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mountams, as well as in crossing the larger rivers
of Sou th Africa. (Orange, Vaal, &c.), so that future
work need not be so h eavy. The causes of the
r elatively heavier cost of these lines have been
su fficiently pointed out in a previous article. The
Kl\roo and Kalakari por tions of the lines cost under
600~l . a mile (exclusive of rolling stock), and the
porhr:> ns most rece'"ltly buil ~ even hss
Taking
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23
Colony.
Class.
Description .
33(1
400
Be
Miles. Miles. yond.
[DEc. r, 1893
E N G I N E E R I N G.
beds in reducing the locomotive expenses on Cape this coal = 1 ton of South Wales steam coal. The
railways, and the eastern system providing acce&s results obtained from Tudwe coal are s uperior to
to them was eagerly pushed forward to completion the above, both in thickness of seams (4 ft. 6 in.),
for t his express purpose, but the result has been, on I and in quality (1f tons Tud we = 1 ton English), but
the whole, disappointing. The Cyphergit Mine, the want of rail way communication has so far, by
Fig.10
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ENGINEERI NG,
D Ec. r, I 893. J
E N G I N E E R I N G.
I Yro.r.
I
Area.
Population.
sq. miles
Ex pc.r te.
Imports.
Revenu E>.
J;
I
I
118,256
f w.
{ w.
18N
200,610
{ w.
138-!
2H,<i:J6
{wb.
1501
22 1,111
1854
Cape . .
t b.
b.
b.
{ w.
b.
109,92 1 }
138,704
122,740}
129,167
236,783}
48 4,201
3-:10,000
9 12,947
376,9&7}
1, 750, 297
1 51
Na' at ..
1 61
12,561
1374
20,212
188 1
20,461
w.
b.
\\ ,
b.
w.
' b.
1891
20,461
{ w.
b.
Debt.
U ,vernment and
cotporate bodi t>.
.e
663,936
1,453, 728
20G,COO
none
9,59 j,501
2,471,9S9
687.713
1, 009,660
4,693,66 1
6,558,216
1,660,000
2, 320,000
9,170,447
8.894,630
3,918,162
21,671,162
8,672,766
4,149,876
2-1 ,839,161
11,116.231
220,267
691,686
162,241
100,000
92,080
770,094
1,121,94S
26-:1 ,402
331,600
63, U 2
891,747
1, 761,1(\7
620,4 96
2 554,000
231,200
1,18 1,118
3,690,794
1,422,688
5,060.354
564,300
I
great easterly trade route round the Cape cannot part ~ shown the counterpart relative expending
well be overestimated, and it will probably to a necess1ty of each system. It will be at once
great extent once more incline the scale in favour perceived that the inherent earning capacity of the
of t he somewhat discarded open-sea route against Natal system is superior to either of the Cape
the favourite modern Suez Canal route.
systems, and though subject t o precisely the same
'Ve will now consider the diagrams on pages 655 periods of depression, it has evinced more buoyancy
and 656 illustrating the working of the South African than the others. The system approaching the
colonial railways. Fig. 2 shows the relative and closest t o the average of the four is the Cape Midabsolute rate of extension of the various systems. land ; while the worst in every r espect, inherent
1881 to 1883 were years of comparative quiescence, earning capacity, buoyancy, benefit from extension,
as were also 1886 to 1888, chiefly due to the tempo- &c. , has been the Cape Eastern. The expenditure
rary depression of the mining industries of the has been, on the whole, fairly parallel to the earninterior . The years of greatest constructive activity ings, the Cape Midland being again the nearest to
were 1878 to 1880, 1884, and 1891-2. Diagrams the average, while the most extravagant in working
Figs. 3 and 4 show the passengers and t onnage have been the Cape Eastern and the Natal systems ;
carried. These fairly follow the same general in the latter case the earnings being, however, on
feat ures as the construction record (Diagram Fig. 2). the whole the best, and in the former the worst of
It will be noticed, ho wever , that during the first any system, and the causes of the extravagance in
period of constructive q uiescence (1881 to 1884) a the on e being due to the character of the line
first maximum in both classes of t raffic was reached worked, and in t he other to the inherent inferiority
with a total of over 3 million passengers and in earning capacity. The maximum earning per
700,000 t ons of goods. The succeeding minimum mile has been on the N ata.I system (2378l. in
was reached at the end of 1886 with 2! millions of 1890). and the minimum on the Eastern (1886-87),
passengers and 440,000 tons of goods ; since then of 345l. The maximum expenditure has also been
progress in both branches of traffic has been pari on the Natal system (1883-84), of 1710l. per mile,
passH with extension and on a parallel grade. A t and the minimum on the Eastern ( 1888-89), of
the end of 1892 the t otals were about 5! millions for 62l. !Os.
passengers and l l milJions for goods.
Diagram Fig. 10, "Earnings and Expenditure per
Diagram Fig. 5 shows t he t rain-miles run, and Train-Mile," shows the same results, more especially
this also has been fairly parallel to the constructive from the point of view of management, and here
development and the passenger and goods traffic the best in b oth respects has been t he Cape Midexpansion of the various systems. On the whole, land.
however , it would have been more beneficial t o the
Di1gra.m Fig. 11, '~Expenses per Cent. of Earn
earnings had the fluctuations in the traffic been ings. "-This shows the relative working economy of
more closely followed in the working arrangements the various systems. The one which has been the
during the period of depression culminating in most uniformly economical is the Cape Western,
188u-7, as t he train-mileage was proportionately in which has been worked from a maximum of 76.85
excess of what was st rictly indispensable. Start ing per cent. in 1878 to a minimum of 65.3 per cent. in
from a modest total of some 15, 000 miles in 1873, 1888, its average having been about 65 per cent.
the train-mileage reached a first maximum of 3k The least economical has been the Cape Eastern,
millions of miles in 1882-3, then r eceded in 1884-5 which has varied from a. maximum of 175.03 per
t o a. minimum of 2! millions of mile3, and advanced cent. in 1877 t o a minimum of 75.9 per cent. in
progressively to a total of nearly 8! millions in 1889, its average being about 130 per cent., or
double t he Cape Western. The Cape !Yiidland bids
1892.
Diagrams F igs. 6, 7, and 8 show the receipts and fair to be the most economical, as it alone has
the total and detail expenditure on the various reached a minimum of 41.9 per cent. in 1888, and
systems. It is t o be r emarked that the goods r eceipts is likely to remain b elow 50 per cent. for the
on the Cape Midland have been strictly parallel to future. The extensions in the Natal system having
t he general total for all the four systems, which has now reached the coalfields, the economy of workbeen evenly and progressively expanding, with an ing seems to have become equal to the Cape
insignificant maximum in 1882-83 and minimum Western, n otwithstanding its r elative inferiority
in 1883-84, from a t otal of 60, OOOl. in 1873 to in gradients, curves, and length, and may even
2,468,672l. in 1891. This proves that t he rates become lower, though in 1885 it touched a maxihave been subject to temporary adjustment to mum of 105.19 per cent. , and only reached a minicompensate for the falling-off in traffic, culminating mum of 56.90 per cent. in 1889. The present
in 1886-7, which produced no corresponding mi!li- general average of t he four systems is 65 per cent.
Diagram Fig. 12, "Capital Invested ."-The inmum in the receipts. The most even progresstve
expansion in the passenger earnings is noticeable on crease of capital invested on these lines is, as would
the Cape W estern, and in goods on the Cap~ Mid- be i maoined, progressive, and a pretty accurate reland, but in both r espects the Natal system 1s o.nly fie ctio; of the number of miles opened in each year.
Diagram Fig. 13 shows the net earnings in per
slightly inferior. The expenditure has been fatrly
parallel to the receipts throughout, and has be.e n cent. of capital invested on t he various s~ste:ms, that
subject to relative reduction to further neutralise is, their merit as investments. The capttal m vested
the effects of the depression of t raffic which ensued in these systems was raised by Government loans,
with interest ranging from a maximum of 5 per
between 1883 and 1888.
Diagram Fig. 9, '' Earnings and Expend~ture per CEnt. (for small loans) to a minimum of 3! per
Mile Open, " in its upper part shows the relattve ea.~n cEnt., t he average having been 4 per cent. all
this in mind, it appears that none
ing capacity inherent in each system, due to (1) 1ts r ound. Bearino
0
particular position with reference to the sources of of the eystems began to pay interest on capital
traffic, and (2) the effect of extensions. In its lower before 1886-88, and one (the Cape Eastern) has never
(To be continued.)
E N G I N E E R I N G.
[DEc. 1, 1893 .
CO~STRUCTED BY THE JONE~ AND LA~1SON MACHINE COl\1PANY, SPRINGFIELD, YER~IONT, U.S.A.
Fiy. 1.
Fig.2
'ZOJD 8
Fig3.
DEc.
E N G I N E E R I N G.
1893.]
1,
COLUMBIAN EXPOSITION.
CONSTRUCTED BY THE JONES AND LAMSON 1\;lACHINE COMPANY, SPRINGFIELD, YER~lONT, U.S.A.
Pig.8.
Fig. 5.
Fig 6.
'L030 F
'J.QJO E
Fig.7.
Fig.9.
..
OQO
20JO . H .
660
Royal Institution '' Friday evenings," at the
meetings of the Physical Society, the Civil or
Electrical Engineers, are often quite as curious
about tohom as about what they are to see ; and we
know that scores of men attended the sessions of
the Electrical Congress, r ecently held at Chicago,
chiefly to see such leaders of scientific thought as
Helmholtz, Mascart, Rowland, Preece, Ayrton,
Hospitallier, Nikola Tesla, Elihu Thomson, &c.
Next to meeting those, whose names are identified with the progress of science, one likes t o see
the tools with which they worked, the apparatus
with which they succeeded in inducing Nature to
disclose to them some of her secrets. Surely the
sight of Torricelli's tube, of Galileo's telescope, or
an element of Volta's "pile," would awaken some
enthusiasm even in the most professedly phlegmatic.
This thought was often in our mind as we went
on our daily stroll through the buildings of the
World's Fair. While admiring the triumphs of
invention and the achievements of mechanical
skill, we often sought, with eager eye, for some
of the handiwork of the masters of our own craft.
N 0r was our quest wholly unrewarded, for, with
patience and diligence, we succeeded in finding a
number of objects specially dear to the student of
physical science.
As is well known, s~me of the earliest work in
electrostatic induction was done by Professor
J oseph Henry in 1832 and the following years.
For fourteen years he held the chair of Natural
Philosophy in Prince ton College, New Jersey ; and
when, in 1846, he accepted the secretaryship of the
Smithsonian Institution, Washington, with appropriate feeling and characteristic generosity he
donated his apparatus to the laboratory of the New
Jersey college he was le1ving. Knowing the value
of this bequest, the fa~ulty of Princeton were well
advised when they decided upon making it the
nucleus of t he extensive exhibit which they were
sending to the World's Fair. There, in the Liberal
Arts Building, we had the advantage of finding (1)
:he ribbon spirals from which Henry obtained a
J umervus progeny of induced currents of various
Orders ; (2) the L'- yden jar with which he discovered
}he oscillatory character of condenser discharges ;
and (3) the Galvanic magnet from which, independently of our own Faraday, he elicited the first
electro-magnetic spark.
It was indeed a pleasure to see and a privilege to
handle these and other pieces of home-made apparatus with which so many and such pregnant discoveries were made. It thus happened that while
some of the leading electricians of Europe and
America, assembl~d in the Hall of Columbus,
Chicago, were deciding finally to call the unit of
self-induction the hemy, scores of humble students
were seeking out the Princeton exhibit to honour
Henry's genius.
In another building - -the Electrical- we were
fortunate enough to discover a most interesting and
valuable relic of Henry's illustrious contemporary,
Samuel B . Morae, the code-giver of electric telegraphy. It was protected from the touch of the
profannm vulgus by a glass case, and jealously
guarded by a fine marble bust of the great inventor
himself. In the large wooden model we soon
r ecoCYnised the original of the ubiquitous "Morae
receiver. " Though made of common deal, it was
the concrete solution which the American "Professor " offered in 1836 of the problem of rapid and
accurate telegraphy. More than fifty years have
gone by, and still the Morae continues t<;> ~e t~e
recipient of our despatches. Doubtless It 1s th1s
long-lived utility and success that the descendants
of Professor Morse wished to emphasise by placing
a small and elegant every-day receiver side by side
with its roughly made prototype.
A few paces from this telegraphic group we
found a noble bust of Oyrus W. Field, looking ~ig
nificantly-we would say complacently-a~ a tmy
piece of the cable of 1858; and well he might, for
that little fragment speaks no less eloquently than
the chiselled marble of his energy and perseverance,
which so largely contributed to the final success
of ocean teleCYraphy. His first Atlantic venture
deservedly holds the position of honour amidst
its numerous lineal descendants here represented,
viz., the Direct United States Cable, the AngloAmerican, the Jay Gould, the Mackay-Benne~t,
the French Atlantic, and several others made m
the busy workshops of Messrs. S iemens Brothers.
In a gallery of thi3 same building w~ found a
sm~ll collection of apparc1tus that obv10usly be-
E N G I N E E R 1N G.
longed to t he historical class. It was profusely
decorated with black velvet hangings, each streamer
being relieved by a long flash of most angular
lightning traced in broad silvery braid. The group
was further ornamented with busts of those
energetic pionet'rs, Samuel von Sommering, Philip
Reis, and the indefatigable W erner von Siemens,
whilst Karl Gauss and Wilhelm Weber looked
smilingly down from their artistic medallions. It
was evident that we were in Germany, and that
we had before us a few of the solid products of the
fertile German mind.
Yes ; there we found the selfsame magnetoelectric telegraph made and worked hy Gauss and
Weber at Gottingen in 1833, and also the first
machine built in Germany involving the dynamoelectric principle-viz., the exalting of the infinitesimal residual " field" to an intense degree
by the mutual action of the field-magnets and the
rotating armature. It is not a little curious to
note that the discovery of this fundamental principle should have occurred to three investigators
almost at the same time in 1866- viz., Cromwell
Varley, Dr. 'Verner von Siemens, and Sir Charles
Wheatstone, and also that each should have constructed for himself a dynamo embodying it. The
electrician is now as well off as his brother
astronomer or mathematician, for in this triple
event he has a parallel for the independent discovery of Neptune by Adams and Leverrier, and
the simultaneous origination of the Calculus by
Newton and Leibnitz.
Of no small interest, although it has been so often
exhibited, was the collection of our own Postal
Telegraph Department. It was naturally assigned to
the Electricity Building, where it was well displayed
in the middle aisle. It was, indeed, fortunate t hat
this collection was sent to Chicago, for it was the
only thing in the British section of the Electrical
Building worthy of notice. Though surrounded by
humming motors, revolving lighthouse lenses, and
many attractive applications of the alternating
current, it eff~ctively differentiated itself, and constantly drew its groups of active inspectors. On
that long table, it is not too much to say, there lay
an abridged history of English telegraphy. Needle
instruments multiple and single, resietance coils,
relays, universal switches, glass and porceb.in insulators, and a great variety of other appliances
testified to the vigorous way in which English
inventors and men of science grapple:! with the
difficulties that successively arose in telegraphic
communication. Wheatstone's famous instrument
of 1837 was conspicuous by its large lozenge-shaped
dial-plate and its five magnetic needles. It was
inte-resting to turn from this telegraph, which
required five distinct lines, to Delany's multiplex
transmitter, which allows six messages to be
sent on one line at the same time.* Great as is
this achievement of the New York electrician,
we seem not to be fully satisfied, for we find people
eagerly seeking to abolish even this single line
itself, hoping to discover a means of sending our
messages through free space on the crest of fleet
electric waves. Some future International Exhibition will, doubtless, have among its special attractions the electric-r adiation apparatus with which an
Edison or a Tesla will have solved this tempting
problem of contemporary telegraphy. In the meantime, we must learn to be content with our quadruplex Delanies, aided as they will soon be by telautoWhile musing over the possible
graphic Grays. t
complete disappearance of our multitudinous airline~, we took increased interest in examining the
2-ft. specimen shown of the earliest of our English
lines, viz., that laid down in 1837 between L ondon
and Camden Town by Cooke and 'Vheatstone.
The copper wire was inserted bare in a deep gr~ove
made in a piece of wood, and then buried in the
ground. The circuit was completely metallic, the
earth not being used for '' the return. " As has been
remark~d, Wheatstone and Cooke had to invent
not only their instruments, but the very line itself.
One of the vicissitudes to which telegraph poles
are exposed was very aptly illustrated. It appears
that there are various explanations current of the
musical note emitted by these long poles. The common wayfar er notices it! and, witho.ut. any superfluous reflection, feels quite sure that It IS due to the
messages chasing one another along the wire ; the
[DEc.
r, r8gj.
The Public are respectfully informed that this interesting and most extraordinary apparatus, by which upwards
of fifty eignals can be transmitted to a distance of 280,000
miles in one minute, may be seen in operation daily (Sun
day excepted) from 9 till 8 at the
TELEGRAPH 0J:o' J.' ICR, PADDINGTON,
AND
TELEGRAPH
CCTTAGE,
SLOUG H.
Admission, ls.
Despatches instantaneously sent to and fro with the
most confidin~ secrecy. Post horses and conveyances of
every desoript10n may be ordered by the electric tele~aph
to be in readiness on the arrival of a train at either Paddington or Slough Station.
