w~re. '~ill in to d is )10Re1ron, u mer1
1
helh~~o~~~dbbfs1e:i~1~ ~~~/~~~~ [~ ~~~~~~~~i~~e;~:h ibality_at 3404~d., and a fewgparcels chan~!d tt~:d~~~~
his ingeniously designed flying model~.
N ts fr~c~4 3nde or tdwo buyE'rs ~nd~avoured to obtain
I
573
E N G I N E E R I N G.
1893.]
no ground for
important industnes. ::Several estabhsbroents are only partially employed, and one or two firms may d ose their works very
shortly. Competition is very keen, and new orders are
most difficult to obtain. One or two small contracts have
rece~tl y been entered into at prices which mus t leave ex
ce~dmgly small, if a~y, pr~fi t, j ust in order to keep works
gomg. . The fo~lowmg prices a re generally m entioned,
bu t busmess. m1gh~ be d one at less: Iron ship-plates,
4l. 13s. 9d. ; 1ron ship-angles. 4l. 12~. Gd. st eel ship-plates
5l. ; and s teel ~h ip-angl es, 4l. 153.-alll~ss the customary
2i_per cent. d1scount for cash . Heavy sections of steel
ratls are 3l. 12s. 6d . net a.t works.
The F uel Trade. -F~el is d oar. On Newcastle Exchange 14~. has been patd for best Northumbrian steam
coal ~ o. b., a~d several sellers a sk more. Blastfurnace
coke 1s be~~mng r ather scarce, as little is being produced,
and here 1t 1s generally quoted 13s. for d elivery at Cleveland works.
.c::===== =
GUN TRIA~S o~
Ul
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REFERERENCES;
1---4
TINT
W.T.S.
W.T.M.
"
"
J)
"
"
"
s~
Xanlwlf!/
...0
1---4
00
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E N G I N E E R I N G.
...
CANIA ;, and the WORLD'S COLUMBIAN sea, especially when steaming at speed,. IS no deEDINBUnau : J ohn .Menztcs and Co., ~2, Han_ove~-~treet.
fined straight line. Owing to the motwn of _the
EXPOSITION OF 1893.
F RANCE, P aris : Boyveau a nd Chevtllet, L1 bram e Etrang~re, 22,
Rue d Gla Banque; M. Em. T erquem, 31bla Boulevard Ha.u ma.nn. The Publlsher begs to announce that a Reprint Is waves, the heeling of the vessel when turnmg,
Also for Advertisem ents, Agence Ila,as, 8, Place d e la Bourse.
the disturbance of water level due to the pronow
ready
of
the
Descriptive
Matter
and
mustra(See below.)
.
Qs~w Berlin : Me s rs. A. A h er and Co. , 5, Unter d en Lmden. tlons contained ID the Issue of ENGINEERING of areas of the ship, and to o~her causes, the area of
' Leipzig : F. A. Brockh aus.
Aprtl 21st, comprising over lSO pages, with ntne the ship's side alternately Immersed and exposed
Mulhouse : H. Stuckelberger.
two - page and four single page Plates, printed is of considerable size, and the chances of gun
GtAsaow : William Love,
.
I NDLA Calcutta : Thacker, Spm k, and Co.
throughout on special Plate paper, bound ID cloth. wounds resembling, to this extent, a ram blow
. ...
0
575
ENGINEERING.
576
E N G I N E E R I N G.
documents destined for public perusal. In the lower deck t here is mor e subdivision, with longic~se of the Victoria collision, a large weight of tudinal bulkheads, the central one apparently pre~ate~ found its way in a 'fery short time into the venting the water going to the port side, and th us
1nter10r, and p~ssed for a considerable distance gtving the ship the obser ved list to starboard.
for e and aft. A very gr eat depression of the bow Reserve coal b unkers are at t he side her e, and are
was observed within three or four minutes of the divided off by longitudinal bulkheads. As the
collision.
stem of t he Camperdown did not get as far as
Mr. White consider~ the cause of failure to close these bulkheads, it was to be expected that they
the door a, hatches, &c., is to be found in the vory would have stopped t he flow of water to other parts
s hort time before the collision that orders were of the deck, had their doors been closed. Pregiven to make the attempt. Mr. vVhite does not s umably t hey were not, and the q uestion arises
attribute this failure t o any shortcomings on t he whether they would be closed in action, a fact which
part of the officers or crew of the ship, he would be naturally would depend upon whether coal were retravelling outside his sphere were h e to do so, but quired from these bunkers. Probably it would not
he q uotes the statement of Captain Bourke that, be.
under ordinary conditions of drill, three minutes
So far we have dealt with t hat part of the ship
were required t o close the doors, &c. From the which would be freely open to damage by g un-fire,
evidence, it appeareci. that the order to close the and it is to be presumed that, so far as regards t his
doors was given about one minute before the part, the ship had r eceived no \'ital injury, but we
collision ; so the doors evidently were not closed now proceed to the portion beneath the armoured
t o any large extent . The result of this is clearly deck. Here we do not find the same conditions of
shown in t he illustrations we publish, where the longitudinal subdivision; a fact d ue, no doubt, to the
large spaces undoubtedly flooded are evidently exigencies of design of the ship as a fighting engine.
more than sufficient t o account for the loss of the There is, however, a thwartship b ulkhead, close
vessel.
upon which t he spur of the Ca.mperdown entered,
L ike Mr. White, we are n ot concerned to in- penetrating deeply into the carpenter's stor e, but
quire whether there was any laxity on the part of not far enough to destroy the foreand-aft bulkhead
the officers of the Victoria. Such an accident as which separates t hat compart ment from t he other
this during peace time, sad and serious as it is, is par t on t his level, namely, the capstan engine
altogether dwarfed in importance by the serious - room . The destruction of the thwartship bulkhead
n ess that would follow such a disaster during here admitted water to the torpedo flat, which
b~ttle. The vital q uestion, therefore, is, What extends right across the ship. The capstan engine
is the v ulnerability of our warships during r oom was also flooded, owing to openings being
actual fighting ~ It is evident that if all, er unclosed. The large space aft of this was also
n early all, the watertight d oors shown are necessary flooded subsequently, also on account of doors
for fighting the ship, subdi vision ag practised being left open. Other spaces at this level may
is little good as an answer to ram or torpedo, t o also have had water admitted to t hem, but of this
say nothing of damage from shot or shell below t here is no sure evidence. On t he lower level we
the line on t h e ship's side to which water find a large compartment devoted to carpenters'
r eaches, which, of cvurse, is a different thing to the stores undoubtedly flooded, whilst an adjoining
draughtsman's "wa.ter line." To answer this ques- wing compart ment was probably opened up. The
t ion in a manner to satisfy public doubt requires submarine mine compartment was possibly filled
a public and independen t inquiry, which should with water.
Four minutes after the collision the bow had
certainly be something mor e than a departmental committee. There is n o doubt t hat, sunk 10 ft. This change of trim continued, and
logically or otherwise, public confidence in the two minutes later t he men were called away from
present manner of settling designs of ships has been the for ecastle. Th e ship was listed to starboard
rudely shaken by r acent misadventures. This until there came a lurch, the ship fell over on her
mixt ure of naval architects' and naval officers' de- side, and fi nally sank by the head at an angle of
signs appeara to be a compromise which does n ot 20 deg. or 30 deg. from the vertical. The ve sel
lead to good results ; at any rate, neith er division was still steaming ahead slowly with both scr ews.
appears satisfied with the influence of the other- I mmediately befor e the lurch the water was washing
speaking, of course, of t he two bodie3 at large. into t he open turret ports nearly 100 ft. from the
Nominally, and as a matter of procedure, the con- bow and 14 ft . above the original water-line. This
structors have n o voice in the matter; they are the would bring the upper deck r ight forward 13 ft.
subordinates of the naval officers on t he B oard, and under water, or 23 ft. below its nor mal position.
have simply to do as they are told. Practically, Nearly half t he length of the ship would then be
h owever , they are able to get a great del.! submerged, the after part being lifted considerably.
of their o wn way, t he extent varying with The rising of t he water at the turret and its flowing
the ratio of strength of character between the through the ports a llowed it to pass into the
representatives of t he two parties . . This . H Pull, r edoubt, but, apart from this, the armo ured door in
devil pull, baker," method of setthng affaus does the oblique bulkhead was open, and water was thus
not aiways lead to harmony of design, and it makes passing into the battery, and accumulating on the
the onus of responsibility so uncertain in its inci- starboa.rd side, whilst the two 6-in . gun ports on
dence that there is al ways an excuse for either the starboard broadside were noted to be just
p:uty. According to some persons, constructors awash.
Without going further into details, it will be
are all p edants, and according to others, naval
officers are all blockheads. Although these are evident that in such condition of change of trim,
fool ish views, t.hey represent t~e extremes .of tw o by reason of the vast quantities of water that had
parties, and t he public would hke. to form 1tis own entered forward, t he conditions of stability, due to
the design of the vessel at anything like her n ormal
opinion to which side the balance 1n?l~es.
Tu return, however, to Mr. \Vhite s repor t, we load water-line, must be entirely changed ; in fact,
fi nd that when the Camperdown had cleared, the one hardly expects a ship to be stable with her
Victoria continued to settle by the bow and increase fore part under water and h er stern in the air.
h er heel to starboard. F or nine or ten minutes How much longer the Victoria would have floated
these movements continued to proceed grad ually had she not turned over is an open question, but
and steadily. Then came a 1urch. to sta.rbo1.rd, it would be absurd to let conditions of stability,
which commenced suddenly, the slup fell over on when a ship is in the condition the Victoria was
her side, and turning bottom up, finally sank by when she t urned over, govern <1. design. Whether
the head at an angle 20 deg. or 30 deg. ~o t~ e t he ship can be arranged so tha.t she will not. take
vertical. At the instant the lurch began the V10tor1a in water in the manner which occurred in the case
was steaming slowly ahead with both screwd, her of the Victoria, is quite another matter , and one
which mainly depends on the amount of communihelm being hard-a-starboard.
By refer ence to our illustrations it will be se.en cation necessary on ser vice.
Mr. \Vhite has had made calculations showing
ho w large a part of t he ship was flooded of necess1ty
by the blow. This space extends over all the mess t he effect upon trim and ~ransverse inclination
deck up to tho thwartship armour forwa:rd, only due to the water taken on board by the Vie
t he extreme forward part of the ve3~el bemg free. toria. I t was found that the flooded compartThe space is divided by a bulkhead wtth two water- ments, nineteen in number , had a capacity which
tight doors, but this bulkhead appears to have b3en involved a total loss of buoyancy of 1110 ton9.
injured by the blow, or at any rate suffer~d when Of this amount less than 110 tons were in
the Camperdown swung sideways, wrenchmg open compartments above the protective deck, and
the r ent still further.
The water flowed also about 1000 in the spaces below that d~ck. It
arou nd the a rmoured breastwork of the turret, and will be seen from t hese figures, whtch are
presented
on
the
authority
of
the
department,
flooded the cabins forward on this deck. On the
[N ov.
10,
1893
the extent to which the "unarmoured end" problem governs the position. The following figures
bring out the case more clearly. The loss of bt:oyancy in compar tments so far forward produced a
moment of change of trim of a Lout 140,000 foottons. Of this total moment the 110 tons above the
protective deck account for only 15, 000 foot-tons-the balauce (nine-tenths of the whole) being due
to the water below t hat deck. \Vith water above
the protective deck only, t he change of trim would be
3 ft. only. Although t his would be no inconsiderable
amount with vessels of the Victoria type in a fairly
r ough sea, it would be insignificant compared to the
effect of water admitted below the armoured deck
in parts which are fairJy safe from g un-fire. The
addition al moment due to the 1000 tons below the
protective deck brings t he change of trim to 29 ft.
The depression of the bow would be 21 ft., and the
rise of stern 8 ft., as compared to the normal. I t
is, in the face of these figures, absurd to take the
sinking of t he Victoria as an objectlesson upon the
folly of unarmoured ends, and a proof of the virtues
of continuous belts. Whatever may be the merits
of the two systems, t he Victoria disaster certainly
does not prove the triumph of the latter ; perhaps
it is a vindication of those who uphold t he former.
The total volume of water which t he ship had
taken in when the Victoria made the final lurch is
put down at 2200 tons, but this n eglects water
which may have entered through t he turret ports.
