Professional Documents
Culture Documents
A NE\V PERU.
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777
N G l N E R 1 N G.
PROJ EC'l'S.
AT present t he Depar tment of Piura, which is
r eckoned as the rich est agricultural department in
the Republic, h as but one railway- that between
Paitl\ and Piura (33 miles), with an extension to
Catacaos of a. few miles. The latter portion is
operated by a separate corporation, but may be
considered as forming part of the longer road. The
distance of 33 miles is travelled in t he alarming
t-ime of four hours ! Thus the Paita.Piura Rl.ilway
may lay j ust claim to the title of a '' recordbr eaker " -oxen teams barred.
The Por t of Paita is the third most important in
the Republic, and is called at by all t he mail
steamers, as well as th ose plying between Europe
and South America cia th e Straits of !\I agellan.
The h arbour is well sheltered on the north-east,
NEW R AI LWAY
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E N G I N E E R I N G.
less than 350 miles, and the gradients, even in the navy. The first class of navy vessels considered
ascent to Huancabamba, would not exceed the limit was cruising gunboats. These are protected only
of 3 per cent. Ample timber for sleepers is close against the fire of ligh t guns, and at present we
at hand, and the climate, if the fevers met with in have nine ships of t his class, which have proved
all thickly-wooded districts are excepted, is healthy. eminently satisfactory, although t heir speed is not
The Indians of the district are known to be of a to-day equal to the requirements due to a developvery peaceful temperament, totally unlike those of ment in the line of torpedo-boats. In regard
the southern Andes, who have a very unfriendly to protected cruisers, Mr. \Vilson st:J.ted as
habit of introducing their rnachete::; to strangers follows :
before they go through the ceremony of making
''It is in the protected cruiser class that the
their acquaintance themselves. They live in bliss- greatest progress has been made. ln all sixteen
ful ignorance of the efforts that are being made to vessels h ave been built or are building. Their
obta1n permission to open up their country, b ut size varies from 2000 tons in vessels of the Detroit
when that is accomplished, t hey will perhaps be the class to 7350 tons in the Columbia and h er sister
means of developing the land for the benefit of ship, the Minneapolis. The Olympia may be r etheir western brethren.
garded as a developmen t of the design of the San
The following is a summary of the two routes by Francisco, t h e horse-power being relatively inwhich a road can be built :
creased, and the first step being taken t oward the
1. From Piura the line would run directly east- more complete protection of the heavier guns of
ward to the bank of the Huaramaca River, when it t.he main battery by placing them in pairs in turrets.
would change direction and follow the west bank The military value of the vessel is much gr eater
of that stream. It would then rise by easy gradients than of any of the ships of this class that have
toward the town of Huancabamba, but it is ques- preceded her. "
tionable if the construction of t he line would
In respect t o armoured cruisers, Mr. Wilson
not be rendered less difficult by crossing the river said :
at Sera n and gradually working into the valley of
" The earliest design of armoured cruisers was
the Rio Huancab amba sout h of the town of S6udor, that of the Maine. The New York, whose design
keeping San Filipe on the east. The gradient at followed that of the Maine, contains all the features
this point would reach the maximum, as a ridge of of protection , buoyancy, and stability embodied in
comparatively high mountains would have to be t he designs of the later protected cruisers. In t he
crossed before the valley of the Tarn borapa could be Brooklyn the displacement was increased for the
reached. Once the ridge is passed, the gradients purpose of allowing a h eavier battery to be carried,
would become light, as the slopes on the eastern and additional protection was given to all of t he
side are easy. Passing through J aen la Viega, the guns of the main battery. The Brooklyn has
line would follow the course of t he Rio Marafion, more free board forward than the N ew York ; but
crossing the Rivers Parcasa and Turumbusa about the principal differences consist in the increase of
two leagues from their j unction with the main battery and its additional protection against high
explosive she11 fire. "
stream .
Speaking next of battleships, Mr. Wilson r e2. The line after leaving Huancabamba would
cross toward Chirinos, and thence through the marked :
pass at the head waters of the Parcasa River to the
"Five battleships have been begun. The T exas
eastern slope, where it would join the first line.
may be considered as an isolated type, whose feaA third line, although longer than either of t he t ures have not been repeated in mor e recent ships.
above, is one which, on r eaching t he valley of the She was followed by the three vessels of t he Oregon
Huancaba.mba, follows it until near Pimpingos, a.nd type, which, it is believed, may be regarded as t he
then turns n orthwards along the side of the river. most powerful additions yet made to our navy, or,
This line can be carried across the Marafion at for that matter, to any navy. Both t he 13-in. and
Yam on, close to where t he Huancabamba j oins, and t he 8-in. guns are p rovided with complete armoured
then over practically level country along the east protection. The I ~wa, the last battleship designed,
bank of the l\1arafion . By this route the crossing differs from the vessels of t he Oregon class in
of the Rio Santiago can be avoided, and that would having improved nautical qualities, due to an inmean a large item of expen se, as t he bridge for such crease of freeboard forward. The calibre of t he
a river would have to be a very impor tant structure, heavy guns is reduced from 13 in. to 12 in., and
and the foundations alone would prove more costly the armour is generally r educed in thickness, t he
than the side-cut necessary to pass th e P ongo de side armour being 14 in . thick on t he I owa, as
against 18 in. on t he Oregon ."
Manseriche.