The terms for sending a despatch ordering post horses,
&c., only one shilling.
N.B.-Messengers in constant attendance, so that com
munications received by telegraph would be forwarded, if
required, to any pa.rtl of London, Windsor, Eton, &c.
THOMAS H ORNE,
L icensee.
Dtc.
1,
r893.]
LITERATURE.
Public Health Problems. By JoHN F. J . SYKES, B.Sc.,
M. B. London: Waiter Scott, Limited. [Price 3s. 6d.]
E N C 1 N E E R l N G.
information cannob possibly be obtained as r egards
civilians. The author lays further stress also upon
a fact that amateur politicians would do well to
recognise more-the fact t hat ''State r emedies
cannot be applied in advance of public opinion,
and this is slow to m ove. " But in discussing the
remedies for the morbid social conditions set up by
an abn ormal concentration of the population in
large towns, he, himself, seems inclined to fall into
the very error of narrow views he would save others
from, and puts forwal'd the opinions of a rather
advanced section of the medical profession as the
only ones worthy of r espect, all others in opposition
being viewed as simply due to the inertia of ignorance. Of course this may be true, but, only t o
take the cases quoted by the author, many educated
people have serious objections to the practice of
cremation caused by the state of public knowledge
alone, and the indiscriminate muzzling of d ogs did
not m eet with universal approval from even the
medical profession. Remedies for any abnormal
condition involve details which often prove troublesome to carry out, and many excellent social designs
have fallen to the ground owing to some d etail of
this kind being involved in them. The rest raint,
too, upon the individual for the general good, is a
matter of public policy, and where such a question
of policy can be solved in several ways, then that
solution which will interfere the least with t he
liberty and conscience of the subject will be the on e
to oommand the readiest support; in any case mere
departmental convenience should sink into a
secondary place whenever public morals ar e concerned, and even efficiency from a medical point of
view cannot be allowed the first place in such cases.
The book displays admirable method. It is divided
into !jeveral distinct parts, and these again into
chapters, but each chapter leads well up to the
next.
Naturally, since public health has very
la rgely to d o with the prevention of disease, and
with the average of the separate states of individuals,
it is most appropriate to first consider the factor s of
life common to all individuals. Amongst these
factors, the influence of heredity has the first pla~e,
and is very ably dealt with. In the course of the
chapter the well-being of the nation is clearly
shown to be ultimately d ependent upon the adoption
of good habits by i ndividuals.
Education can
assist very greatly in this, but in reading the b ook
one much regrets that the moral element in individuals is so much ignored. The teaching that
"The first r equisite of life is to be a good animal,
and to be a nation of good animals is the first condition of national prosperity, " is admittedly good
as far as it goes, but surely can be pushed too far.
All, however, will agree with the author that if
there is one subject that should be compulsory in
all schools without exce{'tion, it is the science and
art of living in accordance with the rules of health.
The influence of the home, however, must in the
great maj ority of cases far outweigh any school
teaching, and is the cause of t he gr eat difficulty of
effecting much good in this respect am ongst the
masses.
The surroundings of the individual form the next
object of attention, and physical, chemical, and
biological influences a re success ively dealt with.
The author rightly treats t.hem separately, for they
widely diffar in the mode of their action, though
each involves the operation of the other two. The
ohapter upon physical influences is accompanied by
some very instructive tables and charts, by means
of which many facts, already well known, are m ade
to appeal with fresh force to the mind. Incidentally,
to show the effect of cold upon the young, the
author refers to the different ratio of area to contents exhibited by models whose dimensions differ,
and is betrayed into a little error j nevertheless, he
calls attention to facts often overlooked.
Venti_lation is dealt, with under the heading of
'' Chem1cal Influences, ' and here the author gives
a good many useful figures. H e holds to the excellent rule, that each adult should have 1000
cubic feet of air space, and that the air should be
renewed three times every hour, hut at the same
time . points ou_t t~at t h e word '' overcrowding "
has httle meaning 1f the rate of renewal of the air
is ignored, for th e air in a sailor's narrow '' bunk "
in a ship at sea may be, and often is, preferable to
that in a fair-sized bedroom, although the former
may only g ive 72 cubic feet of space, and the latter
1000, for each occupant.
The serious results
brought about by fogs are well exhibited by the
graphic meteorological records of the winter
1879-80, presumably for London, where the mor-
661
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663
E N G I N E E R I N G.
893. J
COLUMBIAN EXPOSITION.
1\lONTREAL.
A cos i
=2n + l.
2
(a
z .).
Cos 2 i = 0,
or
E N G I N E E R I N G.
Centre of cylinder to centre
and r eflected t o solving a standard problem- the
driv ing axle
...
...
photographic reproduction of colours.
Altogether the book is well arranged, clear in B oiler:
Pressure per sq ua.re inch . . .
explanations, and within its scope comprehensive
L ength of barrel . . .
. ..
and workmanlike.
BOOKS RECEIVED.
The M echanics flj H oisting M achinery. By D r. J cuu
\VEl BACH and Professor GuSTAV H ERRMANN. Authori sed tran~lation from the second German edition by
KABL P . DAHL TRO~r, M. :K With 177 illu3trations.
L ondon and New York : Macmillan and Co. [Price
12~ . Gd.]
Concrete; Its Nature and Uses. By GEORGE L . SoTCLII<'l'E
' Vith illustration~. L ondon : Crosby L ockwood and
Son.
Th e Principles of W ater Works E nginetrinp. By J . H.
T unsn&RY T uRNER, B .Sc. , and A. W. BRIGBTMORE,
M .Sc.
L ondon : E. and F. N . Spon; New York :
Spon a.nd Chamberlain.
F irst Principles of Electrical Engineering. By C. H. \V.
BrGGS. New Edition-partly r ewritten and extended.
Illustrated. IJond ou : Biggs and Co. [Pti ce 2s. 6d.]
A Field B ook for Civil Engiruers. By D ANIEL CARHART,
C.E. Boston, U.S. A.: Ginn and Co.
Machinery for MctClliferous Mines. By E. H ENRY DAVIES,
F.G.S. With upwards of 300 illustrations. L ondon :
Crosbv L ockwood and Son.
The Daw n of Civilisation; orJ.. England i n the N i neteenth
Century. Edited by J. C. ~PENCF.. L ondon : Watts
and Co.
Die Dampfmaschinen unter hauptsiichlichster B crucksichtigung completer Dampjanlagen sowie Ma'rktfiihiger Maschintn. Bearbeitet von H ERl\f. H AET>F.lt.
Ftinftes
Ta.usend. Mit 174 1 Figuren, 242 Ta.bellen, und za.hlreichen Beispielen. Dusseldorf : L . Schwann. [ Price
10 matks,]
'V
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G ft. 9 m.
1 ~ ft. 3 in.
5 ft. 3 in.
~2 ft. 10 in.
48 ft. 4i in.
3! in.
4 ft. 3 in.
4 ft. 5~ in.
of
. ..
13ft. 4 in.
. ..
180 lb.
. ..
12 ft. 6~ in.
Diameter of outside...
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SI
'fbickness of plates .. .
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[DEc.
I, I 893 .
ENGINEERING,
DECEMBER
1, 1893.
T R I P L E -EX P A N S I 0 N E N G I N E S F 0 R T U R I< I S H
G U N B 0 A T S.
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being 22.758 square inches. The diameter of the discharge pipe is 41 ~n .
.
.
Steam is supphed from a double-ended cylmdn~a.l
boiler with two furnaces at each end. The external
diameter of the boiler is 9 ft. 4~ in., and the length
13 ft. 10~ in. The furnaces are 33 in. in diameter,
outside measurement, and the length of the g rate is
4ft. 6 in., the t otal heating surface being 40.58 square
feet. There are in all 34.-7 tubes, all of brass, the ext ernal diameter being 2~ in. and the length 4 ft. 9 in.
The ra.tio of the b eating surface of the tubes to the grate
area is 22.44, and th e ratio of grate area to th e sectional area. of the tubes 4.64. The feed pump has a
cylinder 3:1 in. in diameter by 6 in. stroke, and
th ere is a similar pump for bilge duty, but any or
both might be used for either purpose.
The screw propeller, which has three blades, is 7ft.
in diameter, the pitch being 9 ft. 6 in. The proj ec ted
area of all the blades is 12. 6 square feet, and t he de
Yeloped area. 16 sq uare feet.
THE LATE MR. JOHN BAILEY DENTON.
TuE death of :Mr. l:hiley Denton, which took place
on the 19 th ul t. at Orclurd Court, tevenage, r emoves
from our midst an eminent civil engineer, who had
occupied a prominent position in the country for very
many years. H e commenced life as a pupil of L ord
Dacre's agent at Barton, and though he soon turned to
civil engineering, yet his early connection w ith agricul
ture and the managelllent of P.3tat es gave a bias to his
life. L ike all th e eng ineers who commenced Jife in
the early part of th e century, he was engaged for a
time on railway work, bei ng associa ted with the late
Mr. Brassey and Mr. Locke in the construction
of the Great N orthern, the London and South\Ves tern , th e Midland, the Oxford and Cambridge,
a.nd the Hitch in and Royston R ail ways. But in 1842
he opened a new outlet for his energies by commencing
an ag ita tion to ena.ble owners of settled estates t o
drain and improve their properties by means of money
raised by mortgage, and to charge the land with the
cost of such permanent improvements. This quickly
bore fruit in an A ct of Parliament, and under its provisions Mr. Den ton was occupied, more or less, all his
life. Large numbers of landowners raised money,
amounting in the aggregate to sever al millions sterling, to be spent on th e improvement of their estate~,
and not a. few sought the ad vice and assistance of the
subj ec t of this memoir in carrying out their plans.
Another subject which 1Ir. Dclnton made peculiarly
his own wa.s the p urification of sewage by its application to land At a. p eriod when the subject was but
little understood, he ad vanced views which have since
stood the test of time, and he was consulted, not only
at home, b ut aho on the continents of Europe and
America. H e als:> t ook great interest in water storage
and supply, and in the sewage of towns, his book on
sanitation being a standard work. He also wrote
" toraga of \Ya.ter, " "Village Sanitary E conomy,"
"The Progress of L and Drainage in Great Britain, "
"The Farm Homesteads of England, , &c.
Mr. D enton, who was the senior part ner of the firm
th at bears his name in Palace-cha.mbers, Westminster,
was for more than fifty years a member of the Institution of Civil Engineers, of the Sanitary Institute from
i ts commen cement, and of many other sor.ieties. He
was an honorary member of the Royal Agricnltura.l
Societies of Ita.Jy, Norway, Sweden, and Hanover, and
a Chevalier of the Merite Ag ricole of France. His
funeral was attended by a large number of the county
families of Hertfordshire, and by Messrs. Critchett
and Urantham, r epresenting the Institution of Ci vil
Engineers.
E N G I N E E R I N G.
arrived in England was little better than a t oy, wanting
in all the mechanical perfections needful to success.
I t went a -begging all round the market, as no one
would look at an apparatus which in vol ,etl such unscientific conditions. A happy inspiration, ho.vever,
induced one of its present owners to tak e up the invention, and eighteen years of success ha.ve demonstrated
th e wisdom of the decisiCJn. 'l'he initial discourage
ments were very great, the casting of the body of the
pump invol viug difficulties, Ly r eason of its complexity
and the risks caused by un equal contraction, which
few foundri es would care to g rapple with. These,
ho wever, were overcome, and the pulsometer has tak en
a. place for itself as characteristic as the centrifugal
pump. The comparative want of economy in the
original machine was compensated by the au vantages
of eoctreme compactness and durability, and, in spite
of all its faults, thousands of users ha.ve still an affection fo r it. But it did not rea.ch the fin a.l stage of its
uevelopment for a. long time, and p ossibly has not
yet done so ; a great increase in its steam economy
has been made, until at las t the r eproach of its former
wast efulness can no longer be brought against it, and
it compares in efficiency with directacting steam
pumps, without the loss of aoy of its independent and
valuable characteristic3.
A r eference to the discussion which t ook place on
October 26 a t the meeting of the Institution of
Mechanica.l E ngineera will show that, in experiments made on a number of pumps on the South- \Vest
Railways of Russia, Mr. A. Borodin found the footpounds of work done in raising water, for each pound
of steam used , by various forms of direct .acting
steam pumps of similar horse-power to the pulsometer
experimented on, to vary from 10,760 to 16, H~O. A
" Grel " pulsometer has been recently tested in thiR
country by Professo r'. Hudson Bea.re under far from
favo urable conditions, a nd gave 13,420 foot-pounds.
We congratulate the makers upon a result which Pro
fesso r K ennedy and others r emarked they should
never have expected.
That our readers may understand the means by
which the latest success has been arriv ed at, we
a ppend a description of the cut-off gear :
In this new arrangement, the steam, instead of
being allowed t o follow the water the entire length
of th e stroke, is now cut off at about half.stroke, and
the r emainder of the stroke is performed by the expansion of the fluid. The means by which this is
effected are shown in the annexed view. In place of
665
EXPLOSION OF A GAS CYLINDER AT
BRADFORD.
T uE coroner's inquiry into the fatal explosion of an
oxygen cylinder at Bradford sta.tion on November 10
was completed on November 15. The evidence went t o
show tha.t a. boy named John Williaru Fuller was sent
wi th two cylinders of gas to meet a train at Br&dfor.d
station. Oa arriving th ere he took one cylinder on hts
shoulder, and dragging the other with him, proceeded
down the subway leading to the station. H e then drop~ed
the cylinder from his should er to th e ground, on. w~JCh
it explod ed, killing the unfortunate Jad. The prtnCJpal
evidence was as follows :
H enry Dalby, 32, Kimberley-atreet, Bradford, optician'8 assistant, said be wa1 in the service of Messrs.
Riley Brothers. Last Wednesday week, a.bout twenty
minutes to six o'clock in the afternoon, he ordered tba
deceased to take two cylinders to the Exchange station
in time for the 6. 7 p.m. train for Queensbury. One
cylinder wa.s painted red and the other black. The one
painted red was charged with coal gas, and the black one
was charged with oxygen. The cylind ers were filled at
Manchester by the Manchester Oxygen Company. The
oxygen cylinder had only come in the eame morning. Ho
could not sa.y when the other came. The cylind t r containing oxygen belonged to Meesra. Riley Brothers. He
was not certain as to th e ownership of th e coa.l.ga.s
cylinder. H e gauged both the cylinders about four
o'clock the eame afternoon. He found that each cylinder
contained 120 atmosphere1:1, which was a. safe ga.uge. He
had k nocked th ese cylinders about for years and bad never
ha.d any accident with th em. He bad been accustomEd
to carry them by rail a.s personal luggage. Each cylinder
weighed about 25 lb., a.nd cost about 33s.
J ohn Good man, professor of engineering at the Yorkshire
College, sa.id that on th e p_revious Saturday, in company
with Mr. MorJey a.nd Mr. Ellis, he inspected the fourteen
pieces of metal in the possession of Superintendent Paul,
and a!so the sound coalgas cylinder . Every piece was
carefulJy examined. The fractures in every pa.t t we-re
crysta.Jline-coa.rseJy crystalline in the portions of the
bottom and t op of the cylinder, but of finer grain in the
centre. There was a. peculia.r fracture near the top of
the cylinder, which was different in shape from any other
fracture. This might or might not have been due to a
flaw in the material. The point was a doubtful one. and
opinions might differ. The fractured pieces showed bulging, which might have been done in the accident. The
thickness of th e metal varied very much over the cylinder.
It was impossible to avoid somelitt)e va.riation in making
such cylind ers, but he certainly thought the variation
much grea.ter th an it ought to have been. In a. wellmade cylinder th P va.ria.tions would not be so gr(at.
The Coroner: W ould not the varying thickness of the
metal be a source of weakness ?-Witness : Yes and no.
If the th innest portion was sufficiPnt to bear the pressurP,
the variation of the thickness would be no wea.kners, but
otherwise it would be. The ri~k of bulging, Mr.
Goodman went on to say, would certainly be greatest
where the metal was thinnest. He took a.wa.y to Leeds
two piece~ of the broken cylinder, whi ch he first bad photographed. The pieces were then cut up into test pieces
and subjected to a. series of experiments. A eound cylindPr, supplied by Messrs. Riley as a. duplicate, was a.leo
handed to him, and this he caused to be cu t into pieces,
and found it as varia.ble in thickness as the one which
was broken. These pieces were also subject(d to experiment, and the witness handed in a. detailed report of the
character of the tests infiicted a.nd the r esults obtained.
Steel ought not to be used of a. greater tensile strength
tha.n 32 tons per squa.re inch. Th~ steel of the cylinder in
ques tion was very high indeed in tensile strength. In sorue
cases it wa..s over 50 tons per square inch. This in itself
was not harmful, but it was always considered that
steel of very high tensile strength was very brittle, and
therefore unsuitabl~ for internal pressure, ef:\pecially when,
a.s in the case of a.n oxygen cylinder. it was likely to be
subjecb to much knocking about. The steel actually
used was, in his opinion, unsuitable for the purpose.
The maximum thickness of the body of the duplicate cylinder was found to be . 242 in., and the minimum
was .164 in. In the cylinder which burst he found that
the pieces varied from .172 in. to .205 in . . in thickness,
tho~gh be might, perhaps, find a thicker piece on examina.tlOn.
