Professional Documents
Culture Documents
ce of generating
t o fourteen cars perform on an average 1800 to Maintenan
0.26
1. 70
2.34 '
1. 06
station
Permanent way, 6 kib
(1.14
2100 kilometres or 1130 t o 1310 miles per day, Main tenance of wire system l.l 8
0.90
0.72
!),600
240,000
metres, double line
...
oars
and
equal to an average of 150 kilometres or 94 miles
4,800
120,000
Paving
.. .
..
0.77
5. 02
"
5. 22
motors
4.83
I
per car per day (ma~imum. 175 kilom~tres = 110 Drivers' wages
Machine house, sheds, of0.78
5.07
6.22
4.93
2,000
50,000
fices and repair shop .
miles per day), which 1s constderable, havmg regard
4.02
26.15
Chim~ey, ref!ervoir, r efri27. 40
2 ~ . 93
to
the
steep
rising
and
falling
grades,
and
to
the
1,000
25,000
gerator . . .
.
frequently unfavourable adhesion of the line. The
3,000
75,000
Three boilers and masonry
The average expenditure for traction per day is
number of passengers, which, in June, 1892, the
Three stea.m engines, tbr~e
first month's working, averaged 6000 per day, had as follows :
dynamos, and transmts
5,000
125,000
in April, 1893, risen to over 10,000 per day, and
StOn
.
1
Electric conductors, mres,
I
Per0ar j PH
in
the
busiest,
viz.,
the
summer
and
autumn
7,200
180,000
poles, and insulators ...
Kilo Carmonths,
t
o
over
12,000,
or
more
than
double
the
mttre. MHe.
Eighteen motor cars and
1
oriainal number.
The maximum fare on the
14,800
370,000
one cleansing trolley ...
d.
a
fr.
tr.
M:rseilles tramways authorised by t he concession
Administration, engineerstation :
4,600
115,000
ing, and SUJ?erintendence
is 7 centimes per kilometre, or a penny a mile ; on Generating
9. 25
1. 41
6.96
173.70
24 50
7
tons
of
coal
at
.
Interest durtng construc0.21
0.04
4.20
0 17
the
St.
L
ouis
electric
line
they
are
only
at
the
rate
watt:r
.
.
O.tO
55
50,000
2,000
tion one year, 4 per <:ent.
0.25
1.65
1.14
28.b0
Oil and" waste
.F/g.23
HP Am~
240
eto
320
J/
'"
280
180
240
/5(}
200
IZO
90
80
so
40
tu.
Z40
so
120
60
80
30
40
~w~
r,
~~~
I.
tM/
I'll.
Jij
zo'
M~
~
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/, }'"'' l/V
I Ml~lf
240
"iiO
2/0
'l.dn
180
ISO
160
120
~o
80
.!i 0
IJI fh
J.
W4
~
0
~I
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J
7fll
~'
I ?RD
ltl.
VUI-
h'U-
.oil
210
180
200
160
1- 160
120
120
so
'
l'
.;10
!I
IJl
20
"I .,
I~
10
{h
dJ/1
IJ
. .1
'60
0. 68
0.90
0.14
95.00
3.80
5. 02
0.77
95 00
3.80
5.07
0. 78
492.00
19.68
26.15
4. 03
60
40
17.00
90
60
30
120
4'0
Total
Amptr't$ H.P
.'tM 240
/GO
I'
240
120
-If
iJJ
Fig.24.
Szo.- / ///
200
Q!>n
40
/0
160
.d
IN' 1
'
I
~
JM'IAI
ZIO
180
(1111~
H.P
/20
60
JrJ
"' Ill)
M-11
16()
'I
Wire system
Motor cars : cars 25
Regulators, trol
leys, circuits, and
43
rheostats
23
Motors
Sundries
3
Drivers' wages ..
H.P.
Ampere:;
30
(;() Mtnults
Trac tion
Maintenance of per
manent way ..
Traffic ..
Administration
General charges
lper centl
o.
d.
60
26.15
4.02
6
18
8
8
2 62
7.85
3.49
3 49
0. 40
1.20
0 53
0.53
l OO
43.60
6.68
Total.
fr.
179,580
7,188
17,960
53,880
23,940
23,940
719
2,156
957
957
;299,300 11,972
E N G I N E E R I N G.
CHICAGO.
F ig. 2.
Fig. 1.
hand (distance from central station, 2.2 kilometres), the maximum loss was 11. 8, and the mean
only 0.8 per cent. , so that t h e total mean loss of
E:>tential along the line does n ot exceed 4. 2 + 0. 8
= 5 per cent. As is seen from the longitudinal
s ection of the line (Fig 2, page 499 antP ), the
work performed by the motors, and consequently
the energy derived from the generating dynamos,
and h ence the load factor of the steam engines,
vary exceedingly, according to the different grades,
to the varying car loads, the number of stoppages
and starts, and the degree of adhesion of the
rails.
The extraordinary variations to which
an electric system such as t hat of the Marseilles
line is subject, are strikingly shown in the illustrations of two typical load curves (Fig8. 23 and
24, page 627) r egistered by the ce~tral station
ampere-meter in the space of ?O nunute~ each,
with fourteen cars on the lme.
It IS seen
that the load , as indicated by the current
and the corresponding h0rse-power , frequently
varies from a minimum of 40 amperes (30
horse-power) to a maximum of 320 amperes
(240 horse-power) within. the space of a minute,
while the mean current IS only 180 amperes (135
horse-power). And this is the more n oteworthy as
t hese c urves were registered on a fine day, when
t he rails were dry, and the conditions of adhesion
were therefore favourable. Various tests made on
the line h.\l.ve shown that under ordinary conditions
()f adhesion the coefficient of traction is t.he usual
<>tle for a good permanent way with grooved ra.i~s
-viz., 10 kilogra~m.es (22 lb.) pe~ ton. The additional power required for startmg Is, on an average,
only 30 per cent. of the running power, this percentage, which at first sight .app~ars. remarkably
small being obtained by speCial wiudmg and conseq u~nt high inductive power of field magn~t
bobbins. The starting power of these motors I S
shown by the fact that on the 4 to G per cent.
Flg.3 .
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E N G I N E E R I N G.
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when
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31
E N G I N E E RI N G.
M achinist:
''Mr. WilliamMetcalf, speaking for the civil engineers, said : ' Sixty-three papers in all were presented. Of these papers, which treated on a great
variety of subjects, Germany furnished 20, Mexico
6, Portugal 5, England 3, Holland, France, South
America, and Canada 2 each, Italy, Nova Scotia,
and Australia 1 each, and the United States 18.
The interest shown in the papers is evidenced by
the fact that 318 engineers registered, while the
average attendance at each session was about 125.
The discussions t ook a wide range. It is impossible to speak in detail of the large number of valuable contributions to our literature that were made,
but it may be asserted generally that the results of
our Congress will be far-reaching and productive of
great benefit to the profession of engineering all the
world over.'
"President Eckley B. Coxe, speaking for the
mechanical engineers, alluded to the great interest
that had been taken in the proceedings, and the unusually large attendance, considering the attractions
outside. The papers presented and the discuEsion
upon them had impressed him with the fact that
engineering tended more and more to exact statements of definitely ascertained facts, by men competent to ascertain and properly interpret them.
Continuing, he said: 'Engineering papers in these
days are n ot simply suggestions of men with bright
ideas and no experience. They are the results of
experience, given in exact terms, showing the
pounds of water evaporated per pound of coa], or
the horse-power developed by a pound of steam, as
the case may be. It seems to me that the construction of machines by actual guess has about passed
away, and that no designer or constructor of machinery who hopes to place his machine in competition
in any market can any longer neglect a thorough
professional consideration of every question and
every detail that comes into play in the use of such
machinery. One of the most important reports we
received in our Congress was that of our committee
on standard tests, and I believe that this Congress
will ever remain a notable gathering in the history
of the profession for the reason that we are
inaugurating a system of international testing, so
that work done in one country will not be repeated
in another. This is an important subj ect, and the
engineering world should give it close attention. '
'' Commodore Mel ville was the last to report for
the division of Naval and Marine Engineering.
He said that there had been an average attendance
of about seventy in that division, and that the
papers read and discussed would, he thought, prove
to be very valuable to the profession and to shipping interests generally. He was glad to know
that his own opinion r egarding this had been sustained by one of the most eminent engineers in
that line, who had declared that the published
proceedings would constitute the most valuable and
useful volume ever published on the subj ects of
which it will treat. He fel t it to be his duty to
publicly acknowledge the help rendered the division by t he publishing firm of John Wiley and Sons.
of New York, who had taken up the matter entirely
free of cost to the new organisation, dependina for
their reimbursement upon the sales of the volu~es.
"Following Commodore Melville's address were
those of the foreign d elegates, many of whom addressed the meeting to express their great appreciation of what had been done for their entertainment
6JI
ENGINEERING.
and instruction, and their very high opinion of
American achievements in mechanics and engineering. Among the speakers were Professor U n win,
of En"land
and Profe3sor Reuleaux. of P~ris,
0
names kno~n the world over in engineering circles,
and both of whom spoke in the highest terms of
appreciation of what they had seen here. Professor
Reuleaux especially seemed astonished at what he
had found here, and declared that in many things
we were pre-eminent, especially in the matter . of
precise measurements and the means for mak1ng
them. American engineers would, he declared,
be henceforth recognised as the masters of the
world. Several of the representatives expressed
themselves as much interested in the study of what
they called the 'American syst.em of manufa.c~ure,,
by which large numbers of p1eces, the duplicates
of each other, were pro:iuced by special machinery and gauges. Responses were ml.de for Germany, Sweden, Italy,. Austria-Hungary, Russia,
Switzerland, and Belgtum, all the representatives trying t~ outdo each other in praise of
what they had seen and heard while here, after
which the Congres3 was declared adjourned, " and
it may be stated that they parted reluctantly, but
in the full hope of another similar gathering in
Europe. .
.
.
Since thts art1cle was prepared 1t has come to
the knowledge of the writer that the man who
really started the idea of an Engineering Congress waCJ, a-s is t?o oftel!- the ca~e, not the on e ~ho
received the credtt of th1s magn1ficent undertakmg.
It seems that t he one who should be honoured is
Mr. Elmer L. Corthell, an engineer well known
and justly honoured in the U nited States and in
Europe. In connection with his work at the
Mississippi jetties he came into great prominence.
This oon~ress was projected by Mr. Corthell two
and a half years ago, and in 1891 he went to Europe
and commenced work on it. When it can be
sta.ted that he corresponded with twenty-seven
countries in its interests, the reader may judge of
what work he has been carrying forward. His
health became broken down, and he was unable to
even see the fruit of his labours, but the writer is
glad to pay this tribute to him and t o his work,
and to assure him that no one can forget this great
triumph of his painstaking and self-sacrificing
work. That he would have been more suocessful
in carrying out the details than those into whose
hands the work fell, is highly p~obable, although
they certainly deserve all praise for what they
did do.
It only remains for us to place on record the fact
that the high compliment was paid to Mr. J ames
Dredge, by Mr. 0. Chanute and Mr. Corthell, of
appointing him Honorary President of the Engineering Congress at the World's Columbian Exposition.
LITERA'l'URE.
Our Ocean Railu:ays; 01, The R ise, P rogress, and Developnunt of Ocetm Steann Navigation. By A. FRASERMAcDoNALD. (With Ma.ps and Illustrations.) London :
Chapma.n a.nd Hall, Lim1ted. 1893. rPrice 6s.J
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E N G I N E E R I N G.
63 3
PROVIDENCE,
R.I. ,
U.S.A.
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BOOKS RECEIVED.
The Depreciation of Factories, M ines, and I ndustrial
Un dertaking$, and thei?' Valuation.
By EwiNG
London :
Elliot
cially as a.ppli6d to the various engineering professions. At present it offers its r egular alumni
twelve complete and independent courses, each
extending over a period of four years. These are
civil engineering, mechanical engineering, mining
engineering, arehitecture, chemistry, electrical
engineering, physics, biology, general studies,
chemical engineering, sanitary engineering, and
geology.
On t he successful completion of any one of these
courses, the student takes his B.Sc. degree; a fifth
year of hard work and corresponding proficiency
makes him an M.Sc.; whilst it req uires a sixth
year of advanced r esearch work to l ead him to the
highest rung of the academic ladder, and make him
a D.Sc.
This Institute appears to be one of the few
colleges that do not measure their success by t he
number of graduates t hey annually turn ou t . It ia
obvious that the system of straining after numbers
is vicious ; it does not encourage the hard-working
student, while it fails to stimulate t h e easy-going,
society-loving reader. To be esteem ed, University
degrees must be the reward of scholarship as tested
by examinations.. There should be a weeding out.
A good percentage of r ejections is wholesome and
tonic. It is because of t he severity of its examinations that the degrees of t he L ondon U niversit y are
so much appreciated a.t home and abroad ; w bile, on
the other hand, it is because of the facility with
which these honours are distributed that t he
degrees of our Durhams are of such inferior academical or professional value.
The great clamour for a t eaching University for
L ondon that has lately disturbed our academical
atmosphere is, in gr eat measure, due to the irritation of certain professors on account of the hiah
standard required at Burlington House. and the
con~equent paucity of t he students frequenting
the~ c.lasses. ~f the Government finally yield to
their 1mportun1ty and concede degr ee-conferrina
powers on the clamorou! colleges, it is to be hoped
tha~ the existing. U niversity. will n.ot enter upon a
pohcy of concessiOn, b ut will continue to maintain
its standard at its usual commendably high l evel.
The Institute of T echnology, while rewardina the
deserving work of its a~umni, ~ffers every fa.~ility
for study and research, urespect1vc of the consideration of. certificates or de~r~es. . It acknowledges the
necessit:y of ea.r.ly speCial~sa.twn ; a~d accordingly
affords, 1n due hme, a ch01ce of subJects according
t o the wants, ability, or aspirations of the student.