The next class was the monitors, of which there
It is stated that an estimate of 2,000,000l. has
been made, but that is a rather low figure for the are six, with a displacement of 26,020 tons; five of
work considering the difficulties in t he vicinity of th ese were built nearly ten years in advance of the
Hua~cabamba. Anyhow, the matter is now being time under consideration, although work on them
discussed with great inter est, and no doubt the was suspended for a number of years. In 1885 to
present .)ongress at Lima wil~ take some .action in 1887 their designs were so modified that they may be
definitely settling the q uestwn of openmg up a considered as belonging to the new navy. Of these
territory whose riches are known, but at present but one is completed, viz. , the Miantonomoh. The
Monterey, the last monitor under construction, is
unattaina.bl e.
modern in design, and has greater speed, thicker
THE AMERIOAN SOCIETY OF NAVAL armour, and heavier guns. She also has large
ballast
tanks,
so
t
hat
her
freeboard
can
be
water
ARCHITECTS.
materially reduced. There are four special service
(FROM OUR NEW YORK CoRRESPONDENT.)
boats and two first-class torpedo-boats, but Mr.
(Concluded f rom page 755.)
"\Vilson did not go into details. As to torpedo gunboats he was emphatic, and declared:
STEEL SHIPS OF THE UNIT~D STATES NAVY.
"In t he class of torpedo gunboats absolutely
THE next paper was one of genera~ importan~e,
and presented by a man w ell .kno~~ 1n the s~ee1al not hing has been accomplished, and when the
line treated of. It was entitled, Steel Ships of marked development which t his class of vessels has
the United States Navy," and was prepared by received in all foreign services is considered in conTheo. D. Wilson, late Chief Constructor U.S.N. nection with the great military value that may be
This was the most elaborately illustrated of any given to these small and comparatively inexpensive
their
total
absence
from
our
fleet
is
greatly
vessels,
paper presented, and was sai~ by. many. to be
one of the most impor tant; certawly it ~as hstened to be r egretted. Taken in connection with the
to with though tf ul attention and discussed at want of torpedo-boats, t he absence of any torpedo
gunboats in the list of our new vessels must be relength.
'b d h
garded
as
a
serious
we8:kness,
a!ld
one
t~at should
The distinguished author dcscr~ c
t e conbe r emedied at the ear h est poss1ble date.
ditions under which the constructwn of the new
Considering the protected and armoured cruisers
navy of t he United States was undertaken, and together, the Commo~ore con sider ed them larger,
stated that as we had no plant suitable for hea~y faster and more h eav1ly armoured t han any t hey
forgings or guns, the development was ~t first. 1n would have to encounter, and complimented the
the Jirection of construction most r eadily carrte.d United States on their possession. H e thought,
on. To-day conditions were .changed,. and th1s however in what is known as fleet service, our
country can produce eve~yth1ng requ~ed for a navy w~s very weak, and t his was d ue to the facts
man-of-war, and in q uant1ty and quahty ~ns.ur already stated, of the inability to construct such
passed. He h eld that to-day t~ere were no. hmlta- ships at t~e t~me. t he new navy :vas und~rtaken,
tions on designers in producmg a warsh1p, not but that oLJectwn iS now r emoved; 111 fact, Ius stateeven that of cost. Since 1883, forty-three vessels
men t was as follows :
and two torpedo-boats have been added to our
"In continuing in the immediate fu t ure t he development of our national policy of naval construction, t he classes of vessels of which we have t he
greatest need are battleships, torpedo gunboats, and
torpedo-boats. With the material resources now
available, there is n o longer any limitation to the
r esults t hat may be accomplished other than that
which the wisdom of Congress and the Executive may
place upon the naval designer through the limitation of cost."
The author th en concluded thus :
'' I t is impossible to conclude t his brief summary
of the work accomplished towards t he construction
of a modern fleet wttho ut r eferring especially to the
manner in which t he pri vate shipyards of the
count ry have contrib uted to the success of the results obtained . When it is remembered that all
but four of t h e new steel ships have been built by
contract, t h e aid r endered t he country by private
shipbuilders will be appreciated, and higher praise
to the thoroughness of t heir work cannot be given
t han is implied by t h e simple s tatement of fact
that i n no c~tse has the contract speed of any vessel
failed to be obtained on trial. "
THE ENOHiES OF UN ITED STATES w AR VESSEL.
E N G I N E E R I N G.
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Indicated Horse-Power of Auxiliari8.
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course, which the department 1s now usmg, 1nvolv~s
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42S 1,3?; 14.75 17.76 5.41 3 1.1
4
107 4.0
23. 7 19'4
6
474
100
2.5
79.0
375
6.9
26.5
0
occur at once to any one who gives much attentiOn
630 1,58e 16.99 19 99 6.oo 39.~
180 3.6
23.0 20. 1
100
2.8
6
48 1
375
6
6 .9
26. 6
80 2
0
878 1, 42 19.76 22.76 6. 33 47.3
100
270 3. 25 24.2 20.8
375
6
3.1
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6.9
26.5
81. 6
6
489
to the matter, in the difficulty of laying out the
~3.
9
380 3.0
100 1,140 2, ll 4 22.65 25. 65 6.65
24.6 2 l.7
7
499
375
6.9 20.5
3.6
0
83.3 1 6
course accurately in the first place, and then t~1e
100 1,466 lt,446 26.22 ~9. 22 6.67 59.5
o20 2.8
25.1
615
375
6
8
6.9
26 6
85.9
23.2
4.2
0
2o. 7 24.6
100 1,820 2,827 30.30 33 30 6. 48 64.4
9
700 2.a
6.0
632
375
fact that everything which may go at all amiss
6
26.5
8a.7
6.9
0
10
960 2.5
26.5 27.3
660
500
100 2,400 3,1;60 38.13 41.13 5.83 b7.4
6
6.2
93.4
6.9
0
26.5
operates against the contractor. One of th~ great
5S>5
100 3,096 4,291 45.96 48.96 6.39 72. 1
11 1290 2.4
27.6 30. 6
7.5
99.1
6
500
26.6
0
6.9
advantaaes of the standarised screw method 1s t hat
12 1710 2.3
29.0 35.9
6Z5
646
100 3,933 6,30 l 56.79 59. 79 4 82 74. 1
9.3
0
6.9
6
26.5 107.G
100 4,88 l 6,434 68.94 7UN 4.34 75.9
13 2220 2.2
3<'. 7 41.1 11.4
6.9
26.5 116.6
7:>0
6
700
0
in case the performance of the vessel improves from
78.