The Coroner: You have heard the evi dence that this
cylinder fell from the shoulder of th e deceased on to th e
concrete floor. D oes that expla.in its bursting ?-Yes;
after looking a.t the figures of my experiments, which
show bow very ha.rd and brittle th e material is. Although
the tensile strength is very great, it has very little
ductility. If the material used were good material, there
ought not to be the slightest danger of a.n explosion from
such a. fall on to the floor. This morniog, before coming
here, I took one of the cylinders which we are constantly
using a.t the Yorkshire Coll~ge, a.nd dropped it 22 ft. 6 in.
on to a cast iron block. There was no explosion, and the
cylinder received only a. small dent.
In reply t o further questions, witness said that tho
cylinder of which he bad just spokEn was charged with
oxygen at the tim e, and it was charged by the same firm
-the Manchester Oxygen Company-which filled th e
cylinder that burst. But it was a cylinder of different
make to that which burst. H e then took a. cylinder
similar to the one he dropped that morning- and cut it up,
a.nd found that the thickness was- ma.xrmum .232 in.
a.nd minimum .178 in. A third cylinder was burst by
hydraulic pressure, the bursting taking place a.t between
59 cwt. and 60 cwt. per square inch. These ex~;>eriments
c.onfirmed .his opinion that . the material used m the cyhnder, whwh burst and ktlled the deceased was improper. The apnealing of steel r educed the tensile
666
E N G I N E E R I N G.
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E N G I N E E R I N G.
BY
~1
AND
I.
J0 HN
E S S R S.
" DARING."
C O,
EN G INEE RS,
C HI S \V I C K.
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E N G I N E E R I N G.
[DEc.
I, I
893.
its entire buoyancy was lost. I do not suggest that the away, replacing it by a protective deck, sloped at sides,
BALL BEARINGS FOR THRUST BLOCKS. loss
of the ship was solely, or even chiefly, due to her of a turtle shape fore and aft, with protection on the
To TRE EDITOR OF ENGINEERING.
Sm.-It is p 3rhaps proper for me t o state that the forms
of grooves for the balls of thrust bearings, with the
method of constructing them, shown in the communi ~a
tion of 1\fr. C. H . Wing field in your issue of ~eptember 29,
were devised by me during an investigation of the
c:1.uses of friction in b .~oll bearings, the query having
arisen a s to why 1u bric~tion of such beatings was n ecessary.
It is, of course, quite evident that if the points of contact between the ball:J and the groove are of sensible
area, then there must be friction b t tween ball and groove,
the maximum amount of this frictbn probably occurring
in the case of grooves made semicircular in form to fit or
n early fit the balls. It is also clear that with grooes in
thrust bearing.s made with straight angular sides and with
the angles of sides equal, measured from the centre line of
shaft, th ere must be friction, because the outer side of
the groove has a. greater lineal velocity than the inner
side, se~ comes in c~ntacn with the ball at a. point, or
rather at a zone, rotating at the same speed a<J that zone
which comes into contact with the inner side of the
groove, which has a lower linear velocity. The plan
referred t o overcomes this difficulty, whether it be the
best possible arrangfment or not.
Mr. Ba.xter D. \Vhitney, o[ Winchendon, Mas3. , who,
it eeems, independently devised this form of groove about
a year before it occurred to me, found that at high
speeds the relati veJy flat outer angle gave the balls a
st rong tendt::ncy to fl y out of the groGve by centrifugal
force ; so much so, that in one case (of a vertical shaft} it
became necessary to weight the shaft in order to keep
the balls within the groove. Mr. J ohn J. Grant, of
Fitchburg, Mass., who has had considerable experience
with ball bearings, favours perfectly fiat, radial, hardened and ground surfaces for the balls t o run upon in
thrust b earings, and, whert'\ there are two or more rings
or sE-ries of balls, he separates them by thin rings of steel
which are not fastened to ei ther surface. Experience
shows th is to work well, and it is a construction which is
relati vely low in cost. I t seems almost needless to say
that ball bearings, like other bearings, must be pro
portioned to the work th.ey have. to d o, and as yet the~e
is hardly enough expen ence w1th them t o settle the1r
proportions in all classes of eer vice. Certain it is, however thl}.t very little analogy can be drawn between the
bearing~ of a. bicycle, which are not thru~t bearing.s, and
p erform very light service, and thrust bearings of propeller shafts, whic h mus t do very heavy dut~.
FRED. J. MILLER.
203, Broad way, New Y ork.
are
tge..Jh
n these days
are an anac ronism I
.
As the matter now rest s, a. valuable shtp and many
1.1ves b a ve b een 1os t ,. ..""' full report of the d epartment
.
has
res onsible for the ship's design and construction
bee~ made . and this report (although entirely ex p arte)
' ,.
t d by the press and the public as
appears to ue accep e
incontrovertible truth, and quite satisfact~ry. I s not
this eneral acceptance of the Admiralty Mmute rather
g
?
d d
t equire sc,mething m ore than
Pf remhaturel. at~
'J wboeunto .:a.tertight doors- regulations
res refu
a tons
a ffect ...ventilation and w 1.ll be very
1
b
bl
t h. at Wl pro a Y 8 )
'
dtffiTcul~
of obsM
ervaWncbe:t
' o the whole, admirable
and
urmngto
r.
1 es, n
.
.
t.1
t th e princi pal p~int t o wh1ch I des1re
m struc ve r ap?r ' . th t t ent 1n paragraphs nu mto draw
a. em of buoyancy " owing to
d 1 attent1on
d 2 b 18t the& s" loes
here
an
t a ts for~a.rd amounted t o about 1000
flooded com~artmen
t' d 1 and to less th an 110 t ons
0
~ons below t eJ~ ~tco~~e tb~ ~rotectiYe deck (up to the
m . compartme . ) U
thi statem ent the Ad miralty
ori.ginal 'Yater !~nf'r~ h f~n cat:gorically affirms it to be
Mmn~e,"mh pa hg 1 P of the ship was n ot due t o injuries
prov~
t at t e boss rot ecti ve deck. , Without for a.
SUl:itamed a.boye ~ e M \ Vh . ' fi urE: s I contend that
moment que~tiOnlng r.
tte s nog mea~s re resent th e
the 110 tons m compartm~nts blbe protecti\'e ~eck. The
total lo3s of buoyanc~ a ove d f h turret (if th e ship
r eal re3erve of J.>~oyadcybfo~w~he o r~t:cti ve deck ) would
bad not been ID Jure a O\ ~ tw !'n the protecti ve and
h ave been the t?tal space e le 1 t t be about 4 4 000
upp.er d tcks, w~t~b I ro.ughfnda ~b:sa se a~e-had it been
cubic feet! or 12:.>0 tons.
d th 16oo tons of water
intact- might ha.ve dsupkp0rteh
e b be' ng penetrated
below the protectiVe t!C ; w erea.s, Y I
,
f f
h t .
1 d bl
1
h
a.rmmg o ast mere an ' eese s IS esua e o~ y w en
so emnloyed, and that when they po~sess sufficient coal
~-d h tg
h speed I?
or d er t o ~scape f rom a. h os t 1'l e
ca p~c 1ty an
crm~er. Car~o tramps m1ght effech vely be u~ed as coal
earners, attached to the fleet, but prot ected by 1t. But.to
1
r
fi ht'
ff
.
h'
em p oy o ce~nd .merts as g mg o ens1ve rua.c m es can
on 1Y resu 1 t 10 1sas er.
, .
.
It must appear t o every on e d Judgment th at crmsers,
built for special war purposes, must inevitably triumph
1ar 1Y. equ1ppe
d , an.d
over any m ere b an t vesse1 no t st.ml
this cannot, I am sure, be sat1s~actonly done, or,. 1f
po3&ible, would not be the most desu able way of spendmg
mom~y.
.
.
.
Again wben the position of our coalmg s tat10ns I S con
d , 't h e necessity
.o f emp1oymg
AUSTRO-HUNGARIAN PATENTS:
ALTERATION IN THE LAW.
T o TBR E DITOR OF E NGINEERING.
Sm,-A ~reat many patentees will be interest ed to
know that 1t is practically certain that on and after
J anua.ry 1 next two separate and independent patents, one
for Austria. and one for Hungary, will be required in lien
of the com bined Austro-Hungarian patent hitherto issued.
A Bill to this effect, intended t o come into force on
that date, has ben filed by the Austrian and Hungarian
Minist ers of Commerce in their respectiv e Chambers of
Deputies, whi ch Bill, we are informed upon good autho
rity, is certain t o be agreed to.
Whilst by the proposed separated pa.tent practice of
the two States the granting and prolon gation of Austrian
and Hungarian patents will probably be more easily and
rapidly effected than hitherto, yet at the same time the
cost of procu ring and keeping the same in force will be
greatly increased, as two patents in tea.d of on e will hava
to be applied for and maintained.
It is, therefore, very advisable that inventors desirous
of securing patent rights in Austria and Hungary should
apply for their Austro-Hungarian patents before the
expiration of the present year.
We are, Sir, yours faithfully,
E. P. ALEXANDE R AND SoN,
F ellows of the Chartered Inst itute of Patent Agent!.
19, Southampton-buildings, L ondon, W. C. ,
November 27, 1893.
D Ec.
I,
E N G I N E E R 1 N G.
1893.]
EuwiN N. H ENWOOD,
and from the same maker, and having spr ings o f the sam e
scale.
Fig. 1 is an ordinary diagram with a. base line of feeb of
piston, on which each tenth of the length is proportional,
not t o equal tim es, but t o each tenth of the piston s troke.
H er e it is not seen ab once where compr ession ends and
a dmissions begins, nor the inorE\a.se of the pressur es in th e
cylinder in r atio of time. The admission of st eam befor e
the d ead point is also not shown.
l!'ig. 2 is a continuous "time-base " diagram on which
each twentiet h of the base l ine corresponds to a twentieth
of the time of one r evolution o f the en gine. This
diagram, like the fi rst, can be also used for calculating
the work d one in the cylinder, or obtai nin g the m ean
pounds preesure, but care must be taken t o divid e the b \Se
line unc~Jually and in propor tion t o the feet of piston.
The letters &bow t hese divisions. The two m ethods give
id entical r esults if prnper1 y worked out. The inclination
of the s team admission line on th e ' ' t imebase" diagram
is closely connected with th e amount of initial conden
sation; the hotter the m et al a nd the drier th e steam, the
m ore nearly will it approach the ver tical with the s~ me
area of ports and th~ sam e revolutions of engine. \Vith
steam j 4oket.s and suparh ea.t ed st eam, the writer has
found the angle between the two to be a. minimum. In
comparing this angle, the spee:i of p 1per mus t be kept
the same. The throttling of the steam tbrous:h th e val ves
and p or ts (of different ar eas and langths) w11l also affect
this an gle, as also the time per r evolution .
Any indicator can be used with the m ovi ng paper, and
the atmospheric line added without difficulty . \ V'ith the
ordinary indicator, a. fresh paper has t o be put on for each
diagram. In the case of a continuous b1nd, it lasts a
Fig. 1.
RPciproc:aflng Paptr
Two
Fig . 2.
o b ( d I< t unn( t.n~{ spaa'
prop ort,onol io fut of P1Jion
r/
Atm~p/,,nc
I!JGS
/tn,
...
fj
ponm
Exhaust .strolu
{
+~~
"' '<flltll
fmts
Sttom Strok t
HYDRAULI C MOTORS.
To THE EDITOR 01<' ENGI NEEH I.t\G.
Snt,-May I be allowed to add a little rather in ext ension of your interesting article on hydraulic m otors
than as offering any crit icism ?
Very correctly you r efer to the chief source o f loss in
these motors being due t o th~ir t aki n g as much water
while running u nloaded as when performing full duty.
You then go on t o say tha t a ny t endency to run away
when the load has been removed is prac tica1ly eliminated
by the energy absorbed by fluid friction incr easing enormously as the velocity increases.
A ny on e con versant with h ydraulic machinery will
acknowledge the correctness of this view as far as it goes,
that some energy undoubtedly is lost in fluid friction, but
this d oes not seem t o m e the d ominant cause why r eciprocating hydraulic en gines never attain a high speed l ike
a s team engine would d o under corr esponding conditions.
My r evol ving engines (illustrated by you on .T anuary 20,
1888), to which the writer of your arti cle a1ludes, do run
away when unloaded at a very consid erable speed, so
there is evidently some reason connected with the engine
itself, and quite aparb from fluid friction, which prevents
all ordinary capstan engines from running away when
freed from r esis tance.
The d irection of flow in each of their cylind ers is r eversed twice in e\ery r evolution, aLd it seems t o me this
process absorb3 all except th e Lefore-named loss through
fri ction.
In my en gine ho wever th is r eversal is only r elati ve,
not ab3olu te J fo; the wat~r runs r ou nd with the cylinder,
turning as in a head, and has no true r eo1procat.ton ~mpressed upon it. Consequently no shook occurs at h1gh
speeds and this is proved by one of these engin es, worked
from 700 lb. water pressure, and runnin g at 200 re.v~lu
tions p er minute, ha vin g dri ven a dynamo prondmg
one hundred and twenty 16 candle-p::>w~r electric la mps,
as st eadil y a s a ny s t eam eng ine.
.
Superfic ially consid ered, it may seem that a ny hydraulLo
engin~ gains so01 ething by poase.:ising SE:Mchecking properties, but as these can only be secured by damaging the
engine, it would be far bet ter t o d escend to the level ~f a.
governor a nd throttle val ve, and was to th e power m a.
less injurious fashion.
B ut, after all, the only truly scientific m ethod for re~u
la t ing the speed and po wer of h ydraulic engines is to alter
t he s troke in p ropor t ion to the load, and when th is operation is p erformed b y a. governor, no thing furth er i$ l~ft t o
be d esired.
Very few eng ineers, r ail way or dock managers ever
seem t o r ealise what a n extr avagant waster of power is a.
capstan, so a. few fig ures become very instruoti ve.
rf akiog, for example, a 1ton Ca}Ht a n, h auling at t he
rate of 200 ft. p er minute, a nd performing a d uty of about
66 per cent., 1b is ne~esqary to provide 40 gall ons per
minute at a pressu re of 700 lb. p er squa re inch while the
engine is hauling a fullloa.d, a nd th is would increase to
a.bout SO gallons per minute while th e 03ops tan is runni og
twice the s pead unload ed.
The cos t of such a su pply, t aken at 23. Gd. per 1000
gallons (which is about half the m ean r a.t e c harged by th e
L ond on Power Supply Com pany ), calculates out a t the
r ate of 6s. per hour for 40 gallons per minute while hauling a load, and 12ti. p er hour while d oing n othing. In
any ordinary hydraulic oap3ta.n there a re two sources
of l OS3;
I. A s th e initial tension for s t arting a load is always in
excess of tha t r equired for maintaining it in motion, there
ought t o be some J Jrov ision for reducing the m ean supply
to about two-thir s of such initial pressure, and no provision of this k ind exists in ordin ary capstans.
I I. Pressure wat er flowing while the caps tan is r unning
unload ed is about four t imes what would be neoess2 ry for
overcoming friction while the machine r u ns empty .
It is difficult to arrive at any proportion between the
time occupied while runn ing fully loaded or unload ed,
but, for the purposes of oabulation, it may b e ass umed
tha t out of every hour 40 minutes m a.y be in full work,
and 20 running idl~, but these proportion s d o not
affect the g en eral argument; they give the follo wing
tabulated r esults, which would alter under d ifferent
cond iti ons :
Cost of P ressure W ater for 1-Ton Capstan.
Present ArV a.riable
\Vater per Hour.
rangem ent of
Strolce and
Caps tan.
Governor
I. Ilauling lo&d, 40
s.
e. d.
m inutes ...
.. .
4
2 {j
I I. Runn ing unload ed,
20 minutes
...
4
1 0
8
3 G
Wh ere these data a re applicable, the to tal loss on a,
1-ton capstan becom es 4s. Gd. per hour, and if the
m achine r uos for 300 hours p er annum the loss r each es
the r espectable figur e o f 66l. p er annum, and this is a
percentage upon the cost of govern or and varia.b!e s troke
that nothing but the most s pecula ti ve investm ents can
give, and which no company, h owever rich, need disdain.
Th e contrast between th e two m ethod s for regulating
speed may be r eadily seen by a simple experiment on one
of m y angines at Da.rtford, d oing work that is absolutely
r egular.
1. Wh en this engine is set at full s trok e, speed can b e
regulated by throttling the supply ; or,
2. The st op val ve may be opened wide and s peed r egulated by altering the s trok e.
By noticing th e exhaust ou tlet, it becomes conspicuously obvious that a g reater increase of flo w occurs when
the inlet is con tracted tha n when the s trnke is r educed
~nd this gain runs. p a.r a.llt l with th at pr oducE: d by work~
m g s t eam expanst vely, a s compared with a d mission
throughout an entire str oke.
Another evil in conn ecti on with h y draulic capstans is
that. they are generally ex peote~ to run wf:'ll without a ny
lubrwa.t10n; but no other machmes are so handicapped.
A small oil pump is not a cos tly addition, and a constant
supply of soap and water, as lubricant, is ch eap enough
for anything.
The addition of variable stroke, with a supplem entary
en~ine t o work it ~nder the control of a governor, necessarily adds somethmg to the oost of a plain capstan but
wh en a very s m all fraction of the sl.ving would re~oup
~h e entire wag~s of a man .sp~oia.lly. told.off ~ k eep them
m p roper workmg order, 1t lS obvious m th1~, as in so
many other things, the cheapest first cost is m ost wast eful
in the long run.