The Institute goes even further in its efforts
to spread t he advantages to be derived from its
E N G I N E E R I N G.
courses and laboratories. Persons of mature years
who are engaged in technical pursuits are admitted
to the lecture-rooms and l aboratory work without
being subjected to the regular preliminary examinations. Teacher3 are also invited to avail themselves
of the instruction given in order to qualify for a
higher degree of advancement in their profession.
Even those who may only have a few hours on
half-holidays at their disposal are pres3ed to come
and extend their know ledge in such departments as
physics, chemistry, drawing, and mathematics.
The privileges of the Institute are not restricted
to young men, ladies being admitted on equal
terms. Forty-one availed themselves of these advantages during the session 1892-93.
There is little doubt that such an institution
greatly promotes the welfare of students and
teachers who would otherwise never be able to increase their attainments beyond the elementary
stage.
In 1892-93 the Institute had 1060 students. Of
these, 314 were doing first year work ; 175, second
year work ; 144, third year work ; 138, fourth year
work ; and 286 were engaged in special studies of
their own election. The staff consisted of 16 professors, 11 associate professors, 41 instructors, 30
assistants, and 16 lecturers.
The library contains 26,000 volumes and several
thousand pamphlets. It is divided into a library
of general reference, and nine special libraries, containing text-books, treatises, monographs, and a
selection of periodicals germane to the department.
Volumes.
General Library ...
...
...
...
2619
Engineering Library
.. .
...
...
3783
Mining Library
1165
Architectural Library
950
5061
Chemical Library
...
3~04
Physical Library . . .
...
...
...
. 1ogtca
1 L'b
1259
B10
l ra.ry . ..
.. .
.. .
. ..
.. .
5151
Political Science Library ...
Geological Library...
...
. ..
1300
1496
English Library ...
...
...
...
Power of Incandescent Lamps to the Current, Voltage, and Energy Consumed ; '' "Tests of the
Calorimetric Method of Determining the Efficiency of Alternate-Current Transformers ; " ''The
Electrolytic Formation of Potassium Chlorate;"
"Experiments on Explosive Mixtures ; , " A
Design for a H otel de Ville ; , ''The Educational
Influence of International Expooitions, " &c.
Many of the text-books used in the Institute are
t he work of the professors. Among them we noticed
"Dynamical Geology and Petrography, , by W. 0.
Crosby; "Examples in Differential Equations, , by
George A. Osborne ; :'Plane and Spherical Trigonometry," by Webster Wells; "Notes on Electric
Motors, " by J. P. Fiske; and "Thermodynamics
of the Steam Engine, " by Cecil H. Peabody.
The exhibit of the Technological Institute is
attractive and extensive, including some 300 large
photographs of buildings, laboratories, groups of
instruments, albums of engineering drawings ; sets
of pieces in carpentry, forging, and pattern-making;
folios of statistics and curricula, a tri-phase motor
made in connection with a thesis, and a collection
of chemical products prepared by the students in
the laboratory of industrial chemistry.
'' Institute men " seem to be very loyal to their
almu mater; and it must be admitted that the display she makes in the educational gallery, a.s well
as h er valuable contributions to the development
of the industries of New England, justifies this feeling of appreciation and loyalty.
E N G I N E E R I N G.
~cpla.ced by a new set in a few minut~s.
Ornamental
shapes can be put into any. mould, or m t o a l.l of them
n half an hour. The thickness of the bnck can be
~hanged, and ~ny length of brick up to 14 in. made
on this machme. The u.pper and lower plung~rs are
both steam-h eated by an unproved h eater. Th1s pre vents any clay sticking to them. The plunger plates
ca.n be removed or replaced without interfering w ith
the heating device.
The question of lubrica.tio~ has been :vell con sidered. A ll journals, bea.rmgs, and shd es h~ve
large adjustable sight-feed lubr icators. All workmg
journals such as the toggle bearings, connecting- rod,
and cra~ksha.ft bearings, are made practically dustproof.
THE braced arch is no t a common form of construction among English engineers, a.l~houg~, as c~mp~r ed
with the arched rib, it has mer1ts whtch ent1tle 1t t o
more consideration than it has received. It may be
useful, therefore, to describe a bridg~ of this character,
recently constr ucted from t h e destgns of ~I r. C. F.
Findla.y, M . Inst. C.E., of 13, Victoria-street, vVestminster.
T his bridge replaces a girder bridge dest!oyed by a.
flood in the spring of 1891. A ll that remame~ of ~he
old bridge was the brick a butments a nd a so~1d bnck
pier, the latter dividing t he wid th of the nver unequally into spans of about 150 ft. and 210 f t. The
other supports of the old ,bridge ha~ been .~itchell
screw piles. Mr. Findlay s first d estg n ~t1hsed the
existing pier and prov1ded p arallel tria ngulated
Pirders of the spans above mentioned, with overhead
bracing, the girders of the unequal spans being uf the
same depth.
This would have b een the mo~t rapid method of
establishing comm unication across the river securely,
and also the cheap est, but the Government engineers
rejected it on the ground that u nequal spa ns would be
unsightly. The present d esign was, therefore, produced in order to satisfy the demand f or a. somewhat
bett er outline tha n para llel girders can afford, and at
t he same time not t o exceed the narrow limits of the
available funds. The drawback to th e design adopted
is the necessity it entailed of r a ising the road way
above the crown of the arch , and also, therefore,
making raised approaches on b oth sides.
The bridge is in three sp an s of 114 ft. each between
centres of springings. The a rch is hinged at the
springings ; it is 11 ft. deep at the et;ld~, and. 4 ft.
deep at the crow n, b etween centres! g tvmg. a. n se of
7 ft. The piers are strongly braced m the hne of the
bridge, S() t hat each pier ~o~l~ resist the thru st of a
loaded span even if the adJommg span were r emoved.
T he legs of the piers are bolted to concrete foundat ions carried down some 12ft. to solid clay. The load
provided for is 500 kilos. per square m etre (102:\- lb.
per square foot). Further, a. 2 ft. 6 in. gauge steam
tramway crosses the bridge, and a load of 10 tons on
the rails is prodded for, the present engines weighin g
about 7 tons. There is no other wh eeled traffic except
that on the rails, carts being unknown in the country.
The material used is steel of 27 to 31 t ons tenacity per
square inch. The climat e is p a rticula rly favourable
to the preservation.of ironwork, .bein~ almo~t rainless.
Fig. 1 (page 629) 1s a cross-sect10n ot the nver, showing by centre lines .the main member~ of the s truct'!re.
Figs. 2, 3, 4, and 5lllustra.te the details of constructiOn.
F ig. 6 shows th~ fastening used for all the main c~n
nections made m the field (except where large pms
were used). The holes in bars and plates were drilled
in the ordinary way and broached out in place when
the work was erect ed iu England to a taper of~ in. to
a foot, the bolts being turned to the same taper. This
makes a joint as tight as a riveted joint and more
secure, while it can be made by unskilled labour and
very quickly. The bridge is floored w ith joists of
12-in. Oregon pine a nd 3-in. pla n king. A hove the
piers on both sides semicircular balconies are carried
out on brackets, and seats are placed in them.
The stresses were calculated for five conditions of
loading, the deflection of the pier under unequ al
thrusts from adjoining arch es being, of course, a n
essential element in the calculations. A variation of
temperature of 32 deg. Cent. in either direction was
also allowed for.
With th e sections pro vided, the
stress is alway~ well below 5 tons per square inch in
the worst conditions. The only member subject to a
reversal of strain is the middle p art of the lower boom,
which, when one span is fully loaded and the adjoining spans unloaded, b ecomes subject to tension .
The bridge was tested by the Government inspector
by being loaded t hroughout with sand up to the sp ecified load above mentioned, and it was also tested with
the rolling st ock of the steam tra mway. Fig. 7 is a
diagram of the deflections in the centre of each span
when test ed by the dead load. It shows a satisfactory
degree of stiffness, and the rigidity of the bridge, or its
freedom from vibration under a. travelling load, is
equally satisfactory.
The weight of the two pier s is 23! tons, and that of
the three spans, including cast-iron skewbacks, handrailings, and all metal work, 133! t ons. _Steel structures independent of the piers were reqUired by .the
Government engineers t o b e erected to protect the piers
against floating trees. T hese weigh 12 t ons, makmg a
total of 169 ton s in a ll.
The contract price for the bridge, including t he concret e found a tions, raising the abutmen ts, ear~hwork
in approaches, &c., was 60,000 silver soles, wh1ch, a t
the rate of excha nge of the t ime, represented about
8500l. The counterfort s to the abutments were not
included in this price. The erection was facilita t ed by
the fact that the river bed is dry fo r som e months of
the year.
T he bridge was manufactured by the
Butterley Company, and erected by Messrs. Viiias and
E lmore, of Lima, under the superin tendence of Mr.
A. P. Rathbone, with Senor Emeterio Perez as Governmen t insp ector. It was opened for traffic in May
of this year.
M ANCHESTER SRl P CANAL. On lf rida.y, the 17th inst., Mrs. John Jackson, the
wife of the contractor for the last eight miles of
the canal, now practically
completed,
between
Runcorn and Latchford, turned on the water at
Latchford dam, and it is expected that within a week
from this date the canal will be full throughout its
entire length from Ea.stham to Manchester, and that
in the course of a. few weeks this great undertaking will be complet ed, upon which for its t otal
length some ten millions of money have been spent on
works alone since its commencem ent six years ago. Early
lastyea.ra.contra.ctforthe compl6tion of the first three miles
of th A length from Runcorn to La.tchford wa.s leb to
Mr. John Jackson, of W estminster, an old Tynesider, the
time for completion being fixed at fifteen months, hub
lVIr. Jack son was fortunate in completing in ten months,
or two-thirds the contract time, a.nd in this cutting no
less than 16,000 to 18,000 tons of rock and other materials
were a.t one time excavat ed per day. Lat er on the length
from Randles sluice to Latchford was also placed with
Mr. J ackson, but progress was delayed by the opposition
of the rail way companies to giving possession of their
lands where the canal crosses under their railways, until
last July, when arrangements were made with Mr. Jackson t o work night and day, and an engagement entered
into to complete before D ecember 15, hub such pro
gress has been made that the excavations were out in
about three and a. half m onths instead of five months.
On this section some 5000 men have been employed, and
no less than 70 locomotives, running over some 52 miles
of temporary railways. As is well known, the chief
engineer for the whole of the ship canal works is
Mr. L eader Willia.ms, who has been represented on the
Runcorn t o Randles sluice section by Mr. Ha.rold Abernethy, and on the length to L a.tchford by Mr. William
Burch, the contractors' chief representati ve being
Mr. George H. S cott.
COMPLETION
THE
E N G I N E E R I N G.
DUMPING
CAR
AT
THE
WORLD'S
COLUlVIBIAN
EXPOSITIO
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with less cars, k eeping the me.n ~usy all the tim~.
The cars are working sa.tisfactonly 1n severa~ P.laces In
th e United States and Canada, and are g tvmg the
very best of satisfaction. The trucks of these cars are
CONSTRUCTED BY THE THACHER CAR AND CONSTRUCTION COl\IPANY, NE'V YORK. of special design, and are strong, so as to stand the
hard work of construction. They are not easy to
derail in case the track is in bad shape, which is often
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cars having a capacity of from 60,_000 lb. to 80,000 lb.,
and which will dump on both stdes of the track, so
that the cars can be used in general railroad traffic.
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that the freeboard and immers ion are alike in both
vessels. The position of transverse metacentre dep ends
on two factors-the area. of water plane and the displacement. The latter being constant, any loss to the former
means reduction of metacentric hei~ht. The ratio of loss
of water-plane area to displacement ts equal in both oases,
so this cond ition results :
S tarting with a metacentric height of only 2 ft. (as
against 5 ft. in the armour-clad), the reduction will probably have the same ratio, and it will therefore be easily
seen that the condition of the liner would be more hopeless than the battleship, and this notwithstanding the
absence of watertight doors and subdivision.
'' W. A .,, however, says that armour-clads have insufficient initial stability, yet be will be unable to produce
a single vessel outside the British service, on similar displacement, where the initial stability anywhere approaches the Victoria. There is n ot a single vessel of her
size, with machinery, protection, weighb of armour, calibre
of guns, coal supply on n ormal draught, that has as great
initial stability as this much wrongfully abused vessel.
An attempt was made to accomplish surprising results in
the case of the corresponding Indiana class in the American N a.vy, and this obtains:
Coal endurance was sacrificed to weight of armour, and
for th e sake of the 8-in. guns, which are higher up than
the 6-in. guns of the Victoria and easily disab led, ther~
was produced a vessel having 15 per cent. less weight of
armament, 10 per cent. less extent of armoured side, 55
per cent. less weight of coal on designed draught, 2i per
cent. less weight of equipment, no increase of freeboard
forward and 9 ft . less aft, but with 25 per cent. less initial
~tability. I invite "W. A." to r earrange matters. An
armour-clad is a compromise, and that vessel i~ the most
successful that embod ies the maximum of the factors l aid
down. Both Victoria and Indiana do this.
Y ours, &o. ,
J. J. O'NEILL.
Sunderland, November 22) 1893.
VICTORIA."
OUR BATTLESHIPS.
E N G I N E E R I N G.
TH E N AT I 0 N A L D AN G E R.
To THE EDITOR 0~' ENGINEERING.
tiiR,-The article in your.issue of yesterday's da~e upon
cc The National Danger " IS one of very great m terest
and importance, and, appearing in a journal noted for
the exactness and value of its n aval intelligen ce, and also
for its freedom from political bias or mot ive, forms a.n
item for the serious consideration of those who have the
interest of our country a t heart .
In my view it is the more valua.bl~ because, as .I . vet?-
ture to suggest, too fa vourable a new of the posit ion l S
pourtrayed.
.
Y ou say that noth ing is ?lore de~us1v~ or ~a.nger<;ms
t han to include in a supen or class1 ficatton sh1ps which
do not come up t o tbab standard, and in this I ent irely
agree.