3
553
so
94
83.94
4.00
6,922
7
H
2820 ~. 1
32.7 47 .5 14.0
781
750
IOU
2.5
6.9 26.5 130. 1
6
the very beginning, the trial may be prolonged an
90L
100 7,100 8, 51 91 83 Sli.83 3.68 80. 2
15 3550 2.0
35.2 58.0 17.1
6.4
6.9
26.5 1F0.1
6
750
100 ~. 303 10,230 109 62 11 ~.62 3. 41 ~1. 2
37.9 70.0 20.6 17.6
1077
16 4370 1.!)
750
6.9
26.5 179.5
6
hour or two, and thf.n any consecutive four hours
40.7
1318
100 10,962 13,130 l40.68 143.68 2.84 83.5
750
84.8 24.0 36.8
6
1'i 5220 2. 1
6.9
26.5 219.7
taken as the one on which the record will be based.
18 6120 25
43. 7 114.0
6
1732
100 15,300 17,S82119 1.60 l 9J.60 1 2.22 85 5
750
28.0 69.6
26.5 288.7
69
1
Of course, it goes without saying that, if the last
I
four hours of the trial are bett~r than the first four,
one of my assistants in the Bureau of Steam Engi- for ced draught, and all who have had experience the Government is getting a ship whose excellence
neering, and the subsequent working out has been on her and on other ves~:~els speak in the highest has been demonstrated more conclusively than by
under my direction, and modified to suit all the terms of praise of the greater facility, convenience, the performance of the first four hours. An addiand comfort which attend this method.
circumstances of the case.
tional advantage of this standardised screw method
''It is to be noted, also, with this method of forced is that the progressive trials over the measured
' 'In this case it was desired to combine as mtny
desirable features as possible, so that the machinery draught, that when there is any care at all taken in mile enable data. of gr eat value to the designers of
was not only to be economical, but to be very light. the fire.room to keep the grate bars covered, leaky both hull and machinery to be obtain ed in getting
vVith this latter end in view, more than two-thirds tubes in the combustion chamber are unknown, the relation of horse-power to speed at the various
of the boiler-power is in the shape of tubulous while, with the closed fire-room forced draught, speeds run.
boilers, whose weight, as is well known, is, roughly they are not at all uncommon."
" Ags.in, at the risk of being considered someH e then treated of high chimneys, which he what away from my subject, I think it may not be
speaking, only half that of the ordinary cylindrical
boiler. The special novelty in the design consists decidedly favoured, and told how he had nearly amiss for me to say a word which is based on the
in having the engine designed as a quadruple been thwarted in putting them in the Brooklyn by matter of economy of machinery at low powers, of
expansion engine for full power, taking steam to some gentlemen in the Navy Department, whose which I have already spoken. This is a design for
the highpressure cylinders from the coil boilers, resthetic ideas were shocked by their appearance. an economical peace cruiser. I t hink all who have
while the remainder of the boiler-power, which As to tubulous boilers as an expedient for reduc studied the matter car efully cannot fail to be struck
consists of two cylindrical boilers, will furnish tion in boiler-weight, he considered the only objec with the idea. that it was a mistake to build small
steam to the first r eceiver, a reducing valve being tion was their possible failure to last long, on vessels of very high speed for duty as cruisers. I
fitted so that the pressure in the receiver will be account of the thinness of t heir tubes, although he mean vessels of, say, 1500 to 1800 tons displacejust equal to the pressure of the steam discharged knew of some which had been in use six years ment, designed to make 17 or 18 knots. The
from the highpressure cylinder. Of course, while without deterioration, and some used for over ten machinery necessary to produce this power occupies
this is entirely novel, it is really an extension of years with fresh water. They were being tried on so much available weigb.t that the amount left for
the idea which has obtained for some time of a large scale on the l\fonterey. As to reducing the coal is relatively small, atrd the radius of action very
exhausting from the auxiliaries into the receivers. " weight of the engines, t his had been done to a con- limited. These vessels very rarely in peace time
The Table given above shows the comparative siderable extent by the use of forged steel for are called on to run at a speed anywhere near their
consumption of coal at various speeds, as well as certain parts, and of cast steel for others ; but he maximum, so that, n.s a matter of fact, during their
the amount expended for t he auxiliary engines, eaw no immediate prospect of replacing cast iron entire lives, barring a war, they are simply carrying
which was treated at length by Mr. Melville in his for cylinders. When this could be done, a. material aro und a. large weight of engines and boilers which
difference in weight would be attained, and by the would be useful in an emergency, but which, as
paper.
He then considered the question of detaching all use of nickel steel, if that could be employed. things actually go, are entirely useless.
auxiliaries from the main engine, and evidently did a great reduction on all parts could be reached,
" In case of war these vessels are not sufficiently
not consider it an economical plan. He alluded in As to coal consumption on full-power trials, while powerful to fight any real war-vessel, and they are
this connection to the paper of Mr. Dickie, an ab 1! lb. per horsepower is frequently quoted, he had not fast enough to capture any very valuable merst ract of which appeared in ENGINEERING, among not found results better than 2 1b., and in some chantman, even leaving out cf consideration the
those of the Marine Congress, in which he ad vo cases 2.6 lb. He alluded to the difficulties encoun- fact that no vessel would remain under the flag of
oe.ted making the air pump an integral part of the tered in standardising the indicators. This is an ex one of the belligerents in time of war.