~Vith so mu.ch care t aken in. compounding engines and
domg everythmg t o save coal m the production of water
pressures, it d oes seem extraordinary that no pains whatever are exer cised in economi in g its use, a nd that even
railway or dock companie~, otherwise well governed, cont entedly make use of the m ost wast eful and ex travagant
form o f. motor in existence- namely, the ungoverned
hydrauhc capstan.
Yo'Jr8 t1uly,
ARTHUR RrGG,
T R I P L E -E X P A N SI 0 N
E NGI N ES
F 0 R
TURK I SH
G U N B 0 A T S.
0\
'l
CONSTANTINOPLE.
Fig.S.
Fig. G.
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&R
E N G I N E E R I N G.
D Ec. 1, 1893.]
AGENTS FOR "ENGINEERING."
AUSTRIA, Vienna: Lehmann and Wentzel, Karntnerstrasse.
OAPK TowN : Gordon and GoLch.
EotNUURGu : John Menzies and Co. , 12, IIa.noverstreet.
.F'RANCR, Paris : Boyvea.u n.nd Chevillet, Librairie Etra.ngcr e, 22,
Rue de la Ba.nque ; M. Em. Terquem, 311>la Boulevard IIaussmann.
Also for AdvertisemenLs, Agence Ha,as, 8, Place d e la Bourse.
( ee below.)
G&JUIANY Berlin: Messrs. A. Asher and Co. , 6, Unter den Linden.
' Leipzig: F. A. Brockha.us.
Mulhouse : II. Stuckelberger.
Gt,ASOOW: William Love,
INDIA, Calcutta: Thacker, Spink, and Co.
Bombay : Thn.cker and Co., Limited.
ITALY: U. IIoepli , Milan, and any p ost office.
Lt VKRPOOu: Mrs. Ta.,vlor, Ln.nding Stage.
M \NCII&STER. : J ohn lleywood, 143, Deansgate.
N KW SOUTH WALSS, Sydney : Turner a nd llenderson, 16 and 18,
Uunterslreet. Gordon and Gotch, Geo~estree t.
Qu.&KNSLAND ( OUTH), Brisbane : Cordon and GoLch.
(NORTu), Townsville: T. Willmett and Co.
ROTrKRDA~I : 11. A. 1\ramer and Son.
SOUTH AUSTRALIA, Adelaide : W. 0. Rigby.
UNJT.tm STATES, New York: W. II. Wiley, 53, East l Oth-street.
Chica.go : II. V. IIolmes, 44, Lakcside Building.
VICTORIA, ?llttLROURN R: Melville, Mullen and Slade, 201/264, Collins
street. Gordon and Gotch, Limited, Queen -street.
ADVERTISEMENTS.
The charge for advertisem ents is three shillings for the flrst four
lines or under, and eigh tpcnce for ench additional line. The line
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absolute r egularity cannot be guaranteed.
CONTENTS.
NOTICE.
The New Cunarders "CAMPANIA" and "LUCANIA ;" and the WORLD'S COLU M BIAN
EXPOSITION OF 1893
The Publlsher begs to announce that a Reprint Is
now ready of the Descriptive Matter and ruustrations contained iD the issue of ENGINEERING of
AprU 21st, comprising over 130 pages, with ntne
two -page and four single page Plates, printed
throughout on special Plate paper, bound iD cloth.
gUt lettered. Price 6s. Post free, 6s. 6d. The ord.t
nary edition of the issue of Aprll 21st is 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 Manag er.
NOTICES OF MEETINGS.
THE l~STI T UTlON o.r On% ENot~KERS. -Ordinary meeting:
Tuesday, December 5, at 8 p.m. ltesumcd discussion upon the
papers on: 11 l mpoundin~Reser voirs in I ndia, and t he Design of
Ma.soor.'' Dams," by Mr. Clerke, Mr. Sadasewjee, Colonel Jacob,
and P rofe8Sor Kreuter. At t his meeting t he firat monthly ballot
fo r m embers fo r t h e session 1893-9-! will be taken . At a su bsequent
meeting the following p:>.p ~r will be read : " The Manufacture
of Casks and Barrels by Machinery ," by Mr. Lewis II . lt1nsome,
Assoc. M. I nst. C. E. - Studen ts' meeting, F riday, December 1, at
7.30 p.m. Paper to be read: .. Forme of Tensile Test-Pieces,"
by ~l r . Leonard H. Appleby , Stud. I nst. C.E. Professor Alex.
B. W. l{ennedy , F.R.S., Member of CounciJ , in t he chair.Students' visit, F riday, Decem ber 8, ::~. t 2.30 p.m., to inspect the
ca.sk-making machinery at Messrs. A. R:1nsome and Co. 's works,
1\ing'sroad, Chelsea. (Assemble at the works. )
P HYSICAL SoctRTY. -December 8. "A Potentiometer fo r Alter
nating Currents," by Mr. J. Swioburne. ' 'The Specific Resistance
of Sea Water," by Mr. W. II. P r eece, F. R.S. " The Calcu lation
of the Coefficient of Self-I nduct ion of a Ci rcular Current of a
given Cross-Section and Aperture," and " The Magnetic F ield of
a Cylind rical Coil," by Professor G. 11!. Minchin, M. A.
SOCIETY OF ENGINEER8.-Mond~y , December 4, at t he Town
Hall, West minster, a paper will be r ead on " Som e Practica l
Exawplee of Blasting," by Mr. P erry F. N ursey. The chair will
be taken o.t 7. 30 p. m. precisely.
NOR.TU OF El\GLAND INSTITUTE OF Mll\ING Al\'1) MECfiANlCAL
El\GINEBRS.-Saturday, December 9, in the Wood Memor ial Hall,
Newcastle-upon-Tyne, at two o'clock. The following papers will
be open for diicussion: "The Ft iction of, or Resistance to, Air
Currents in Min es," by Mr. D;miel Murgue. " Manometric Et1i
ciency of l!"a.ns," by t he Re,. G. M. Capell. "A Safety Lamp
wiLh Standard Alcohol F lame," &c., by Mr. A. H. Stokes. The
following papers will be r ead: " The Ghor band Lead .Mines,
Afghanistan," by Mr. A. L. Colli ne. " Singareni Coalfield ," by
Mr. J. P. Kirk up. The following paper will be taken as read:
" The Choice of Coarse and Fine Cr ushing Machinery and Pro
cesses of Or e Treatment ," Par t vi., by Mr. A. G. Charleton.
SOCIETY OF 0UEM1CAL bDUSTJtY, LONDON SECTION. - Monday,
December 4, at 8 p. m., at the Chemical Society's Rooms, Bur lington House. 1. 11 Application of Air in Motion to Chemical
I ndustry ," by Mr. II. G. Watel. (Adjourned d iscussion.) 2.
"Note on t he Copper Mines of Singh bhoom," by Mr. H. lhrris.
3. "The P roduct of the Action of Mercuric Chloride u pon
Metallic Silver," by Mr. Chapman Jones.
T11g J VNI OR. ENGINEERING SOCIETY.-'Friday, December 8, at 8 p. m.,
at t he Westminster Palace H otel, Victoria-st rt>et, S. W . Pap er
on .. CoalGas Manu facture and Recent Impro,em en te of t he
Plan t Employed t herein ," by Mr. S. Cutler, Jun. , G. I. Mech. E.
TBB I NSTITUTION OF ELB<:rR.ICAL E NGJNRSR8.-Meetiog a t the
Ins titution of Civil Engineers, 25, Great George-st reet, Westminster, S. W. Thursday , December 14, annual general m eeting at 8 p.m. Recep tion of t he annu:1l r eport of the Council, and
t he election of Council and officers for t he year 1894. " T he
Elect rical Transmission of Power from the Niaga r~ Falls," by
Professor George For bes, F. H..S.S., Member. (Continuation of
d iecueeion .)
SocJKTY OF ARTS.-J ohnetr eet, Adelphi, London, W.C. Arr angemen ts for the week ending December 9, 1893. Monday,
December 4, at 8 p.m. Can tor Lectures: " The Art of Book
and Newspaper Illustration," by Mr. Henry Blackburn. Lectur e
~1. : The E ngra ver. -The var ious methods of r eproducing drawmgs a nd photogra phs for the press. The suhst1tution of pholo
gra phic and mechanical engraving for h andwork. S pecimens of
the newest p rocesses of illustr ation.-Wednesd a,r, Decem ber 6,
at ~ p m. Fou rt h ordinary meeting. " An Ar tist's View of
Ch1cago and the World's Fair," by F r eder ic Villiers.
PAGK
PAOR
The De' elopment of South
I ndicator Diagrams on a
Ah ican Railways (l tltt8
" Time B~e" for Steam
t rated) . .. .. .. .. .... . . . . 655
and Gas E ngines, &c. (l l
T urret Lathes at the ColumltU~trated) .............. 669
bian Exposi tiou (l llus
Hydraulic Motors. . . . . . . . . . 669
traled) . . . ...... ... . . .... 657 New Railway and Tramway
Ilietorical El ~ctrical Appa
Schemes in Parliamen t . 671
ratus at tbe World's !<~a i r 669 The Capsizing of a Torpedo
Literature . . .. . . .. .. .. . . . . 661
Boat .. .. . . .. .. .. .. .. .. . . 673
Books Recehed . . .. .. . . .... 664 The Distribution of Power
Locomothe at th e World's
from Niagara . .... .. . .... 673
FRIDA
Y,
DECEMBER
1,
1893.
11
Columbian Exposition (ll
The
Daring" and her
lmt rated) . . . . . . . . . . . . . . 664
Boilers (l llm t rattd) . . 674
The Jull Cen trifugal Snow
Not es ........... .. ...... 675
E xcavator at the World 's
Notes from the United
Sta.te8 . ......... .. ... . . . 676 NEW R AILWAY A ND TRAlVIWAY
Columbian Exposition (ll
lustraled ) . ... . . .. . .. . .. G64 1 Notes from t he Nor th . . .. 676
SOHE~1ES IN PARLIAMENT.
Triple Expansion Engines
Notes from Cleveland and
for Turk tbh Gunboats (I l
t he North ern Coun ties .. 677
As the details of all new rail way schemes for
lmtrated) ...... . .. ... . . 664 Notes ..om South Yorkshire 677 authorisation by t he Legislature during next session
Notes from t he South-West 677
Tbe Late .Mr. John Bailt>y
Den too . . . . . . . . . . . . . . . . . 665 Miscellanea. . . . . . . . . . . . . . . . 678 must be deposited bef':>re the close of N ovember it
The Development of the l'ul
P unchi n~ and Shearing Ma
is ~1ow possible t o indicate i n a general way the
chine (IUmtrated) .... . 679
someher (lUmtrated) .... t65
The Explosion of a Gas Cy
Industrial Notes .... . ... . 679 ma~n features ~f tho.se schemes. The first point
lioder at Bradford .. .... 665 Bri tish Colonies at t he
whtch suggests ttself Is the fact t hat in few of the
Ball Bearings for Thrust
World's Columbian Ex
cases are the works of any special significance. It
Blocks . . . . . . . . . . . . . . . . . 668
position . . . . . . . . . . . . . . . . 680
is true all the large lines are applying to P arliament
The Loss of H. M.S. cc Vie
The Recent Box T unn el Ac
ciden t . . . . . . . . . . . . . . . . . . 681 for new powers ; but for the most part they are
toria" . . . . . . . . . . . . . . . . . . 668
Austro-IIuogarian Patents:
Launches and Trial Trips .. 682
''omnibus " Bills, and deal in some cases with finan ces
Alteration in t he Law . ... 668 c E ngineering" Paten t Re
Liquid Fuel for Marine Pur
cord (IUustrated) . . .. 683 in others with the absorption of small dependent
poses . . . . . . . . . . . . . . . . . C68
lines, while in nearly all cases small works are
With a Two-Page E1l(Jraving of TR I P LE-EXP-AN SION
invol v:ed, widening, straightening, or cutting off
ENGI N ES FOR TUilK l S B. GUNB0 .11'3.
undesuable loops. In comparatively fe w cases is
ENGINEERING.
E N G I N E E R I N G.
make a junction line between two of their rg.il ways
in the southern suburban area, from near the Earlswood station, passing through Coulsdon, Reigate,
Galton, Merstham, Chipstead, and Sanderstead, to
the existing line at South Croydon station. Several
level crossings are to be closed upon the existing
lines. Here also it may be noted, although not
quite embraced in the title of our article, that the
:Brighton Rl-ilway Company desire power to provide, maintain, and work steamera t o carry on communication between Newhaven and the ports of
France and the Channel Islands. The Chatham
and D:>ver Company and the Central L ')ndon Railway Company seek an extension of time, the one
for the completion of widening works, and the
other for the compulsory purcha'le of land. The
Ci1atham and D over Company, moreover, seek
p ower to purchase the Albion Wharf at Blackfriars, which will gi\"e them a more advantageous
position in coping with traffic in barges from the
ships down the river. The South E astern Company, the only oth er in this district of England,
do n ot propose any new works, although they have
a Bill whereby they seek powers to purchase land
for widening and improving works, and to extend
th9 time for compulsory purchase of other lands.
A new company is to be formed for a line from the
Chatham and D over Railway at Sutton-at-Hone,
through DJ.rtford to Swanley, on the Kent coast,
where a pier to be made will project 400 ft. long
into the River Thames.
We have indicated that nearly all the important
lines have "omnibu~ " Bills. That of theL-:>ndon and
North-Western is very extensive in its de ~ail ; but
inv olves no new work of importance, the extent
b eing due to the enumeration of lands to be purchased, and of by-ways or footpaths to be closed.
Sever al short deviations of line, too, are proposed.
The Midland R ailway, amongst other schemes,
propose a line of a few miles length from Ecclesfield,
in the West Riding of Yorkshire, passing ea.CJtward
a few miles north of the town, but through the
parish of Sheffield, and thence through Brightside,
Bierlow, and Rotherham to Kimber,vorth. By
this line the Chapeltown branch is connected to the
Sheffield and R otherham branch of the company's
syatem. The Great North ern Company seek powers
to construct several short lengths of rail way in connection with their system at Finsbury Park, St.
Mary's, I slington, and St. Mary's, Hornsey, and in
addition to extensive purchases of land in various
counties, they propose to purchase the Hunslet Railway Company, to lease the Stamford and Essendine
Company, and to purcha~e, in conjunction with .the
L ancashire and Yorkshue Company, the Hahfax
High Level Rail way~ which is to be worked jointlr.
The " omnibus'' Bill of the North-Eastern Railway Company see~s power to made. a number of
lines and works to Improve the workwg of several
existing lines. A short line is proposed from the
Dunston Extension line, opened a few weeks ago,
to Gateshead; and including also a widening and
alteration of part of the present line in Gatesh ead.
Another junction line is proposed in the parish of
\Vhickham b etween the Tanfield branch and the
Dunston Extension line. Then there is a more
import:1nt line, which is the outcome of the independent l ine along the Durham coast proposed last
year and again this year.. The N orth-East~rn
proposal is for a line starting about three m1les
from Hartlepool, from the existing line, and passing
through Thorpe, Bulmer, H esledon, Shotton,
E1sington-with-Thorpe, Little Thorpe, Ha~t~o~n,
Dawden, and other townships, and finally JOining
the '' back branch of the L ondonderry, Seaham,
and Sunderland Railway" in Dawden township,
and to make such works as are needful to convert
part of the line in tho la.st township into a passenger
line, as well as to authorise agreements bet~een
the North-Eastern Rail way and the. Marquts. of
L ')ndonderry. There is. fur~her a shght .sub.stltutionall ine at Leeds ; a widenmg o.f the ma1n hne of
the North-Eastern between Shtpton and Aln.e ;
and joint lines with the Midland and Lancashire
and Yorkshire, at Whitwood, n ear Nor manton,
and at Altofts. Bridges and footpaths are proposed
at J arrow and Ryhope. It is also proposed to
transfer to the North-Eastern .the p_owers and
rights of the Wear Valley Extenswn Rad w.ay ; and
to allow the North-Eastern to sell and d1spose of
or abandon the B oroughbridge and Ripon Canal.
The Seaham and Hartlepool line, which _is for the
accommodation of the new coalfields In SouthEast Durham, will find oppositi.on in the Durham
Coast Rail way scheme, aga1n produced for
[DEc.
I,
1893.
E N G I N E E R I N G.