.
d
h
Of course exceeding difficulty IS foun IJ?- gaugmg t .e
fighting powers of modern ships of war, seem g t~e mu~tl
t ude of points which have to be tak en mto considera tion
in each instance, many of which must, for the prel:lent, be
ma.tters of opinion rather than of fact.. A glance a t the
various issues of the " Naval A nnual" wtll show tha t those
responsible . for tha:t inv~l':lable publ~cation ~ave experienced ~tfficulty 10 de~1dmg from tliD:e to time as t o
the respective value of ships of wa r, a nd In the comparative statement of the various ships of E ngland and F ra nce
the estima te of the value and classification of sbi ps t herein
mentioned has n ot remained unchanged. In fact, even
this publicat ion, compiled with great ca.re and exactness,
does not always preserve apparently the sam e vie w ~f the
merits and values of t ypes of ships of war or of partiCular
ships.
According t o your article, E ngland poss~ses 19 b.attle
ships of earlier types, F rance 17, and Russta 2; whilst of
modern t ypes actually built E ngland is stated to possess
23 F rance 5, R ussia. 7 ; buildi ng-E ngland 3, Fran ce 12,
R~ssia 8. But on referring t o the list of the vessels, one
finds t ha t there has been included in the list of F rench
and Russian ships of earlier t y pes vessels which, I ven ture to assert, a re, in facb, ships of modern type, and which
would form worthy and dangerous antagonists t o many of
the E nglish ships placed under the heading of ships of
moaern type.
In the fi rst place, the FrE:lnch sister &hips Amiral Baud in
and Formidable are, I venture to su bmit, without ques
t ion ships of moder':l type; of considerable epee?, g reat
offensive and defensive powers, they a re surely 10 every
essential first-class battleships of mod~rn type. There
certainly has never been an y quest ion in t he mind . of th e
compilers of t he " Naval A nnual , t h at th ese ships are
fi rst-class battleships. Both are built of iron and stee1.
They have a. belt of armour, ext end in~ from end t o end, of
an extreme t hickness amidshi ps of 22 in., diminishing a t
the bow and st ern to 14 in. The armour of the Amira.l
Baudin is st eel, and of the F ormidable compound. B oth
carry t hree 75-ton breechloading rifled guns of modern
type, each gun having a. separate p osi tion, prot ected by
16 in. of armour. They are mounted on lofty platforms,
a.nd can fire on either beam and train t hrough a large arc.
The auxiliary armament is very p owerful. It compriees
four 16-centimetre guns and eight 14-centimetre quickfiring guns, and in addition there is a. large number of
smaller quick-firing and machine guns. S t eaming 15 knots,
largely subdi vided, and possessed of large t orpedo equipment, these vessels are powerful machines of war, and, I
submit, worthy to be included in a. li~t of sh ips of modern
type. It may be objected t hat they are deficient in bow
fire, t hat their auxiliary battery is unprotected, and that
difficulty is experienced in working the guns forming the
auxiliary arma ment whilst the hea vy guns are firing; but
if one werel t o seek out t h e d em eri ts of many ships
included in the English list of ships of m odern types,
one might have as many, if not more, objections to
them as perfect figh ting mach inas t han to the vessels in
review.
Of a more con troversial charact er is th e t yl?e of the four
French ships of the Caiman class. These sh1ps (Caima.n,
Requin, Indomptable, and T errible) a re classified in the
"Naval Annual " of 1888-89 and 1890 aa firstclass battle
ships. They each carry t wo 75-t on guns in separa te positions, protected by 17 in. of armour, a nd have four
l Ocent1metre quick-firing guns and numerous machine
guns in their auxiliary bat tery. T hey are p rot ected by a
cont inuous bE-lt of compound armour varying in th ickn ess
from 20 in. to 13 in., are well divided internally, a re construct ed of iron and st eel, and have a speed of 14! knot s.
Their value has been much debat ed. They have n ot a.
good reputation as s~aboats, but t here is no doubt that
they are ships of great power, and would unquestion ably
form, in any naval opera tions in E uropean wat ers in whi ch
France engaged, a great factor in her mari time power.
Probably many naval men would t ake cha nces in them as
against ships of the H ero t ype. T hey are, in fact, I
submit, ships of modern type, a nd should be inc1 uded in
the list as such.
W ith regard t o the A miral Duperre, although she
dates from 1879, she has al ways been classified in the
" Naval Annual " as a fi rst -class battlesh ip, a nd properly
so, as I again venture t o submib. S he is more of the t y pe
of the Amiral Ba.udin, but h as four heavy guns inst ead of
three. She is a fine ship, with high freeboard ; her hea vy
guns, like those of the Amiral Ba.udin and Formidable,
nave. not only large arcs of tire, but are also placed at a.
considerable height above the water, giving great corn
mand. Some critics have not a h igh estimate of h er
E N G I N E E R I N G.
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E N G I N E E RI N G.
AGENTS FOR "ENGINEERING."
AUSTRIA, Vienna: Lehmann and Wentzel, Karntnerstrasse.
CAPE TOWN : Gordon a~d Gotch.
,
EDINBURGH: John .Menz1es and Co., ~ 2, Ha.n_ove~~treet.
FRA.'\CB, Paris: Boyvea.u and Ohev1llet, L1brame E t rangore, 22,
Rue de la Banque; M. Em. Terquem, 3l bl.a Boulevard Haussmann.
Also for Advertisements, Agence IIavas, 8, Place de la Bourse.
~eebelow. )
.
GERMANY Berlin: .Messrs. A. Asher and Co., 5, Unter den Lmden.
' Leipzig : F. A. Brockhaus.
Mulhouse : H . Stuckelberger.
Gx.ASGOW: William Love,
INDIA, Calcutta: Thacker, Spink, an~ qo.
Bombay : Thacker and Co., L1m1ted .
ITAI-Y : U. Hoepli, Milan, and ~ny post office.
LJVKRPOOL : Mrs. Ta.ylor, Landing Stage.
MANCUESTER.: J ohn IIe.vwood, 143, Dea.nsgate.
NEw SOUTU WALES, Sydney : Turner and Henderson, 16 and 18,
Hunter-street. Qordon and Gotcb, George-str eet.
QuEENSLAND (Souru), Brisbane: Gordon and Gotch .
(Noa.TU), Townsville : T. Willmett and Co.
RO'ITXRDAll : H. A. Kra~er and Son ..
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CONTENTS.
PAGE
PAGE
The Marseilles and St. Louis
Pulsometer Pumps . . . . . . . . 639
Eleo~rio Road Railway (IlThe La.te Coal Trade Dispute 641
lmtrattd} ........ . .. ... 627 The Distr ibution of Power
1 from Niagara ....... ... .. 642
The Engineering Congress
at Chicago . . . . . . . . . . . . . . 630 cc Useful Knowledge". . . . . . 643
Literature ................ 631 Hydraulic Machinery ..... . 644
Books Received ............ 633 Notes ........ . ........... 644
American Universities at
Impounding Reservoirs in
tbe Columbian Exposition 633
India and Masonry Dams 645
The Boyd Brick Press at the
Notes from the N ort.h . . . . . . 646
World's Columbian Ex
Notes from Cleveland and
position liUmtrated) .. . . 634
the Northern Counties .. 646
Road Bridge at Piura, Peru
Notes from the South-West 647
(lllmtrated) ..... .. ... .. 635 Miscellanea. ................ 6t7
Rhode Island Locomotive at
3000 Horse-Power Quadthe World's Columbian
ruple Expansion Engines
Exposition (Illust1ated) .. 635
at the World's Columbian
Notes from South Yorkshire 635
Exposition (Illustrated) .. 648
Dumping Cars at the
Gabriel's Adjustable Arm
World's Oolumbian Expo
Rest (Illustrated) ...... 648
sition (l U'I.Utrated) .. .... 637 13-ln. Artesian Bored Tube
Notes from the United Statee 637
Well (Illustrated) ........ 649
The Stability of ArmourTesting an Elevator (I llusClads .. .. .. .. .. .. . .. .. . 637
trated) .. .. .. .. .. . .. . .. . 649
The Loss of H .M.S. cc VieIndustrial Notes . ..... .... 650
t orta
. " . ... ..... . .. . . .. .. 638 Flash Lights in Lighth ouses
0 ur Bat~lesbips . . . . . . . . . . . . 63S
( I llustrated) . . . . . . . . . . . . 650
Tbe Nattooal Danger ... ... 639 Launches and Trial Trips . . 652
The Patent Law .......... 639 u Engineering" Patent ReB~~ Bearings for Thrusb
1 cord (I llustrated) . . . . . . . . 653
ocka . . . . . . . . . . . . . . . . . . 639
With a Two-Page Engraving of 3000 HORSE. POWER
QU.4DRUPLE EXPANSION ENGINES:
WORLD'S
COLUMBI.d.N EXPOSITION.
NOTICE.
The New Cunarders ,. CAMPANIA" and ,. LUCANIA ;" and the WORLD'S COLUMBIAN
EXPOSITION OF 1893.
The Publlsher begs to announce that a Reprint ls
now ready of the Descriptive Matter and Illustrations contained ID the issue of ENGINEERING of
Aprll 21st, comprisiDg over 130 pages, with ntne
two -page and four single. page Plates, printed
throughout on speclal Plate paper, bound in cloth.
gUt lettered. Price 6& Post free, 6a. 6d. The ord1
nary edition of the issue of Aprll 21st ls out of print.
N 0 TIC E.
The attention of Readers and Advertisers is
drawn to the alteration In the name of the
Publisher.
Owing to the retirement of Mr. Charles Gilbert,
communications for the Publishing Department
should now be addressed to Mr. C. R. JOBNSON,
Publisher and Manager.
NOTICES OF MEETINGS.
TUE I ~STI't'UTION Of' Ct\'JL ENOINEERB.-Ordina.ry meeting:
Tuesday, November 28, at 8 p. m. Discussion upon the papers on:
" Impounding-Reser voirs in I ndia, and t he Design of Masonry
Dams,'' by Mr. Clerke, Mr. Sadasewjee, Colonel Jacob, and Profe~or Kr euter.-Students' meeting, F riday, December 1, at
7.30 p.m. Paper to be read: " Forms of Tensile Test-Pieces,"
by :\Ir. Leonard H. Appleby, Stud. I nst. C.E. P rofessor Alex.
B. W. Kennedy , F.R.S., Member of Council, in the chair.
N ORTD-EABT CoAsT INSTITuTJON OF ENGINEERS AND ::>mPBUJLDERB.
- Saturday, November 25, at 6 p.m., in the Athenmum, Church
street, West Hartlepool. The ballot for n ew members will be
ta.ken. Discussion on Mr. W. Hok's paper " On a Method of
Comparing Steamship Performances and of Estimating Powers
and Speeds of Ships." Paper "On the Danger ous Working Heat
ot Mild Steel and the Effect of Annealing and Air-Cooling," by Mr.
Joseph Nodder. Discussion.
SOCIRTY OF ARTS. -J ohnstreet , Adelphi, London, w.c. Monday, November 27, at 8 p.m. Cantor Lectures: " The Art of
Book and Newspaper Illustration," by Mr. Henry Blackburn.
Wednesday, November 29, at 8 p.m. T hird ordinary meeting.
" The Regulation of Street Advertiling, " by Mr. Richardson
E vans. Sir George Birdwood, K.C. I.E., C.S. I., will preside.
TUESUR.YEYORS' b STITl'TION.-On Monday , December 4, a paper
will be read by Mr. R. Godfrey (Fellow) on u The Local GoYernment Bill, U 93" (gener ally known as u The Parish Councils Bill").
The chair to be taken at eight e'clock.
ENGINEERING.
FRIDAY, NOVEMBER
~4,
1893.
E N G t N E E R I N G.
but perhaps the latter are not so demonstrative in
their feelings. Nevertheless, it must have been a
great relief to the coalowners who had been continuing the struggle while so many had reopened
their pits, thereby r eaping the harvest of scarcity
by the higher prices obtained. The merchants are
n ot th~ less to be satisfied. If they get less per t on
they will sell m or e tons, so that the profits in the
aggregate will secure a pretty good a vera.ge up to
the end of the present year.
The other event alluded to was " the Jerusalem
~hamber Conference,, h eld on Tuesday, t he 15th
Inst. Never before was such a gathering held in that
old historic chamber. The occasion was new, the
miscellaneous character of the audience was new,
and the proceedings were also rat her new . It
would appear that after granting the w~e of the
chamher doubts h ad arisen as to t he propriety of
the action about t o be taken, and timidity
eventuated in fear, which ended in a panic . The
object of the gathering was to discuss a "living
wage, " and a layman, Mr. George W . E . Russell,
M .P . , was to have taken the chair. But t h e Dean
of \Vestminster subsequently thought t hat it was
his duty to take t he chair in such a place. The
change as regards chairman was followed as r egards
the mover and the seconder of the r esolution, and
some of the other speakers. The r esolution to be
m oved h ad been agreed upon previously, and was
to t he following effect : ' ' That in the opinion of
this conference t he principle of the maintenance of
a standard of decent living should be recognised as
an essential condition of the settlement of labour
disputes. " There is really nothing in that r esolution to disturb the episcopal conscience, or cause a
panic, either in the Jerusalem Chamber or elsewhere. It is a sound economic doctrine, inculcated
by Adam Smith, indorsed even by Ricardo, and
preached by most, if not all, of the modern
economists. Lord Brassey, though scarcely deemed
a political economist, has shown t hroughout his
works that a high standard of living is conducive
to excellence in workmanship and cheapness of
production . His lordship h as shown by numerous
ex~mples that for quality and quantity the best paid
workmen are the cheapest and t he best. Why, then,
this panic among the clericals 7 This : They r eally
know very little of business or of r eal life. Their
eyes are fixed on a far dist ant land in all that concerns their ministrations and teachings. Sometimes
they awake from their slumber and take sides in
the controversies of real life. When they do, they
usually blunder, nearly always in matters of labour.