Mr. White explains that the sudden ent ry of water
into the 6-in. gun battery, above the upper deck,
through the open port.s and door, caused the final
lurch which led to the capsizing and foundering of
the vessel. He says : ' ' Had the ports in battery
and turret, and t he armour door , been closed, and
water excluded from both battery and turret, the
V ictoria would not have capsized, and would have
r emained afloat for a much longer time, even if
eventually she had foundered. "
C~lculations were also made to find the probable
effect had all doors, hatches, &c. , been closed at the
time of the collision. The flooded compartments
would t hen have been twelve in number, and would
have involved a loss of buoyancy of 680 tons, and
of this loss 600 tons would haYe been below the
protective deck. The change of trim resulting
would have been 13i ft., or less than half that obser ved before the lurch began. The upper deck
and t he stem head would h;).ve remained just above
water. The heel to starboard would have been
about 9 deg., and the metacentric height would
have been 2i ft. Under these circumstances, as
Mr. \Vhite says, the Victoria would have been
under control and navigable.
Mr. \Vhite has done his part as a naval architect,
and it now remain~ for the Admiralty to consider
whether i t is possible for a battleship, subdivided
as the Victoria, to be fought to fullest advantage
with watertight doors closed. We may depend
that in action captains will put their ships into the
best fighting trim, irrespecti\re of other considerations. If a watertight door obstruct duty in
action, that door will be opened, ril\k or no risk,
and in spite of all r egulations. It is necessary to
guard men against t hemselves sometimes, and the
ship should be arranged with this view. We
quite agree with the r eport that an automatic
closing door which would meet the occasion is
not likely to be introduced, but it would be well
to arrange many of the communications so that
t here would be no inducement to leave them
open during the progress of a fight. In the
meantime, the sinking of the Victoria has shown
how vulnerable our battleships are under certain
conditions. The blow of the Ca.mperdown was one
out of many hundreds that are pos~ible. I t has
taken the naval worJd by surprise ; hardly a naval
officer in the fleet thought the ship was going to
sink ; and however satisfying Mr. \Vhi te's calculations may hP, could we forget what did happen,
and had only to speculate on what might happen,
the great moral of t he event is that an independent
inquiry should be held whilst t his object-lesson
from real life is still fresh in memory. Such a
concession is due to the public from those who make
such heavy demands on their purse-strings.
Nov.
E N G I N E E R I N G.
1893.]
10,
I 1883. I 1886.
Eoglaod
S ;otland
Irela.nd
Uaited Kingd om
477!.2
4380. 4
4455.2
.. , 4714.
2
1889.
1891.
1892.
4351
4182.6
4202 6
432 ~. 7
4662. 1
4485
4362.4
4629.3
4657. 8
4633.8
44St.1
4647.8
4490 6
4660
4360 6
4503
577
exhibits together. This soon. became the c_ommon
system followed in my com11'!1~tee, and _to It I attribute the despatch and efficiency which characterised that body. Of course such a method of
working was unollicial. It was neither suggested ~y
the instructions issued nor contemplated by their
framers. But the letter of the law was inva~iably
observed, for every exhibit assi~ned to _a particular
judge was seen by him and hiS assoc1ates,. and a
brief report written out on the form supplied for
that purpose, and then signed by th~ judge to
whom the exhibit in question had been 1ntrusted.
All these reports were read at our triwee~1y
meetings. I n most cases, they were passed with
but little discussion. It sometimes happened that
objections were raised, which led to their being
r eferred back to their authors for ampler details, or
even for reconsideration. A fe w instances did occur
in which a judge declined to reconsider h~ s award,
maintaining that he had carefully examined th_e
merits of the exhibit, and saw no reason for modifying his conclusion. Of course, the co~mittee
in all s uch dilemmas finally accepted the Judge's
decision. It had no alternative; for every duly
appointed member h eld from Congress a mandate which made him a Columbian judge, and
invested his decisions with finality. There never
was question of submitting his reports to any
one, howevor eminent, or to any body of men,
however competent, for approval or emendation.
He was to examine the exhibits assigned to him by
the Bureau of Awards, and formulate over his sig
nature the conclusion he would come to r egarding
their merits. He h&d plenary powers, and was
amenable to no Exposition tribunal. If his findings were to be challenged, it ehould be by the
world at large, and n ot by any committee. Under
the Thacher system, pure and simple, the existence
of these B oards was indefensible. There were
many of us who were fulJy alive to this fact,
and to the irregularity of our proceedings. Yet
no objection was ever raised, because we Eaw in
these committees powerful levers for good. On
the one hand, they would be a check on prodigality,
whilst on the other they would secure careful
analyses of the points of exce1lence of each rewarded exhibit. Besides, an abstract of each
report being publicly read by the Secretary, a
sentiment of amo11' p1opre would naturally be
awakened, which, in turn, must lead to felicitous
results. I may say that there were just a few
members of my committee who appeared to be
pretty easily satisfied as to th~ ingenulty or novelty,
value or excellence of an exhibit; but fortunately
there were many who assumed a befitting standard for themselves, and who sought at the triweekly meetings to restrain every tendency to extravagance in others by an unrelenting though
courteous severity.
Thanks, then, to the modification introduced, a
working system was early adopted, which greatly
facilitated inspection, and tended at the same time
to secure for the World's Fair an honours list of
the usual average value of international expositions.
I am here speaking of what was done in my own
section of the Liberal Art.a ; but I know that a,
similar course of action was followed in other departments, and with equally fruitful results.
The end of August was fast approaching. I
had been on my daily rounds for nearly six weeks,
and that, too, in the fiercest of the dog-days.
During that sweltering period, little was done to
attenuate the hardships of judicial life on the shores
of Lake Michigan. Our \Vestern members were the
first to relieve its monotony by their a ftern oon social
in the Minnesota Buildin~. Our Oriental colleagues,
the Japanese, followed with a most refreshing fiveo'clock tea. But it was reserved for the Board of
Lady Managers to show, in their brilliant reception
of Wednesday, August 23, how happily grace and
elegance ma:r ~ield the po.wers of .oratory and poesy
for the alleviatiOn of worr1ed offictals and vacationless judges.
The da:y !allowing this memorable event, I paid
my last v~s1t to J ackson_Park. It was Illinois Day,
but, d~spite the swarmmg crowds, I succeeded in
threading my way to the Administration BuildinO'
where I found the chief authorities engr ossed with
the despatch of business. I at once introduced the
official nature of my visit, referred briefly to the
ex~iration of ~y _time, and effected my departure
amidst appreciative assurances of the services
rendered to the Exhibition by British judges.
As I had some r eason to b elieve that. about this
time, the favourite steamers would be rather crowded ,
E N G I N E E R I N G.
[Nov.
IO,
1893 .
air is exhausted by an air pump, chilling is produced by the application of a portion of t-he h eat
of the air to generate 'Vis viva. The heating in the
first case may be called "dynamic heating, " and
the chilling in the second case "dynamic chilling."
Further, the radiation of a gas which has been
heated dynamically is ''dynamic radiation, " and
the absorption of a gas which has been chilled" dynamically" is '' dynamic absorption. " Placing a
thermo-electric pile at the end of the experimental
tube, the latter being exhausted, the gas to be
examined is p ermitted to enter the tube ; the gas
is heated, and if it possess any sensible radiative
power, the pile will receive its radiation, and the
galvanometer connected with the pile will declare it.
Proceeding in this way with gases, Professor
Tyndall found that the radiation thus manifested,
and which was sometimes so intense as to urge the
needle of the galvanon1eter through an arc of more
than 60 deg., followed the exact order of the absorptions which he had already determined.
After the heat of the radiating column of gas
had wasted itself, the air pump was worked at a
certain rate, the rarefied gas within the tube became chilled, and the face of the pile turned towards
the chilled gas became correspondingly lowered in
temperature.
The dynamic absorptions of various gases were
thus determined, and they were found to go strictly
hand in hand with the dynamic radiation.
In the case of vapours, Dr. Tyndall pursued the
following method : A quantity of the vapour,
sufficient to depress the mercury column 0.5 in.,
was admitted into the tube, and this was heated
dynamically by a.llowjng dry air to enter till the
tube was filled. The radiation of vapours thus
determined followed exactly the same order as the
absorption which had already b3en measured.
The dynamic absorption of the vapour was obtained by pumping out in the manner above described, and it was found to follow the same order
as the dynamic radiation.
In t hese experiments the air bore the same relationship
to
the
vapour
that
a
polished
silver
surface
LONDON SOCIETIES. No. XLI.
does to a coat of varnish laid over it. Neither the
RoYAL INSTITUTION-continned.
silver nor t he air, both of which are elements, or
D.a. TYNDALL'~ researches into the obscure mixtures of elements, possesses the power of agiphenomena of heat, h elped by his skill in creating tating in any marked degree the luminifer ous
in others definiteness of conceptions, even though ether. But the motion of the silver being comat the expense of delicacy, drew t he attention of municated to the varnish, and the motion of the
engineers more forcibly to what was always in air being communicated t o the vapour, molecules
their minds-namely, the want of what may be are agitated which have t he power of dist urbing
called '' storage of heat " until required as energy in a very considerable degree the ether in which
in their machines.
they swing.
His experiments on radiation and absorption by
By strict experiment it was found that the
gases and vapours excited hopes not as yet realised, dynamic radiation of an amount of boracic ether
that the solution of the problem might perhaps be
vapour, possessing a tension of only 1 012 ~00 000
found here.
Those who have walked through any of our great of an atmosphere, is easily measurable.
With a. tube 33 in. long the dynamic radiation of
factories where m1.chinery is extensively employed,
will have been sufficiently impressed with the aid acetic ether considerably exceeds that of olefiant
which the mighty power of heat renders to ntan. gas, while in a tube 3 in. long the dynamic radiaEvery wheel which revolves, ~very chis~l, and tion of olefiant gas considerably exceeds that of the
plane, and saw, and punch wh1eh forces Its way ether.
Aqueous vapour was subjected to a special
throuah solid iron, as if it were so much cheese,
deriv:s its moving energy from t he clashing atoms examination, and Dr. Tyndall found it a common
in the furnace. The motion of these atoms is com- fact for the aqueous vapour contained in the atmomunicated to the boiler, thence to the water, whose sphere to exercise sixty times the absorption of t he
particles are shaken asunder, and fiy from e~ch air itself. The further he pursued his attempts to
other with a repellent energy commensurate w1th obtain perfectly pure and dry air, the more did the
the heat con1municated. The steam is simply the air approach t he character of a vacuum, t hus
apparatus through t~e intermediary. of whi?h the pointing to the possibility of determining the temperature of space by direct experiment.
atomic is converted 1nto the mechanical motwn .
Scents of various kinds were examined. Dry air
Is the mechanical effect of steam due to 1ts
power of heat a. bsorp t .wn, and can " s t earn , b e was passed over bibulous paper moistened by the
made to h old to carry, to convert a larger amount essential oils and carried into t he experimental
of heat per pound of coal consumed, or . if . not tube. Small as the amount of matter here enter" steam n will any other vapour bo more efiecttve 1 ing the tube is known to be, it was found that the
T o th~se questions Dr. Tyndall's e?Cperiments absorption of radiant heat by those odours varies
gave one decided answer : The absorpho~ of h~at from 30 to 372 times that of the air which formed t he
by a vapour is dependent on the complexity of Its vehicle. The absorption of terrestrial rays by the
structure. Therefore air and the elementary gases odour of a fiower-bed may exceed in amount that of
can only be economicall~ used a~ h eat starers and the entire oxygen and nitrogen of the atmosphere
converters 'when used In machines. of .en ormous above the bed.
To comprehend radiation through the eart~'s
bulk as compared with the steam eng1ne, 1n proporatmosphere we need therefore to affix defin1te
tion to the amount of work to be done.
By a series of experiments he went on to the s?lu- physical ideas, both to the term atmosphere and
tion of the foll owing remarkab}~ and at fir~t s1ght the term radiation. The elementary atoms of
utterly paradoxica~ ~roblem : To detormn~e the oxygen and nitrogen may be figured. as s~a.ll sp~1eres
absorption and radtatwn of~ gas ot vapour wtthout scattered t hickly in the space wht.ch Immedtately
any source of h eat external to the gaseous body surrounds the earth. They const1tute about 99.5
per cent. of the atmosphere. Mixed with t hese
itself. '
. .
d b th atoms are others of a totally different character ,
When air enters a vacuum 1t 18 heate
~ . e
stoppage of its motion ; when a vessel conta.ming viz., the molecules or atomic groups of carbonic
I
- -
--- ----
H.:\l.S.