Llantrissant with several of the other lines of the line tram way with passing-places, and the B olton when turning sharply, every one may be thrown
district, the Rhymney and Merthyr Tyd villines, Corporation seek partly ra.tification for a. lease down to the lower side, and thus carry the heel to
but in no case are the rail ways of any great length. entered into for the working of the lines. At Hull the point of vanishing stability. The danger. or
The Ea~t Denbighshire Company is to be incorpo- part of the present system is to be transferred to inconvenience from excessive heeling when turnmg
rated to construct rail ways to connect the borough the DrypJol and Marfleet Steam Tramways Com- circles has been recognised, and torpedo-boats are
of Wrexham and Rhosllanerchrugog, and also with pany, and a new line from :b;ast to West Hull is to now designed to counteract this tendency. This is
the Pontcysyllte Railway of the Shropshire Union be formed. The South Staffordshire Company pro- effected by adjusting the centre of area of the rudder
R'ilways and Cd.nal Company, in the parish of pose lines in \V est Brom wich and Hands worth, so that t he reaction of the race deflected by the
\Vrexham. The Taff Vale Railway Company have while the Oxford and Aylesbury scheme is revived rudder has a righting effect. So far is the tendency
one or two short substitutional lines, and will and an extension of time for construction desired. to heel outward, when t urning, counterbalanced in
widen a short len~th of the lthondda Fach and In the case of practically all ne w lines, power is this way, that some torped o-bo~ts actually h eel
Fawr branches. In addition they propose the sought to work the lines not only by animal haulage, slightly inwards, which has a very curious effect to
construction of a tu nnel or subway under the River but by any tnechanical means.
the uninitiated. The older boats, of which the one
E ly between Penarth and Canton, where at present
sunk was a type, had not the arrangement of
a ferry plies. The Barry R~ilway propose a short
rudder giving this security, and the accident
THE CAPSIZING OF A TORPEDOline at Llantrissant to accommodate some collieries,
shows that some inquiry should be made as to their
BOAT.
and another from Barry to Sully. They purpose
stability, whilst regulations should be enforced that
THE news that a torpedo-boat of the Royal Navy they are n ot put to a test b eyond their powers.
constructing, in conn ection with this latter line, an
embankment or breakwater 154 yards long along had capsized at Gibraltar in smooth water was
Unhappily, one man was drowned in this accident.,
the foreshore, commencing at the western extremity somewhat di~quietiog, but further particulars but the other thirty-two escaped, which must be
of Barry I sland. Extensive lands are required for which have been received tend to lessen one's considered a most fortunate circumstance. The
these and other prospective improvements. The alarm, as showing that the accident was due to boat is reported to have stood remarkably well the
J\1ersey Railway Company have two Bills, one exception~! circumste.nces. It would appear that severe test of being sunk in 15 to 16 fathoms with
de1ling with the extremely complicated question 'of the vessel is one of the old type of second -class one compartment full of air, and also the rough
rates and charges, and in the other they abandon boats built some time between 1880 and 1882, of usgge of getting her hoisted to t he Rodney. The
short lines previously authorised, and seek running which there are, we believe, about thirty to thirty- bulkheads were deflected during lifting, and some
powers over the \Virral Rail way from Park-street, five in the Navy. The boat that turned over is rivets loosened in their neighbourhood ; but otherBirkenhead to Now Brighton and West I{irby, as 63 ft. long and 7ft. 6 in. wide on the water-line, and wise, we believe, no structural damage was done.
well as to the old Dock Station at Birkenhead. 8 ft. extreme width. The maximum draught was It will be remembered that some time ago we gave
The North Staffordshire Railway Company propose 4 ft. 3 in. The boat was detailed for gun praotice, particulars of the loss of a torpedo-boat belonging
the purchase of the L angton, Adderley Green, and and had a two-barrell-in. Nordenfelt gun mounted to the French Navy by capsizing. In that case,
Bucknall Company, which has a capital of 15,450l. on the conning-tower. Thore were thirty-three however, the boat was running in a short sea on
in preference and debenture 4 per cent. stock. At men on board, and of these nineteen were on deck, the beam, which is a condition of service that can
present the line is worked by the North tafford three being on the gun platform round the conning- hardly be avoided. \Ye can, however, prevent
Company, so that the change is nominal. The tower, which would be about 3 ft. above the deck. thirty-three men getting on to a little vessel of
, outh Yorkshire Junction Rail way propose short The sea was q uite smooth, and the boat had made a about 12 tons displacement, and thus chancing
lines to connect with the Great Northern and few runs, turning with helm to port and heeling about 2 tons of weight being thrown to leeward in
Great E3.stern joint rail vrays at two places.
outwards, when, whilst turning at full speed, case of a sudden lurch. In any event the accident
The only other rail way Bills which call for note she Ruddenly went over without any apparent calls for inquiry, and strict instructions should be
are those for extension of time, in which works reason- so suddenly, that one man who was given that they are not overloaded.
already authorised must be constructed, and for standing at the bottom of the engine-room ladder
financial arrangements. Amongst the former are was shot out into the sea. In turning previously
THE DISTRIBUTION OF POWER
the Exeter, Teign Valley, and Chagford Railway, the boat had heeled 8 deg. to 10 deg., which appears
FROM NIAGARA.
Easton and Church Hope Railway to P ortland, a good deal, as the deck edge goes under water at
IN our lasL issue we gave an account of the elecHull and Barnsley extension lines, and the Lam- 12! deg. 'fhere was on board 1 ton of coal and the
bourn Valley Railway. The financial Bills comprise feed water. We believe the torpedo gear was in tric arrangements now being adopted by the Cataract
one by the Tottenham and Forest Gate Railway, place, but did not contain the torpedoes. This Cons truction Company for the distribution of power
who desire the Tilbury and Southend Company to point is, of course, one of considerable importance. from Niagara. Three turbines, each of 5000 horsehave power to assist with capital ; the 'Vest Lan- The engine-room and after cabin hatches were open, power,* and three alternate-current generators, of
cashire Railway ; Cordoba Central R:1.il way ; the the rest closed. The boat, after turning clean over, corresponding power, are now in course of conCurn wall mineral lines ; and the Golden V alley up-ended her stern in the air. In this position she struction in America, the former from the designs
Railway in Wales. Several comp~nies, too, wish remained ten minutes or so before she sank in of Messrs. Faesch and Piccard, of Geneva, and
to abandon their schemes, and amongst these are 15 fathoms. Next day she was raised and hoisted the latter from the designs of Professor George
The electric arrangements, as dethe Hull and North- \VesternJunction Railway, the to the cat-head of the Rodney. Although the Forbes.
Worcester and Broom line, Shrop'3hire; South matter is serious enough as it stands, it is satisfac- scribed by their author to the Institution of
Yorkshire, and the East and West Yorkshire Com- tory to know that the more recent boats of the Electrical Engineers, contain many features that
pany's schemes, and the Brighton, R ottingdean, class are not likely to act in the same manner. depart from ordinary usage, and which, as we
and Newhaven line.
These early craft were designed when not quite so forecast in our previous article, have met wit h
There are several interesting tram way schemes much attention was paid to safety as n ow. The keen criticism. The first night of the discussion of
promoted. The L ondon Tram ways Company have torpedo was then looked on as a desperate weapon, the paper - November 23-was occupied entirely
decided to continue the cable tram way about and men were understood to take their lives in by speeches from thost:~ that sit at and immediately
2i miles further into t he country- from Streatham their hands when they essayed to use it. It around the council table, and another-po~sibJy
Bill to Strea.tham Common-and in view of the was alRo considered that the great speed r e- two more nights- will be r equired befor e the
success and popularity of the present line, which quired in torpedo-boats was only to be obtained matter is threshed out. Professor F orbes received
extends from Kennington to Streatham Hill, the on a low beam ratio. The best was done within quite a chorus of congratulations upon the position
proposal will be welcomed. There have been objec- the dimensions to secure stability, but it was pretty he holds, and upon his public spirit in puttina forth
t.ions raised to the use of the cable tramway by some- generally known that the little craft were not his plans, and his reasons for them, befo~e the
what captious people, who have carried their oppo- strong in this point, and were to be used with care work was finished, or, indeed, well under wa.y. Ho
sition to the Board of Trade, and at the termina- accordingly, and not as hack boats. The more was, h owever, very h otly attacked upon his choice
tion of one year's working examination is to be modern second-class t orpedo-boats have greater of a l ow frequE-ncy, and his reply will be eagerly
made into these objections, which are principally width on less length, being 9 ft. 3 in. wide and waited for on this point.
based on the n oise made by the running of the 60ft. long. They have also a foot more freeboard
Dr. J. A. Fleming was called upon by the Presic1ble. We should fancy, even admitting that there than the older craft. The metacentric height of these dent to open the discussion. After complimenting
is a noise, that the advantages outweigh this con- more powerful boats, fully equipped, is 14 in., which Pro~ess~r F orb.es on the value of his paper, and the
sideration. At Croydon, a mile or two further may be considered ample for all putposes the boat is Inst1tut1?n ~n tts g?od fortune in receiving such a
out, the Burgh system is being augmented by lines likely to be put to. What it is in the old boats we co~muntcatwn while t~e work was in progress, he
which, in the aggregate, extend to 1! milee, and in do n ot know, but it must be very mueh less. The satd he would confine h1s remarks to two pointsaddition p ower is sought to construct lines in to old boats are safe enough under ordinary conditions t?e effects due to cap~city and self-induction of long
Streatham Hill. The line is to be single, with of service, but they were not designed to carry a lines when worked wtth alternating currents. No
loops for passing cars. A contest, therefore, seems large number of people on deck. The torpedo doubt the type of lin.e chosen had been fixed upon
to be imminent beLween the corporation and the armament has also been entirely changed since to reduce the capac1ty effects. It was most imLondon Tramway Company for the roadway, as they were delivered. Nineteen persons was cer- portant to avoid sudden rises of pressure such as
both schemes overlap for 2! miles. It is to be tainly an excessive deck l oad, the effect of which no insulation could withstand.
If sudde~ connechoped that some agreement will be come tow hereby in influencing stability will be appreciated when it tion and disconnection were made between the mathe cable line shall be extended to Croydon at once. is stated that this load raises the centre of gravity chine and the line, dangerous electrical surainas
The West L ondon Company is to be reconstituted, about 5 in., which is clearly very serious in so small would be set up. These, however, could be avoided.
and it is proposed to have extensive line.s through a. craft, intentionally of considerable length rela- At D eptford a method of effecting this had been
Acton, Hammersmith, and Fulham. An extension tively to beam for the sake of securing high speed. devised by the engineer, Mr. D'Alton and himself
of time for the construction of the Paddington
c~rtainly thirty-three people ought not to be ":hich had perfectly succ.eeded in ita ~bject in rela~
and Harrow-road line is applied for. Extensive allowed on a second-class boat of this type, for twn to ~he large ~oneentnc cables there used, having
additions are proposed to the systems at Liverpool, though fourteen happened to be below, there was a capaetty o~ ~ m1crofarad per mile. The appliances
at Bootle, and \Valton-on-thcHill, at Bristol, at no reason why all but four or five should not have used comprised a transformer havina its secondary
Dudley and Wolverhampton, and between the latter been on deck. The greater danger that arises from capable of being closed through ~ variable nonplace and Bilston; while the Barrow-in-Furness a number of persons on deck is that if the boat
Corporation propose an extensive system of single- gives a quick and considerable lurch, such as occurs . * For description and drawings, see ENGINEERING, vol.
hv., page 782.
E N G I N E E R I N G.
674
inductive resistance, the primary circuit being in
series with the main. This resistance was gradually
decreased, less and less of the energy being thus
diverted through the transformer, and more and
more sent on to the line. In breaking connection
the process was the inverse. All the bad effects
r.ccompanying alternating currents increased with
the frequency, hence it was advantageous to reduce
the frequency. The speaker highly appl'oved of
Professor Forbes's plan of introducing an artificial load when alternators were to be put in
circuit in parallel. This was done at Rome, where
they had a resistance that would absorb 300 horsepower, the power of one machine. It was not
done in any case in England, he believed. The
breaking of a main fuse was a source of danger.
'Vhat was wanted in place of a fuse was an
appliance to put impedance in the circuit, and n ot
to break it. He would like to know at what distance the main conductors would be apart, as at
20,000 volts there would be a great tendency to arc
across. R eturning again to the subject of frequency, the speaker said it was determined in each
case by the local conditions ; h e considered that the
wisdom of low frequency at Niags.ra was undoubted
-it offered an enormous ad vantage.
Mr. W. H. Mordey thought the paper was
a most important one, as it gave members
the opportunity of comparing experiences gathered
in different fields, and in this way of arriving at
the truth. Professor Forbes had thrown down the
gauntlet to the whole engineering profession on
several points, and it was then necessary for those
who advocated high frequency to justify their position and prove the inaccuracy of the views put forward in the paper. It was not necessary at this
date to argue in favour of the alternate current for
long-distance transmission, its necessity was universally admitted. Turning to the paper, he found
it stated, on page 4, '' Of course it is a matter of
common know ledge that parallel working is assisted
by lowering the frequency." This he denied
most emphatically. If a machine worked in
parallel perfectly at 100 alternations, it could
not do better at 25 alternations p er second.
Of course there were machines that would not
work at high frequencies, but they were imperfect machines. Mr. Mordey described t he use of
an artificial load in putting machines in and out of
circuit as an obsolete practice, and one that was
entirely unnecessary. His firm (the Brush Electrical Engineering Company) followed a far simpler
method devised by himself and Mr. J. S. Raworth.
The machine to be put into circuit was brought up
to its speed by admitting to the engine just sufficient steam for the purpose, and consequently it
gave no current to cause surging in the mains.
After it was in circuit more steam was turned on to
the engine until the machine took up its share of
the load. In taking it out of circuit the process
was reversed, and steam gradually turned off until
the current died away, although the machine was
still running at full speed. Even with machines
that had a large drop in the characteristic curve, no
artificial load was required. Most of the alternatecurrent plants on the Continent were erected by
Messrs. Ganz, who put in the artificial load as a
matter of routine.
Mr. Mordey next attacked low frequency from
another point of view. It was stated in the paper
that " the greatest advantage of low frequency is .in
connection with the conductors used for transmission." It was true that there was a tendency for
alternate currents to confine themselves to the
surface of a conductor, but this only attained any
noteworthy proportion in the case of low-tension
currents. Many years ago, before this particular
phenomenon had been investigated, he ha~ been
consulted in relation to an alternate current Installation working at 100 volts, in which the tension
fell off to 75 volts at 300 ft. distant from the
generator, and it was impossi~le to fe~d the glow
lamps on the circuit. ~ut with the hig~ voltage
which Professor Forbes Intended to use, thts phenoJnenon almost disappeared. With a current of 100
amperes and a pressure of 20,000 volts, '~orking at
a density of 350 amper~s per .square Inch, the
apparent increase of resistance In the co~ductors
was not more than 0.1 per cent. per mile run.
He asked if it were worth while going down to a
frequency of 16.6 per second to gain an advantage
of 0. 2 per cent. Even at 2000 volts the apparent
increase of resistance would be hardly felt. It '!as
a matter of far greater importance to put the ma1ns
close together in the tunnel.
[DEc.
I, I
893.
The speaker next referred to the effect of low in thA armat.ure. It was quiie possible to have
periodicity on losses in the transformer.
Pro- the former with very little of the latter; if there
fessor Forbes had said that by quadrupling the fre- were iron in the armature, it must be so disposed
quency the output was increased from 100 to 174, as not to distort the field.
Great armature
but Mr. Mordey would point out that the C2 R reaction was inimical to synchronisation, but
losses got greater as the periodicity decreased. If self- induction, without magnetic induction on
the losses, including the hysteresis losses, were kept the field magnet, had not the same disadvantage.
constant, while the output were decreased, it was The difficulties arising in stations from sudden
perfectly evident that the efficiency of the trans- rushes of current were seldom experienced now ;
former was reduced. In the case before the meet- all engineers slowed their machines before breaking
ing, the loss was increased sixfold in four trans- circuit, and main switches were practically n ot
formers by lowering the frequency, apparently to used. In r eference to the diagram on the wall,
gain a hypothetical 3 per cent. extra efficiency in showing that motors were more efficient at low
the generator. Criticising the generator, Mr. frequencies, the value of it depended on the design.
Mordey explained that he preferred the method Some machines worked better at high frequencies,
of stepping up by transformation on to the line, as and some at low frequencies.
was being adopted, to the proposed method of
Mr. Swinbourne would have liked to hear more
generating the current at 20,000 volts pressure. He on the commercial side of the subject. 'Vho was
was of opinion, however, that it would be better going t o employ all this electric energy when it
to start at 500 volts instead of 2000. Professor was produced 1 He supposed that the promoters of
Forbes looked forward to commuting or redressing the Niagara scheme had made arrangements with
the current to convert it into a direct current for regard to customers, and he should have liked to
certain purposes, but with the type of machine he learn something of them. Usually power was a
had adopted there would always be a flicker. small item in a factory, and the location could best
Further, multiphase machines were always diffi- be fixed by other considerations. In working out
cult to regulate; what was needed under the a scheme, in collaboration with Mr. Thwaites, for
circumstances was a machine with a straight bringing power to L ondon from the coalfields, he
characteristic. It was possible to restrict the had found that the interest on the fixed plant
fall of the curve of volts, between no load and was the principal expense, and the cost of fuel an
full load, to 4 per cent. In conclusion, he stated insignificant matter.
that he had confined himself to a few points
only in the paper, since were he to deal with
all that presented themselves to him, he should THE "DARING " AND HER BOILERS.
ON Saturday last wl\.s launched from t he yard of
occupy a large proportion of the time of the
Messrs. J. I. Thornycroft and Co., at Chiswick,
sitting.
Mr. Gisbert Kapp was the next speaker. He the first of two of the new class of torpedo- boat
referred to the statement on the paper that " the destroyers, orders for which have been placed with
three- phase system has no advantage over a two- the firm by the Admiralty. These boats, which
phase system with three wires, 11 in r elation to are intended to protect the fleet from the guerilla.
saving of copper in the line. But before such a attacks of the enemy's torpedo- boats, are in themstatement was accepted, it was necessary to have selves torpedo-boats of a larger growth, and would
some basis of comparison. Such a basis was found be always able to take a haud in the sport of
in the assumption that all the systems compared bagging ironclads should occasion arise. The
sh ould offer the same safety as to insulation. The "destroyers" are fine bold craft, and will form
constant current was evidently the best on this most valuable additions to the offensive and defenbasis, as it strained the insulation least. Under sive powers of the fieet at sea.