At one time they hint the horsepond as a baptism
for J oseph Arch ; t hen they caress labour as a
pet. Generally they are in one extreme or the
other. E ven so astute a t hinker as John Stuart
Mill floundered in some of his closet speculations.
On one point the clericals could use their influence
beneficially, namely, in favour of arbitration and
con ciliation for settling labour disputes. Here is a
wide field for them to work in- will they help in
this directi on ~
The coal dispute being over, many are busy
coun ting its cost. That it has been costly none
will dispute. The losses to employers and employed en<raged in that dispute have been enormous.
In t he fir;l place, all the funds of all t he miners'
unions have disappeared, including those of South
Wales, all except Durham and Northumberland.
Even these have been drawn upon to some extent.
But the loss in wa<res has far exceeded t he loss in
any great strike previously. The dispute lasted
about four months ; during a part of the time those
idle numbered hundreds of thousands of. wageearners, the total earni ngs o~ whom durmg . the
p eriod ir. which they were Idle. ar~ gone, Ir~e
trievably lost. The savings of a h fcttme have dtsappeared also. Added to all th~ was the pri_vation
endured, alleviated only, or mainly, by I?ubhc subscriptions or by grants from t rade unwn funds,
suppleme~ted at a later stage by the levies of those
who had r esumed work. Then the losses to the
coalowners must have been immense> particularly
to some of t hem. Others, o? the c~ntrary, have
r egained a p ortion by the h1gher pr1ee of coals.
Idl e pits d evour money, a fact too often overlooked .
But perhaps these losses will be recouped to. some
extent. But the losses to trade generally will not
be so r ecouped ; and these have been e.normous.
R ailway companies, shipowners, the u on and
steel industries, manufacturers, sho~keepers, poor
people all have suffered by this stupendous
struggie.
What are th~ . gains 7 Wel.l, t~ere
will be differences of opiniOn upon thts point.
'
E N G I N E E R l N G.
the amount of power they will req uire is not likely
to be so large as to render it worth while to modify
Professor
the plant for their accommodation.
Forbes devoted considerable time to this point, but
he had other reasons to urge in defence of low frequencies. He r ecalled t he fact that it had been
thor oughly established that the performance of
synchronising moto.rs is very much improved by
using low frequenCies. Also that those that have
used the motors with rotating field of the two-phase
or three-phase type, have all been obliged to reduce
the frequency of ~he current to get t~e best resu~ts.
It is found that In every self-starting alternating
motor, whether multi-phase or otherwise, the
effort at starting is increased by lowering the frequency. He added :
"I wish to repeat that, from what I have seen in the
workshop3 of all advanced electricians in the last year or
two, I am confident that in the nea~ future single-pha.se
alternatin~ current motors, self-star tmg on full load, wtll
be largely used ; and there is not the slightest doubt that
all of these work far better with low frequencies. In fact,
as Mr. Brush once said to me when I was discussing this
matter with him, 'Really, your best plan would be to
lower the frequency so much that you get a direct current. '
" Whilst speaking of low frequency in relation to
motors, I must say that I have much greater hopes of
obtaining a good commutating device with a low frequenoy than with a high one; and I will also state that I
liave great hopes of important advantages coming to us
from the in vention of such a commutating appliance
which will enable us to furnish street rail way companies,
electro-metallurgical works, and other consumers with
the direct current without the use of any heavy revol ving
machinery at the transforming station. "
''USEFUL KNOvV.LEDGE."
WE seldom use the old tern1 "Useful Knowledge" nowadays ; perhaps it would be well to
revive it for contradistinction to that kind of knowledge which is more characttJristically ornamental.
The latter is an excellent thing, but it is a luxury ;
and those proposing to invest largely this way
would do well to ask themselves whether they can
afford it. Last week we commented upon the
Director of Naval Construction's address on " Technical Education, " which is the "Useful Knowledge" of our fathers glorified and developed.
This week we have before us another address
delivered on the other branch of knowledge, by the
E N G I N E E R I N G.
broad and easy road illuminated by the certain
light of scientific induction.
Education is a term little understood; it mostly
means simply the doing of lessons. The schoolnH~ster looks on the tasks he sets as ends in themselves, not means to ends. Viewed in this light,
the rulea in the Eton Latin Grammar, expressed in
the original, are as useful a test of diligence when
learnt by heart as the problems of Euclid acquired
in the same manner . '' Training of the youthful
intelligence, " ''The love of learning for its own
sake,'' are catch phrases that are used for the excuse
of this sort of thing. Dr. Welldon is too enlightened to hold such views, as the concluding
paragraphs of his address bore testimony, but his
words may be twisted to support the ignorant
methods of indolent and self-interested instructors.
But perhaps the greatest danger is that his eloquence
and enthusiasm may lead parents to insist on a
course of education for their children of which the
children will not be able to reap the advantage.
This is a workaday world to most of us, to all
but an ever-dwindling minority. L ow interest
makes money in itself less and less valuable yearly,
excepting as a tool for work. The man of independent income must now have larger means than
ever. Money and education-the right sort of
working education-are as potent as ever in combination, but money must be used ; it is becoming
more and more difficult t.o put it out to interest.
There is every prospect that that difficulty will
grow in a rapidly-increasing ratio in the future.
Unless we get ''Useful Knowledge," '~Made in Germany " will be writ larger and larger on our
national life. In chemical industry we have fallen
behind, and in engineering production we are
being hard pushed. Knowledge without " ulterior
considerations, " without some'' cominercial object, "
will not help us in this struggle for exiatence.
HYDRAULIC MACHINERY.
FoR certain purposes and in certain conditions
there can he no question that hydraulic machinery has advantages over all competitors as a
means of distributing power. Its first cost, no
doubt, is high, and its efficiency in general is
comparatively small ; ne\ertheless, hydraulic plant
is now recognised as the proper equipment
for docks where the traffic is large enough
to justify the comparatively great prime cost.
One of the great advantages of the hydraulic
system is its compactness, which enables the exceedingly valuable quay space of~ dock to be more
fully utilised. This advantage 1n the case of a
busy dock is more than sufficient to pay for the
extra cost of an hydraulic plant as compared with
other systems. Steam cranes, though exceedingly
useful and valuable tools, are certainly noisy, and
usually dirty. No greater contrast in ~ools. for
doing the same kind of work can well be 1mag1ned
than that between an hydraulic crane and an ordinary steam crane. The for!ller does its work ~n
silence tha.t impresses one w1th a sense of power 1n
reserve which is singularly absent from its '' fussy "
rival. 'In general, h~draulic cranes ~re still constructed on the ingen1ous system devised _by L ord
Armstrong in t he earlr days of . hydraulic power
distribution and certainly nothing ca.n well be
neater tha~ his device of the inverted pulley
tackle in which the load is attached to the
fall or' the tackle, and is h oisted by applying hydraulic pressure to one of the blocks. F or many
years chain was exclusively used for this tac~le,
but latterly steel wire rope has been coming
into favour, though there haye been insta~ces . of
failure with it. Thus, at Ven~ce, on _substitutmg
steel wire rope for the chains prevwusly us~d,
failures were very frequent, and t he use o~ chains
has, therefore, been resumed. It would be mteres~
in(J' to have further particulars of the e~ac~ condlti;ns under which this experimental subshtutw.n was
made. On the face of it, it rather loo~s as If the
wire rope had been run over the s_ame stzed J?Ulleys
as were formerly used for the cha1ns. If t~us were
so, the failure was only to be expected, as wue r ?pes
should be worked over as large p_u lleys as possible,
though in a statical test they will prove about as
strong when tested on a small diameter ~~ll.ey as
on a large one. For larger loads the
dtrectacting " system seems to have great advantg,ges,
and is very generally adopted. Thus on the 160
ton crane recently erected at the Malta D~ckyard,
large loads are lifted by means of an Inver.~ed
hydraulic cylinder hung from the crane Jib.
The piston-rod passes through a stuffing-box at the of loads, but little power being employed in a
bottom of this cylinder, and is furnished with a manner involving rotary motion. Still it would
shackle at its lower end, to which the weights to be be interesting to see if suitable turbines could
lifted are attached. This plan, of course, requires not, in a number of instances, be economically
a great height of crane, which must be more than worked from hydraulic pressure mains.
double that of the total lift r equired. On the
For working riveters nothing can excel the
other hand, the friction of gearing or tackleR is hydraulic system in efficiency. This is due to the
entirely eliminated, and the efficiency of the crane fact that the final pressure on the rivet is considercorrespondingly increased, though there is a certain ably greater than the nominal pressure in the acculoss of head due to the elevation of the hydraulic mulator. The explanation of this was given some
cylinder. A crane of this power is, however, years back by Professor Unwin, who pointed out
seldom tequired, and in order to prevent a that during the early part of its stroke the riveter
costly tool like this being entirely unremunera- ram moves comparatively q uickly, and in consetive throughout the maj or portion of the year, it is quence the water in the supply pipes attains a
common to prolong the jib slightly, and to fit a considerable velocity and accumulates energy. At
chain purchase outside the hydraulic cylinder, by the end of the stroke, when the motion of the ram
means of which loads much below the maximum is arrested, this body of water has to be brought
to rest, giving rise to an hydraulic ram, materially
can be economically raised.
Another operation to which "direct-acting " plant increasing the pressure on the riveter head. In
has been successfully applied is the working of dock short, the whole arrangement constitutes a sort of
gates and heavy sluices. These gates often weigh hydraulic flywheel, which absorbs energy during the
over 100 tons apiece, and have very commonly earlier part of the stroke, to be given out later on.
been operated hydraulically, but in general some
form of gearing has been made use of. P erhaps
N
0
T
E
S.
the most recent dock installations are those of the
A NEw His TORICAL WoRK oN RAILWAYs.
ports of Genoa and Savona, Italy ; the Barry ComTHE
historical
exhibit
of
the
Baltimore
and
Ohio
pany, near Cardiff ; and the Preston D ock, made
Railroad at the Chicago Exhibition formed one of
by the Corporation of Preston, in Lancashire. In
the
most
interesting
features
of
the
Transportation
all these cases hydraulic apparatus has been apDepartment, and our readers will be glad to learn
plied, and in the deep lock now being made at
that it is intended to make this exhibit the foundaBarry, where very lar~e gates, sluices, &c., have to tion of a perm~nent museum of railway appliances.
be dealt with, hydraulic apparatus is being used.
As regards dock gates, these, in this country and In the meantime the forthcoming work of Mr. J.
C. Pangborn, of Baltimore, will form a magnificent
elsewhere, are opened either by chains with souvenir of the exhibit, as it will be a record of the
hydraulic cylinders, rams, and pulleys, or by chains
and hydraulic engines, with gearing and drum, or facts gathered on its organisation and collection.
The principal features of the early lines will be
by direct-acting cylinders with piston and rod made clear by carefully-drawn engravings) of which
attached to the gate by means of a crosshead.
E xamples of the first-mentioned plan can be seen 153 will be printed in colours, and the rise of the
steam locomotive will be traced from its earliest
at East and \Vest India D ock, London ; the Aber- known conception in the mind of Sir Isaac Newton
deen Docks, and elsewhere. The second-named
plan can be seen in Cardiff at the Bute Docks, in 1680, up to its enormous development at the pre
at Grimsby, and at Preston, and the third sent day. In short, the work is the result of extended
personal
study
and
resear
ch
in
both
Europe
plan of cylinder with direct-acting piston and
and
America.,
in
which
Mr.
Pangborn
was
assisted
r od is in successful operation at Barry.
We
by many of the remaining pioneers of railroad conbelieve the first application of the direct cylinder struction. The work will be printed on Japan paper,
with piston and rod was made at Grimsby, for the and will be obtainable by subscription only. This
turning of a bridge, by the late Mr. Benjamin subscription has been fixed at 25 dols. , and is payWalker, of Leeds, and this is referred to and fully
described in Minutes of Proceedings of the Insiitu- able to Mr. J. C. Pang born, the Baltimore and Ohio
Railroad
Company,
Baltimore,
Maryland,
U.S.A.
tion of Civil Engineers, vol. lvii. In the n ew
sluices for the deep lock, Barry Dock, hydraulic
THE IMPERIAL INSTITUTE.
cylinders with direct piston and r od are employed,
If any justification were required for t he existence
and nothing could possibly be simpler or more of the Imperial Institute, the Council, and the two
effective. It is in this simplicity, and the absence distinguished secretaries, Sir Frederick A bel and Sir
of chance of failure attendant on such simplicity, Somers Vine, in their programme for the s6ssion have
that the great merit of hydraulic appliances lies, provided it. Dr. W. E. H. Lecky, onMonday,delivered
this feature being especially valuable in the case of the inaugural address to an immense audience, predock work, where delays in the working of gates, sided over by t he Prince of Wales. The illustrious
&c., are especially undesirable.
historian from his great store of knowledge adduced
Outside of the docks, and omitting power supply many facts which proved, not only the advantages,
companies from consideration, the railway com- but the necessities of colonisation, and pronounced
panies are probably the largest users of high- in no uncertain language the belief generally enterpressure hydraulic plant, having found the hydraulic tained t hat the Small England party is a very
capstan a most convenient accessory to th eir goods insignificant minority. The point is not without
yards, where it is largely employed for shunting its importance, for there can be little doubt that
operations. The ~ain sourc~ of loss in ~ydraul_ic the attachment of the colonies is affected by
machinery, as apphed for rotative purposes, IS that In Britain's estimate of the importance of the connecgeneral these engines use the same quantity of water tion. The colonists can scarcely be expected to
whatever the power they are exerting. A steam consider all questions in their relation to the mother
engine under such conditions would be given to country if the latter despises t he connection. Not
running away, ?ut a valua~le feat~re of ~y~raulic only is Dr. Lecky's assurance therefore gratifying,
plant is that this tendency IS practiCally eliminated but the efforts put forward by the Council to
by fluid friction, the amount of energy abs~rbed strengthen the belief are even more satisfactory.
by which increases enormously as the velocity of The greater the interest t aken in the connection
flow becomes greater. This principle, we may between the parent country and its dependencies, the
note is made use of in the hydraulic buffers now so closer the bond, and while such sentimental reasons
com~on and in the steam and hydraulic reversing may not outweigh economic considerations, they
gears fitted to so many of t he . American line:s and would in very many cases provide the determining
other mail steamers. R eturning to the subJect of factor. In most points, t oo, it is the small conrotary hydraulic mot?rs, i~ may, h?wever, be noted sideration which operates. For these reasons all
that Mr. A. Rigg,s 1ngenwus engine has now been must welcome every opportunity tending to awaken
successfully worked for some years, a~d can b~ run interest in the colonies. Following Dr. Lecky's
at very high speeds, though at them Its effie1ency lecture there was an address on "Opium', on
Thursday, and on Monday next Mr. James
is, of course, r educed.