579
E N G I N E E R I N G.
'~e
Page 575.)
RF.'
CONDITION . - -
TINT
0~:~.;.'~~~ ::~--~~-_,).:,~?:
W .T. D.
Ji (1(..(..-CAA.~AJ
W . T .S .
,,"
W . T . M.
IJ
J}
F 23
,....
. ...
....... ~.
~
."....
..
..
Wa.t.el'
UaA~ (,
Compa:rt;rfUU"(,/.,
M
4-3
35
31
Z6
N 0 T E S.
H. M. s.
((SPEEDY.,
s8o
E N G I N E E R I N G.
v.
9.'
' VELSH
v.
[Nov.
IO,
1893.
The scarci ty of cannel has caused many other subs tan ces to be tried in place of it, and at a recent meeting of the Gas I nstitute not less t han three pa pers
dealing with the subject of gas enrichment were read.*
'rhese all dealt with t he employment of gas or vap our
from oil of some kind, generally of petroleum or shale
oil. I n one paper i t was stated that at Rothcrh ithe
ordi na ry coal gas of 16 cand le-power costs l s. p er 1000
cubic feet in the holders. vV hen t his is en riched by
t he use of can nel gas to 17 cand le-power , t he cost i!l,
at present rat es, 14. 6d. per 1000 cubic feet of the enr iched gas. If the enriching is done wit h petroleum
vapour, the cost is reduced to 13. 92d. per 1000 cubic
fee t, bu t if by oil gas the cost is l 4. 17d. per 1000
cubic feet.
'o that on thi5 showing enriching by
oil gas costs about ~d. per 1000 cubic feet l ess than
by cannel gas, a nd but id. more than with petroleum.
At Beckton a light p etroleum sp irit called "carburine, " costing 9j, per gallon delivered, is used. From
1. 75 to 2. 25 gallons of oil are required to raise 20candle gas t hree candles. No condensation of t he
vapour is found to take place. The cost of raising
gas from 20 to 22 candle-power is said to be l. 47d. per
1000 cubic feet ; from 16 to 18 candle-power the cost
is l. 3J.
Another method of rais ing t he illu minatil:'g power
of gas has bee>n tried at Ramsgate by Mr. Valon.
I n place of t he small percentage of air- ! t o H per
cent.-which it has been customary to add t o gas to
a id in its pu rification, he em ploys . 6 per cent . of
oxygen. The result is that the gas which, with . 75
per cent . of a ir added , usually gave 13.5 can dles, was
rep orted by Mr. Valon to give, with oxygen used in
place cf t he air, about 16.5 can dlepower. The
incr ease of one candle-power was credited to the
removal by aid of t h e oxygen of a n extra 1 per cent.
of carb onic aciJ, leaving t he remainder to be accounted
for by t he direct action of the oxygen and t he discont in uance of t he . 75 per cent. of air .
'Ve have quoted t hese instances of t he use of petro leum an d oxygen as en richers, used separately, in order
to lead us to the consideration of a new process,
patent ed by Mr. E. Tat ham, and now being intr oduced
by t he Hydro.Oxy Uas Patents Proprietary, Limited ,
of 11, alisbury-square, F leet-street. E. C. I n th is
both oil vapour and oxygen are used, wit h the result
of obtain ing an increased and more economical effect
than attends the use of either separately. The oil
used may be petroleum, blast fu rn ace oil, naphtha resid ues, or green oil ; i t is distilled or cc cracked" a t a
comparatively low temperature - about 1000 deg.
Fahr. - and leaves but about 5 per cent. residue of
carbon in the retorts. As it issues from the retort
it mingles with a stream of oxygen p roduced by
the Brin process, the proport ion of oxygen being
aLout 15 per cent. The immediate effect of the
oxygen is to render the oil vap our in condensible, and
t o convert it from a substance burning with a thic k
smoking flame, to a lighting gas of 80 to lOO candlepower, giving a flame of dazzling intensity, and of ,ery
characteristic appearance. Under similar condi lion~ of
burner and pre3sure, the hydro -oxy gas g ives a flame
somewhat larger than t hat given by town gas, a n d
instead of t h ere being a la rge blue non -luminous centre,
surrounded by a brighter margin, the luminous port ion imades the dark centre and al most overpowers
it;, while it is itself so white and brilliant t hat the
ordinary gas flame looks dark yellow beside it.
It will probably strike t he reader that the use of
oxygen must be a very serious expense, judging from
the p rices charged for it for limeligh t purposes. But
when prepared on a la rge scale by the Brio process, and
used on the spot, it is comparatively inexpensi ve. I t
will be remembered t hat the Brin process consists in
passin g at mosp heric air over h eated oxide of barium
in retorts until t he material is sat urated with oxygen,
after wh ich the p ressure is reduced and the gas given
off. According to Mr. Valon's figures, to make 10,000
cubic feet of oxygen per 24 hours requi res an initial
expenditure of about 3000t. , while t he maintenance,
fu el, a nd l abour amount to fro m 1s. 6d. to 2s. 6d. per
1000 cubic feet of oxygen produced. The amount of
oxygen required is less than 20 per cent . of the oil
va pour. According to Dr. Thorne, 5 per cent. of t his
rnixture, added to coal gas, increased its lumin osity
by 3~ to 4 candles.
The d emand for very h igh candle-power gas is, of
course, very limited. Itmay be used in railway carriages
and buoys and ot her places where the gas wust n eeds
be stored in a compre~sed state, if used a t all. Formerly t here was a separate service of 25 candl e power
gas in some parts of the west end of London, and consumers could b e connected to ei tber set of m 1.ins as
they desired. But we believe that the manufacture
of this gas h as been discoptinued for some years. Probably there would be difficulties in the way of using
such powerful gas, even in a system that was laiJ out
specially for it. It is expected that the chief benefit
to be derived from the hydro-oxy gas will be in its
substituti()n for cannel gas or other enrichers now nnployed. Possibly i t will enable the carburisation of
* ~ee
E NG INEERING,
N ov.
10,
E N G I N E E R I N G.
1893.]
o!
sBr
E N G I N E E R I N G.
[Nov.
10,
1893.
Main Colliery Company at Bryncoch. The promoters of of coal last year, compared with 1891, shows a considerthe enterprise have also in view the ultimate extension able decrease both in quantity and value. The decrease
appears to be mainly due t o the r eduction in the con
of t he line from Bryncoch to Nea.th.
sumption of coal within the C'Olony. The export of coal,
as a whole, shows comparatively small diminution; in
MISCELLANEA.
deed, the quantity sent to foreign ports shows an
D URING the past month it appears that grey forge pig increase, the decrease being to intercolonial ports, but
iron has been sold in A labama at 27s. 3~d . per ton. If there was a reduction all around in the price of coal,
this rate could be m aintained, our export trad e in metal which has not been so low since 1881. In 1892 the t otal
goods would certainly be in jeopardy.
output was 3, 780,966 t ons, valued at 1,462,388l. , or an
The M ersey Harbour Board, prompted by the success- average price p er ton of 7s. 8.82d. ; of this production,
ful operations for deepening the entrance t o the port, 1,318,008 tons, of 587,016l. ' 'alue, were sent to interhave resolved to sp end an additional 20,000l. in removing colonial port~, and 873,697 tons, of 441,379l. value, to
foreig n ports, leaving 1,589,263 tons for home consumpthe Mersey bar.
tion. In 1891 the total production was 4,037,929 tons, of
The premium offered by the Corporation of the City of 1,742,795l. value (average price per ton, 8s. 7.58d.), of
Winchester for the best sch eme for electric lighting the which 1, 397,256 t ons, of 700,380l. value, were shipped to
city, on the award of their consulting engineer, Mr. intercolonial ports, and 847,473 t ons, of 460,595!. value, t o
1'1organ Williams, has been awarded to the Brush foreign ports, leaving 1, 793,200 t ons available for home
Electrical Engineering Company.
use.
The seventy-fi fth session of the Institution of Civil
The Briti~h Consul at St. Petersburg, in his last report,
Engineers will be commenced on the 14th inst ., and the gives the details of the scheme for constructing a railway
meetings before Christmas are likely to be occupied, in across S iberia, which was decided on in November last.
addition to an address from Mr. Giles, presid ent, with It is to be built consecutively in three stages or sections.
the design and construction of impounding reservoirs for The work is to commence with the first section, on the
water works at Tansa. (Bombay), B aroda, and Jeypore, completion of which the second will be taken in hand,
with machinery for the manufacture of casks. and with and the third will be proceeded with when the two other
the development of hydraulic power supply in London.
sections have been complet ed. T he fi rst, or Western
M essrs. Palmer and Co., Jarrow, have just received an , iberian section, will extend from T cheliabinsk to the
order from the British Admiralty for the entire construc- River Obi, a length of 885 miles ; thence to the town of
NOTES FROM THE SOUTH-WEST.
Irkutsk, a d istance of 1169 miles. Simultaneously with
tion
of
the
hulls
and
machinery
of
three
fast
sea.going
Card~u:-The demand for steam coal has continued
the building of this portion of the line, the work no w in
torpedo-boat
destroyers,
whi
ch
are
to
have
a
high
rate
of
strong, and prices have shown a hardenin g tendency.
progress on the VJadivostock-Gra.fsky section will be conThe best d escriptions have been maki ng 14s. 6d. to 15.!. speed. They are to be about 200 fb. in length, and tinued, and the construction of a line connecting the U ral
p er ton, while seconda ry qualities have brought 14s. to similar t o those recently placed by the Admiralty with mining and Siberian trunk line with Ekaterinburg will
14s. 6d. per ton. H ousehold coal has also been in good 1'Iessrs. Tbornycroft and M essrs. Yarrow. This is quite be commenced. This portion of the work is to be comd emand, and contracts for future delivery have been con- a new class of work for the district.
pleted not later than 1900. The second stage will consist
clllded at high rates. No. 3 Rhondda large has made
As an antidote to late trains, it was suggest ed by a in the construction of the portions of the project ed line
14s. p er t on. Foundry coke has been quoted at 20s. 6d. writer in the T imes recently that when a train was more which extend from G rafsky to Kabarovka, 195 miles,
t o 2ls. per ton, and furnace ditto at 18s. 6d. t o 19s. per than a certain percentage of its scheduled time late, the and from the station of Mysovskoi, the sts.~.rting point of
t on . Iron ore has exhibited little change. About an company should refund the fares. It is interesting to the railway on the other side of the Baikal L ake, to Streaverage business has been passing in the manufactured not e that this scheme was actually tri ed in Lhe U nited tinsk, a distance of about 673 miles. In the third and
iron and steel trades. Some rail orders have been secured States in 1883, wh~n the Pennsylvania Railroad Com- final stage will be constructed the Circum-Baikal portion,
at 1-Ierthyr Tyd vil. Heavy section steel rails have made pany undertook to refund the fares if their limited 195 miles, and the section from Stretinsk to KabaroYka,
3l. 15s. , and li ght section ditto 4l. 10s. to 4l. 12s. 6d. per express train between New York and Chicago was more a length of al>out 1333 miles. In this manner the trunk
than an hour late. Apparently the arrangement did not Siberian line, starting from T cheliabinsk and terminating
ton.