The chief point of interest about the Darin(r,
certain conditions a system of transmission, working with constant current, would require 100 tons and also of her sister vessel shortly to be launched,
of copper; if alternating current were used, 200 is her b oilers- as, indeed, it must n ecessarily be
tons of copper would be required; three-phase about any high-speed craft. But before dealing
current would require 150 tons ; two-phase current with these we will give the general particulars of
with four wires would require 200 tons, and two-phase the vessel, premising that we shall return to the
with three wires 290 tons of copper. Therefore the subj ect at a later date. The principal dimensions
system chosen by Professor Forbes was the most are : Length, J 85 ft. ; breadth, H> ft. At the
uneconomical, as r egards copper in the line, of those designed draught of 6 ft. the displacement would be
open to him. As regards t he efficiency of trans- 220 tons. The armament will consist of a 12formers working with low frequency) no money could pounder quick-firing gun, and three 6-pounller
make them equal to those working with high fre- quick-firing guns. There are three torpedo disquency, since the losses wer e constant for a dP.crea<Jed chargers for the large 18-in. t orpedoes.
The vessel is to be propelled by twin screws, and
output. Professor Forbes had laid great stress on
selecting such a frequency that ordinary dynamos, the engines will be of the three-stage compound
with two rings added to the commutator, could be type, each set having four cylinders a~ follows:
used as synchronising motors. But was this ap- High-pressure cylinder, 19 in. in diameter; interparent advantage a real one ~ Was it possible to mediate, 27 in. ; and two low-pressure cylinders,
make the required modifications to commercial each 27 in. in diameter. The stroke is 16 in.
dynamos 1 There was not room on the spindle for These engines have some novel points of interest,
the rings, and in any case they must be sent to an and we shall shortly illustrate and describe them
engineer to carry out the alterations. And when more fully. The contract is for 3500 indicated
the alterations were made, the motor would need horse-power, and the designed boiler pressure is
an auxiliary Tesla motor to start it. It would be 210 lb. The speed is to be 27 knots.
The Daring, as stated, was launched on Saturday
simpler to put in a motor of the latter kind to do
the full work. There were plenty of alternate- last, the special service appointed for the occasion
current motors to be had. Mr. Kapp had got being r ead by the Vicar of Chiswick, the R~v. W.
out designs for generators of 5000 horse-power, Lawford Dale, Mrs. Thornycroft naming the vessel
and he found that with 16 alternations per second and setting t he launching n1echanism in motion
the weight was 19 lb. per electrical horse-power, by means of the device arranged for the purpose.
and with 33 alternations it was 11.8 lb. There A pleasing feature associated with the ceremony of
was thus a clear saving in first cost in favour of a launching of this vessel, was the presentation, by
frequency twice as great as that selected by the Mrs. Thornycroft, of the medal of the Royal
Humane Society, which had been awarded to a
author.
Dr. Silvanus Thompson, after some complimen- fit ter in the employment of the firm, named Smith,
tary r emarks, quoted the following sentence from who had distinguished himself by jumping overProfessor Forbes's paper: "The rules which board from the Speedy at Sheerness and saving
aovern the construction of machines which shall the life of a marine.
We now pass to the boilers of the Daring, which,
~ork well in parallel are not clearly understood.
The only fact which has been perfectly established as we have f!aid, are of a new type, and which we
in practice is that the lower the frequency the more illustrate on page 667 of the present issue. Fjg. 1
efficient and sure is the parallel working." Re is a front elevation. Fig. 2 a longitudinal elevation
denied that this was all that was known ; for partly in section, Fig. 3 a cross-section, and Fig. 4
example, machines """ould not run well.if the arma- a plan, one half of which shows sections at diffeture were able to distort tho field, or 1f t hey gave rent planes, There are to be three of these boilers
curves of different types, one machine having a on the vessel. As will be seen by our illustrations,
pointed curve and the other a more re.ct~nguJar this design of boiler is a modification of the type of
Thornycroft boiler fitted in the Ariete, which we
form. Further' it was necessary t o .d1at mgmsh
.
between self- induction and magnet1c reaction described and illustrated in our issue of July 22,
DEc. r, 1893.]
1887. * The latter class
E N G I N E E R I N G.
o!
N 0 TES.
TnE "
E N G I N E E R I N G.
it was stated t h at Messrs. Yarrow and Co. were
the contractors for the machinery of this t orpedo
gunboat, it was felt that a good opportunity would
be afforded of testing the capability of the locomotive
type of marine boiler. It must be borne in mind,
h owever, that the so- called locomot ive boilers of
the Antelope are of very different design from that
of the t ruer locomotive class of steam generator,
generally placed in torpedo-bo~ts. The torpedo
gunboat b oilers are an Admiralty pattern, having
two furnaces and a wet-bottom firebox. An outline of these wet-bottom locomotive boilers will be
found on page 695 of our last volume. The damage
to t h e cylinder cover was, of cour3e, due t o the
presence of an excessive amount of water, owing to
the heavy priming. Supposing the 1nishap oecurred
through true priming, and n ot from flooding of one
boiler, we do not see h ow the matter affects the
important question of feed dist ribution , as h as been
stated. Priming may occur although each boiler
receives its own proper share of feed -water.
PROP ELLER SHAFT~.
DEc.
I, 1 893.]
E N G I N E E R I N G.
once on being pr omised an a d vance of 6d. per d ay till
February 1, a conciliation board being established in the
interim. Th ings certainly look mor e hopeful this afternoon . Mr. Dunlop, it may be mention ed, is the leading
member of the firm of M essrs. A . and J. Allan, of th e
Allan L ine of s t eamers.
La~rge
E N G I N E E R I N G.
a.t once attended to. The estimate was for an additional
expenditure of 1150l., but it was quite possible that there
might be some other necessary works, and the sewers
committee proposed to ask leave to borrow 1500l. It was
resolved to make immediate application for leave to
borrow 1500l.
More Welsh Coal.-On Monday a new seam wa.s won
at the Maesteg M erthyr Colliery. The seam is 5 ft. 9 in.
in thickness, and it is very clean coal. This seam has
not been proved before in the Llynavi Valley, and it
must underlie the whole coal area already proved in the
district. This is the third workable seam won at the
Ma.esteg Merthyr Colliery recently. Mr. Yockney, engineer to the Rhondda. and Swansea Bay Railway Company, has written to Mr. C. Evan-Thomas, the proprietor
o! the land on either side of the N eath, under which a
r10h seam of coal has been discovered, ad visiog him to
prepare to work the seam. Mr. Yockney has been instructed to draw up a report for Mr. Thomas.
CoAL IN I TALY.-The imports of coal into Italy in the
first nine months of this year amounted to 3,021,300 tons,
as compared with 2,713,000 tons in the corresponding
period of 1892. In the total of 3,021,300 tons representing
the imports of coal into Italy in the first nine months of
this year, Germany figured for 32,300 tons, and Great
Britain for 2,989,000 tons.
ENGINES OF THE BATTLESIIIPS "MAGNJll'ICENT " AND
"MA.JESTIC. ,-The tender of Messrs. J ohn Penn and
Sons, engineers, of Greenwich, for the construction and
fitting of the propelling machinery, &c. , of the new firstclass battleship the Magnificent, now being laid down at
Chatham Dockyard, has been accepted by the Admiralty.
The ship will be fitted by Messrs. Penn with two independent twin-engines of the inverted vertical threecylinder triple-expansion type, to develop 12,000 indicated
horse-power. They will be supplied with steam by eight
single-ended tubular four-furnaced boilers, fitted with
apparatus to work them on Martin's induced draught
principle. The Naval Construction and Armaments Company, Barrow, have received from the Admiralty an order
to construct the engines and machinery of the Majestic, a
large first-class line-of-battle ship, to be built at Portsmouth, similar in design to the Magnificent.
THE NRW vVEST IN DIA LINER 01!' 'rHE CoMPAGNIE
GENERA LE TRANSATLANTIQUE.-Following the d escription
of the West India Royal Mail Company's new 1iner
Nile. it may be interesting to see what is the kind of
opposition she has to encounter, and in that regard a
short d escription of the latest French boat La Navarre is
perhaps of interest. La Navarre ha-s been in hand a good
while, her construction having been delayed whilst
negotiations were proceeding between her owners-who,
by the way, are her builders t oo-as to the new mail
contract. She was launched from the yard at Penhoet
St. Nazaire, and is built of steel. She is divided into
fifteen compartmen ts by thirteen transverse bulkhead~,
and a longitudinal bulkhead in the engine-room. There
are four complete decks; the promenade deck extends
half the length of the vessel. The vessel is 494ft. in lE'ne'th
and 49ft. 3 in. beam, with a depth of about 37 ftJ. Her
displacement is 8922 tons at a. loaded dra.~gbt of 22ft.~ in.
The vessel is, of course, propelled by twm screws, dn ven
by triple-expansion engines. Each Reb develops 37!30
horse-power, showing a total .Power of 7500,,with 90.revolutions a minute. The cyhnders are 31~ m., 50! 10.,
and 82~ in. in diameter, with a strol~e of 52~.in. Each
engine has its own condenser, 14ft. 1m. long, 6ft. broa~,
and 10 ft. 10 in. high. The total length of the tubes IS
upwards of 27 miles. The boilers are double-ended, four
in number and having a total of twenty-four furnaces
of a diam~ter of 47 in. There are four ventilating
vans for forced draught. The propellers are of gunmetal and their diameter is 15 ft. 4 in. The funnels,
two in number, are elliptical, the great~r diamet~r
being 8 fb. 10 in., and the lesser 5 ft. 3 m. She IS
fUtnished with two masts, and these do not carry yards.
A ccommodation is afforded for 250 saloon, 54 second, and
74 third-class passengers. In addition to this, on the
lower deck no less than 600 emigrants can be bertbod.
For the purpose of the proper sepa~a~i?n of the se.xe~,
these are carried in three separate dtv1s1ons. The firstclass passengers are of course amidships. The dining
saloon on the upper d eck will seat 152. persons a~ one
time. There are small tables a.t ~he s1des. for pn vate
partie~, as well as the long tables m the mid~le of the
room. This room is 66 ft. long and 32 ft. 9 1.n. broa~.
The salon de conversation, or, as the Amencans ~1ll
d oubtless call it, "the social hall," is about 40 ft. lo~g,
and is lighted by a dome as well as by the usual s1de
port-holes. The decoration of this room has been p~r
ticularly attended to, and the walls are p~nelled with
ma.rqueterie. The usual smoke-rooms, bar.ber s shop, and
bath-rooms are not forgotten. On the mam deck are the
children's dining saloon forward, and the s~cond-class
passengers' dining-room saloon aft. The cabms de Vu.xe
and family cabins are on the prom~n~de deck. L a ~avarr~
is lighted throughout by electrlCtt~, th~re bemg 742
lights on board. There is also a. refngeratmg. apparatus
on the Fixary system for the manufa.c~ure of ICe ~nd for
the preservation of the fresh provtstons. As 1s well
known to our readers the French. h.ave ela.borat~d ~he
armed cruiser idea., which was or1gmated on thts s1de
of the Channel. and recently rathe~ neglect~d by the
British Admiralty, and. ?f co~rse. thts vessel IS c~pab~e
of being used as a.n auxtllary m t.Ime of ~ar. Brtefly 1t
will be seen that La Navar~e, whtch a.ttamed ~speed of
18 knots on trial without beiDg_forced, ts super1or to anything we have in the West Ind1a trade.
MISCELLA:N EA.
[DEc.
1,
1893.
'
DEc.
1,
1893.]
EN G I N E ER I NG.
c0 N '
T R u cT E D
ll y
INDUSTRIAL NOTES.
Tuouon thP. great coal dispute has terminated, the
effects of the long stoppage have not passed away.
Indeed , it will be some time before they can cease to
operate to the disadvantage of trad P. and industry.
Mr. Picka.rd has been stating that some employers are
not carrying out the terms of the Foreign Office settlen.ent, by keeping idle parts of the pits, and somettmes the whole colliery, so that .50,000 or 60,000 men
were still out of work. But the pits in some cases cannot be worked till the " ways " are set in order. That
is one of the great dis~dva.ntages of a long stoppage.
Mr. Pickard's threat to call out the men employed, because all are not able to work, is, at least, a reckless
policy. It was to be expected that a. little friction would
continue to exist for a time, but there is no evidence to
show that it exists on the one side more than on the
other. Speaking generally, the resumption of work
was pretty general, and from the day when the pits
were reopened the men ha,e been getting to their
''stalls fa irly well. The distress has not p&8sed
away, and will not for some time, but relief is still
given to the families, in cases where it is most needed,
from contributions and levies.
T II E
I T ER.
--
68o
E N G I N E E R I N G.
---
In the Birmingham district a better tone has prevailed, owing to the termination of the coal dispute,
but high prices still hamper the local staple trades.
There is no large increase in the volume of demand
generally, but more inquiries are on foot from India and
Australia for galvanised sheets and some other articles.
Orders for material are also more plentiful from large
consumers, whose works have long been idle, owing to
the scarcity and dearness of coal. Generally there is
a more hopeful feeling in the district, and there are no
--Mr..Ja.mes Keith, C.E., of London and Arbroath, local disputes of consequence to mar or darken those
has published "A New Chapter in the History of hopes.
Labour." He t ells us how his firm adopted the eight
It appears that Cornish metal markets are in a
hours' system. He says frankly that the experiment
is in too early a stage to be able to speak as to its deplorable condition, the prices for tin being lower
final effects, but apparently he is fully satisfied with than at any time since 1888. Shipments to America
the results so far. He claims that Mr. William Allan, have been very low of late, and fears are expressed
M. P., was the first to initiate the system in engineer- as to the future by the operations of the M'Kinley
It is also rumoured from America that
ing works ; Messrs. J ohnston, of London, followed, tariff.
tpen Mr. Keith, then Messrs. Mather and Platt, and M'Kinley is about to try his hand at further protecothers. So far it appears that all are satisfied with tive duties, to the injury of this country, and with
the change, and it is expected, as well as hoped, that no real and permanent benefit to his own country.
the example will be followed by other firms in th e
The notices for a reduction of 10 per cent. in the
great engineering industries of the country. The rearrangement of the hours seems t o have resulted in wages of the workers in the wrought nail trade have
some economies, inasmuch as the half-hour for break- been withdrawn by the employers, and a committee
fast is done away w ith, and there are therefore two has been appointed to revise the current price lists,
spells of four hours each, or in some cases an extra half- owing, it is alleged, to some of the members of the
hour in the afternoon, to make up for the short day on Employers' Association underselling in the market.
Saturday. It was always contended by the more
The employes in the Government factories are pressthoughtful of the working-class leaders that some such
rearrangement of time would reduce the actual loss to ing for a reduction of the working hours to eight per
the employers to a minimum. This appears to be the day, without any reduction in wages. The workers
in vVoolwich Arsenal sent a deputation to the Secreexperience of all who have tried the experiment.
tary of State for War asking for a shorter day and a
The close of the coal dispute has caused a more minimum rate of wages. An inquiry was promised
settled feeling among the engineering, iron and steel, into the matter.
and cognate trades in Lancas hire, and there are more
The firm of Messrs. W. H. Smith and Son have
confident expect ations of improvement in those industries than have prevailed of late. There has not, promised lOO,OOOl. towards the establishment of a
as yet, been any appreciable increase in the weight of pension fund for all their employes. It is proposed
new orders, but there is more confidence. In most that those in their employ shall contribute a small
branches of the engineering t r ades at present things amount weekly to the fund. This is the most muniare quiet, but more inquiries are stirring. There is ficent gift of the kind ever made, and p erha ps few
no further increase in the number of skilled mechanics firms could make so handsome a contribution. It
out of work, but neither is it expected that there will appears that the pension is to be according to the
be any large decrease in the number of unemployed. years of servic~ in the firm. It is an old-age pension,
In the iron trade more business has been stirring, but regulated by years of service, rather than by the
the weight of buying going on has not as yet been actual age of the employe.
great, either in the raw or manufactured material.
Prices, however, have had a hardening tendency, if anyBRITISH COLONIES AT THE WORLD'S
thing, which is a good omen. In the finished iron
COLU MBIAN EXPOSITION. *
trade makers have scarcely been able as yet to quote
for quantities forward, but prices are firm for what is
By J A~fES DnEDGEJ.. Mem.be! of the British R oyal
uomm1Ss1on.
being sold. In the steel trade things are still quiet,
THE World's Columbian EKposition, which closed
but more work is stirring in the nut and bolt trad es.