It is rather strange that up to the present but Dredge, one of the Royal Commissioners for the
little has been done in the matter of working tur- Columbian Exposition, will give the first illustrated
bines off the high-pressure mains of the various lecture, when he will deal with the British colonies
supply companies. In the case of London these at t hat great exhibition, and in view of the wide
mains already have an aggrega~e leng th of about character of the representation there, the whole
60 miles, and are constantly bemg extended. On field of industry and resource of Greater Britain
this long line of pipes there are, we understand, will be opened up for consideration. Meetings for
only about a couple of turbines at work. The the consideration of commercial subjects associated
main reason for this is no doubt due to the fact with the colonies are to be held on the afternoons
that most of the work to be done is direct lifting of Thursdays, and illustrated lectures delivered on
E N G I N E E R I N G.
Monday evenings. Amongst the lecturers are the
Earl of .Jersey, who will d eal with New Sout.h
Wales; Mr. Hume Black, on Queensland; S1r
J ulius Voael on New Zealand; Prof. 'Vallace, on
Canada Dr.' R. B owdler Sharpe, on "Th.e Lost
Contin~nt and its Bird Life,, and Mr. Juln~s ~
Price will describe a. new trade r oute across S1ber1a
by way of the Arctic Ocean to Pekin.
THE NEW BRITI H COl\I MERCE PROTECTOR.
The Admiralty have invited the leading shi~
w.AGE.
IN L ONDON.
firmation
E N G I N E E R I N G.
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alo_pe,
faced with pitching of dry bricks 9 in. sure ab the faces of the wall should never exceed a certain 1d. per ton lower in price. Hematite iron was unwhic~ w~s
..
value fixed upon as the safe crushing load of the mate a.l
of the da.m.
2. That at no horizontal layer of the masonry shou
th ere be any danger of sliding.
3. That at those parts of the profile where the wall had
a batter. the intensity of pres~ure at the faces should be
diminished below the limits answering to vertical faces.
4. That there ought to be no practically appreciable
tension in any part of the masonry. whether at the outer
face when the reservoir was empty, or at the inner face
when it was full. The lines of resistance. therefore,
should not deviate from the middle of the thickness of
the wall to an extent exceeding one-sixth of the thickness.
Adhering to these principles, th e author made the foll owing assumptions : a. The water level wa.s supposed to
reach to the top of the wall. b. The vertical component
of the water pressure upon the battered part of the inner
face of the wall was provisionally neglected. c. The
shearing stresses acting parallel to the layers of the wall
were not allowed for. 1'he effect of these limitations was
explained, and the author proceeded to consider the
pr1mary shape of the cross-section. The simplest form
was a right-angled triangle with a vertical inner face.
This form of cross-section, however, could not be realised
in practic~, owing to the necessity of giving a certain
width to the top of the walJ, which often had to be
sufficient to form a. road. The upper part of the wall was
frequently a rectangular block of masonry, and where it
was n ot so it might be represented for the purposes of the
design by such a block equi valent to the actual structure.
But if such a superstructure were placed upon the triangular dam, the lines of resistance would be displaced
throughout the whole body of the dam. It was therefore
necessary t o depart from the trian gular cross-section, and
among the elements determining the cross-section to be
sought for would be the mass and form of t he superstructure. This necessity was met by dividing the wall into
three parts, to which different methods were appliednamely, the rectangular superstructure, the body of the
wall with vertical inner face and curved outer face, and
the lowest portion or base of the wall with both faces
curvE>d. The author maintained that this division of the
subject, due to D elocre, was incomplete, because if the
same conditions of stability were made to apply throughout, there would be a. discontinuity at the plane of junction of the portions 1 and 2; he consequE>ntly introduced
between portions 1 and 2 another portion to which the
condition of No. 1 would apply at its upper limit, and
those of No. 2 at its lower limit. His investigation W'\.S
therefore divided into four parts, treating respecti velr of
the four portions of the wall to which different conditiOns
had to be applied. These portions were considered
analytically, and to exemplify the method described a
resultant cross-section was developed, applicable, according to the author's theory, to the condit10ns of the wellknown masonry dam of Furens.
changed.
Scotch warrants were again still firmer
in the afternoon, the price touchinS' 42s. lOd. per
ton, with a moderate business domg.
Cleveland
iron was ~d. per ton higher. The following are a
few of the current prices for No. 1 brands of makers'
iron : Ga.rtsherrie and Summerlee, 49a. per ton; Ca.lder,
50a. ; Coltness, 553. 6d. ; Langloan, 56s.-the foregoing all
shipped at Glasgow; Glengarnock (shipped at A rdrossao),
49s.; Shotts (shipped at L eith), 51s.; Carron (shipped at
Grangemouth), 53s. 6d. per ton. L ast week's shipments
of pig iron from all Scotch vorts amounted to 5606 tons,
against 5482 tons in the corresponding week of last year.
They included 265 tons for Australia., 1940 tons for Italy,
790 tons for Germany, 160 tons for Russia, 385 tons for
Holland, 380 tons for Belgium, 100 tons for China and
J a.pan. smaller quantities for other coun t ries, and 1165
tons coastwise. There are now 54 blast furnaces in
actual operation in Scotland, as compared with 78 at this
time last year. It is thought that the termination of the
dispute in England will help to bring about an increase
to the number of furnaces in blast. The stock of pig iron
in Messrs. Connal and Co.'s public warrant stores stood
at 326,220 tons yesterday afternoon, against 328,032 tons
yesterday week, thus showing an increase for t he past
week amounting to 1812 t ons.
Advance in the P rice of Ma lleable I 1on.- It was current
in Glasgow iron trade circles in the latter part of last
week that at a meeting of a n umber of malleable iron
makers a proposal to advance prices 5s. per ton was
agreed to. This advance, it is sta.ted, will scarcely cover
the e>..tra. cost of production, owing to the severe advance
in the price of coal, against which makers have had to
struggle for the last two months.
Glasgow Copper Markt.- Little or no business has
been reported during the past week in respect of the
Glasgow copper market. The cash price has generally
ranged at from 42l. 2s. 6d. to 42l. 5s. per ton cash.
Institution of Engineers and Shipbuilders in Scotland.The second meeting of the new session of this Institution
was held last n ight, :r.Cr. J ohn Inglis, president, in the
chair. Some further discussion took place on the paper
read at the opening meeting by Mr. J. Macewan Roes,
describing his new caulking tool, and at th e close
the author was awarded the thanks of the sooiety.
Professor J. Harvard Biles, of the "Elder " Chair of
N aval A rchitecture in the U ni versity of Glasgow, read a
paper on " The Strength of Large Ships. " After dealing
in a technical manner with the subject, he said that the
consideration of tho matter of the strength of large ships
might be considered by some to be at the best premature,
because the probability of making very large ships pay
was remote. The business of commercial management
of steamships was usually, and should always be, carried
on by skilled shipowners, who would not commence any
commercial venture without some reasonable hope of
making it a. success. If many of the la.rge shipping companies a.t present were not making money, and their fleets
were made up in t he aggregate of high speed, medium
speed, and lower speed vessels, it required more than a
superficial investigation to say that the want of profit wa.s
due to excessi ve speed . At any rate, there were compani es possessing hi gh-speed ships which were adding
high-speed shipa to theu fleets, and there were fleets
in which high-speed ships made money, while low-speed
ships did not ; so that there might still be a future
in which it would be prudent to build a fast ship
rather than a slow one, and in which a full understand
ing of the question of the strength of large ships
might be an important item in the matter, not only of
speed, but of commercial efficiency. Professor Biles based
most of his calculations and remarks on four typical
steamers of 500 ft., 550 ft ., 600 ft., and 700 ft. in length.
Tho discussion on the paper was postponed till next meeting, so as to give members an opportunity of studying the
paper in print. Captain John Bain, marine surveyor.
subsequently read a paper on "The Effect of Reversin~
~he Scr~w Propelle~ of a Steamship upon the Steering, '
m the course of whtch he gave the results of some of his
own experiences as a captain of a steamer at sea. The
discussion on this paper was also held over till nextJ
meeting.
North Bridge, Edinbu1gh. - Last Friday afternoon Sir
Willia.m Arrol was in consultation with the L ord Provost
of E_dinl?urgh and some of his colleagues and corporation
offiCials m r egard to the proposed reconstruction of the
~o~th Bri~ge. The r~sult ?f his visit t<;> Edinburgh and
hts mspect10n of the br1dge 1s that a Parhamentary notice
for the proposed work has been or is being prepared. Ib
has been said that the bridge cannot bn reconstructed at
a less cost than 150,000l. Of course the North British
Railway Company will have to bear a large portion of the
expense.
E N G I N E E R I N G.
buy No. 4 foundry under 33a. 6d., and rather m ore was
asked in som& oases. Grey forge was firm at 32s. 9d., and
S3s. was quoted by some sellerR. Middlesbrough wa:rran~
were 34s. 7d. c:1sh buyera. T_he demand for ~ema.ttte ptg
iron is ex pected to increage wtth the resumptt?n of oper~
tions at Sheffield works, but few of the esta.bltshment3 m
that district have as yet recommenced, so that yesterday
there was little alteration in hematite. Mixed nu~bers
of local brands could be bought ab 43s. for early dehvery.
Spanish ore was unchanged, rubio being about 12s. 3d.
ex-ship T ees. T o-day the market was steady, but there
was not much businees transacted. Prices were the same
as yesterday.
Manufactured I ron and Steel.-Not much new can _be
said of these two import ant branches of the staple m dustry. A little more activity is noticeable at some
works and one or two producers give a. rather better
accou~t of the state of affai rs, but competition for new
orrlers is exceedingly keen, and quotations continue very
low. Common iron bars are put at 4l. 17s. 6d .; best bars,
6l. 7s. 6d. ; iron ship-plates, 4l . 15a. ; iron ship-angles,
4l. 12~. Gd.; steel ship-plate~, 5l. to 5l. 2s. 6d.; and st~el
ship-angles, 4l. 15s.-a.ll less the usual 2~ per cent. dtscount for cash. Steel rails are unaltered , heavy sections
being about 3l. 12s. Gd. net at works. It is said th at
contracts have been accept ed at a trifle below the fore~win~ anota.tions, but some firms ask slightly higher
figures than the above-mention ed.
E fl.qineering and Shipbuilding.-Engineers, generally
speaking, are not badly employ_ed, thoug? some establishments are doing next to nothmg. A n tmprovement
has fortunately taken place in shipbuilding, several local
firms having secured orders for n ew vessels, and one or
two yards, which were expected t o be closed durin g the
winter, will now be kept fairly well employed.
The F uel Trade.- A good business is still bein ~ doJ?e
in fuel but in spite of the attempt by sellers t o ma mtam
prices 'which have ruled during the strike, a. downwar_d
t endency is apparent. On Newcastle Exchange _there IS
more desire to book forward orders, and there 1s much
negotiation a.~ to the range of prices that a_re t o rule for
winter supplies of coal. L ow forward pnces for best
Northumbnan steam are nam ed, but little business is
done exCeJ?ting for early supply, for which about
13s. f.o.b. IS the figure. Some collieries, however, have
obtained a higher price. A good deal of locom?t i ve coal
has been t hrown on the market, as south ern railways are
now fi nding thei r local suppli es available. Gas coal is in
good request. Coke keeps dear. Yesterd ay 15s. was
paid for a parcel of blast-furnace coke dPli vered here.
t::=======
MISCELLANEA.
T RR lighting of the Royal Exchange by electricity was
inaugurated yesterday by the L ord Mayor. The whole
of the work was carried out by Messrs. .J. G. Statter and
Co. , of 68, V ictoria-street, L ondon, S. W.
At a. meeting of the Yorkshire College Engineering
Society held on Monday, November 13, a. paper on" The
Production of Steel " was read by Mr. E. P . Barber.
A discussion followed the reading of the paper.
W e learn that, after trying plates by other makers for
a twel vemonth, the whole of the plates of the batteries of
the Birmingham Central Tramway Company are to be
rene wed by th e E lectrical Power Storage Company,
Limited, of 4, Great Winchester-street.
At a recent meeting of the Engineer s' Club, P hiladelphia, Mr. J . C. Trautwi ne, Jun., described a stone
bridge of 213-ft. span which is now b eing constructed
over the P ruth, in Galicia. The arch is segmenta], with
a rise of 60 ft., and varies in thickness from 7 ft. t o 10 ft.
Some careful experiments recently made at Minneapolis
on the use of oil as a fuel for generating st eam in boilere,
showed an e va.pora t i veefficiency of 20. 63 lb. of water from
and ab 212 deg. Fa.hr. p er pound of oil. Coal used in th e
~ame boiler evaporated only 7i lb. of water per pound.
The oil used was ordinary L ima oil, havi ng a specific
gravi ty of . 62.
A new type of dynamo brush, wh ich has for some time
past been ex tensively used on the Con tinent, is now
bei ng introduced into this country by the Boudreaux
Dynamo Brush Com pany, Limited, of ::>t. Martin's
H ouse, L ondon, E . C. The new brushes are made out of
soft leaves of anti-friction metal (a copper alloy), and do
not, it is claimed, wear away the commutator.