Survey of P lyrMuth Souncl.- The field work of the work well, as the guarantee has since been abandoned.
at Kabarovka, will extend over a length of aboub 4487
Admiralty survey of Plymouth Sound has been closed for
The Shipley Local Board have decided t o adopt the miles. The cost of the construction of the first section is
the season of 1893. The work has included all the area plans of sewerage and sewage disposal for their district estimated at 15,000,000l., this sum including the cost of
contained by an east and west line, two cables south of prepared by Mr. M. Pat~rson, ~I.I.C.E., of 35, 1'Ianor- connection with the Ekaterinburg line. The money asthe Draystone Rock on the sou th, up to the Rubble Bank row, Bradford. The disposal works will be situated at signed will be paid yearly, in sum s not exceeding 4,000,000l.
in Hamoaze on the west, and a line passing across the Dockfield, near the junction of the Bradford and L eeds In connection with the Siberian Railway the consul says it
Plym, half a mile abo'\e the L !t.ira Bridge, on the easb. and Liverpool Canals. The total cost of the scheme is is interesting to note that the sea route to the Y enisei,
The Cattewater has been sounded on a scale of 30 in. to estimated at 23,569l., made up as follows : Sewers, the pioneer of which was Captain \Viggins, will be utilised
the nautical mile, while the rest of the work is on a scale 9300l. ; pumping station, 4209l. ; sewage works. 4062l. ; for the purpose of conveying along it railway mat~rials
of 13.2 in. Numerous tid e experiments have been made la nd filtration works, 3717l. ; contingencies (engineering for the new line. These materials will be carried by
in the n eighbourhood of the Devil's Bridge and Devil's difficulties, law costs, &c.), 2482l. The land and ease- vessels starting fr0m Russian ports to the mouth of the
Point. The survey will be resumed in the spring.
ments will probably cost about 8000l. more, and th e Yenisei, from which point they will be transported to
K ingsbridge Ra:ilway.- A further inspection was made annual cost of working is estimated at from 600l. to 700l. Krasnoyarsk in barges t owed by powerful tugs.
on Wednesday by certain Great \Vestern officials of a
The new torpedo boat destroyer Havock, built by
n ew line between Brent and Kingsbridge. The line Messrs. Yarrow and Co., was again taken out on Friday
RAILWAY AcciDENT IN T ASMANia.-We have received
throughout id in a forward state, and in a few weeks it last for an eight hours>trial at an economical speed, with from J\tir. T. S. Cleminshaw, Launceston, Tasmania, a
will b e ready for public use. The l ine will be worked a view to ascertain the distance she would steam with photograph showing the results of a criminal attempt to
upon the electric staff principle, and each station is in the fuel supply she can carry on board, upon which plunge a railway train over a bridge into a deep gorge.
telephonic communication. At Ga.ra Bridge station, depends her radius of action. It was found that, at a On WedneEday, September 20, a tram of the :Main Line
about midway b&tween Brent and Kingsbridge. there is a speed of 11.2 knots, the consumption was under i ton an Rail way Company was approaching the Horseshoe Creek,
d oub]e line, with a platform on each side. Loddiswell hour, while at 10 knots it was 3~ cwt. an hour; and, as the when it suddenly left the metals a few feet from the
station, the n ext one t o Kingsbridg(', has a single lifle and bunkers have a. capacity of 60 tons, it follows tha.t the bridge. The driver immediately applied the vacuum
platform, with la.rge siding accommodation. Avonwick distance the Havockcansteam without coalingisabout3500 brake, but of course it was powerless to prevent the
knots. The Admiralty authorities consider this new engine passing on to the bridge, which is an open trestl.e,
btation is similar to L oddiswell.
vessel a very great success in every respect. The H avock without decking, ballast, or parapet. The whole tram
Pollution of the A von.-The Bath Town Council on will
no w be provided with a fe w remainin g fittings, and ploughed its way over the sleepers until it came to a
M onday adopted a resolution recognising the necessity of
standstill a few feet from the other end of the bridge, the
cleansi ng ~he A ven. from s<3wage pollu~ion, an~ ins.truct- she is expected at Portsmouth the end of this month.
The following is a list of those who have been recom- engine falling over at an angle of 45 deg. , one set of
ina a spe01al commtttee to take steps m the d1rect10n of
being wedged between the ends of the sleepers and
se~uring provisional contracts, select ing a n engineer ing mended by the President and Council of the Royal wheels
the longitudinal timbers of the bridge. On examination
Society
for
election
into
the
Council
for
the
year
1894,
at
expert, &c.
it was found that the fishplate bolts bad been broken off
the
annhersary
meeting
on
November
30:
P
resident,
Ba11y Gravin{l Doe~.-~be directors of th~ Barry
near the entrance of the bridge and the rails spread apart,
Lord
Kelvin;
treasurer,
Sir
John
Evans;
secretaries,
Graving- Dock and Engmeermg Company, at thetr meetwhile ab the other end of the bridge sleepers had been
Professor
Micha.el
Foster,
L
ord
Rayleigh;
foreig
n
secreing on Tuesday, had under consideration the accounts for
piled on the line. The gorge is 150 ft. across and 100 ft.
tary,
S
ir
J
oseph
Lister;
other
members
of
the
Council,
the past financial year. Subject to andit, they decided
deep. No lives were lost, thanks to the brake and to the
Professor
I
saac
B
.
Balfour,
Andrew
A.
Common,
Andrew
to carry 6000l. to reserve and re.ductio:n .of capital, and to
pluck of the men in stickin g to the engine.
R
.
Forsyth,
Richard
Tetley
Glazebrook,
Professor
recommend the payment of a final dt vtdend. of 103. per
share, making 10 per cent. for the year, leavmg 1310l. to A lexander H. Green, Sir J obn Kirk, Professor Oli ver J.
BELGIAN COAL 1VIINING.-The production of coal in
L
odge,
Sir
John
Lubbock,
William
D.
Niven,
Willia.m
be carried forward to the next account.
H. Perkin, the Marquis of Salisbury, Professor .J. K Belgium last year amounted t o 19,583,173 tons, as comCoal in South Wales.-The success of the Llanbradnach Burd on Sanderson, Adam Sedgwick, Professor Thomas pared with 19,675,644 tons in 1891. The value of the coal
Company in the Ca~rph illy Valley has prompted other E. Thorpe, Professor \Villiam A . Tilden, and Professor raised in Belgium last year was 8,051,420l., as compared
with 9,898,160l. in 1891. It will be seen that the average
capitalists t o come mto the valley. Among otbere, the W. Cawthorne Unwin.
value last year was s~. 2d. per ton, as compared with
Abercarn Coal Company and the Risca Company propose
The Board of Trade returns for the past month are on 10s. 1d. per ton in 1891. The average depth at which
to commence operations.
the whole less unsatisfactory than might have been ex- working ope.rations were carried on in Be1gium last year
T he T elephone in the West. - The N ati_onal T elephone pected. The import3 amounted to 35,~56,469l. , a n in was 1366 ft., as com?rared with a corresponding average
Company, Limited, has at;tnou~ced th~t m future a ~on crease of 1.8 per cent., and the exports of Briti~h goods of 1333y ft. in 1891. fhe number of workpeople employed
tinuous day and night servtee wtU be g~ven by th~ Bristol were valued at 18, 119,792l., a decrease of 2. !J per cent. below gr0und last year was 88,806, as compared with
and Clifton exchanges. Upwards of 100 subscrtbers are The quantity of coal exported showed a decrease of 90 248 in 1891. The number of workpeople employed
connected with these exchanges.
450 520 tons as compared with the corresponding month ab'ove ground last year was 29,772, as compared with
T ips for Bar1-y. - The first of a n umber o! new ~ips to be last year. H~d it not been for the lar~e sryipment of 28 735 in 1~91. The average number of workmg days of
placed on the western side of .Barry D ock 1s nowt? course t elegraphic wtres and apparatus, amountmg m value to ea~h miner last year was 292, as com pared with 286 in
of erection. Several mora wtll be put up a~ qUickly as 246 081l. against 3l,l98l., the decrease in the value of 1891. The amount paid away in wages last year was
possible, so as to enable the C~ID:pany to provtde adequate metals exported would have been greater than it is. The 4,540,360l. , as compared with 5, 169,880l. in 1891, giving
decrease of iron is 12,790 t ons in quantity and 256,413l. an average of ~Bt. 5s. 7d. per. head last year, as compa~ed
accommodation for vesse]s arr1vmg at Barry.
in v~lue. Of copper the decrease is 46.' 112 cwt., while with 43/. 8s. 9d. p er bead m 1891. The other workmg
Welsh R ailway Projects.-A proposal ~son foot for the the value is less by 119,629{. Steam engmes were valued expenses which had to be provided forlast year amounted
C'onstruction of a line to connect the ~ft~lat;td system at ab 367.802l. against 245,374l:, the chief i~crease being to 3 040,680l. , as compared with 3,293,840l. in 1891. It
Ponta.rdawe with the Great Western mam hne at Neath. found in stationar~ and agr10ul~~ral ~achme.s. Larger foll~ws that the gross working expenses last year were
An undertaking to be called the. P~nta~dawe, B~ynco~h, shipments t o Russ1a and the ~r1t1sh ha~t Indt.es account 7,581,000l., as compared with 8,463,720l. in 1891. The
and Graigola Railway and CoiJ!ertes Compa:ny 1s bemg for the increase, but Argentm.a also ts ta.kmg larger net profit realised last year was, accordingly, 470,4801. ,
formed for the purpose of a;cqUirmg and workmg the Pon- quantities of agricultural ma.chmery, both steam and of as compared with 1,434,410/. in 1891. It will be seen that
ta.rdawe and Bryncoch Ra.1lwav. recently c~ns~ructed .by other kinds.
the average profit realised l?er ton last year was 6d., as
Messrs. Thomas Brothers, of A lltwen. Thts hne, whtc.h
compared with a. correspondmg average of l s. 6d. per ton
The
annual
report
of
th
e
D
epartment
of
Mines
and
connect~ with the Midland Railway. at Pontardawe, IS
in 1891. The scantiness of last year's profit will not
Agriculture,
New
,
outh.
\V
a:les,
for
the
year
1892,
has
intended to serve the Primrose Colhery, the ~ryncoch just been issued, from wh10h 1b appears that the output escape attention.
Little Pit, the Graigola L evel, and the new ptt of the
E N G I N E E R I N G.
WELL-BORING MACHINE.
E N G I N E E R I N G.
far too serious to be exaggerated or misrepresented in n.s compared with 576 idle on benefit, exclush~e of all
other members, making up a total of 6257. The
any case.
members have voted lOOl. to the miners by a Ycry
The news of the failure of negotiations was received large majority, and also decided to make the grant
in various district. with som ethin g like consternation. out of the funds rath er than by levy at present.
It is said that the Derbyshire men received the news
The report of the Accountant to the Board of Conwith gloom and despair. Hopes had been entertained
that some modus zil'emli would have been found, so that ciliation and Arbitration for thE), manufactured iron
work might have been resumed, p ending a final settle- and steel trade of the North of England shows an
ment. In Lancashire, especially in the St. Helens district, average selling price of 4l. 16s. ll~d. p er ton. This
there was dismay at the failure of the negotiations. In leaves the wages as previously under the sliding
Yorkshire there is an uneasy feeling, especially among scale. The question of wages and the revision of the
the tradespeople, who have given credit to the men to scale was discussed at a r ecent meeting of the worka considerable amount. In the Sheffield district there men's representatives on the Board, when it was
were eager expectations of a compromise, which the decided to instruct the operatives' representatives t o
failure of negotiations has dashed to the ground. In agree to a rene wal of the sliding scale on the condition
Staffordshire things are not so bad, but it was hoped that the whole of the claims for the revision of rates to
that some arrangement would have been come to for be paid in the manufacturing iron department should
the resumption of work. Generally it is felt that the be withdrawn; the question affecting the steel rates
conference ought not to have separated finally until to be submitted to the Board, and, if necessary, t o an
some decision of even a temporary character could iudependent arbitrator ; failing this, to ask that the
have been arrived at, so that the pits could re-start. ~lidiug ~cale basis of 2s. abo,e shillings for pounds be
In most districts the funds are wholly exhausted, the m creased, so as to maintain the recognised proportions
families subsisting only upon the casual subscriptions compared with the Midlands. This does not look as
collected, the levies of those in work, and the credit if a uniform scale will be accepted by all parties.
In the Staffordshire district the Wages Board
allowed by local tradespeople.
announce that there is a drop of 7s. 3d. per ton in the
--The Northumberland coalowners have conceded an average selling price in twelve months. Compared
ad,ance of 5 per cent. for twelve weeks, that is, on with two years ago, the drop is 5s. 4d. per ton.
conditions Rimilar to those conceded by the Durham Wages, however, remain unaltered at 7s. 6d. per ton.
coalowners about a. week or so ago. The representa- The value of the scale is seen in the regularity of the
tives of the men accepted the advance on those condi- rates paid.
tions, but they say that no such conditions have ever
The Royal Commission on Labour have been meeting
before been imposed, either on a n advance or in the
case of a reduction. It is a new departure in those to consider their report. A draft report has been
prepared, but it will take a considerable time to distwo counties.
cuss all its details, and agree upon one general r eport.
Efforts are being made t o heal the deplorable There are rumours of a minority report, and some
differences which ha.Ye for some time existed between think that there will be more than one. But some of
the several bodies of miners in South "\Vales, and which the members are not so keen upon certain points as
led to the recent strikes in the Principality. The they were at the outset.