In all these branches of industry there is a commend- its doors on October 31, will produce a. _great and perable absence of labour disputes. Indeed, on the whole, manent effect on the commerce of the United States
indeed of the whole world ; it will bring a.boub ~
this vast aggregate of busy industrial centres was and
displacement of certain industries, to the benefit of
never more free from strikes in all branches connected one country at t?e exper;tse of. others ; it has brought imwith the iron and steel industries, and th e trades de- P9rtant producmg nat10ns mto close touch with the
pendent upon them. But there appears to be an un- United States and wit):l one another; and .it ~as given an
easy feeling in the cotton trades again, this time more unparalleled o_pportumty to some of the prmClpal colonies
especially among the weavers, which points to a pos- of the British Empire todisplaytheirnaturalresources and
sible dispute. Indeed, it appears tha.t notices for an the fruit of their untiring energy, to the world. Cert~inly
ad vance have been issued in some cases, so that there is no .great Intert?ation~l ExJ?Osition has had to contend
a probability of some action being taken. For some time agamst such senous difficulties as the one just C'onoluded
past the cetton trades have been better employed, and and but few, if any, can lay claim to such a triumphant
The audacity of the peoJ?le of Chicago led them
prices have been somewhat higher, while the r ates of record.
to disregard the one, that they m1ght achieve the other.
exchange have been more fa vourable as regards the Although the number of visitors largely exceeded that
silver-using countries.
The operatives think that which was anticipated, it having reached the extrathey, too, should benefit to some extent by the altered ordinary t otal of 27i millions, the financial loss to the
conditions. Whether the movement will end in a treasury mus.t be consi~er~b~e, while the supplementary
strike, or the matter will be settled by mutual arrange- losses of bmlders- of md1v1dua.ls and syndicates-will
ment, remains to be seen. But another strike will be probably never be known. But these are small drawbacks
co~pared with the benefi t that will accrue to the oity of
disastrous.
ChiCago. She has attracted exhibitors and visitors from all
parts of the world, and has risen in the popular mind from
In the Wolverhampton district there have been beiog a vague locality chiefly associated with pork to
numerous inquiries during the past week for various her proper position as one of the leading citie; of
kinds of material- bars, sheets, hoops, &c. - for both the world, the centre of a vast producins- and purhome consumption and export trade. But with the chasing population, which must bring their products
close of the coal dispute, and the chances of supplies to her, and receive from her most of the necessaries
from other districts in competition, the prices were and all the luxuries they require. Great as was the
somewhat weaker, and purchasers were not disposed to city of Chicago before the gates of the Columbian
do business on the prices of a month ago. Stocks are, Exposition were opened, a new era has set in for her
now, and though her growth can scarcely be so rapid in
however, very low, both in the hands of makers and the
future as it has been in the pa.st. her influence, wealth,
merchants, so that there has been no great anxiety commercial power, and culture will beindefinitelyincreased
to reduce th e rates. Marked bars ha\'e had an in- by the stupendous and successful effort she has made.
creased demand. Common black sheets, best stamp- Compared to these permanent and certain advantages,
ing sheets, and tinplates have been in quiet request, the loss of money is scarcely appreciable, especially in a.
but there has been a good demand for medium and community full of wealth and energy and pride in the
common bars, hoops, and plates, and galvanisers con- unique city. Reference was made just now to the diffit in ue to order largely. Steel manufacturers havo culties Chicago has had to incur, and these, or some of
booked orders for plates, bars, and billets, sufficient to them, must be briefly referred to, that the results achieved
keep the works going to the end of the year. For may be better appreciated. They began with the inception
of
the
great
project
to
e:elebrate
the
400th
anni
verpig iron the demand is fully equal to the output in the sary of the discovery of America by Christopber
district. The price of fuel is still a difficulty, and it Co1umbus. It was only after a long and bitter struggle
is feared that high prices will rule for some time to
* Read in abstract before the Imperial Institute.
come, notwithstanding the settlement of the coal dis -
---
E N G I N E E R I N G.
that Cb1c~go wrested from other cities competing for thA would have been l ike so many gems without their settings.
prize, the honour of celebrating the a.nni versa.ry. The Mention should here be made of a very popular feature
defeated candidates, and the States they represent, seem of the Exposition. This was the Midway Plaisa.nce, a
never to have quite forgi ven Chicago for this triumph. strip of ground adjoini~g the Park, about a. nlile in
Indications of tbis were evident in the absence from the length and 800 ft. wide. Here were collected the Oriental
Exposition of many great American manufacturers; in and other foreign colonies, and shows that never ceased to
the unjust and damaging criticisms of the eastern press; attract, and which at least astonished the majority of
in the lack of hearty co-operation on the part of the rail- visitorfl. There was no Eiffel Tower at the Col~mbian
road companies. In Europe the ill-natured strictures of the Exposition, but as s-reat a novelty wa~ found in the
eastern newspapers were taken as serious truth El, and pre Ferris Wheel, 250 ft. 1n diameter, that carried, suspended
vented many probable exhibitors, and more visitors, from to it, cars sufficient to bold over 1000 person~, and who
attending the Exposition. The remoteness of Chicago pre were able to enjoy a bird's ey~ view of J a.ckson Park as
sented also a. great and verv damaging obstacle>, except to the wheel was slowly revolved. The cost of this struc
the more energetic and farseeing countries, amongst which ture was fully covered by the end of August, and the
New South Walesstandsconspicuous. Thedivided manage- financial success that has attended on the venture, much
ment of the Exhibition-on the one hand, Chicago for like that of the Eiffel Tower in 1889, will probably lea.d
the buildings and ~rounds; on the other, Government to its being imitated elsewhere.
officials for the exhtbits-created much difficulty, not a
Turning now to the exhibits for which the City of
little confusion, and St')me friction. The city of Chicago Palaces was reared, and judging from the best ava.ila.ble
was new to the work, and employed scarcely any one en- da.ta, the number of exhibitors was fewer by almost
joying a. previous eoxperience of Exhibitions; she deter- 10,000 than at the Paris Exhibition of 1889. As a. whole,
mlDed, with the energy that dominates her actions, ~be impression was given that American science, art, and
that the World 's ]fair of 1893 should be larger and more mdustry were not so full y represented as to do full
beautiful than any previous International Exhibition. T o justice to the U nit~d Statea. On the other band. several
carry out this determination meant the expenditure of foreign nations made unexpectedly splendid displays.
va.st sums of money, but the money has been found and England, unfortunately, ca.nnot be included in their
the result achieved. ' Vant of experience and lack of number, for, except in two departments, those of Fine
time involved much extra. outlay that would, under more Arts and Transporta.tion, the British Section, though
favourable circumstance , have been avoided. And when excellent as far as it went, cannot, either in respect of th~
the work wa done, and the E xhibition building3 were number or the variety of exhibitors, be said to thoroughly
ready for the installation of exhibits, delays occurred represent our position among nations. There were several
which ga,e further excuse for hostile criticism, and com- causes whi ch combined to prevent Great Britain from
bined with the cold and dreary weather of last May in taking a place in the front rank. Tberemotenetas of Cbicago
Chicago to restra.in vi si tors, a.nd to give to J ackson Park -more imaginary than real- the weariness of Exhibitions
the a.ir of a deserted city of palaces. And when these that is found amongst our manufacturers; the British feelevils had been lived down, when the weather grew plea- ing tha.t prevails towards the high tariff that checks our
sant, a.nd there was no further excuse for complaining of export trade with the United States; and a conviction that
incompleteness, the wa.ve of financial disaster that swept no pecu niary benefit could result from exhibiting-these
over the United States did not spare the Exposition. formed the principal reasons that led many British manuHappily, the concluding two month~ have brought better facturers to turn their faces from the Columbian Exposifortune; railways poured in excursionists at low rates; tion. That similar objections applied equally to foreign
a grea.t reaction set in both in the United States and manufacturer&, did not ~revent them from coming in
abroad, and anxiety not to miss seeing the Fair relatively large numbers, lR somewhat significant, as indireplaced the real or affected indifference concerning cating a greater belief in future trade possibilities with the
it, with the result that through September and October the United States, and the uncertain durability of excessive
average attendance has exceeded 200,000 per day. So tariff. Probably no country has ever made so brilliant a
much for the chief difficulties ; let us see how tLe people dispiay 1\t any foreign Exhibition, as Germany has done at
of Chicago a~uitted themselves of the trust imposed Chicago. She shone in all departments except in fishing
upon them. Upon a site unrivalled for exhibition pur- and horticulture, and there can be little doubt that her
poses, on the shore of Lake 1\-Iichigan, they reared a. city industrials will reap a large reward in the future, at our
of palaces to design which the highest talent of American expense. The display made by France was also brilliant,
architects and engineers was laid under contribution; and in their variouq degrees, Austria and Sweden, Spain,
they set these palaces in th~ midst of a great park laid Russia, ~witzerla.nd, and Italy, upheld their artistic and
out with the utmost skill of the landscape gardener, and commercial credit. The co-operation of foreign countries
converted from marsh land to brilliant gardens, and its was, indeed, far more thorough than could have been
beauty enhanced by lagoons and water courses connected anticipated, and proved tbat the United States are
with Lake Michi~an. They applied electricity to the generally regarded as full of possibilities for foreign
purpose of conveymg visitors over the extensive grounds trade.
by an overhead railway, to drive a. fleet of launches upon
But if Greab Britain did not occupy her accustomed
the waterways, and to illuminate the park and buildin~s rank in Expositions, many of the colonies of the British
at night on a. scale never before attempted. Without pre- Empire helJ>ed to make good her deficiencies, and two of
vious experience, but armed only with unusual skill, them, New South Wales and Canada, may be deservedly
energy, and pride in their great task, they COI!lpleted this accorded places in the foremost rank among the nations
Exhibition of unsurpassed beauty and unrivalled pro- exhibiting. No J.uch opportunity has been previously
portions, in an incredibly short space of time. It has afforded for British colonie3, rising rapidly into the imbeen urged against Chicago, and with some show of portance of rich and powerful nations, to show to the
reason, that the buildings and grounds were made too world the extent and varieties of their resources. As
attractive for the well-being of the exhibitors, a.nd that the object of this lecture is to give some idea of what our
visitors, never tired of the beautiful out-of-door surround- colonie~ have done at Chicago, we will turn at once to
ings, found it bard to exchange these attractions for the this part of our subject.
interiors of the various buildings. It is impossible by
(To be continued.)
means of pictures to do justice to the tri~phs of ~~ign
and construction that bavesur{>nsed and deltghted VlBttors
to Chicago during the past stx months. The best that
THE RECENT BOX TUNNEL ACCIDENT.
can be done is to throw on the screen a. series of photoAT a Ji ttle before noon on September 16 last, as the
graphic views that are ~t least correct as regards _form,
but which convey no tdea of col<?ur or propor.tiO~s. * 9 a .m. express train from Paddington to Exeter was
The chief f~ades of the most Important butldmgs running through the Box Tunnel, on the Great Western
-those devoted to Manufactures and Liberal Arts, Agri- main line, it left the rails and came to rest, fouling the
culture Mines and Mining, Electricity, Administration, up line, where ib was almost immediately run into by the
and M~chinery, inoloEe a Central Court, tn which is a gr~a.t slow passenger train from Bristol to Chippenham. No
basin, terminated at one end by a. monumental fountam, lives were lost, but some of the passengers and the dri ''er
aod at the other screened from the lake by a peristyle of and fireman of the up train were injured. The Board of
noble proportions. Behind these palaces are other ~m Trade inquirr_ was opened on the 20th by Major-General
portant buildingR, laid out so as to secure the most Im- Hutchinson, R.E., but bad to be adjourned on account of
posing effects of perspective. They are the Transporta- some of the witnesses being injured., and the reporti from
tion Buildin~, that contained the most complete a:nd which we extract the following, nas only recent y apvaried exhibtts illustrating methods of tra.nsportat10n peared.
The down train consisted of a six-wheeled single
that h~ ever been coJlected. the Horticultural Building,
tbe \Vomen's Building, the Fine Arts Building, the enJZine, running chimney first, a six-wheeled tender, and
Fisheries and the Government Buildings. Be!ides these a train of nine vehicles, the driving and trailing wheels
tbere were numbers of subordinate structures- the of the engine and all the wheels of the tender being fitted
cboral and featival halls, buildings devote~ ~o forP..st~y, with a steam brake, and the vehicles with the vacuum
to dairy exhibits, to ethnology, to exhtbtts of hve brake, both being applicable by the same tap on the
stock, a monumental railway station, and ruany others. engine, and both being automatic in case of severance in
rrhen followed buildings erected by the various States of the train. The engine was badly damaged, as also the
the Union and devoted to exhibits, to offices, and social tender, which fell over on its side, and the rest of the
purposeta. 'Some of these were very costly and beautiful, train was more or less so.
The up train consisted of a. six-wheeled engine with the
others less elaborate, but in all the ~ame spirit ~f. hospitality ruled. Finally must be ment10ned the pavthons of driving and trailing wheels coupled, a. six-wheeled tendar
various foreign countri~s; those of Germany, Sweden, and four other vehicles; the brake arrangements were
FranCE' and Brazil were especially beautiful. The similar to those on the down train. The engine and first
pavil io~s of Canada and N ew . South \Vales, ~bile two vehicles were badly da.magud, a.nd the third one
unpretentious were yet extens1ve and commod10us, slightly so.
Box Tunnel, which is 1 mile 6H chains in lensth, is
and the building erected by Ceylon was wo~thy of the
ephodid site on the Lake Front allotted to 1t. Nearly about 99 miles 12 chains from Paddington and 1s pertwo hundred buildings of a.lllcinds found room at .Ta.ck- fectly straight, on a gradi ent of l in 100. The tunnel is
eon Park, and it may readily be supposed. that large as approached from the east by a risin~ gradient of 1 in 660,
are its dimensions. there was barely suffic1ent room lPft which ceases about a quarter of a mtle east of the tunnel
for the ornamental grounds, lacking which the buildings mouth, this quarter being level ; the gradient then
changes to 1 in 100, falling westwardEl, and extending to
The lantern view~ were shown by Messrs. Steward n. short distance beyond the west mouth, and is succeeded
by other falling gradients not so steep. Having been
and Co., Strand.
681
originally constructed for a double broad-gauge line, the
tunnel is unu~ually wide (30 ft. ), and now that the gauge
is only 4ft. 8~ in., there is a 10-ft. space between the up
and down lines.
The down line for 57 chains west of the west end of the
tunnel, and in the tunnel itself for a distance of 1 mile
34 chains, bad been relaid with a cross-sleeper roa.d,
taking the place of the former longitudinal road, between
July 30 and September 3, the actual spot at which the
accident commenced, which is 1 mi1e 25 chains from the
east mouth of the tunnel, having been relaid on August
27; on August 21 a notice bad been issued restricting the
speed of down trains, on account of the relaying of the
down line, to 15 miles an hour between the east end of
the tunnel and Box station on the west, and this notice
was cancelled on September 7, since wheo, until the
accident, 294 down trains passed safely through the
tunnel.
The new permanent way consists of bull-headed steel
rails in 32 ft. lengths, wei~hing 86 lb. to the yard, of twoholed cast iron chairs we1ghing 46 lb., and of creosoted
sleepers, 9 ft. long by 10 in. by 5 in , at 2 ft. 9 in. central
intervals exc~pt at the joints, wh ere the central interval
is 2ft. 3 in. 'l"'be rails are fished at the joints and secured
in the chairs by outside wooden keys, the chairs being
fastened to the sleE~pers by two { ~ in. fang bolts in eacb
cha.ir. The ballast is of broken stone and gravel, 1 ft. in
depth below the underside of the sleepers, and when
complete should be flush with the tops of the sleepers,
but a.t and near the place where the engine left the rails
it was not nearly complete.
The engine which drew the down express is a six
wheeled single engine, the driving wheels being 7ft. 8 in.,
and the leading and trailing wheels 4 ft. 6 in. in diameter,
the weights on these wheels being 19, 1~, and 12 2 tons
respectively, and the wbeel-ba~e being 18 ft. 6 in., the
centres of th e lea.dins- and driving, and of the driving
and trailing wheels bemg 9ft. 6 in. and 9 ft. apart respectively ; the leading wheels have a lateral play of nearly
2 in. The engine has a double frame, and the wheels
have inside and outside bearings; the outside leading
springs are longitudinal, and hung under the axle-boxes,
while the top plate is attached at each end of the spring
to spring hangers secured to the framing above. The
lowest part of the spring hangers and of the buckles at
the centre of the outside leading spring are about 14 in.
and 7 in. respectively above rail level; the inside leading s_prings are spiral, each consisting of two coils about
5 in. m diameter, the centres being 7~ in. apart. The permanent way was broken up for a length of about 220 yards,
tb~ first mark being on the outer side of the top of the
inner rail some 80 ft. east of the lOO! mile post. Commencing at a point 157 ft. east of the milepost, however,
and extending to the above mark, the line was bent
inwards, the greatest deviation from the straight line
being 3 in. It is supposed that the engine left the rail
with all its wheels at the milepost, and after that point
n early all the rails were upset .
The lowest plate of the outside spring of the left leading wheel of the engine was, according to the evidence,
picked up on the morning of the next day but one, in the
6-ft. spa.ceo, about 35 ft. west of the first mark on the
inner ra.i1, other pieces of the springhincluding the top
plate with a piece of a broken spring anger attached to
1t, having been picked up further to the westward, but
the exact spot at wbich they were found could not be
stated.
There was a great deal of old permanent way material
lying in the space between the up and down lines, and
against this the engine, after it left the rails, must have
been continually knocking.