The traffi c receipts for the week ending November 12
on thirty-three of the principal lines of the U nited Kingdom amounted to 1,351,310l. , which was earned on 18,388
miles. For the corresponding week in 1892 the r eceipts
of the same lines amounted to 1,433,092Z., with 18,199
miles open. There was thus a d ecrease of 81, 782l. in
the receipts, and an increase of 189 in the mileage. The
aggregate receipts for n inet een weeks t o date amounted
on the same thirty-three lines t o 28,395,851l., in com parison with 30,507, 727l. for the corresponding p eriod
last year ; d ecrease, 2, 111,87Gl.
The D epartment of Science and Art has received,
through the Foreign Office, a despatch from H er Majesty'e
minist er in Chili, calling attention t o an exhibi tion
which it is proposed to hold next year at Santiago,
dealing with the subjects of mining and m etallurgy. The
exhi bition will be opened in the second fortnight of
April, 1894, but the exact date is n ot yet k nown. The
eight sections of the exhibition will comprise electricity,
mining machinery, mecha nical preparation of minerals,
metallurgy, chemical industries, statistics and plans, and
mining a nd metallurgical products respect ively. Appl ications for space may be made t o the Chilian L egation in
L ondon.
The question as to the proper direction in which work
should be fed to a milling cutter is now being discussed
in the columns of the A merican Machinist. The usual
practice is, of course, to feed the work against the cutter,
but it is asserted that experim ent shows that the cutters
keep sharper and last longer if the work is fed in the same
direction as the m otion of the cutting edges, thus r eversing the old practice. As a n explanation of this it
has been suggested that, in the usual method of feeding,
the cutting ed ~e first slides over the work t o a certain
extent before Ib commences to cut, thus gi ving rise to a
grinding action which is absent when the feed is in the
other direction.
The D epartmen b of Science and Art has recei ved,
through the Foreign Office, a despatch from the AustroHunga.rian A mbassador. calling attention to an exhibition
to be held n ex t year at V ienna, d ealing with the subjects
of cheap food for the p eople, the sustenance and equip
ment of the army, &c. , joined t o a special Sport Exhibition, and requesting that the municipalities of the most
important t owns in this country which are interGSt ed in
these questions may be invited t o take part in the exhi-
E N G I N E E R 1 N G.
Q 1J A D R U P L E - E X P A N S I 0 N
HORSE-POWER
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Lined with 60 ft. of G-in. tubes. top of which sta.nds
1 ft. below the surfa.ce ; 40 ft. of 5-in. tubes, top of which
stands 60ft. below surface (5-in. tube/3 are perforated).
TESTING AN ELEVATOR.
BETWEEX Finnieston and Govan two tunnels have
beeu laid under the Clyde, side by side, one for
vehicular traffic going north, and the other for that
going south. Above these two, and over the point of
junct ion, there is a third tunnel for foot passengers.
At either end of t hese tunnels, and close to the riverside, vertical shafts have been constructed, each 80 ft.
in diameter. In each of th ese shafts there are to be
six powerful lifts, designed to lower and lift the
largest vans, lorries, &c., with their horses, just as they
are. On being lowered to the bottom, they will go, as
on a road, through the tunnels, and be raised a t the
opposite end. The lifts will work at a good speed, and
will thus be enabled to handle a very large traffic.
The contract for the lifts was given to the Amer ican
Elevator Company, of Mansion House -buildings,
4, Queeu Vict oria-street, which has since become the
Otis Elevator ompany, Limited ; the contract is being
carried out by both companies conjointly.
The tunnels are practically completed , and the
shafts are nearly so ; the tixin g of the lifts will shortly
E N G I N E E R I N G.
'V hen t ested, the cage dropped a total distance of
The general st ate of employment, as disclosed by trades are depressed. Men that are working are on
2 ft. 10 in., at which point it came to rest. The north returns of the Labour Department of the Board of short time, often with the view of saving fuel. Some
side of the cage fell freely 1 ft. 1i in. , and was stopped Trade, is a trifle reassuring. The percentage out of of the larger works ha.Ye been at a st andstill from the
in a further distance of 1 ft. 8! in.; the south side fell work has barely exceeded that of last year at the same same cause, scarcity and dearness of fuel. The tilver
freely 1 ft. 1i in., and was stopped in the further dis- date, while the upward t endency is much slower. and plated trades are busy, and the prospects fairly
tance of 1 ft . 81 in.; or making an average free drop Indeed, notwithstanding the coal strike, the percent- good.
of 1 ft. 1 ~ in., and an average stop of 1 ft. 8~ in.; total age out of work is less by just 6 than in May last.
In the vVolverhampton district trade continues fairly
run, 2ft. 10 in. From this it is evident that at the The actual number is now 7.3 per cent. , or the same
moment of the safety going into action t he cage was as reported last month. Thirty-two societies, with an good, few men being out of work among engineers,
travelling at the rate of about 8.4 ft. per second.
aggregate of 337,017 members, sent in returns ; of machinists, puddlers, mill rollers, steel workers, bridge
"The work done by the falling cage was 31,851 lb. these 24,771 were unemployed. Shipbuilding is de- and girder makers, boilermakers, tank and gas meter
multiplied by 2.833 ft., equal to 90,234 foot-pounds, scribed as depressed, but engineering and the metal makers. Makers of pig iron are also busy. The hardwhich, divided by the length of stop (1. 708ft.), ga.ve trades show signs of slight improvement in some dis- ware trades are not so well off for work. The nut, bolt,
a resistance for the pair of safeties of 52,830 pounds, trict3. The increase of unemployed in the building and chain makers are depressed, while the anchoror 26,415 pounds each.
trades is the largest, from 2.8 to 3.6 per cent.; but smiths and anvil makers are slack. The gun lock
" The safeties brought t he load to rest without the the season of the year will account for some of this makers at Darlaston are on strike against a reduction
slightest shock, the foreman in charge of t est being increase. On the whole, they are still well employed. in wages. Electrical workers are not so busy.
upon the gallows frame when the weight fell, and The furnishing trades are less busy, the proportion
out of work being 6.1 per cent. The textile trades
reporting th at he felt no jar or vibration. ,
are busy. Cotton spinners and weavers are well emFLASH LIGHTS IN LIGHTHOUSES.*
ployed ; woollen trades are busier than for some time
On Flash Lights amd the Physiolog1.'cal P erception OJ
INDUSTRIAL NOTES.
past, and the silk trades show some improvement.
I nstantaneous Flashes.
OF course the great industrial event of the past week The clothing, boot and shoe, and printing and paper
By M. ANDRE BtoNDEL, Ingenieur des Fonts et
was the welcome settlement of the great colliers' strike; trades are quiet. At some ports seamen and dockers
Cha.ussees.
but as we have dealt with this matter in another have been better employed, at others trade is dull and
THE apparatus called jeux- ecl'LVrS, t for producing
article in the present issue, it will not be necessary t o slack. In general, t he proportions reported are :
flash lights, conceived by M. Bourdelles, is well known,
refer to it further here.
Twenty-four bad, seven good, and one moderate, in and is described in detail in the memoir on lighting appaso far as the state of trade is given by the thirty-two ratus presented by the "Service Central des Pha.res de
The Employerd' Liability .Act passed the report societies r eporting. It is very difficult to gauge the France " to the Chicago Exhibition.
stage in the House of Commons without any serious situation exactly, but appearances rather indicate
Thie new type of lens enables us to-day to realise a.
change in its character. The Government gave way that with the termination of the coal dispute there luminous power hitherto unknown, without increasing the
upon one point-namely, fishermen in fishing-boats, will be a change for the better, though the time of intensity of the source of light or the expense of construcwho undertake to share in the adventure. The labour year is rather against it. '\Vitb the exception of the tion.
The attention of many engineers must have been almembers to a. man were against the "amendment," coal strike, the total number of disputes was small,
which they interpreted, and rightly, as at variance only 42, as compared with 54 in September, and 59 in ready drawn to the new methods adopted, particularly in
with the principle that there shall be no contracting August. Of the 42 there were 13 in the textile trades, regard to the system of rapid rotation over a mercury
bath, a.nd to the simple and original form of the lens,
out of the Act. But the amendment was carried by a but of no importance. But the total affected by the reduced
to four or two panels, or even to one only. I
majority of 72. The late Home Secretary, ~fr. entire number of disputes was 9511; of these 7808 shall not, therefore, repeat the description of this apMatthews, expressed the judicial feeling when he said were in connection with 17 disputes in mining paratus.
that be saw great difficulty either in supporting or (outside of the great strike), shipbuilding, and dock
But apart from ingenious peculiarities of construction,
opposing the amendment, because of the technical labour. Of the two latter, some are in the Clyde over this apparatus is, perhaps, still more interesting on
difficulty of co-partnership which was involved, iu the question of overtime, mainly with the joiners and account of the new principles which govern its design,
and which rest on certain little known physiological
which there should be eo-responsibility. This.was the ship carpenters, and others.
phenomena.
only serious amendment carried to the B ill, as it left
My object here is to explain these phenomena, and with
the Grand Con1mittee on Law. The Bill now stands
The general state of trade in London does not appear
for third r eading, after which it has to run the t o be so bad as some would have us believe. In the thE:Im the theory of the jeu.x-t!clairs, furnishing details nob
gauntlet of the House of Lords, where an effort is to engineering, metal, and shipbuilding trades the per- included in the memoir above referred to.
be made to rever~e the decision of the House of centage out of work is 8 per cent., as compared with
I. -PHYSIOLOGICAL LAWS OF PERCEPTION.
Commons on the non-contracting out clause. But 8. 3 per cent. last month. But in the building trades
Whenever a. steady light plays upon the eye the imeven before it reaches the House of Lords there will the unemployed have risen from 2.3 per cent. to 3.6 pression produced does not generally reach ita full value
b ~ another "full-dress debatP." upon the Bill. The per cent. In the furnishing trades 8. 6 per cent. are at once, but increases continuously from zero to its maxithird reading is to be challenged. Mr. Chamberlain, unemployed ; in the printing trades 6 per cent. as mum amount. It is easy to verify this by interrupting
who was the author of the existing Act, declares that compared with 6. 6 per cent. last month. The boot and the light after a. longer or shorter period.
For example, if a. series of flashes is produced, of which
the Bill is a bad one. He wi11 doubtless rally the shoe and cabinet trades are very dull, and so also are
whole of the forces who voted for Mr. ~IcLaren's the clothiug trades. At the docks and riverside, there the duration progressively diminishes, their apparent
amendment, so that the Bill is not wholly out of is a good deal of distress, though from some figures sup- intensity appears, starting from a. certain duration, to
diminish
progressively
until
the light completely disdanger, especially as the clause, as it stands, was only plied by the Millwall and Surrey Dor.ks, the average appears.
was only 144 more unemployed than in the same month
carried by a majority of 19.
Between certain limits the impression produced on the
last year. But the pauperism returns have gone up eye is, then, a function of the period of illumination;
--The report of the Boilermakers and Iron Ship by over 7300.
this function is not known to us, and it is improbable
Builders is rather depressing this month. The "terIn the Manchester district trade is slack with engi- that it can be exactly determined, but we already possess,
rible cloud of depression which has so long enveloped neersandmetal workers generally, though the proportion as will hereafter be shown, sufficient data. for the purpose
us '' still looms heavily overhead. The effects are seen out of work is about the same as last month. The steam of _practioal applications.
To produce the impression of light e. certain time is
more clearly where large masses are employed at a engine makers report trade as moderate, boilermakers
single industry like shipbuilding, than they are where as bad, and machine minders as bad ; the brassworkers necessary, called the "time of appearance/' which is so
the work is more scattered, and the number employed as moderate. But in a few districts b<Jth the iron- much aborter as the light is more intense; thus it is tba.t a.
powerful flash of lightning dazzles us, while a small spark
in each case is fewer. Savings in better times have founders and the fitters are brisk, and the building of
the sa.rue duration would remain invisible.
melted away, deLt stares the men in the face, furni- trades moderate. There can be little doubt that the
In comparing- the effects obtained with lights of diffeture and other belongings have gone to the pawnshop, coal dispute has had much to do with the depression rent intensity {care being taken that the eye is in similar
and hard fare is in the home. That this society has all over Lancashire.
conditions), we find that the time of appearance varies
done its utmost to mitigate the sufferings of its own
very nearly in an in verse ratio with the luminous intenOn the Tyne and the V\" ear trade is still bad, but in sity, so that the product of these two quantities is a conmembers is certain. During the six months ending
wit~ Sept ember the following amounts w~re disbursed: the latter district shipbuilding prospects are better. stant.:::
The condition necassa.ry to the production of a. percepFor the unemployed, 21,17ll. lOa. ; s1ck, ll,676l.; ~larine engineering establishments are dull and languid,
superannuation, 2763l. 7s. ; funerals, 2361l. !Os. : but electrical engineers are better employed. Moulders, tible impression by an instantaneous light is, then, the
expenditure of a. certain amount of luminous energy
benevolent grants, 2383l. 3s. 8d. ; total in six months, shipwrights, ship joiners, ship painters, o.nd labourers employed
in overcoming the inertia. of the visual appareport
trade
as
bad,
many
beingoutof
employment.
But
40 355l. lls. 2d. A mora magnificent testimony to the
ratus; a.s to the nature of this inertia., which is unknown
vaiue of a well-conducted trade union it would scarcely shipping and waterside men are better employed, by to us, it may be physical, chemical, or physiological.
be possible to show. Nevertheless, the funds in hand reason of the activity in the coal trade of the northern
This very simple law was first stated by M. Bloch, and
amount to 180,293l. 15s. 8d. The council refused to districts. The iron and steel works have been fairly also established later by M. Charpentier.ll I bad also
vote a levy for the miners, for the reason that the calls well employed, except that millmen have suffered verified it before knowing the resulta of their labours, by
on the funds are too heavy and pressing at the present through scarcity of water owing to the unusually dry expariments of a. different kind made at the Lighthouse
titne. The total number on the funds were, at date, season. Glass-workers a.re busy, and so are the build- Esta.blishment.11'
8486, of whom 1240 were sick, and 395 on superannua- ing trades for this time of the year. In other respects
* Paper read before the International Maritime Contion allowance. The total shows a. decrea~e, as com- trade is quiet.
gress, London meeting, July, 1893.
pared with last month, being 300 less signing the
t Literally, "Lightnin~ lights."