--main difference was with respect to the sliding scale.
The condition of the engineering trades in LancaThe South \Vales men contend that the federationists
must accept the scale as a basis of wages in the manage- shire has not undergone much change, nor can it
ment of the affair.a in , ou th vValee. An assurance on while the coal strike lasts. Operations are to a
that m l.tter will pave the way for the resumption <.J large extent interfered with, owing to the dearth
friendly r elations with the federation, and co-o peration and dearness of fuel, otherwise there is a more.
as regards the eight hours, a.nd the Mines Regulation hopeful tone as to the future. In some cases more
i_n quiry is reported, and t he outlook is regarded as
Bill of the miner~.
somewhat more favourable than it was. Generally,
Proposals are on foot for the establishment, or rather however, engineering establishments are only modeit should be the re-establishment, of a Joint Concilia- rately supplied with work, very few having pressing
tion Boa.rJ in Durham. For several years t here was orders. Machinists are quietening down in so far as
such a Board, but in some way it broke down a few the weight of new work coming forward is concerned,
years ago. "\Vith recent experiences it is possible that and there is less pressure in those branches which had
the difficulties formerly met with will be overcome. been tolerably busy up to the coal dispute. In the
The miners before consenting have asked for further iron trade, business remains very much in abeyance,
information as to the exact proposals, but they show pending the reopenin g of the coal pits, th e hope being
that the conference wonlcl settle the dispute. Manuno host11ity thereto.
factured iron only experiences a moderate request for
The miners of :Ivlid and East L~thian struck work present purposes, but prices are tolerably firm. In the
early last week in consequence of the non-concession steel trade there is very little doing, prices being about
of the 10 per cent. rise in wages which they had de- as they were. There are no labour disputes of any
manded. On the day after the strike th e coalowners consequence in any of these branches of industry, the
met, and decided to concede the advance, thus ending rates of wages being well maintained.
the di~pute, without further cessation of work.
The Cleveland miners are mostly at work again ;
The Scotch miners, at a conference held on Friday only twenty-six are out of work over the "ratchet"
last, agreed to invite the English and 'Velsh miners strike, and these are to be paid weekly 15s. per week
to an " international" conference, to be held in some and l s. 6d. per child until the 18th inst ., when strike
central place in England, with the view of discussing pay is to cease. The Cleveland men are levying themand arranging a general line of policy in the matter of selves for the federation miners out on strike.
output, to apply t o all the mining districts of Great
Britain. The Scotch miners are strong on this p oint.
In the " ' olverhampton district trade generally has
The Parliamentary Committee of the Trade Union continued fairly good. The demand for pig iron is
Congress have issued an appeal to all the trade unions fully equal to the output, and evcu stocks have been
of the country urging the claims of the miners to their drawn upon to meet the requirements of consumers for
consideration in the dispute now subsisting between prompt delivery. The demand for first-class brands is
them and their employers. A meeting of "English- not so good ; but for other sorts or classes, such as
women" was held in St. J ames's Hall on Tuesday merchants' iron plates, sheets, hoops, &c., the orders
last, to appeal for help for the starving families of come in sufficiently regularly to keep the works going.
miners, irrespecti ve of the merits or demerits of th~ The large steel works are in full swi n~, but ma kers
dispute. Several miners' wives were in vited, and a say that orders have to be accepted Lelow profitable
number of "leading ladies " promised ass istance in the rat es at the present p rices of fu el. The forges are only
m ovement. One newspaper h a~ collected between in partial operation in some cases from this eau~ e.
ll,OOOl and 12,000l. , another over 5000Z., and another There are no labour disputes of any consequence in any
about 600l., irrespective of local subscriptions in the of the iron, steel, engineering, or cognate branches of
provinces and the levies of the miners at work, th e indust ry in the district.
grants of trade unions, and the private subscriptions of
In the Birmingham district bu3iness was somewhat
members of Parliament. But with all the help there
is dire distress, and it is becoming more and more better during the past week, as orders which were
acn te. The privation has extended to othe~ trade_s, being held back in the hope of easier prices appra r to
in maoy instances as the result of the coal d1spute, m have been placed. But these were mostly for present
others by r eason of the depression in various Lranches requirements. The supply of pig iron was scarcely
equal to the demand, with the r esult that prices were
of industry.
well maintained. There has been an increased inq uiry
--The report of th e Ironmoulders of Scotland is not so for bedstead strips and angles, an indication of a. little
depressing as some recent ones ba,re been. There ap- improvement in those branches of local trade. The
p ear to be fewer out of work, the demands upon the major portion of the staple industries of th e district
funds are not so great, and the income has exceeded are in a quiet condition, with little to indicate the
the expenditure, len.ving a balance to the good of 27:3l. usual incr ease of activity at this season of the year in
in the mouth. The total number working was 4237, certain branches. There are no labour disputes of any
[Nov.
IO,
1893.
EXPLOSION OF A PAPER-DRYING
CYLINDER.
THE Board of Trade have just issued, under the provisions of the Boiler Explosion Acts, 1882 and 1890, an
interesting report on the explosion of a. cylinder used in
the process of paper manufacturing, whiCh occurred on
June 10 last at the works of the Mill End Paper Company, Rickmansworth, and by which three men were
scalded, one of them severely. The cylinder in question
was a cylindrical cast-iron vessel, 4 ft. 6~ in. in dtameter,
and 5 ft. 0 13~ in. in length. It was supported on trunnionf',
one at each end, on whicb, when at work, it revolved,
motion being communicated to it by a. steam engine fixed
in the same building. It was heated by steam taken
direct from two Cornish boilers, the steam passing from
them into the machine-room through a 1!m. wroughtiron pipe, then through a brass stopcock into a 1-in.
pipe, by which it was conducted through the trunnions
into the cylinder. There was an escape for the condensed
water and steam through the trunnion at the opposite end
of the cylinder by means of a brass stopcock into a. pipe
which led to a tank placed below the machine. The
inflow and outflow of steam were regulated by means of
brass stopcocks, according, as the Commissioners were
told, to the temperature required in the cylinder, for, when
there was thick paper to be manufactured, a higher temperature was reqUired than was necessary for thin paper.
The condensed water fell, as it formed in the cylinder, to
the bottom 1 and was collected or wa.s caused to flow into
a. cast-iron dish by means of an iron plate bolted to the
inside of the cylinder. This plate extended the whole
length of the cylinder, and water was raised by it ss
the cylinder revolved, and a similar plate placed
radially was arranged to cause it to flow into the dish.
The thickness of the cylindrica.l part of the vessel varied
from ~ in. to {j in. One end was cast in one piece with
the cylinder, a.nd its thickness at the outer edge ranged
from ~ in. to t-& in., and near the centre from 1! in. to
1lrr in. There was a.n elliptical-shaped manhole opening
in this end, measuring 14 in. by 10~ in., to which was
fitted a cast-iron door, secured by two bolts and crossbars.
The other end was e:ast separately from the cylinder, and
was secured to the flange by means of ;! in. square-beaded
screws, s_paced 8g in. apart. Its thickness ranged from
H in. to g in. at the outer edge, to about 1! in. near the
centre. 'l'he age of the cylinder could not be ascertained,
but the evidence obtained by the Board of Trade went to
show that it was more than forty, and probably more
than fifty years old. The boilers which supplied the
steam were worked at 45 lb. pressure, the safety valves
blowing off at 50 lb. on the square inch.
The cylinder gave way at the ends, both of which were
brokon into several pieces, while large portions of the
main body were also broken and hurled to considerable
distances, one piece falling on a lawn 25 yards away. The
roof of the building, the steam engine, and other
machinery were wrecked, a.nd the brickwork was scattered in all directions. It is probable that one of the
ends first gave way, and that the other was broken
inwards by the force with which it a.nd the cylindet' were
dashed against the wall of the building.
The explosion was due to over-pressure. What the
pressure actually was could not be poPitively determin ed,
but the Corr1missioners state that there i3 very little
doubt that it was nearly equal to the pressure on the
boilers at the time, which was sa.id by the stoker in
charge to be 48 lb. on the square inch. The Uommissioners
further say : " \Ve are of opinion that in cvnsequence of
the inlet and outlet cocks being improperly adjusted, and
the absence of any relief valve being fitted to the e:ylinder
or the steam pipe, the pressure gradually increased in the
cylinder until i tl exploded.,
At the formal investigation, conducted by Mr. Howard
Smith and Mr. Mcintyre, some valuable evidence was
given by Mr. E. B. Donkin, of the firm of Messrs. Bryan
Donkin and Co., of Bermondsey, and Mr. G. E Brown,
engineer surveyor to the Board of Trade. Messrs.
Donkin have manufactured cylinders of this description
e>er since 1803, but the one in question was not made by
that firm.
Mr. Donkin stated that the cylinders they turned out,
although more strongly constructed than the one which
had exploded (inasmuch as their plates were thicker,
their ends domed and not cast in one with the cylindrical
part, and there being no manhole), were formerly intended
to be used at a pressure of from 4 lb. to 6 lb. only. In
later yeare they had allowed this pressure to be increased
from 6 lb. to 8 lb , the limit of safety which Mr. Donkin
=======
THE WORK[NG OF STEAM PUMPS.
On the Workin9 of Steam P umps on the R ussian South Western R 'Lilways. *
By Mr. ALEXAN DER B oRODIN, Engineer -Director .
THE steam pump! employed for t.h o water suppl~ t o
the stations of the South-W ast ern R :Hl ways are of va rtous
kinds, and in consequence of the gro~th of the traffi c,
new pumps la rger and m ore econom10al, are constantly
having to b~ procured . With a. v.iew to r ed?ce the cost
of working and main tenance, a. s.en~s of exp~rtments we re
made wi th the pumps at the prmctpal st a t1on s for ascsrta.ining the c:>st of the water supply and the useful work
performed by the d ifferent kinds of pumps, as well as by
individual pumps of the same .kind .working under di~e
rent conditions. The successt ve tnals h_ave ~een ca.rrted
out during the p!lst few years, and are sttll g~mg on; the
results alrea dy arrived at, h owe ver, are plam enough to
be now made known.
The experiments were all alike conducted in the following manner. E aoh trial lasted from four t o nine hours ,
during which time obser va tions were made of th e fuel
consumption of the boile r feed -water, of the number of
strokes of the pump, and of its t f>tal d eli very.; the las t
waa ascertained either by a wa ter m eter or by dtrect m easurement of th e water le vel in the s upply tanks. At the
same time the pressure or h ead of wa.ter in the d eli very
pipe close to the pump was n oted by a pressure ~auge,
both when the pump was at work, and also wh en It was
standing with the delivery pipe full of wa ter . . T o ~he
delivery bead when at work was added the suct 10n ltft,
so as to ge~ the total heig~t h in. feet to wh_ic~ th~ wa ter
was raised by the pump, 1ncludtog the frtct 10n lD both
pipe3. Then the weight in p ounds of water w pumped
per hour being also known, th e horse-p0wt:r of the u 3eful
work done by the pump would be H .P. = w x h +
(60 X 33, 000).
From these observations was determined-firstly, the
weight of water pumped in p ounds per pound of steam
or rather of feed water, a nd p er pound of fu el ; second ly,
the consumption of st eam Ol' of feed water p er honr and
per useful hor~ e-power ; and thirdly, the foot-pound s of
useful work p erformed by the pump p er p ound of feed
water. Moreover, by comparing the volume en gendered
by the pum{> with the volume of water d eliver ed during
the same time, the efficiency of the pump itself was
arrived at. The evaporation p er p ound of fuel was
also determined ; and in soms cases the con sumption of
fuel for getting up steam.
The experiments were mad e by several obser vers, a nd
with great care. and all necessary precautions were ta k ~n .
The wa.ter level in the boiler was brought back to th e tJame
heigh t at th e end of th e trial as at the baginning. \V here
the boiler was fed direct from the d eli ve: y ptpe of the
pump, the feed water was added t o the quantity of water
deli vered io to the ta.nk; and no water was drawn off from
the tank du1ing the trial. The fuel consumed WM a ccurately weighed. rrhe following pumps wer e all tried in
th eir ordtna.ry working condition, w ithout any sp ecial
p reparations being made for the trials.