design of t he main engine, and spoke of Mr. Frank tremely important subject, especially where a pre
"It would seem, therefore, that it would be an
H. Baileis plan for an air pump run from the mium is paid on horse-power above the contract r a- economical thing for the Government to l?uild a
main engine of a torpedo boat, or other fast running q uirement, and a fine imposed where it falls below it. number of vessels which should be intended enengine, where , under ad verse circumstances, a 'fhe navy had taken this matter up, and devised tirely as peace cruisers, and which, in timO of war,
vacuum of 21 in. was obtained, at a speed of the most elaborate testing apparatus for this purpose would be laid up. The office of these cruisers
1000 r evolutions per minute. As the boilers are in existence. As an evidence of the effect of this would be to go around and show the flag, to look
the heaviest parts of the machinery, an effort has on instrument-makers, he stated that 72 springs after the interests of American citizens abroad, and,
been made to reduce their weight by the use of were purchased from one maker under a guarantee in case of necessity, as happened recently at Hono
forced draught. He commented on the fact that we that the error should not exceed 3 per cent., and lulu and elsewhere, to land troops. Consequently,
had followed recent English practice when Colonel only seven springs were rejected.
they should be able to carry a relatively large crew,
Stevens had introduced it during the early part
This paper, so full of interest, may be closed by and should have as large coal capacity as possible.
of this century, and the Hudson River steamers the following quotation, your correspondent ventur"It seems to me that a. vessel of about 2500 tons
had used it for years; and, further, that Chief Engi- ing to remark that the task of condensing Corn displacement, with engines of, say, about 1500
neer Isherwood built, during our war, nineteen modore Melville's remarks to their present size has horae-power for full power under forced draught,
gunboats fitted with ashpit forced draught. The been one of great difficulty, because of their prac- would fulfil these condition~ admirably. This
practice, having fallen into disuse, is now revived, tical character.
would give us a speed of about 12 or 13 knots at
and all the various navies are employing it. He
"Jt may possibly not seem strictly german e to full power under forced draught, so that with
then stated his own views as follows :
the title of this article to bring in t he matter of natural draught at full power she could steam with
"As between the two methods of forced draught speed trials, but I do so merely to call attention to great economy at 8 or 9 knots. The coal capacity
in most common use, that by closed fire-r ooms and a method which I had the honour to bring to t he would be about 675 tons ; and, as the arrangement
by closed ashpits, I am decidedly in favour of the attention of the N ~wy Department, and which was of auxiliaries could be designed with special referlatter when it can be applied. I make this proviso unanimously approved by t he Board of Construc- ence to economy, she could be safely put down for
for the r eason that some may a.t once ask why, if I tion of that department, and was used with great a radius of action of about 13,000 knots at a speed
a.m a believer in ashpit forced draught, nearly all success in t he trial of the Ba.ncroft early in this of 9 knots. I would by all means have such a vessel
of our large vessels recently designed have forced year. It consisted in a series of progressive trials sheathed, echoing most heartily the efforts which
draught on the closed fire room system. It is simply for the purpose of Rtandardising the screw and my good friend, Chief Constructor Hichborn, of the
because in a warvessel, with a protective deck and determining accurately the number of revolutions Navy, has been making for so many years. The
minute watertight subdivision, it is extremely diffi- corresponding to a particular speed. Then, having boilers and engines of this vessel would be specially
cult, where there is a number of large boilers, laid a curve to show the r elation of speed to revo- designed with regard to the maximum economy at
to so arrange the blowers for closed ashpit forced lutions, the vessel could be taken to sea anywhere, cruisiug speed, and I believe that a. dozen- euch
draught as to ventilate the fireroom thoroughly. and the continuous endurance trial run ofl', and the vessels would save enough during their career to
This is a point which is sometimes forgotten, but, speed at once determined as soon as the average more than pay for themselYes. "
if it is, the fire-room would simply become intoler revolutions for the entire period were known.
ably hot, and while the boilers themselves will work Doubtless many of you are a.war~ that the fast
THE S UPERI ORITY OF AMERICAN CARGO SHIPS.
admirably, the men will simply be killed by the Argentine cruiser, the Ninth of July, was tested in
The next paper must not be considered a piece
heat. The San Francisco, of our navy, has ashpit this way, and I believe several other foreign vessels of "spread eagleism, " although the author claimed
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E N G I N E E RI N G.
Fig. 1.
superiority for America. It was enti~led, "Comparative Performances of Americ~n and Foreign
Freighting Ships : Our Superiority. " The author
was Captain W. W. Bates, late Commissioner of
Navigation, United States Treasury Department.
Captain Bates's paper was given up entirely to a
discussion of the different ships engaged in the
~rain-carrying trade from the Pacific ports of the
United States to Europe, was largely supplemented
by tables giving data of performance, and conclu- i
sively proved the superiority of the Americanbuilt ship in each particular department of performance considered, notwit hstanding which, Captain Bates informs us, the underwriters of Great
Britain, and other European nations, discriminate
against the superior American ship in favour of the
inferior foreign ship, which gives them an advantage in freight carriage, and thus perpetuates the
control of foreigners upon this large branch of our
foreign carrying trade. Captain Bates's argument
is unquestionably in favour of the present practices in American shipyards of building nothing but
first-class ships, and he contends, as he always has,
that our ships need protection in employm,ent more
than in any other way, believing that., this once
accorded, our superiority would once more put our
ships in demand. He concluded as follows:
"Thus it results that the comparison may assume
the following shape :
"
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Fig.3.
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American
Superiority.
Per Cent.
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3.418
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writers have driven out of trade by their discriminations. There is not a single benefit to be gained,
but several sure to be lost, by substituting imported
for domestic ships in American commerce. The
problem of the American ship is one of protection
ENGINEERING.
careers to our ar chitects and engineers in the inte- couraging because of t he impossibility of meeting
rest of the people of our Republic."
all demands without some waste through the escape
ptpe.
WETTED SURFACE AND SKIN FRICTION.