In the Cleveland district the prospects are not so
vacant book. The members are cautioned against
:::Designating by I the mtensity of the light, and by 8
making new and improper demands upon employe~s, good as they were. Shipbuilding on the Tees is in a the cerresponding ti.me of. appearance, we have then the
the report stat.ing that the latter a:re ready to recttfy languishing state, the outlook being rather gloomy. At relation I x 8 = q, m wh10h q represents the necessary
mistt\.kes in prtces when the matter lB properly brought Hartlepool, however, things look brighter. The engi- quantity ofluminous energy. Th1s may have, according
before them. The output of shipping on the Clyde was neering and general metal trades are not so bad ; t he to circumstances, very different values, but the law, which
abnormally large in October, but the new orders booked works in operation are fairly well employed, but orders is really only a. limiting law, remains sufficiently true,
fall below the output, so that the outlook is not so bright. of any considerable weight are few and far between. provided that the different impressions compared are
All agree that the coal strik.e has stoppe~ the work~ in At one of the large steel works the men have had to produced under similar conditions as regards the eye. lb
still be applied, therefore, to the case where we wish
various places, and has also mterfered \~tth the plac1ng submit to 1 per cent. reduction under the sliding sca.le. may
to produC'e the minimum p~rceptible impression usually
of
the
blast
furnaces
have
been
blown
out
for
Some
of new contracts. An unfortunate d1spute between
denoted by the symbol o.
the society and one of it~ members has ended i~ the repairing purposes; this reduces the output and de "Societe de Biologie," July 25, 1885.
member being sent to prtson for two months for hbel- mand for ironstone.
11 "Reohercbes sur la. Pereistance des Impressions Retiling Mr. R. Knight, the general secretary. Every
niennee," &c., pages 5 and 15.
In the Sheffield and Rotherham district trade is very
effort was made to meet the member by confere?ce,
~We traced on a black disc a. series of arcs of white
arbitration and entreaty, but the matter came mto bad, owing mainly, it is believed, to the coal strike. circles, having the same length, but with increasing radii.
court., and be has now time for lengthened reflection at Only such work has been going on as was most press- Making the disc revolve behind a screen pierced with
ing. But apart from this, some .of the local staple a. radial opening, the white arcs produced a series
the expense of his country.
'
E N G I N E E R I N G.
It is to be noted that it only applies to the case where
the impression largely exceeds the minimum perceptible.
Further the effect produced depending only, as is seen,
on the ~xpenditure of luminous energy, it need not be
supposed that the light employed is constant. The effect
produced by a. Bash of variable intensity, containing the
same amount of light, may, then, be equivalent to that
of a. uniform flash.
The time necessary for full perception is difficult to
determine precisely, for the impression, the more nearly
it approaches its maximum, continues to increase more
slowly; nevertheless expariE~nce shows very clearly that
the perception is arrived at more rapidly as the light is
more intense. This has been established, in particular,
by Plateau a nd M. Charpentier.
According to the latter,* the time of full perception
would vary proportionally to a power of the intensity
includt:ld between - ! and - ; . Further investigation
will probably decide the matter more precisely.
The minimum perceptible light, by definition, is not
seen unless it has time to produce its full impression.
The time of appearance of this light is then Identical
with its time of full perception. Agreeably to t he preceding law, it represents the maximum time necessary
for perception in all cases.
It is at present very badly det ermined, because a very
feeble light is perceived with excf*!sive variation, according to the state of the eye, even when the lighll is steady,
and, it j01"tiori, when it is of short period. It would seem
to be in the neighbourhood of -h second, and this figure
is confirmed by two experiments of M. Charpentier,
which have given him the values 0.08 second and 0.125
second . More complete experiments may det ermine it
more exactly for the conditions in which in practice the
observacion is made. We shall see, besides, that the
exact knowledge of its value is of no grdat importance
for our present purpose.
Limit of Addttion.-When we receive a single lum inous
impression, the eye cannot perceive its d uration when it is
less than n th of a second. When two flashes a re simultaneously produced from two sources side by eide, that is
t o say, under the best conditions for making a. comparison, we find that it is impossible to appreciate the
difference of their duration below certain limits. M.
Cbarpentier has found t hat under the conditions moRt
favourable t o the dissociation of the impression s, i.e. , when
t he two flashes do not commence at t he same time, one
can only obser ve the difference (and consequently the
duration ) when it is greater than 0.003 second. This
limit, which the eye is not adapted to subdivide further,
is interesting to know, because the impression produced
by a light of any intensity whatever, st eady or not, which
acts for a shorter period, no longer depends on the
quantity of light expended. The t ime limit plays, then,
the same part in the case of impressions as does the
maximum time in the case of th e minimum impressions
perceptible.
The whole of these phenomena may be represented very
clearl;r by a diagram, taking as absciss~:e the periods of
illumma.tion and as ordinates the apparent intensities,
and for each light representin~ the impression as the function of the period of illuminatiOn by a separate curve. t
The vertical drawn through the point 7', whose abscissa
represents the maximum time of perception, cu ts in
the points C1 C2, &c., the horizontal lines I 1 A1o I 2 A 2 ,
&c. , which represent t he real int ensities of the different
lights. The straight! lines obtained by joining these
points to t he origin have angular coefficients proportional
to the absolute intensities.
The second law shows that the points A of full perception are found more to the left of the points 0 as the
corresponding absolute in tensity I is greater; they lie
thus on a. parabolic cur ve of ~rea.ter or less degree.
The straight line F G, wh1ch represents the time limit
of addition, has an abs01ssa a.bout one-third of thatJ of the
straight line cl, 7', corresponding to the maximum time
of Rerception 7',
'Ihe form of each curve of impression between the
mi~imum perceptible m a:nd the point of .full perception
A Is unknown. That wh1ch agrees best w1th the various
laws which have been explained has been shown in a full
line in the figure.! ltJ is, besides, unnooessary t o make
any special hypothesis on this subject in order to arrive at
the conclusions which we proceed to develop.
c::l \
t::.\
4:::,\
C::
~
-
\)\\
""
L.
I,J
..._
I,
~
~\ A
!c
. 5 --------- - ----- ~"'
-1:1 ______________________ ----~C::
~
~\ , / lI
"i
I
...
:~
~l...
'I f'>~
.....
-..J
t3
....:_\
~
,,
"-)
..il...
Clj
,~
'
.,, "'
,
'
..
I \
I '
I \
I
I
"',
_ , .,........ ...
- ,
'
,'
,
...~-
1'
1
, , "'
1 I
I
I
' '
11
11
'~~ooI
I
I
..... .
l~J ...
1
I
11
'I
o rtat:~ J e, o,
cz
I I
,'
1 _,.-""f \
~ ""'
.,..,
'
----- ~;;.;
- ~*~; :f' 1
..,,
; 11 11
.;'
I '-'\
I
I
l tl
,,
I
I
' a'
1 , ,1
/
/
,_/
_y, I
I~
F
t,
r,
r~ t'
81 tJ2 ind icat e the times of appearance of li~hts
I 1 I 2, &c.
T 1 T 2 indicate ths times of complete perception of
lights I I I 2 , &c.
r indicates the times of maximum perception.
a
d
F
. ,
tim e-limit of addition t o imprest=ne - =ne - - .
s\Ons.
~7T
27Tt
A indicates minimum inten sity perceptible.
T o produce jeuxecla1'rs this period should be inferior, or
m 1 m 2 indicat e points where impression begins.
a.t m?st equal, t o the maximum time of p erception (T),
A1 A 2
of full perception.
,
,
that 1s to say :
m1 Y1 A 1
,
curve of impression produced by I .
d
ql q2
,
points of limit of additions.
ne27Tl~T.
<
5 0
diameter of the source must b e so much smaller as the
fooa.llength is smaller.
If we propose only to obtain the maximum utility for
the c~ntra.l part of the pencil, w~ich, for oil lights, is the
most Important, we must determme the focal length with
relation to the elements of the lens farthest from the
centre. That is what ha.s been done for the calculation
of the Table drawn up in the memoir cited above, and
reproduced on the n ext page.
If we wish to utilise all the light contained in the flash
we ~hould h~ve to calculate. its period according to th~
max1mum dtvergence, that Is t o say, according to the
fooa.l length of the central portion of the dioptric drum
The dimensions of the permissible flames would then b~
smaller, as is shown by the Table on the next page drawn
up on this new hypothesis.
'
This last Tab~e shows the le~~ which shou~d be adoP.ted
for each lamp m order to ut1hse the maximum ut1lity
from the light that it furnishes, but not the maximum
?t!lity of the lens _itself; on the contrary, the first Table,
1f 1t doe.q not furmsh the complete utilisation of the light
enablE~s superior effects to be obtained with the same len~
in con.sequence of the intensifying of the flash. Strictly
* "Notice sur les Appareils d 'Ecla.ira.geexposes aChicago speak~ng, the b.es.t solution to adopt would be that of
pu le Service des I> hares," page 49.
reducmg to a mmimum the annual expense (interest and
t If we call L t he intensity of the lamp,
d~preciation of th~ capital in the apparatus, together
K the coefficient of vertical concentration, w1th the cost of 01l) necessary to obtain a determined
and e the interval of the flashes,
luminous intensity.
this quantity of light may be expressed
Assumin~ that we.cannot go b~yond a. diameter of lamp
by the equationof 13 centimetres m French hghthouses, there is no
Q = L K e.
reason to a.dopb the first or second order with one lens,
n
E N G I N E E R I N G.
and for final acceptance of the machinery by the Italian
Governmen t. The contractors were represented by M r.
TABLE I.-LENSES AND FLAMES ~'OR FEUX-ECLAIBS.
J ohn Sampson, one of their directors. The trials proved
of a highly satisfactory character. The contract stipulated
Theoretical and Practical Diameter s of Flame fo1 Feux-Eclai rs, Utilising completely
for the development of 15,200 horse-power natural draught
the Uniform Part of t he Pencil.
and 19,500 forced draught, but, as hereafter shown, the
Government decided to abandon the forced draught
trials. The run was made from S pezia to Genoa and
Fooe.l L ength of Lens.
2 Lens es.
1 Lens.
4 Lenses.
6 Lenses.
8 Lenses.
back, a distance of 120 knots, at an average speed of
-- 18.3 knots, the engines indicating a mean of about 17,000
horse-power with i in. of air pressure in th e stokeholds.
TheoTheo- PracticaL TheoTheo
TheoPractical.
Practical.
Practical.
Pradical.
retil::al.
r etioa.l.
re tioal
retioal.
The maximum power during the run was found t o be
1 r etioal.
19,000 horse-power, and the maximum speed 18l knots,
m etre 1 metre
met re
metre
metre
metre
metre
metre
m etre
met re
metre
which was obtained by only i in. of air pressure. The
Fi rat. order . . 0. 920 I 0.218
0.109
0.110
0.046
0.060
0.220
0.031
0.030
0.023
0. 030
machinery worked smoothlY. in every respect, no water
Second 01 d er . . 0. 700
0.172
0.037
0.040
0.025
0.090
0.030
0.180
0.086
0.018
0. 020
service being used. The b01lers gave a plentiful supply
Third
,
. . 0.500
0.027
0.062
0.070
0. 125
0.030
0.180
0.018
0. 020
0.014
0.020
of steam without priming or other difficulties. The results
F ourth ,
. . 0.250
0.030
0. 052
0.026
0.011
0. 020
0.060
Fifth
,
.. 0.1875
0.039
0.019
0.020
0.040
were considered so satisfactory from every point of view,
,
0.020
0.035
"
.. 0. 15()0
0.040
0.018
both as regards the speed of the vessel and the facility
with which the speed could be maintained (the trial being
made by the ordinary ship's crew and not by special
st okers), that the commission appointed recommended
TABLE II. -LENSES AND FLAMES !!'OR FEUX-EOLAIRS.
t he Marine Ministry to accept the machinery with
out further trials, as it appeared so obvious that
Theoretical a.nd Practical Diameter of Maximum Flames for which all t he Light is Employed,
the horse- power with forced draught would largely
Utilising the whole Pencil up to its EdgE:&.
exceed the contract power of 19,500 horses. The recommendation was, therefore, accepted by the Ministry
of Marine. This powerful ironclad is fitted with four
4 Lenses.
6 Lens es.
2 Lenses.
1 Lens.
8 Lenses.
F ocal Length of Lens.
34-oentimetre 67-ton Armstrong guns, eight 15-centimetre guns, sixteen 12-centimetre quick-fi ring guns, ten
I
5. 7-centimetre ditto, and seventeen 3. 7-centimetre ditto,
Theo'Db
eoTheoTheoTheoPrac
tical.
Practical
Practical. r etical. Practical. r etical.
First order
Second,
Third ,
Fourth,
Fifth ,
"
..
..
..
..
..
0. 920
0. 700
0. 500
0.250
0.1875
0.1500
0. 115
0.088
0.063
0.051
0.012
0.003
0.05
0.04
0.03
0.03
0.052
0.044
0.033
0.025
0.12
0.09
0.06
0 05
0.02
Q)
Duration
ot Flash .
Cil
p..
Focal
L ength of
Leas.
.....
0
,..
First
order
.0
100
25
26
100 25 Amp. 100 Amp.
Amp. Amp.
Amp. Amp.
2
4
secs.
secs.
0.031
0.062
0.193
0.039
0.078
0. 117
..
0.056
0.112
2,400,000
1,2LO,OOO
4,600,000
2,300,000
0.920
0.700
2
4
6
2
4
0.015
0.039
0.045
0.019
0.038
0.057
0.027
0.0154
2
4
0. 003 0.062
0.06 0.125
Second >
order I
Third }
order
0.50
Fourth)
order
0. 30
Apparent
Powar in
Luminous Power in
Thousands of
Carcele.