1. R eschitz Pu.mp1.- These are pumps of old make, put
up twenty year3 ago at the time of the Od essa line b eing
C!>nstructed. They are driven by a. h orizon tal engine witb
flywheel, whioh through gea.ring gi ves a r eciprocating
movement t o a lever; connecting-rods from the lever
work the p um ps, which are fi xed in a. well at suoh a d epth
a.s to be a.l wa.ys above wa ter. ThA ob ject of th e g earing
is to give the pumps a. slower piston speed than th e s team
piston, because in tho~e early days it wa s found necessary
to work th e p umps very slowly. These machines are exceed iogly bulky and heavy, taking up a great deal of
room, and requiring strong foundations ; they are troubl esome to e rect, and also to maintain.
E N G I N E E R I N G.
2 . Cail P umps.-These are also of old ma~e, dri ven by
a portable engine with belt pulley, from wht ch th e power
is t a ken through a b elt and gearing and connecti~ g-.rod to
a h or izontal pump; th e centre lin.e of the pumi? IS m the
same vertical pla n e as the con t re ho e of the eng me. These
mach ines a re still bulkier t h a n the preced ing, and take up
a good d eal of r oom leng~hw~y s ; .they r equire costly
fouod ations, and are ex pensi ve 10 m a mtenance.
3. Ord inar y P umps and V ertical EtVJi"'}e~.- O_ne from
the Lilpop Rau W orks was pu ~ up at Jme r.mka I!l 1878;
and another at Kieff at the t1me of the hne betng con
atructed. Wh ere the latter waR made is not known.
4. Cockerill Pumps and H or izontal E ngines. - The
engines are of good m~ke, with doub!e slide-valve~ and
flywh eel the pump is e1ther worked direc t by the plston r od of th ~ st eam cylind er, or else is driven off the flywh eel
Fha.ft through gearing for r educing the speed of the pu m p .
These a re amon g the m ore p owe rful s team pumps, worki ng on long pipes wi th great differ en ces of l.e vel. B ot.h
engines and p ump s are well worked out 1n all th etr
de tails and well m ad e ; but they ara bulky a nd cost ly,
occupy'ing a la rge space and r eq uiring exp ensive foundation s.
5. P u.lso'ffUters and I njectors.- T en or fifteen years ago
these a p plia nces wer e for som e time m uch in vogue,
o wing t o _their _ll i!Dplicity, comp~ctness, and ch eapness.
They a re In s tnkmg contrast with the hea Yy and bulky
machin es a lready d escribed.
G. B ayu:ard T yler D irect-A cting .P umps. - Th~se a re
d evoid of flywh eel or ext ernal movmg parts, ha.vmg t h e
pump p iston on the same h ori zontal . rod as the s team
piston. They are r emarkable for their compactness, for
the sm all sp ace they occupy, and for t~e ingenious diAtribution of the st eam by means of a sltde va.l ve a rranged
ins ide the h ollow. pist on of th e steam cylind er . They
need scarcely any found ation, and can be placed on a
li ghtly fixed beam.
7 and 8 . Worthtng ton Ord inary and Cumpound P umps ,
and B lake Compound P umps.- These pumps, of Ame!ican
invention are l ike the Hayward Tyler, hor1 zon t a.l duecta cting, a~d r~markable for compa~tness, for facility of
erect ion a nd for the sm a ll founda t iOn s they n red. The
Worth i~ g ton pumps esp ecially, owin~ to the high . speed
of the p ump pist on s, are rema rkably h ght . small, s1mple,
and ch eap in spite of h aving two st eam cylmders and t wo
pumps ar;anged close to each other; the pis ton -rod of
eac h pump m oves th e slide-val ve of the st eam cylinder of
the other pump. The hi~h .sp eed. o~ the pump pi.st on in
the \Vorthi ngton pumpa ts m stnkmg contrast .with that
in the old kind of pumps, in which the p ump ptst on h ad
to be worked at a ve ry low speed. For exam ple, the
R eschit z pump at Katerinovka s ta tion a nd the Cock erill
pump at W essiolly ~oute station ~ork at only 33.5 ft.
and 39.4 ft. p er mmute .. res pect1 v~ly; wh ereas the
Worthington PU!D P at ~rl J Opol stat~on ~or~s at 100ft.
per minute, and Its ma.x1mum s peed 1s et1ll h1gh er. All
n e w pumps that are now .being p ut up on t~ e South'Vest ern Railwayd are exclustvely of the Worthmgton or
Blake kind.
Trials.- All the eogi~es tried in. these exp~riments
were working without condensa tiOn, exceptmg the
H ayward Tyler pumps a t Zl.bnlotie s ta t ion a nd the
vVorthington pumps at B irzoub. In t h ese cases, h owever the condensers were inferior; and in the two tria ls,
th er~fore as seen in T a ble IV. append ed, n ot much good
r esult.ed from con den sing the st eam. F r om the princ ip:1l
r esults observed, which are given in Table IV., the
following con clusion s may be dra wn .
.
..
F irstly the effi ciency of the steam ex p ended m rats tn g
water for' the supply of a. rail way s tation d e pends largely
upon the quantity of wa t er suppli e~ per h~ur; an~ t~e
greate r this quantity, up t o a certa.m m axtmum ltmtt,
the m ore ad vantageou sly d oes th e pump work. U nd er
the conditi ons of ordinary working, T a ble I . sh ows the
head in feet against the different pumps, the delivery in
gallons per hour, and in pounds per pound of stea m, and
the work in foot-pounds per pound of steam .
T ABLE
'Pumped.
Do~..oe
Station.
Per
Hour.
Gallons
Zl.bololie
2465
Ff ~"'''a."d -Ty l Pr .
3015
3 l ft. to 46 f t.
Zdolbounovo .. 3654
99j
E l i zave t~ rad . .
Rescbitz.
Razdelnaia 1327
184 ft. to 207 ft.
Gol r.a. . .
26 H
Demkovka. 2223
Wo rthin~ton non\'ka .. 3i01
compou nd .
- . f'hdstino
1\ aza.tine
6~89
112ft. to 131ft.
8 0-l
;- Zriolboun ovo . .
J(oublitch
2223
184 fli. to 190 ft. { Ogenine
6096
{ ..
{
Work
per
Per
nd
Pound Pou
of
of
Steam. Steam.
lb.
90
101
129
36 1
47.fi
58 5
102
103
14-l
152
tt.1b.
2.!'53
3,314
5,938
7,086
I 10,760
9,843
5
11,4' 0
ll,li
1 000
19, 46:>
88.5
111
16.830
2fl,410
63.4
37,400
52.6
29,330
T A.GLE
Station.
Pump.
Eliza V('tgrad
Useful
Horse
Power.
0.99
1. os
Po1ooshnaia. ..
1.38
Razdelnaia
1 97
Sbesta.kovka.
Iteschitz
2. 47
Gol ta. ..
2.69
Ka.terinovka. .
a.7 L
Zatichi6
..
1.18
Demkovka. ..
1. 78
Christinovka
. . 2. 12
Worthington non- Koublitoh
4. 04
Ki vertzy
compound
' ] 5 62
o!~ nin e
..
5.67
Z olbounovo
8.19
Kri jopol
..
3.55
Wortbington com { Gaim ne
..
Wessiolly Koute H .7CI
pound
Birzoula.
..
.. , 28. 41
6.13
{ Razd t:lnaia
Blake compound .. Kazatine
7.h9
11.34
Birzoula
Steam used
per Horse.l'ower per
Hour.
lb.
279
279
201
266
183
114
145
183
18:i
118
..I
94
98
107
.. I
94
60
::I
'i $
50
92
85
ti5
s86
E N G I N E E RI N G.
TABLE IV. - TRIALS OF STEAM PUMPS FOR WATER SUPPLY OF RAILWAY STATIONS.
- - - - ---
Steam Con
sumcd.
Fuel.
...
ell
P n tP.
~
0
Station.
-.....
0
Q.
8 .
-...
:;:sa..
<.c)
Q O
Q.
()
ao::S
-::s
'0
Q)
o::S
:Il~
...
a..cu
::s
0
a..
...
.....
Q.l
Per Hour.
...
New P umps.
't:S
Work Done.
.. -
P-4
Q)
Water Raised.
St1tion.
Water
Work
Pumped Done Per
per Pound Pound of
of Steam. StPam.
Q)
...0
GO
lb.
4 7. 5
95.8
89.5
ft.- lb.
9,843
21,460
21,130
Old Reschi tz pu mp ..
~s;l.,
8~
{ New Blake compound . .
A
~
~
Old Cail pump . .
..
1.
lb. lb. lb. lb. revs. p. c. ft. gals.
lb.
..
New Worthington ordi lb.
lb.
h.-p. ft. lb. Krijopol ..
/ Za.ti chi ~..
. . Donetz coal 88.4 40
540 145 6. 10 13.6 76 397 1,850 18,500 34.3 3.71 13,620
nary ..
..
.. 103
25,690
Katerino,ka. . .
,
46 f) 40
Old Cockerill pump ..
306 114 6.53 13.1 328 1,620 16,200
24,940
53.0 2.69 17,390
39
Golta. . .
..
,.
86.9 45
452 183 5.20 14.3 78 !84 2,640 26,400
58.5 2.47 10,760 Wessiolly Route \ New Worth ington com.
Reschitz ..
. . . . Razdelnaia
. . Cardiff coal
45
pound ..
13.0 . . 207 1,330 13,300
..
..
280 203
46
,
withou Lcondeneati0n
63.4
37,400
Fastov ..
Fire
..
97. 0 35
254 136 2. 40 14.6 97 128 2,820 28,200 120
1.87 16,360
wood
3.
.... Simultaneously wi th the change of pumps t he source of
of
Vertical, Lilpop
supply was also changed, whereby the gross head against which
~ diffe- . .
Ra.u Works .. Jm6rinka
341.7 45 Ll46 136 3.35 29.8 70 361 4,600 46,000 3<3
8.41 13,710 ~h e pum~ w_ork ~d was i_ncreased from 46 ft. up to 128 tt., includrent
Vertical, origin unmg the fnctton m the p1pes.
kinds
"
.
known . .
. . Kieff
313 129 3.60 21.5 90 919 4, 970 49,700 164
56 0 40
4.
to ~be older will nob follow directly from this comPereorestovo . . Donetz l'Oal 134.9 60
747 81 6.50 10.9 81 604 3,020 30,200 40.4
9.21 24,380 panson; for all the newly erected pumps, being d esigned
Cockerill ..
Wessiolly Koute
,
9.6 80 640 2,n30 25, 300 39
96.6 60 650 79 6.73
8.19 24,940 for a larger quantity of water than the pumps th ey
Karpovo
.
,
35
88.2
562 108 6.38 11.3 77 4i2 2,180 21,800 38.9 5.21 18,05(}
supersed ed, should on that very account b e more econoc.
Pulsometer
Klestoh ely
. . Deal wood 163.1 60
364 860 2.23
. . 38 ~. 200 22,000 6t
0.42 2,300 mical. The consumption of fuel p er gallon of wat er
Injector ..
178.6 60 397 14?1 2 23
..
~ 1,410 14,100
35
0.28 1,310 raisGd at these s tations fell off in prop ortion I o the
" coal ..
S tates Navy, on the compa r a ti ve work d on e by an ordi558
4,
030
40,300
.
.
Donetz
765
68
..
20
80
86
11.3
29,330
52.6
9.
nary steam pum p,_by a r otary pump driven from the fly141 11,040 ll0,400 166
. . Firtwood 207. 7 60
Ela k e compound
Kazatine
666 84 8.~0 26
7.89 23,590
516 t o 3.18 20
91 135 8,410 84,100 163
5. 76 22,0 0 wheel of the ordmary st eam pump, and by an inj ector.
162. 0 60
from
Owene
. . Cardiff coal
Works ..
.. Razdclnah
60
474 92
18.2
2231 4,530 45,300 95.8 5.13 21,460 All three .wer e employed during the trial in pumping
------------ ----------1--------
Q)
R1z<lelnn.ia
"j
J
.. l
....
..
f ..
ll ,
~---:
----------------------------
E N G l N E E R I N G.
LUBRICATORS AND
NE\V YORK.
(L
1;
Fig . 1.
Fig. 2 .
[,
SeG~ on
11'tfl 3 .
line. [F.
IlL
Scctwn CD
1-
~
~
j
~
'
A
c
~
Sca(un, o"' luw A 8
tOU.A
2DH~ '--'
:h'IGS.
TO
3.
Fig.4.
FIG.
4.
London 1\Ieeting.
5ss
taken on the French coast, but several years will be required before conclusions can be drawn from them.