' ' The auxiliary machinery of modern ferryboats
"The Wetted Surface of Ships," by D. W. consists of an air pump, circulating pump, feed
Tc:~.ylor, Naval Constructor, U.S.N., was the next pump, fire and bilge pump, steering engines, elecpaper. It cannot be condensed, as it was of the tric light engines and dynamos, and with an engine
nature of an argument. It treated of designs and and fan used for ventilating and blowing h eated
methods, and cont~ined many tables of great value air into the cabins.
to naval architects.
"The designs of New York ferry b oats divide
themselves generally in to two classes - paddleMARINE ENGINES AND SHIPS' DBSIGNS.
wheel vessels . and screw propellers. The paddle"The Influence of Speed and Weight of Machi- wheel engines have been mostly of the beam type,
nery on t he Determination of the other Elements of with jet condensers, carrying pressures ranging
Design cf Steam Vessels, " by James J. O'Neill, was from 30 lb. to 50 lb. The wheels in these engines
r ead by title. The paper proposes to show "that are radial. This engine was really very well suited
the weight of t he propulsive element, coupled as it to its work, and still retains its place b eside its
is with the speed desired, will play an important most modern competitors. L ow-pressure inclin ed
part in the fixing of the elements of the ship in engines have been built and used to a certain
which the machinery is placed." The author extent, but have n ot n1et with t he same favour as
thought high speeds could only be attained by the beam engine."
more car efully considering the propeller problem.
Paddle wheels do not stop t h e boat as efficiently
He t hen compar ed various types of vessels, and as the screw, and occupy more space, and while
sh owed what could be done. He thought in the the boat is more easily steered when forereaching
case of t he Paris, with high-speed machinery fitted, it is at the expense of manre uvring power at low
accepting the dimensions, the conditions are that speeds. He considered the beam engine simple and
on her length she should easily reach 2 knots economical as to coal comsum ption, and as the
greater speed. He also noted the Campania and wheels could not be placed in the midship section,
oth er fast vessels. This paper had numerous dia- the ends steered differently. He added that on
grams and tables.
crowded ferries the screw propeller was better t han
the paddle wheel. All the screw propeller boats
FRICTIONAL RESISTANCE OF VESSELS.
built for New York are m odifications of one type,
The next paper was read by title, "On the Law and have a rigid shaft running from end to end,
of Frictional Resistance," by Professor W. F. driven by one or two engines, with a screw at each
Durand. It was a discussion of this law, and end . The n ecessity for prompt r eversing has led
illustrated by diagrams.
to the adoption of two engines, with the object
FIGHTING YACHTS.
of securing two high pressure cylinders with
A very interesting paper was r ead by Mr. Wm. crankpins at right angles to each other. The
Gardner , entitled, " The Steam Yacht ag a Naval Bergen, described in ENGINEERING, vol. liii., pages
Auxiliary in Time of War. " Mr. Gardner, as a very 223 and 253, was t he first scre wferryboat inNew York
successful yacht builder, had full command of his !!arbour. All sorts of misfortunes were predicted,
subject ; but the paper is unfor tunately not avail- but never did she break propeller blades in the
able, although in general it may be said the author ice ; h er shaft stay ed in line, and the bearings did
advocated an arrangement by which steam yachts n ot heat, a nd she stopped quickly. He then conshould be modified in design, so that they could be trasted the Bergen with the latest boat on t h e
r eadily adapted for use as torpedo-boats, small H oboken F erry, the Netherlands, and showed what
cruisers, or despatch vessels, in case of war, the improvements the latter possessed.
In conclusion, Colonel Stevens expressed a belief
Government inducing owners to adopt such modifications by the payment of their cost and by in the future adoption of coil boilers with a proper
attending to the inspection of the vessels during design for a forced draught. He is also considerconstructior. and service. S0me of the fastest ing t he working of auxiliary machinery by hydraulic
boats, it may be noted, are from the designs of power, and closed with this suggestion :
''I have studied the following plan for the
M essrs. Gardner and Moshier, such as the N orund
and t he Feisoen, already described in E NGINEER- motive power of ferryboats. It invol ves a large
driving engine of the marine type coupled directly
ING.
to a dynamo and carefully governed. The dynamo
NEw YoRK FERRYBOATS.
is to supply all the power necessary for t h e driving,
The concluding paper was by Colonel Ed win A. lighting, and ventilating of t he vessel, the main
Stevens, president of the Hoboken Ferry Com- shafts being as short as possible, thus doing away
pany, an able engineer and astute t hinker, as this with the present long and rigid shaft. I may add
paper showed. The title was, '' Some Thoughts on that, while this plan is eminently inter esting, I do
the Design of New York Ferryboats. " A few not believe that electric science is as yet sufficiently
extracts will serve to show its character.
advanced to allow of its application to this branch
The requirements and limitations of designs v. ere of marine design."
noted, as follows :
After the usual courtesies between this Society
hAs to the hull, it must have rigidity to carry and i ts various hosts, the m eeting adjourned, all
its shaft in line ; it must have a longitudinal feeling enthusiastic over the prospects of t he new
stability to resist burying with a. large load on the organisations, and receiving on all sides congratubow and must steer well even when t rimmed by lations and good wishes for this m ost successful
the 'head; it ought to have a fair manre uvring gath ering.
power when fore-reaching with the ~n gines stop~ed;
it must carry h eavy teatn loads wtthout stra1n1ng,
should be of good shape to fight ice with an easy FIFTY-TON TRAVELLING CRANE FOR
THE CATARACT CONSTRUCTION
form ; its weight should be kept as small as p~s
COMPANY, NIAGARA FALLS, N.Y.