As the cause of the accidenb ia by no means clear, we
cannot do better than give General Hutchinson's con
clusion s in extenso, adding a few remarks a.t the end
thereof:
" The cause of the accident to the down express train,
which led to the collision between it and the up train, is
involved in a good deal of uncertainty. There is no doubt
that the leading spring banger of the left leading spring
of the engine of the down expret~s was broken through a
concealed flaw somewhere near the spot where an engine
wheel first left the rails, but whether this fracture was the
conseq,uence or cause of the accident is the difficult point
to de01de. It must have been a very heavy blow to have
produced the fracture, for although there was a flaw in the
banger there was plenty of sound metal left, and it is
difficult to understand what obstacle the spring can have
met with to have caused it to break before the first mark
of derailment. The first piece of a broken spring (the
lower plate, about 14 in. long) is said to have been picked
up in the 6-ft. space, 35 ft. west of the first mark, and it is
not easy to see how this piece of a left spring can have
gob into that position on the right of the line. It was not
picked up till two days after the accident, and I think it
may very probably ba,e been moved eastward by one of
the men engaged in repairi ng the road after the accident.
"The evidence of the driver of the down express train,
Charles Hayes, a man of twenty years' service as driver,
and of express trains for the last six yean, is to the effect
that he entered the Box Tunnel, having shut off stearn
just before doing so, at a speed not exceeding 44 miles an
huur, a. minute having been lost in running between
Swindon and Chippenham, owing to the engine priming ;
that neither steam nor the brake was applied in the tunnel,
and that he did not think the speed had increased, when,
without the least wa\rning, and without his ha\ing
noticed any previous oscillation of the enfrine, the ri~bt
leading wheel seemed to drop outside the nght rail with a
lurch and loud noise, followed by a second lurch, when
the driving wheels left the rails, and by a. third and tre
mendous lurch, when the trailing wheels lefb the rails,
the engine then beginning to jump about, and finallr.
stopping with the right leading wheel over the inside r"1l
682
of the up line, and with the tender turned completely
over on it~ left side, but still coupled to the engine, and
with the first vehicle close up to it; that he tried to apl>lY
the brake when he felt the leading wheels of the engtne
leave the rails, but missed the brake handle, and did not
get it on till the trailing wheels left the rails; that upon
the engine stopeing the fireman blew the brake whistle
three times, while he got down on to the ballasb, passed
between the engine and the tunnel wall, groping his way
along until he heard the up train approachm~, when he
stood against the wall and shouted to the dr1ver as the
engine passed, the collision occurring when the third
vehicle from the engine was opposite to him; that he
thinks there may have been three minutes, certainly not
more, between his engine stopping and the collision.
"The evidence of Gibbons, Ha.yes' fireman, and of
locomotive inspector G reena.way, who had ridden on the
engi ne from Swindon, is to much the same effect as
Ha.yes'. After the engine stopped, Gibbons whistled
three times, and he and G reenaway then got off the
engine on the left-hand side, tried ineffectually to relight
the gauge glass lamp, when hearing the up train a.p
proa.ching, they went forward to meet it, its engine pa.ssmg them thirty or forty yards from the engine of the
express, they shouting- to the driver as he passed. They
estimate the time which elapsed between the express
engine stopping and the collision at 2~ and two minutes
respectively.
' The guards of the train can throw no light on the
occurrence, the rear guard stating that the accident
occurred at 11.54 a..m., and the collision in about 1\
minutes afterwards. The front ~ua.rd was knocked down
twice after the train left the ra.Ils, and cannot estimate
the time which elapsed before the collision.
" After a. careful consideta.tion of the evidence of the
servants of the company in charge of the train, of the
marks left on the permanent way, of the state of the
ballast, and of the damage to, and nature of, the engine
drawing the exprPss, I am disposed to attribute the cause
of the accident to the engine of the express train when
descending the gradient of 1 in 100 in the Box Tunnel at
a high rate of speed, having first bent the line inwards
for a. distance of 78 ft. to the extent of 3 in., thereby
creating an irregular curve to the right and a consequent
tendency of the right wheels to mount the inner or right
rail, which they ab once proceeded to do, there being no
superelevation of the inner rail to resist this tendency.
0 wing to the lateral play of a.boub 1! in. on the leading
wheels of the engine, there would, on a straight line, such
as the Box Tunnel, and at high speed, be a tendency in
these wheels to continual lateral movement, and I presume it must have been some movement of this kind
which caused the bend in the line, the absence of full
ballasting a.t and near the spot not affording the requisite
amount of resistance to the effect of such lateral movement.
" The argument against this view of the cause of the
accident is derived from the position in which one of the
spring plates of the left leading spring of the engine was
picked up two days after the accident, viz., in the 6-ft.
space, about 35 ft. wesb of the first mark of a wheel being
off the rails, others of the spring plates having been picked
up further to the west, but their exact position not having
been noted. If the spring plate fell from the engine in
the place in which it was picked up, the blow which
caused the spring banger to break and the spring afterwards to come to pieces, must have occurred a~ some
short distance previously, but there is no indication from
the marks left in the permanent way that such a blow
could have been received before the right leading wheel
left the rails. I am therefore of opinion that, as I before
stated, the spring plate whet;t pioked up ~m tb~ 18t.h
ultimo can hardly have been m the place m whiCh It
originally fell from the engin~, and ~hat the fractur~ of
the spring hanger and the commg to pieces of the sprmg
was the consequence and not the cause of the accident.
"With regard to the circumstances attending the collision which occurred probably not more than two
minutes after the engi ne of the down express had come
to rest with its right leading wheel in the 4-ft. space of
the up' line, and its left leading wheel i~ the 6-ft. space,
the driver and fireman of the express engme and the locomotive inspector who was riding on it appear to have
done what was possible to warn the driver of the up
train who must have entered the tunnel about a. minute
after' the express bad stopped. In the confusion and
darkness there must have been unavoidably some little
time lost (after the fireman had given three. brake
whistles) in going forward t o meet the up tram, and
dri ver Hayes appears to have got forward from forty to
fifty yards, and the fireman. and inspector a ~omewhat
less distance when the engme of the up tram passed
them the driver of which train heard one of the shouts
.
these' men raised.
'' The evidence of Keeling, the driver of the up t ram,
is to the effect that he had etarted fr?m Bri.stol to 9h_i p
penbam with the 11.3 a. m. up st~ppmg tram, consistmg
of engine tender, and four vehicles, fitted throughout
with the ~team and vacuum brakes; that be h~d last
stopped at Box, and entered the Box Tunnel, wbtcb ':Vas
full of steam and smoke, at a speed of about 25 mtles
an hour that after having entered the tunnel about half
a mile be heard some one call out ''Stop !" from the
6.fb. side; that on bearing this b~ let ~o of .the regulator and
looked round, and just as he agam seize~ It be w~sknocked
up against the front of the firebox, not bemg ?8rta.~ wh~ther
or nob he had shut off steam and a.pphed his brake,
which it afterwards turned out he bad done. ~e was
jammed up against the firebox by .coal ~o~mg forward from the tender, and though seriously IDJured ~nd
scalded be managed to free himself, get off the engme,
and se~d his fireman back towards the tunnel mouth to
protect his train.
(DEC.
E N G I N E E R I N G.
"The evidence of Keeling's fireman is to much the
same effect as his own. On the collision occurring he was
thrown about on the footplate and was insensible for a
short time. Though badly hurt, he was able to go back as
far as the tunnel mouth to .Protect his train.
'' The guard of the tram, riding in the rear vehicle,
was taken comJ?letely unawares by the collision. He was
knocked down m his van, but not hurt.
"No blame is to be attached to the servants of the
company with regard to the collision. If, after the engine
of the express train had stopped, the whistle could have
been kept sounding, the driver of the up train might
have heard it sooner that the shoutin g, but to have done
this would have required soma one to remain on the footplate or the whistle to have been tied open, neither being
practicable under the circumstances.
"It was not, in my opinion, a. judicious act on the part
of the district inspector of permanent wa.y between Br1stol
and Thingley Junction [Mr. Baugham] to recommend
the removal of the restriction of speed (which ha.d been in
force during the relaying operations) before the down line
had been fully ballasted, which it certainly was not in the
locality of the a.ccident, where, when I saw the spot on
September 20, ma.ny of the sleepers were bare of ballast for
a. considerable portion of their -depth, both between the
rails a.nd to a less degree outside them. The necessity for
full balla.sting wa3 more particularly necessary in consideration of the long falling gradient of 1 in lOO, on which
very high speeds are sure to be attained, a.nd the fact that
the engine drawing the down express train was one of a
class which were known, when running a.t high spePds, to
exert a severe strain on the line."
After a. careful perusal of the evidence, we cannot but
agree with the conclusion come to by General Hutcbinson that the engine of the down t rain came off the road
before the breaking of the spring banger. From the
construction of the engine, with its play of fully 1! in.
on the leading axle, it is very evident that there is a strong
liability of at times putting a heavy side strain on the permanent way when running on the straight a.t high speeds,
and we are not surprised that this should have been remarked before, a~ stated at the end of the above report.
In the report on a derailment which occurred early last
year to a. L ondon, Tilbury. and Southend tank engine,
running bunker first, the Government inspector recommended that this class of engine should not be run thus,
as, owing to the radial axle-box under the bunker, there
was a. great likelihood of derailment ; in the same way we
cannot but think tha.t it is ina.d visa.ble to run any engine
with a. leading a.xle with so great a play as that now
under consideration, unless that play is adequately controlled by sprws. That such derailments are not common
on the Great astern Railway we attribute to the fact of
the immense strength of their old permanent way on its
longitudinal timbers, but as this is gradually replaced by
the ordinary sleeper road we shall not be surprised
to hear of more accidents of this kind unless the road is
strengtbtmed or the engines altered. No doubt some
means of attaining flexibility for a wheel-base of 18 ft. 6 in.
is absolutely necessary ; but this it is quite possible to
secure without incurring the risk above referred to.
I,
1893.
Boiler
Pressure.
Air
Revolutions.
Pressure.
Starboard.
10.
138
.99
144
J42
144
152
Port.
lb.
149
149
149
HorsePower.
.97
.92
.94
.91
.90
1.14
1.10
100.8
10!.1
104.2
103.6
102.3
104.9
103.6
104.8
100.7
105.2
10~.1
104.2
102.4
104.1
102.8
104.7
10,754
11,656
11,627
11,625
11,282
11,930
11,637
12,058
DEc. r, r893.]
E N G I N E E RI N G.
w.
LLOYD WISE.
RAILWAY APPLIANCES.
23,012. J. Berkley, West Beaton, Newcaatle-on
Tyne. Railway Vehicles, &c. [8 Figa.] Decemb~r 14,
10088
. J.
I
'
' ''-""'
GUNS, &c.
211703. G. G. di Glovannt, Turin, Italy. Fire-Arms.
--
'
the escape of gas. Th e electrodes e' , e" of the pile a are conn ected throug-h a switch to the filament of a small incandescent
electric lamp fi xed on the block immediately in front of the fores ight. The switch is u rged by a s pl'ing to hold the ci rcuit of the
lamp open, but can be mo ved so as to c:o3e it by acting on a press
button. (Accepted October 18, 1893).
18,805. T. Perkes, London. Small Arms. [12 F i.gs.)
October 20, 1892. -Tbis invention relates to the ejecting and
extracting mechanism of breechloading small a rms, whether
hammer or hammerless. A is the extractor leg , B the ejecting
wheel A, upon which are mounted insulated annular plates of cam, in Vl'lhioh is a bent B' ; B2 the recess into which the free
wrought iron to form t he a rmature core Al, these plates being ends of the spring take, B3 the point of contact tor extraction ;
form ed on their inner periphery with g rooves for the reception of
Fig.1.
the arms of the starwheel. This wheel is elongated and extends
beyond the sheet-mt>tal core, and at each end it carries a ring of
cast iron G t hrough which pass tie-bolts D. The armature core is
securely clamped between t he rings by tightening up these bolts.
The armature coils F , after being wound to a r ectangular form on
a core, are cur ved to conform to the outer peril'hery of Lhe
F
armature. (.Accepted Octobt>r 18, 1893).
'I
sure-reducing Valves.
J t?Os
(6 Figs.)
I
I
Pres
invention relates to pressure-reducing Yalves in which t he passage of steam is controlled by a disc valve B, t he s pindle Cot
which extends downwards through an elongated chambE'r D
fixed to the underside of the valve-box E, and is fixed to a fl ex ihle
diaphragm F, and below the diaphragm has adjusta.bJy fixed to
it a orossh ead 0 connected by a pair of helical springs H to the
Fi..g-2.
../"
explosion , and the combustion gases are driYen out of tbe cylinder through a channel d and outlet valve e by the first downstroke of the piston after the explosion. These combustion
outside of the upper part of t he c hamber D. The chamber becomes fiUed with water condensed from the steam, and the water
pcev_eots the st~am acting directly on the flexible diaphra~ F .
T o msure suffic1ent coolness of the water iu cant&et "ith the
flexible diaphra~m without inconveniently increasing the length
of the chamber D, the external surface of t he metal of whi<'h the
chamber is formed is i.ncreased, so that the radiation of h eat from
the metal and water may be increased. (Accepted October 11
1893).
Ag.3.
H
!%
'
1680 S
~tston,
&c., Rods. [3
Fis.Z.
Ff3,- .
Ftg.1.
Fcs '
.,
~
"'
,~.. '
:: r :t'
.,
. .
I'
Ag..Z.
'
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.
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.
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:I,.
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I
I
--I
. . ...
!.~
.. ..oo!
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I
Fr..g.J.
0000 0
------------ --
12$88
~rom t~e upper pa! t of the bed ioto ~he incandescent part of it
lOlJ?edtately below 1t, a nd the fuel be10g blasted near its base,
wh1le the molten metal is so percolating with air in a sufficient
quantity only to main tain the temperature of the p ercolationcolumn of the fuel above the melti ng point of the m etal. The
shell has a passage leading from the gas-retorting par t in its
upper end downward into the shell immediately below the upper
part. Through this passage the gas pressure is maintained from
20,088. C. McK. Dowie and C. B. Bandyside, below on the top of the bed of fuel in the shell, an outlet for the vention r elates to a steam boiler furn ace provided with a number
Newton Heath, Me.nc~ester. Gas Engine Gov~rn- gas leading from t}le base of the upper part. Tbe walls of the of cross-plates II, placed a.t intenals in the flue behind the firE', to
and air, which passes into the cylinder B, this inle t port being so
disposed that it is uncovered by the piston A when the latter
approaches the limit of its r eturn stroke, the gas and air passinginto the non-ignition end of the cylinder, where it is compressed,
and from which it is conveyed to t he firing end of the cy linder
through a channel. (Accepted October 18, 1893).
. E N G I N E E R I N G.
- -
-deftect the products of combustion and form a storage for the
heat. The cr088-plates H are provided with holes through which
th~ prod~ots of combustion p~ss. The h ollow p er forated bridge
~ 1s provided with a perfora.ted support L hinged to it to admit
atr to t h e back of t he fu rnace, when tbe fire is low and the pre88ure
of draught red?c~d. A perforated plate 0 is attach ed to the door
N so as to admtt all to the fu rnace. (A ccepted October 11, 1893).
FitJ .1.
17.012. B. B. Lake, London. (F. F. Krupp, Jl agdeburgBuckau, Germany.) Llfta. [2 Figs.] September 9, 1893.-This in
vent ion has for its object to provide a hydroetatic lift for transfer ring navigable vessels between canals at different le\'e)s. The trough
~. which is made for the reception of the vessel, is arranJred to
r1se and fall between guides, and is provided with water tight
gates at its ends AI, standard s B, which rest upon floats 0, being
pro\'ided to support it. The floats are submerged in chambers D,
IIISCELLAN'BOUS.
22,507. J. E. Nuttall, Blacklnrn, Lancs. LoomShe~dtng _Mo.tiona. [2 Figs.] December 8, 1892. -This in -
,
:.
.. r,
-.. .
t:
, .
'
....
' .
.....
Fig.2.
Pig.1.
. .z.
c2, which passes throu2h the \'a l ve b, is fo rmed eccentr iolllly to
~. / .
..
Fr!J .2.
11506
22,644. W. R. Renshaw, Stoke-on-Trent, Staft'a. on the fork lever 1. The periphery of the brakewheel 7 is corru Steam Bollers. [2 Figs.] December 9, 1892. - Tbis invention gated. When the weft break& or the fork fails to act, at tbe beat
has reference to steam boilers. A is t h e upper part of the boiler and up of the slay, this lever is pushed back, and the inclined space
a the tubes. B is the lower par t, and b its internal furnace, the moves from under the finger or the catch bracket, the latter beinuparte A and B being connected by ve rtical pipes. The pipe moved on its stud, and the brake shoe applied to the oorrugated
surface of the brake wheel, the loom being thus stopped. (.Accepted
Octobe> 11, 1893).
.z .
12,824. W. A. Rife, Waynesborough, August& fixed a small pinion M, and the change wheel W capable of alidin~
County, Virginia, U.S.A. Bydraullc Rams. [15 Figs.) laterally to admit of being put in and out of gear with the sand-
and
Ma.rpent Iron W orks and F oundries Company reports a.
profit of 927Gl. for the finan cial year ending June 30,
1893. The dividend proposed for the year upon the share
capital of th e company is at the rate of 10 per cent. per
annum. The directors state that the financial year
1893-4 commences with orders in hand to the a.moun t of
160,000l.
BELGIAN MECHANICAL
E.
20219
o:
lNDUSTRY.-The Baume