In th e meantime it was of importance to find some
means of investigation for th e study of son orous instrum ents. Direct measures of the intensity of sou nd
analogous t o those given for light by photometric
processes would have enabled us quickly to reach this
~nd. In the absence of a ny such method in practical
use, we have sought, if possible, t o have recourse to the
different processes used in physical scien ce to record
sonorous vibrations. We h ave not succeeded in utilising
any of them under practical conditions. There is also a
general cause which invalidates d eterminations of intensity made by r ecording vibratory movements. This is
that the harmonics of the fundamental ton e which are
produced in greater or less number by every instrument,
are only translated on the graphic rec.:ord by imperceptible
differences in the outline, whilst they have a considerable
influence on the impression received by th~ ear. For our
purpose, then, we can only depend on comparisons made
by the ear.
To realise t his purpose, we have established a &tandard
sound formed by a bellows, on which was mounted either
a. h orn with a free reed, or a small siren of the same note,
and having practically the same "tim bre" as the sirens
to be compared. The pressure of air furnished by the
bellows and its deli very being exactly determined, the
standard was mechanically defined in every way. It was
placed at a con venient distance from the instrument to
be observed, and was mad e to emit consecutive sounds to
those of the latter. The observer found such a position
that the two sounds to be compared appeared to him of
equal intensity. The in verse ratio of the squares of the d istances gave the ratio of the intensities. We hasten to add
that, the ear having little sensitiveness to small differen ces of intensity, the precision of the method was far
from perfect. TherP-fore it has only been employed in
cases where direct comparison was impossible.
This latter has been made in two ways: (1) For comparing two different instruments; by establishing on a
point of the shore each of the two instruments, and
making them sound alternately at d etermined intervals,
and with different rhythm. The observer was on a steamboat at a distance, and determined the distance at wbi ~h
h e failed to hear each of the two instruments. Or otherwise by producing two consecutive sounds near together
of the same pitch by two instruments, and by estimating
which of the sounds was the louder, several observers
being employed at widely distant points, and not being
aware in what order the two instrum ents were used.
(2) For comparing different methods of installation of
the same instrument ; by obtaining two installations of
the same instrument in the required conditions, and
making observations such as have been above described.
It may well be conceived bow troublesome and slow
such a system o~ investigation is. On the othez:. hand, it
is very conclustve, and has enabled us to arnve at a
certain number of interesting results.
Many of these ~esults, relati ve in parti cu~ar to .t he
influence of the p1tch of the sounds, of their mustcal
intervals if they are in groups, and of the h eight of the
sonorous' instrument, and relative to the compari~on of
sirens with horns, and to the arrangement of the s1rens,
have been explained in a memoir on tb~ exhibit. of the
L ighthouse Department of France at Ch1cagg, wh10h has
been presented to the present Congress. W e shal~ ~ot
dwell on that but shall confine ourselves to exammmg
special points' connected with automatic compressed-air
Sirens.
Pressure to be Used. - F or the same motive power the
weight of compressed air per second is so much ~reater .as
the pressure employed is lower. ~n t~e ~ucce~st ve ennssions of air the mass of the body 1mpmgmg wtll be then,
for the sam~ expenditure of power, so much greater as the
, ruling pressure is less. We thus see that there .m~st be
an ad vantage in employing low pressures. . Thts 1s confirmed by direct ~xperiment, both by measurmg the range
and by comparison of intensity. In France the pressu.r es
employed have been successively reduced from . 5 ktlogrammes to 3 kilogrammes (71 lb. per square mob to
43lb.}, then from 3 kilogrammes to 2 kilogrammes (43 lb.
per square inch to 2~lb. ).
.
D imensions of Strens. -Sue~s have been . made of
different dimensions ; a certam n~mber e~1st ~hose
m oving drum of 10 centimetres .diameter IS pter?e~
on its circumference br. .28 opet;nng~, each 28 m~lh
metres in h eight and 3 mllhmetres m wtdtb . .The ~us10al
tone of this siren is theE of 326 complete v1~ra~10ns per
second. It follows that the speed of rotat1~n IS abo~t
12 revolutions per second. The consumptiOn of a~r
is 400 litres (14 cubic feet), measured ~t the atmosph~r1c
pressure, per second of sound, th.e ruhng l?ressu~e b~mg
2 kilogrammes (28 lb. per square mch). yYith this siren
we have compared another, whose movmg. drum h ad a
diameter of 15 centimetres, and ~hose opemng~, .tw~nty
eight in number, ha~ the same h etght of 28 milhmetres,
but had a width wh10h gave for th e same tone and th e
same pressure the same fiow of 400 litre~ per second. of
sound The experiment was carried out m the follow.mg
way. The two sirens established beside one. another without trumpet moutha produced, at. fixed mter vals, two
sounds, each of 3 seconds' duratiOn. sep~rated by. an
interval of 2 to 3 seconds. In these oond1t10ns the p1tch
and the " timbre " of t~e soun~s were th e same, and the
ear could easily appreCiate wh10~ of the ~ounds was the
loud er. Observers posted at dtffe~ent d~tances, an~ at
various heights, n oted th ei r impressiOns wtt~out knowmg
the order of the operations. There .was m . ev~ry case
complet e agreement between them m ~onstdermg the
siren of 15 centimetres diameter to gtve the louder
E N G I N E E R I N G.
(NOv.
IO, I 893.
the mass of air which recei,es directly the shock of the is, during the emission of the sound, an important fall of
compressed air, whose inten~ity is the principal element pressure near the openin gs, and a large dimin ution of the
in the transformation of the energy. Other considera- flow.
tions, rela ting in particular to the weight of the revolvWhen the siren is placed at the summit of the lighting part, and to the instantaneous sp eaking of the siren, house, the reservoir on which it i~ mounted cannot in
do not allow us t o increase the diameter much beyond practice have a capacity of more th an 500 litres. This
15 centimetres.
capacity is insufficient for a sound of a duration of three
Ar'rangement of the Optnings.-The vibratory motion seconds to be given out, with the air provided only from
which 1t is desirable to establish is sinusoidal motion . this reservoir. It is n eceesary that during t he sound,
For that purpose it would be n ecessary to g ive to the air air should be supplied by a vertical pipe frum the resernot only compressions, but dilatations. It would be voirs in th e engme-bouse. Under these circumstances
necessary further that these compressions and dilatations we have determined that the loss of pressure in the pipe
should follow certain laws, and should be of equal dura- was much greater th an that given by the usual formu] re.
tion. A method of realisin~ the first of these conditions This follows from the discontinuity of the flow, and from
might be imagined by establishing between two sue- the inertia of the air that has to be moved, which elements
cessive o~enings of the fixed drum special orifices to put cannot be allowed for in formu]re. According to experitb e in ten or of the sir en in direct commun ication wi t h the ments, for a flow of 400 litres (14 cubic feet) per second,
atmosphere. This arrangement has not been triPd. A s we ought not to reduc~ the intbrior diameter below
regards the other conditions, all that we can do is to 12 centi metres for a pipe of 25 metlres in length, when the
secure th e equality of the successive periods of opening air-pressure is 2 kilogrammes (28 lb. per square inch).
and closing. It is easily seen that this equality is arrived
W e have in vestigated by num erous measurements bow
at when the width of the openings measured along th e the flow of a siren Yaried when the width of the open ings
circumfer ence is equal to one-third of th e widt h of the was varied, other things being qual. Theoretically, it
closed spaces between them.
would appear that the flow per second of sou nd should
R egulation of P itch.- The regulation of the pitch is be proportional to the square of the width of the openings,
obtained by means of fo\lr moving masses carried by arms since th e ratio of the total durati on of the coincidences
fixed to the shaft of the moving cylinder. The pressure of to the duration of the sound is proportional to this width,
these masses against a circular track under the action of and since, during each coincidence, the average opening
centrifugal force limits the variations of the speed of rota- is proportional to the same width. Nevertheless, th e
tion of the cylinder which might result from varia tions of flow increases much less rapidly t han this square. With
the pressure. In the siren of 10 centimetres d iameter the sirens of 10 and 15 centimetres diameter, t he open ings
weight of the moving cylinder and its shaft is 25GO being t wenty-eight in number, each having 28 millimetres
grammes ; the weight of the moving masses is 910grammes. of height and an air pressure of 2 kilogrammes (28 lb.
In the siren of 15 centimetres diamet er th e weight of th e per square inch ), we have obtained the following results
moving cylinder and its shaft is 4390 grammes ; th~ per second of sound:
weight of the moving masses is 770 grammes. In these - -- - - - - - - - - - - - - - - - - - - - conditions we observe that to produce a variation in the
Flow (Measured at
numbPr of complete vibrations per second from 310 to
Width of Openings. Atmospheric Pressure).
335, a variation of pressu re must be made of 0. 6 kilogramme (8! lb. per square inch ) with the siren of
millimetres
litres
10 centimetres, and of 0.85 kilogramme (12lb. per square
I. Siren tif 0.10 met1es.
inch) with the siren of 15 centimetres. The latter, owing
2b
301
1
to its weight, ~iv es a note of greater stability. In prac2
2.8
an
tice the stren 1s established with a reservoir of such capa3.0
400
city that the pressure does n ot '\'ary during the emission
II. Siren of 0.15 metres.
of sound by more than 0.25 kilogramme (3! lb. per square
4
2.0
224
inch) ; the variations m pitch are th en insensible to the
2.6
269
5
ear.
3.0
309
6
Pa;rt P la,yed by the Trumpet.- In horns with vibrating
7
3.6
378
reeds the trumpet acts as a sonorous pipe. It must be of
s.7
400
8
a length calculated to suit the wave length of the
sound to be emitted; by modifying its length we can
It is t o be noted that in experiments Nos. 3 and 8, the
alter the pitch of th& sound produced. On the contrary,
with the siren, the length of the trumpet has no influence sum per second of th e durations of total or partial coincion the principal note, which is governed by the speed of dence of the fixed and moving openings is . 558 second and
rotation and the number of openings. It was then .458 second. The flows per second of coincidence are
accepted for a long time that the principal object of the 734 litres and 873 litres. These latter flows are what
trumpet was to direct the sound towards th e horizon. must be considered, if we wish to arrive at the speed of
Experiments have shown us that it has further a very the air in the orifices, which attains more than 200 metres
considerable effect on the loudness of the sound, and that per second.
Range of Sirens. - U ntil we possess the result of
this effect varies with its length and shape.
Different sirens have been put in action without any the systematic observations organised on th e French
trumpet, and then with trumpets of different kinds, and coast, we can only produce observations, comparatively
their r elative intensity has been estimated by seveml small in number, made by G>bservers stationed on steam er~,
observers comparing consecutive sounds. In every case with regard to the range of sirens installed at Cape
the addition of the trumpet h as considerably reinforced Grisnez and at Boulogne. These measurements were
the sound, but this reinforcement is produced in very fifteen in number at least, for each instrument, and made
different proportions according t o the kind of trumpet under very different atmospheri c cond itions. T he average
employed. The trumpets definitely adopted for different of th e figures obtained for each instrument is given in the
sirens have been arrived at tentatively. This action of Table below as the mean range of the instrument. W e
reinforcement is explained by the fact that t he trumpet haY e taken as a measure of the power of each siren th e
causes the mass of air inclosed in it to share in the number of kilogrammetres which the escap~ of the comshocks produced by the siren, whilst the direct opening pressed air or steam can produce per second of sound.
of the si ren into t he atmosphere facili tates the fl ow.
There are formed also in the mass of the trumpet a system
Sonorous j Mean
of stationary wa.ves, vary ing according to its form, which
Description of
Int~ nsity R~nge
Remarks.
Instrument.
modify the reinforcement. When the trumpet exceeds a
m
m
Kgm.-ms Knots
certain length, effects of resistance t o t he transmission of
the vibratory motion come into play, and thP-y may, on
the other band, weaken the sound.
16,000
60
Range varied from 2 to 14
E N G I N E E R I N G.
Fl.9 1.
Non return
Vcolve
To Botler
Steam & Wat er
,.......____
'
,.,.., ..
--
-~-
Wat er
~
C>
::,
"'~
Q)
p
\
>
pressure, exerting 100 indicated horse-power, and consuming 20 lb. feed-water per indicated horse-power and
Pig 2 .
per hour, or 2000 lb. per hour. The feed-water, being
to.ken frow the hot-well, will have a. temperature of, say,
92 deg. Fahr. To convert 1 lb. of this water into steam
of an absolute pressure of 104.7lb., we need
rrom Jflckct.s
1214 - 92 = 1122 thermal units,
and consequently the total consumption of heat in one
To 8 o1ler
hour will be
2000 x 1122 = 2,240,000 thermal units.