sible ; its rlraught not to exceed 11 ft ., and tts
stability should be enough for safety and n? more .. TrrE central power-house for the Niagara Falls
"The engine must start and reverse qutckly; ~t P ower Company, erected by t he Cataract Construcshould be capable of g reat va~iations of po.w er tion Company, is designed for ten 5000 h orse-power
without sacrificing economy ~t 1ts usual workmg, generating dynamos on vertical shafts, each driven
or say two-thirds power ; its balance should be as by a separate t urbine situated at t he bottom of the
go'od a~ can be secured ; but, abov~ all, it m.ust be wheel-pit. The large size and weight of the various
simple, strong, and easy of opera.t10n, repatr, and par ts of the machinery, as well as t he great dept h
inspection, and, let me r epeat, must reverse most at which the wheels are placed, make a quick acting
promptly. The b oilers should be fre~ fr?m any power crane a necessity for prompt installation and
suspicion of priming, and shou~d be able w1th least successful subsequent operation. Not only is such
possible waste to meet the varytng demands. Steam a crane r equired for handling machin ery, waterh as t o be stored at each stop, or some other method wheels, shafts, girder s, dynamos, &c., before and
after installation, but also to continue the excavaof att3.ining the same. object rn u~t be devised.
''As fir ed in servtce, the boilers do not supply tion of the grea t wheel-pit beyond its present limits.
enough steam to run the e ~gi~e continuouslY:. The The house, as fi rst erected, will accommodate only
result is that a t the begmntng of each trip the four dynamos, and it is proposed to close one end
steam pressure is above the average, and at the end with a temporary wall provided with doors through
of the same below. S kilful firing, while most which the crane can pass to t he outside, and t her e
desirable is hard t o secure, as it demands more serve to h oist broken stone from the excavation,
than a\'e~age intelligence, while the work is dis- and lower brick, cement, and other materiab as
required. The importance of securing a quickInoving crane, easily handled and thoroughly adapted
t o the somewhat unus ual conditions of t he case,
was early recognised by t he company, and in asking
bids a wide latitude in design was permitted in
order to bring out a variety of constructions. The
crane illustrated on pages 780 and 781, we learn,
was selected as most nearly filling the requir ed
conditions, as well ' as being the cheapest of those
submitted, in first cost. The d esigners and b uilders
of t his crane are M essrs. William Sellers and Co.,
Incorporated, of Philadelphia.
The size and
capacity of the machine may be stated as follows :
Span of bridge, 60ft. between centres of carrying
wheels ; maximum load, 100,000 lb. ; maximum
hoist of lift, 164 ft. ; t he full load is to be lifted at
5 ft. or 10 ft . per minute, proportionately lighter
loads at 20 ft. and 40ft. per minu te ; the travel of
the carriage across t he bridge may be at 50ft. or
100 ft. per minute, while the bridge itself is geared
to travel along the runway at 100 ft. and 200 ft.
per minute. The highest position of the hook
above the floor of the power-house is 24 ft., t he
rails carrying the crane being 29 ft. above t he floor,
and supported by longitudinal girders on columns
which are connected with the columns carrying the
rafters of the roof. The supporting rails are 5 in.
high, 85 lb. per yard, h eld to the girders by bolts
and clam ps. Attached to these rails on the inner
side on both run ways are cast-iron r acks, into which
gear t he pinions which serve to drive and square
the bridge. These racks ar~ of 2-in. pitch, 3-in.
face, made in 5-ft. sections, bolted to the rails and
resting on the runway g irders. Racks for driving
and squaring were obligatory in the original specification to shorten the length of wheel base.
Fig. 1 shows the crane as i t will appear looking
from the south towards t he n orth in the powerhouse, the platform carrying the operator being at
the end which comes over the wheel-pit, in order to
permit him to see th e h ook at its lowest position.
The crane bridge is composed essentially of two
plate girders, about 5 ft. deep, strongly cross-braced
together across t he top and near the centre, and
carrying t he trolley wholly within the bridge girder s
below the bracing, upon the shelf angles near the
lower flanges (Fig. 8), the eccentric load on the
latter being provided for by heavy vertical stiffeners
at short intervals. This form of construction ,
uniting as it does the two plate girder s into one
compound beam, gives great lateral stiffness to the
bridge, with a comparatively light s tructural weight.
The bridge is carried upon four 37 -in. wheels with
turned steel t yres, double flanged. These wh eels
are suppor ted in bearings on either side, the axles
being 6 in . in diameter in t he journals. It will be
noted that this crane is one of those in which the
hoisting apparatus is stationary at one point on the
bridge, and t he trolley (Fig. 11) is simply a sheave
carriage or upper block on wheels. This type
seems to have marked ad vantage for this particular
case over the arrangement in which t he h oisting
drums and mechanism are mounted in the carriage
itself. The great height of lift and consequent
size of drums would necessitate a large carriage of
great weight, giving command of much less floor
space than is covered by t he hook in the crane
shown. I t is, we believe, usual in such cranes to
put tho drum at one end of the bridge. In this
case it was deemed best to place the drums, which
are two in number (Figs. 6 and 7), in the centre.
They are each 48 in. in diameter by 6 ft. 3 in. long,
and have securely bolted to one end a spurwheel
66 in. in diameter. These wheels are driven by the
same steel pinion of thirteen teeth about 3 in. pitch
on a shaft which extends across the bridge, and is
driven by a bevel wheel also of 66 in . diameter.
The drums are provided with right and left hand
grooves ; two l Asteel r opes are used, being conn ected to t he dru ms at each end, the course of each
of t he ropes being as follows : From the drum to
which it is attached it passes to the end of the
bridge, around a sheave, back to the carriage,
down around the block (Figs. 13 to 15), back to
the carriage, around another sheave, down to the
block again, thence back to the carriage, thence to
the opposite end of the bridge around a sheave, and
back to t h e end of the other drum. There are
thus four strands of r ope, two on each drum
winding towards th e centr e of the drum, and the
load is carried on eight SJtrands of r ope. T o provide against unequal stretching, one of the sheaves
at the end of the bridge is made adjustable horizontally by means of a 3-in. screw, and is provided
with clamps for securing i t in position (Fig. 3).