Car eels.
Q)
~
z
..
2160
2160
2160
1680
1 1680
1680
8550
8550
8550
6650
6650
1200
1200
4750
4750
720
720
2850
2300
Although many figures in this Table have only hypothetical value,* inter esting conclusions may be drawn
from them; for the fourth order t~~ li~ht with two pa~els
will only permit the complete utlltsat10n of the arc hght
up to 100 amperes; for the higher orders four panels are
more than sufficient, and ~he period .of flas~ being ~mob
inferior to the maximum ttme, there ts nothmg to hmder
our increasing further the intensi ty of t~e current, the
quantity of additional light so produced bemg .coi?Jpletelr
utilised . There is then, at present no matenal ;.mposstbility in establishing electric feux-eclairs, giving not
merely 8,000,000 bees with 1_oq amperes, as. the Table
indicates, but even 30 to 40 milhons of bees wtth ourren~s
of 400 to 500 amperes, such as are often spoken of m
England. Such a light placed at a height of 300 metres
would have a range of more tha:n 300 kilometres. .
If the duration of the flash 1e equal to the max tmum
time the full perception is arrived at, and the appa~ent
inte~sity varies according t o the ord inary law-t~at I S to
say, in the inverse ratio o~ the squa:re of the dtstance,
neglecting the atmospheric a:hsorpt10n. On th_e 9th_er
hand if the period of the flash ts reduced b~lo w th1s lmut,
th e ~pparent intensity will appear t o mcrease more
rapidly than .!. when the observer is approaching the
zz'
-----
0.03
0. 03
0.02
b ecause the intensity that they furnish in these conditions is inferior to what can be given by the third order.
For electric feux-eclairs we cannot think of rigorously
proportioning the diameter of the source of light to that
of the lens, for this would lead to very considerable sizes
These lights give flashes which are
for the ~carbons.
sensibly uniform, and it is consequently easy t o calculate
their apparent power by the aid of Blooh's law. We
thus obtain the following Table :
(I)
0.026
0 022
0.01 5
0. 013
0.02
- --
E N G I N E E R I N G.
"ENGINEERING" ILLUSTRATED PATENT
RECORD.
COMPILED BY
w.
LLOYD WISE.
2
en~rine
proceeding
through
the
tube
al,
tl':e
passage
a
, an.d th.e
A spiral spring is also inter posed between 6 and 7. (A ccepted
outlet pipe a4. The interior of the t ube al 1s bored out cyhn~n
October 4, 1893).
cally, and has fitted within it the throttle valve c, ~hie~ cons1sts
21,587. J. Bathorn and J. Stuart, Pollokshaws, of a ring connected by a rms to t he cen.tr al pa~t, '~h1cb 1s fonned
Renfrews, N.B. Plural-Expansion Steam Engtnes. at c2 into the smaller portion of a dttferentlal ptston, the la rger
[6 Figs. ] November 26, 1892.- In this invention, in using e. three- part of whic h is connected to the ~mall~r part by a rod d and
sta~e
d,l. The s maller part c2 of the ptaton 18 made t? move steamSELECTED ABSTRACJI'S OF RECENT PUBL.ISHED SPECIFICATIONS cyhndera a re form ed in one casting disposed t rigonally and tnut
ight within bushes e, el fixed in the cover b (Flg..1). aD~ t}?.e
UNDER THE ACTS 1883-1888.
inverted, vertical in position . The three pi,ton- r ods a re larger part of the piston is fitted so as t o move steamt1ght w1thin
Fig.1.
1.
A
ELECTRICAL APPARA'I'OS.
21,811. c. E. L. Brown, Baden, Switzerland.
Alternating Current Motors. [9 F igs.] November 29,
'i1J. ~
Fig . 2.
.Fig.8.
.Ptg.3.
Or
w.
Lhc pos:ti~ n Fig. 1, where the valve c does not obstruct the &team ,
but allows it to pass out of the tube and through the passage a"',
but when steam from t he boiler is admitted to the cylinder rJ , and
on to the larger end of the piston, it exer ts its force upon a g reater
ar ea than that CJf the smaller end of the pil:ton, and thereby forces
the pibton down the cylinder u and moves the ring c attached to it
down the tube al. By exhausting the steam in the space above th e
piston , t he r everse a c tion tak es place. ~o admi.t s tea.m and ex haust
it from the c~ linder g the steam ch est IS supphed wat.b steam from
t he boile r thr ough the inlet pipe hl, and the outlet pipe Jt2 and
the cylincter g a re either put in communication with the steam
chest or the exhaust passage h 3 by movinJt the slide valve h4 upon
its por t face by means of a rocking shaft j made to engage with
the interior of the valve. The rocking abaft j turns in bearings
formed in the chest lt, through one side of which it passes through
a stuffing-box, and it is pro vided with a spanner for t he purp: ee
of turn ing it. (.dccepted Octolm 4, 1893).
17,636.
of air from the centre to the outside of the motor. Near the inner
periphery the iron sheath Al is provided with boles A:J of oval
shape, through which parts of the wires forming the outer windin~
A are pas3ed. Ooe half of these wires is bent bac k in a definite
di rection, but so that they are situated always at t he same distance
from the axle. The wires of the other half a re bent in an opposite
direction , the ends being soldered to~etb er to form a drum wind
ing. The rotary part of the winding is ce.n ied by a shE>ath D.
The sheet-metal plates forming this sheath are, near their outer
periphery formed with holes similar to those in the outer magnetic sheath A2, and contain a similar winding G. (Accepted
October 11, 1893.)
Ftg .2
Fig .1
the valve. The inlet por~ is between the ports of the fi rststsge
C}linder, and the steam is d :s tributed to them by a cavity in the
valve. When the Yalve is in position for supplying steam to one
port Nt, the opposite one N2 is in communication with another P:l
in the vah e, and through a cur,ed passage within the valve with
a cavity which is also form ed in it in a position to distribute
steam to the ports Q, Q2 of the second-stage cylinder . The steam
from the second-stage cylinder similarly passes through a port R2
and an internal passage in the vahe to a cavity, which distributes it to the ports of the t hird cylinder, the steam on leaving
the latter passing throu~h a port and passage in the valve t o a
space at the end of the valve chamber , a nd thence to the exhaust
passage which communicates with both ends of t he valve
chamber. ( ~ ccepted October 4, 1893).
R:J .1
R ..
w. Paton, Richmond,
Surrey. Operating
Throttle, &c., Valves from a Distance. [2 Ftgs. ] Octo17,635.
sleeve and gland, one end of the sleeve and the opposite end of
the gland being supportEd by t.be two concentric spheric.a l
bearing surlaces. 1, 11 are the split inner bushes, arranged to
break joint. The qland is formed in parts 6, 7 ; 12 is an interposed ring under compreaeion between the gland 7 and sleeve 3.
z.
leaves the chamber is murh smaller than the other, and its arfa
r equires the pump piston to exert pressure upon the liquid in
order t hat it may be fo rced thr ough it and out of the cba.mber.
This pressure so varies with every variation of the :~peed of t he
piston, and the liquid exe r ts a varying p ressure upon t he end of
the piston projecting into t he chamber, and when the pressure
exc eeds that of the spring the piston moves out of it, this motion
being made available for operating appliances for checking the
speed of the engine and preventing it becoming injuriously accelerated. The steam chest cont a ining the valve by which the
piston is caused to reciprocate is mounted upon the bedplate,
and its valve's spindle is so placed and arranged that projections
formed upon a sleeve carried by the pump's piston-rod give the
motions to t h e valve required for causing the piston's r eciprocations. Tbe sleeve is connected to the pump's pistonrod so as to
permit o~ its having a small angular motion upon the r od, but no
end motiOn, and the sleeve is connected to the piston projecting
into the chamber by levers arranged so as to allow of the piston
imparting to the sleeve the r equired angular motion when pressed
out of its oylinder by the liquid in the chamber. (.A ccepted
October 4, 1893).
E N G I N E E R I N G.
attached by nuts to the casting 2, in which Is fittPd the wedgeehaped t.runnion block 3 to insure the gab end 4 being always a
flt. To throw the eooentric which works the valve out of gear,
the handwheel 5 is turned round from its natural position, and
in tur ning lifts the gab 4 up and out of gear. The bandwheel is
then d r awn forward in tbe direction of the arrows. The "ah e
Tbis in,ention r elates to shuttles for use in looms, and 1ts obJ et
is to p rovide means whereby they may be easily threaded." ben in
340. G. Llttlewood, Huddersfield, Yorks. Looms. uqe. A g roo\'e is formed in the body of the shuttle, extend lOll' from
[6 .Pi{}d ] January 7, 1893.- This in vention r elates to shuttle the open part towards the tip, a second g roove extending from the
checking motion, and has fo r its object to prevent breakages
arising from the ~ickers being drawu into the boxes when the
operation of" pickmg out " is being pe rformed. A b racket b is
affixed to 'be llrea.st beam a of a loom , atAd a catch leve r is
mounted on it, this le'fer, unde r certain conditions, e oga~ing
wltb a. sliding bracket k, to which the checking straps n , 1&.1 are
attached . A p rojecting finger/, provided on a.n attachment, when
Fig. 1.
Fig.u.
b
b
224 ... ) ,
Rg .4.
J40
in position engages with and depresses the outer end of the catch
lever, thus liberating and r eleasing the movable bracket, and
therefore the c hecking straps and pickers, whic h then r emain
inoperative until the loom 1 again set in motion . When this
takes place, the finge r atta ched to the settingon r od g is r emoved from the catch lever, t his le,er th en engaging with the
movable br acket when the l atter is brought into position by t he
mcwement of the lathe, and the shuttle checking motion is then
again brought into play. ( ~ ccepted Octouer 11, 1893.)
Fio.J
.
v
first one, and passing obliquely O\'er the shuttle and terminating at
tbe del.ivery point. Within this slot is placed a wire wbiob is bent
and coiled to form two eyes, one of \Ybicb is at the junc tion of the
grooves, and t~e other at t~e delivery point. The threading is
effected hy l ayrn~ a thread m the first groo,e and pulling it sideways and down into the second slot, the thr ead being then passed
into the two eyes. (.d ccepted. October 11, 1893).
19,041.
&c. [7
Lubricating Axles,
vention has r eference to valves applicable for air , circ ulating, &c ,
\Fio.3.
pumps. The valve consist of a disc A of sheet metal, secu red at
oan then be moved in any direction by the band wheel 6, and t he ats centr e to a tubular boss B, and provided near the outer peri
gab i8 kept out of gear by the concentric part of the cam 6, which, pbery with a ring Al. The ring AI ser ves for st reogt.beoi n~ the
.'
through the movement of the wheel in the direction of the thin disc por tion of the valve and for loading lhe val'.'e to the
arrows, is brought under the gab end of the eccentric rod. requi red e xtent. The va lve is formed on its underside with a
number of ftutes C of g radually decreasing depth towards the
~ coepted. October 11, 1893.)
~
centre, w ber e they merge into the flat surface of the disc , and a re
c losed at t heir outer ends by the port ion A2 of metal fo r ming part
IIISCELLANEOlJS.
of the r ing Al, io whic h tht> outer ed~e of t he disc A is h eld. Each be remo,ed when necessary. This bearing can be st rengthened
19,043. J. Willey, Rotherham, Yorkshire. Haulage of the ftutes C has one of its edges (C1) arran~ed tangentially to a by being fitted into a jacket of metal, such as cast iron o r steel,
Clip. [6 l"igs.) October 24, 1892.-Tbis in vention consists of a c iNle, having the axis of the val ve as it s centre, so t hat the having holes communicating with those in ~be journal bea rin~s.
haulage clip comprising two books b bent to suit the diameter of
If the mould is internal, a round piece o r metal of the same d1a
the rope R, and jomed together with a c u r ved distance piece b2 with
meter as the axle or spindle fo r which the bearing is beiog cast,
projection b3 and slot boles to admit the stalk cl of the setting-up
is us ed. The mould surrounding this ha s the studs projecting
block C which is ~roove d to suit the rope, the stalk bavin~ a
from its inn e r surface, the leng th of these studs giviog the
slotted 'bole io it to suit the lever and cam pin . The block 0 is
desired thickness to th e bearings. If the m ould is external, it
actuated oo the r ope R by a lever and cam combin ed . The
will be in two pa r .s, with the studs projecting round its outer
c1m has a flat place on t he face, so arranged as to lock the le\'er
circumference, t he si ze of the bearing being re~ lated by the
body of the mould, co vers being provided to r etam th e metal in
the moulds until it has cooled r eady for remo\'al. ( J1 ccepted.
H
October 4, 1893).
..
f~l
Ho
fh'n 1
.... -:;?'
b'
c.
.
-Pin.3
-::7
23,825. H . Skewes, Camborne, Cornwall. Combined Moulding, Planlnjt, and Sawing Machines.
Fig . 2 .
ig . 4-.
Fig.Z.
/l0 4J
from going back when the block is at the point of c.ont~ct with
the rope. T he lever and cam are attached to the proJec~oton by a
pin. (.Accepted October 11, 1893).
20 868. J. Thompson, London. Couplings. [7 ~iqs.]
Nov~mber 17, 1892.-This imentico r elates to mean~ for umtmg
fl exible a rmoured hose to couplings. A sook~t A 1s employed,
with a contracted end into ~hi?h se~eotal P.eces B ~re ft~ted,
each piece having a double mchned r1b D on 1ts ex tenor , and a
[4 F i.tJB. ]
2.
0
Fl{l1
Fig.2.
to tighten t he wood on the
r ods D, the lower ends of which rest u pon io~line~ surfaces F,, ~o
that on the latter being operated In one dtrec tton, the ~ertJCal
rods together with the cylinder and th er, are raised bodily, and
rem~in in that ele\ ateci position until the inclined surfaces are
ope rated in the re\ er e direc tion. These sur f tN are operated by
t eed rollers.