The feed pump must deliver the before-mentioned
p
quantity of water against a. head of 6 atmospheres=
~-
200 ft. But as this pump is al ways proportioned for the
p
triple quantity, and constructed with J?lunger and
stuffing-box, and while in the most cases 1t i3 actuated
by an eccentric, and has to overcome much friction by
valves, bends, pipes, &c., it will meet the truth if we cal
oulate the necessary amount of indicated horse power
'--..:=:....:F.
~rom Hoi -well
measured on the steam cylinder, to be three times &fl much
ntO 8 .
M the theoretical work.
Consequently the feed-pump
absorbs
2000 x 200 x 3 = 0. 6 indicated horse-power.
economical working of this arrangement-we have at our
3600 X 550
disposal in each pound of the exhautit steam 1134 thermal
umts - 92 thermal units (because the water to be heated
The air-pump has to deliver 25 times the feed-water has a temperature of 92 deg.) = 1042 thermal units. But
quantity. (Many engineers take 30 times and more, but as there will always be some small losses of heat through
this does not alter anything in our calculations.) This radiation, we will only take 1000 thermal uni ts.
quantity must be delivered against a pressure of 1 atmoThe feed-water temperature will then be increased by
sphere, equal to a head of 33ft., but the process of com225 X 1000
pressing the mixture of steam, air, and water, and the
= 103 deg. Fa.hr.,
friction of valves makes the total resistance equivalent t o
2181
a head of 50 ft., as can easily be seen from air-pump
diagrams. Taking the lofts by friction of the moving and its temperature wHl be raised to 103 + 92 = 195 deg.
The beat consumption for the whole arrangement will
parts between air pump and steam cylinder as 20 p~r
cent., or the efficiency as 0.8, we get the work done in therefore be
the steam cylinder necessary for actuating the air pump as
2181 (1214- 195) = 2,222,439 thermal units,
2000 X 25 X 50
i.e., 21,561 thermal units less than with connected pum{>S.
3600 x 550 x 0.8 = 1.6 indicated horse-power.
Secon,d Case.-We will now calculate the results attamable with a compound condensing steam engine, working
We therefore can say that 0.6 + 1.6 = 2.2 horae- with 7! atmospheres, equal to 108 lb. gauge pressut e,
power from the above-mentioned 100 horsepower are indicating 100 horsepower, and consuming 16 lb. feed
onsumed in actuating the feed and the air pump.
water per indicated horse-power, or 1600 lb. feed-water
Let us now see what happens if we replace the above- per hour. Then the total heat consumed per hour
~entio~ed feed and air-pumps by separate small pump will be
mg engmes.
1600 x (1218 - 92) = 1,801,600 thermal units.
}"or feed we may t ake a continually working rotary or
In the case that the auxiliary pumps are connected
~duplex (Worthington) pump. It will be pretty correct
1f we take all losees by friction, &c., as 50 per cent., and with the engine, the circumstances remaining t he same,
the steam consumption as 90 lb. per indicated horae- the feed pump will require
pown and hour.
1600 X 248 X 3
x
= 0.6 horse-power,
3600
550
* Paper read before the Hungarian Architects and E ngineers' Society.
and the air pnmp
~1600 x 248
= 0.4 horse-power,
engme,
1600 x 25 x 50
1.66 horse-power,
a600 X 550 X 0.6
with 1.66 x 90 = 150 lb. feed water; t ogether, 36 + ~50
= 186 lb. feed water. The total feed water consumpt10n
will be (100 - 1.86) x 16 + 186 = 1756 l b. The feed
water will be heated up by the exhaust heat of the pumping engines by
186 x 1000 ::::: 106 deg. Fahr.
1756
,
pump engme
1300 x 25 x 50 = 1.36 horse-power,
3600 X 650 X 0.6
E N G I N E E R I N G.
However, steam pipes and jackets can be drained per fectly, .and t~e condensed water can be brought back into
the boiler wtthout traps and without separate draining
pumps, as the author found out by an accident and as
'
will be seen from the following :
A 100 horse-power compound condensing engine, constructed by the author, was fitted with a draining arrangement, sho'!n i~ Fig. 1. . The condensed water passed,
before ge~tmg ~nto the _Jacket-draining pump, through
an equahser, m the Jacket of which circulated the
feed water. The purpose of this arrangement was to
cool the jacket water, and by this means to accelerate
the circulation in the jackets and to heat the feed-water
so that in the point where these two waters mixed
together (behind the non-return va.l ve e), the temperatures
of both were not very different. (gee ENGINEERING
1884, Febtuary 19.)
'
The feed pump was fitted with a back-flow cock for
adjusti ng it for continual feed, and this cock communi
cated wibh the rising main and with the inside of the
P.ump. The jacket pump wa8 constructed without suction val ve., the water falling in from above, filling the
pump, bemg cut off by th e plunger and pressed out
through the ~alve O? the bottom of the pump, kept up by
means of a spual sprmg. (See ENGIKEERING, 1886, vol. xlii.,
page ~41.)
This arrangement worked very satisfactorily, and the
feed water became very warm. Now it happened that
ab~ut a year later the draining pump bad to be repaired,
owmg to wear and tear. The plunger was taken out and
sent to the works; in the meantime the stuffing-box of the
pump wa~ closed by a flans-e.
~ome time a~ter the engm~e~ in charge told me that in
sp1~e of shuttm g off the drammg pump the jackets were
dramed perfectly and the feed water got quite as warm
as before. This strang~ information caused me to look into
the matter. I found what the engineer bad stated quite
confirmed, and after sorr,e examination the reason was
clear.
The feed pump was working as usual with partially
opened back-flow cock. During the up-stroke of the
P.l unger it sucked partia.l ly from the hot-well, but partially also through the back-flow cock, the pipe a, the
non-return valve e, the pipe b, the deli very valve and the
pump-room of the jacket pnmp and through the pipe c,
the condensed wa.ter from the jackets, and during the
down-stroke both water~ were delivered into the boiler.
Durin~ the suction period the non-return valve f kept back
the b01ler pressure from the pump, whilst e and the delivery
valve of the draining puml? operated as suction val ves in
connection with the suct10n valve of the feed pump.
During the period of delivery the valve e clo~:~ed and f
opened. The jackets were under full pressure (about
110 lb.).
.Under the~e ~ircumstances. the author now does away
w1tb th~ drau1:mg pump en ttrely, and drains the jackets
by the mrculat10n cock of the feed pump, which always
gt ves perfe~t satisfaction. The equaliser for temperatures
can be omttted, and the arrangement assumes the simple
form of Fig. 2.
If a donkey is used for feed, the above-mentioned
prif?-oiple can also be applied. But a simpler way is to
dram the steam jackets through the cylinders of the
donkey, if applying duplex pumps, in wh ich case water
in cylinders does no harm, whereas flywheel donkeys
would be brought into danger.
Having seen the considerable advantages of independent pumps, the author suggests that the question how
to actuate the auxiliary pumps of steam engines is important enough to be thoroughly studied, especially in
the case of large electric light and power installations
and he is convinced that actuating the pumps separately
will be more and more applied in fu ture.
COAL AT HAMBURG.-The lock-out in the E nglish coal
trade has bad the effect of increasing the deliveries of
Westphalian coal to Hamburg. The quantity forwarded
in August was 91,500 tons, as compared with 78,218 tons
in August, 1892.
POLLUTION OF THE CALDER.-At a special meeting of
the Elland Local Board, held on Wednesday, the 1st
inst., the scheme for intercepting the domestic and
trade liquid refuse of the district, and for the treatment of the same prepared by Mr. Malcolm Paterson, M. Inst. C.E., was presented, and a resolution
unanimously adopted approving of the same, and directing an application to be made to the L ocal Govt~rnment
Board for powers to borrow 13,000l., the estimated cost
of works. An agreement to leaae in perpetuity 20 acres
of land has been obtained from L ord Savile on ad vantageous terms, the method of treatment being precipitation and land filtration, for which the land is specially
adapted.
OuNDLE W A1'ER W ORK!'.! AND SitW.ERAOE.- These two
schemes have now been suc:cessfully carried out, and the
certificate of completion has been given to the contractors.
Some difficulties were encountered, particularly through
the subsidence of the engine house, which was obliged to
be built on a bad natural foundation. The floor sank
1~ in., and broke a pipe and put the machinery out of
level, but this was soon made good again. The scheme
involved the use of a comparatively new design of pumping machinery for raising sewage at points away from the
central station, and this caused some little trouble before
it was gob into working order, as is usual with experi
mental work. Water is now being supplied to the town.
The contract amount for both schemes was G450l., and the
extras 257l. 18s. 9d. , which amounts to less than 5 per
cent. on the contract amount. In spite of the diffi culties
encountered, the work has been very well executed by the
contractors.
[Nov.
IO, I S93
ENGINEERING.
591
RAILWAY APPI.IANC'CS.
3076. B. Bod.dtngto~ N e w Wortl ey Lee4.8, a n d
E. Gar4Der, Lataterdyke. B an way alciiantnc A P
paratua. (5 F igs. ] February 11, 1898.-This inve ntion bu
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partitions so as to form separate chambera, but eac h communicatIng with a common steam space above the water . The feed water ie
admitted to the chamber which is moat remote from the ftre. and
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normal position by means of an arm carried upon the axis, engaging with a hook-shaped projection . On pulling off the "home ''
signal lever S-' to allow a train to draw inside the "home " or up
to the ad vance elgnal, on placing the home signal at danger the
projection sa is released from the catch 85, and eo allows the
lever S2 to tllt upon its ful crum untll its motion is arrest. d by a
atop. The tilting of the rod causea another rod S' to be pulled
downwards, and the end of tbe catch rod H forming the connection with the home signal and the pivoted oatch engages with
ita projection upon the pivot catch, eo releaalng the eliding
indicating plate and droppmg it Into position for indicating ., line
blocked." (.A ccepted September 27, 1893).
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c.
GUNS,
i0,697. B. B. Lake, LoDdon. ( J . B . G. A. Can net,
Pan.~). Breech lllechan tm for Or dna n ce. (5 F igi.J
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E N G I N E E R I N G.
592
1893.-This invention relates to the cylinders of compound steam
or compreBSed air eng ines, and consists of the faced and scraped
joint Z, which is fitted" ith stead y pins in order to insure its
always going back in the same position as when bored, and
secured together with studs and nuts. The cylinders (Fig. 2) are
Fig.Z.
stroke, and the exhaust port closes, the hot air is compressed
into t he clearance spaces, and on the admission of the steam at
the end of the stroke all the surfaces with which iD comes int o
contact have been raised to such a temperature that initial
condensation is reduced. The heated air is admitted to the
cylinder a through valves e placed in the sides or cover. c is the
bot-air valve chest, d the inlet for the heated air. The ports 11
for conducting the heated air into the cylinder are shaped
so as to deliver it in a. longitudinal direction. The vahf's e are
held closed by springs i until, owing to the opening of the
exhaust val~es, the pressure of fluid in the cylinder is sufficiently
reduced to allow the pressure of the heated air to open them.
(Accepted Septembe1 27, 1893).
11,577. A. J. Boult, London. ( J . .A bell, T oronto,
On tario, Canada.) Steam Motors. (3 Figs. ] June 13, 1893.
-This invention relates to steam motors. In the body of the
cylinder is formed a. steam reservoir A communicating directly
with the boiler, and protected so as t o prevent condensation. At
each end of this reservoir and at the end of the cylinder is a
chamber B which is connected by a. short port C to the
interior of the cylinder and to t.he exhaust port D. A
plug E is divided into two parts and shaped to ftt the cylin
drical chamber B, both being slightly tapered so that the plug '
can be made to fit steamtight, and at the same time be readily
[Nov.
10, I 893
F0.1.
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Ftj.cJ.
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0
protected from injury. The t hrust disc c is mounted with baJls d
so as to take the weight of t he pa.ddlewhet>l when the ship rolls
heavily. These d iscs, which are fi tted on each side, close to the
paddlewheeJ, are keyed on to the crankshaft, and the balls d bear
upon tbe plummer blocks e ft tted over the shaft bearings instead
of upon the brasses. (A ccepted Septembe1 23, 1893).