E N G I N E E R I N G.
The operating mechanism is carried upon a castiron frame (Figs. 4 and 5) secured to t he side of
t he bridge girders, and it receives its motion from
a constant-speed electric motor of about 45 horsep ower capacity, situated upon a platform upon the
opposite side of t he bridge, and connected by a belt
with the r eceiving pull~y. This f rame wor k, or
housing, carries three sets of friction clutch es on
parallel shafts, which operate as many spurwh eels
run ning loose upon the shaft (Fig. 3). These spurwheels gearing t ogether, receive th eir motion from
the pulley through another clutch shaft connected
with the pulley shaft by gears of two ratios, thus
providing a fast or slow movement for the whole
train. An idler, or an intermediate shaf t, is employed to reverse the motion of one set of clutch
gears. By this al'rangement it will be n oted that
the clutch wheels on any shaft run in opposite
d irections, and that by engaging one or the other
of th e clutches the shaft may be made to rotate in
either direction desired ; t hus, without reversing
the motor, which runs continuously in th e same
direcbon at the same speed, any motion of t he
crane can be effected in eith er direction and
at a variety of speeds. These three operating
clutch shafts are coupled respectively by r: uitable trains of gearing to t he bridge t ravelling
mechanism, the trolley travelling mechanism, and
to the hoisting machinery. In t he hoisting train
we find, after leaving t he operating clutches, first,
a reduction th rough another pair of clutches of a
larger size, giving two additional speeds of hoist.
They operate a long h ori zontal shaft running
parallel with t he bridge, and carrying a bevel pinion
which gears into the large bevel wheel before men tioned. To prevent the overhauling of the l0ad,
a \Veston clutch upon a long pinion shaft is combined with a self-acting brake, which permits
rotation in one direction only. The load may be
driven up or down at will, but th e r eaction of
the load causes th e friction clutch to clasp the
brake disc, which is p reventing from rotating by
t he self-acting brake. The load is therefore au tomatically sustained at all times, and th e operator is
freed from the responsibility of working a h and
brake.
A third shaH extends across the bridge, directly
coupled at one end to t he traversing clutch, and at
the oth er carrying a pinion gearing into a wheel on
the shaft of the rack pinion. A similar reduction
is made at t he other end of the bridge. By this
means the bridge is squared and traversed positively and regardless of the wh eel base, which n eed
be no longer than actually required for the width
of the bridge. The carriage, or tr olley, is drawn
back and forth by two ~ -in . steel wire r opes, altern ately coiled upon a 2-ft. d rum at one end of the
bridge, one rope passing directly over the under
side of the drum to the carriage, and tbe other being
taken off the top of the drum, around a sheave
at the far end of the bridge, and thence to the
carriage. As the drum shaft is rotated in one direction or the other, th e carriage is t hus drawn back
or forth as desired. The levers for operating the
various movements are four in number, and are
conveniently grou ped for handling by the operator.
Three of these operate the three trains of mechanism. On e operates t h e stopping and starting
clutches, by means of which the whole t rain of
mechanism is put in motion at a slow or n.pid rate.
\Vith these levers a central position means th at
the clutches are out of gear, and n o motion
r esults. The fi fth lever op erates the change
of speed clutches in the h oisting train, and, of
course, must be in gear with one or the oth er reduction at all times. In order to prevent t h e
operator throwing any clutch too suddenly in to
operation, all of the connecting-rods are compelled
t o act through stiff springs locked up in cases, so
that t he motion of a lever in either direction must
first compress a spring before it can move the
clutch. The clutches are all operated by a rod working t hrough t he centre of t he shaft and connected
to the sliding sleeve by a transverse pin. The carriage (Fig. 11) consists of a framework of 15-in.
chann el beams, attached by Ion~ b olts to two transverse box-girders of 10-in . b eams and plates. The
axles, 6 in. in diameter, are carried in these transverse girders, and the carrying wheels, 26 in. in
diameter on the t read, are provided with doubleBanged steel tyres. The siK h oisting sheaves are
carried upon a 6-in. steel pin, passing through and
supp9rted by the 15-in. channels. They are
bushed wit h bronze, and oiled through the centre of
the pin.
The engraving also shows the method of
7051 A
FIG.
FIG.
1.
2.
Fw. 3.
degree of security, but also absolute non-in terchangeability of keys was essential. Since that
time the Yale lock and lock-box haYe b een adopted
for post-office service, and the department of the
company 's works in which post-office equipments
are made, has grown t o important dimensions in the
twenty-.tive years that have elapsed since its inception.
Th e handsome post-office which was one of the
principal objccte, of attraction in the Government
Building at J ackson Park, was therefor e representative of the latest developments of t he work of the
most experienced builders in the United States
~nd as sue~ was worthy of careful inspection by ali
Interested 1n methods of post-oftice administration.
In order to permit an unobstructed view of the
interior of the office t o the public, those portions
of the partition work usually made of panelled
wood were, in this office, made of plate glass and
ornamental copper grille work. The post-office
was provided with ten wickets for eale of stamps,
both wholesale and retail ; for "Inquiry Depart
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E N G I N E E R I N G.
Cleaning h ole3 in corner of fi reb ox, and blow-off cock
GENERAL FEATURES OF CONSTRUCTION.
with convenient handles. Smoke-stack suitable to fuel.
All principal parts of engine accurately fitted t o gauges
Grates, cast -iron, suitable to fuel. Ashpan wrought iron,
and t emplates, and thoroughly inter changeable.
dampers front and back.
All movable bolts a.nd nuts, and all wearing surfaces
Ba.lanced Poppst throttle valve of cast iron in vertical
m1de of steel or iron, case-hardened.
arm of dry pipe.
A ll wearing brasses made of ingot copper alloyed w ith
FRAMES.
tin as hard as can be worked.
l\Iain frames of best hammered iron, forged solid.
All threads on bolts cut to U.S. standard.
Ji'ront rails bolted and keyed t o main frame, and with
Driving box linings and connecting rod bearinga of
front and back lugs forged on for cylinder connections.
Dd.mascus bronze.
Pedf\stals protected from wear of boxes by cast-iron
T ENDER.
gi \;>s and wedges, secured by thimbles and through bolts.
T/l.nk strongly put t ogether, of steel, well braced with
angle-iron corners. Bottom plates, :} in. thick; side
M ACTIINERY.
! in. thick ; inside of legs,
Cylinders 21 in. and 31 in. in diamet er, and 26 in. plates, i in. thick ; t op plates,
7
stroke, of best close-grained iron as hard as can be !in. thick; riveted with 1 a-in. rivets 1~-in.pitch ; capacity,
worked. Each cylinder cast in one piece, with half 4000 gallons.
T ender frame substantially buil~ of white oak, strongly
saddle placed hori zontally; right and left hand cyli nders
reversible and interchangeable, accurately planed, fitted braced.
T ender trucks, two centre bearing trucks, made with
and bolted t ogether in the most approved manner ; valve
face and steam chest seat ra.ised 1 in. above face of wrou~ht iron side-bard and cross-beams of wood with
cylinder t o allow for wear; cylinders oiled by double sight addit10nal bearings at sides of back truck.
Springs, two cast steel springs in each truck, made by feed placed in cab, and connected with steam chest~ by
Chilled wheels of approved make 33 in. in diameter.
copper pipes running under jacket; pipes proved t o
Brakes on both tender trucks.
200 lb. pressure. Balance valve in steam chest.
Axles of besb hammered iron; outside journals 4} in.
Piston heads and followers of cast iron, fitted wi th castiron "pring ring packing; piston-rods of hammered iron in diameter and 8 in. long; oil-tighb boxes with brass
bearings.
k eyed to cross heads, forced and riveted to piston.
Three tool boxes of bard wood.
Guides of hammered iron.
Brake front of all dri vera and for tender truck.
Crossbead of cast -st eel, ba.bbitted.
Metallic piston and valve rod packing.
Val ve motion of ruost approved shifting-link motion,
graduate::! to cut off equally at all points of stroke (all
working joints provided wi th removable hardened bushings t o facilitate repairs) ; links, sliding- blocks, pins, STANDARD R OLLING STOOK F OR THE
lifting links, and eccentric-rod jaws made of the best
VICTORIAN GOVERNMENT RAILWAYS.
hammered iron, well case-hardened ; sliding-blocks with
Tnl!: rolling stock of the V ictorian Government
long fia.nges t o give increased wearing surface; rocker
sha fts and reverse shaft of wrought iron, with arms Rail ways is in the transition stage, as the older- and
forged on .
it may be said a ntiquated- t ypes are being rapidly
D riving wheelR, six in number, 78 in. in diameter ; replaced by stock to designs by the locomo tive branch,
centres of cast iron, with hubs and rims cored out and embodying the most modern practice, and suitable
t urned to 72 in. in diameter to receive tyres.
for Victorian requirem ent s.
'teel underframes are
Tyres of Krupp cr ucible st eel 3 in. thick; first and used exclusively, for cars and wagons alike, and the
third pairs ftanged 51 in. wide; second pair plain 6~ in.
Y\Testing house brake is fitted to all classes of stock.
wide.
The standard t ype of first-class carriage is shown
Axle~ of hammered iron ; journals 8 in. in diameter and
~; in. long; driving boxes of strong close-grained cast -iron in Figs. 25 to 27, page 788, and the second class
(excepting the upholstery) is exactly si milar. This is
wi th wide fhnges and heavy brass bearings.
Spring; of best cast steel, tempered in oil, made by - also the case with the first and second composite cars,
Equalising beams of wrought iron, and of most approved and suburban brake vans; but in the latter case the
arran gement, with steel gibs and keys.
end com p:Lr tment has a monitor roof for guards. The
Connecting and parallel rods of hammered iron forged s uburban traffic is worked with simi lar vehicles, but
solid, with solid ends on parallel rods, back end of main t he carriages are divided into seven compa rtments
rod forked, all panelled. Crankpins of steel.
instead of six.
Feed water supplied by two injectors.
Long-distance l uggage vans have the same type of
ENGINE T RUCK.
underframe, but have a raised monitor roof in the
Centre bearing swivelling four-whPel swing motion centre. For long runs, and intercolonial express,
sleeping cars are being introd uced, and several of
truck (front).
Centre bearing swivelling two-wheel s wing motion these are now in course of construction at Newport.
truck radial (back).
They are 75 ft. long, b nilt on steel underframes,
Truck frame and braces of wrought iron, with cast-iron mounted on six-wheeled bogies, and c.re replete with
cross spider fitted with swinging bolster and cast-iron every convenience. The internal fittings are of blackpedestals.
wood and mottled Kauri (native woods); the sides and
'Vheels, four, steel-tyred, 33 in. in diameter (front).
'Vheels, two steel-tyred wheels with retaining rings, ceilings are "Lincrusta 'Va.lton, " combined with
mirrors and hand -painted panels; the cars are lit by
42 in. in diameter (back).
Axles of best hammered iron, with inside journals 5} in. electricity, supplied by storage batteries replenished
by a Crompton dynamo, driven by a hig h-speed motor
in diameter and 10 in. long (front).
Axles of best hammered iron, with inside journals 6 in. on t he locomotive. These vehicles will be supplemented by dining-room a nd palace cn.rs later on.
in diameter and 10 in. long (back).
Springs of best cast st eel tempered in oiJ, made by Coming back to the first-c)ass cars, that illustrated
conn ected by equalising beams, resting on tops of boxes. on page 788, Figs. 25 to 27, is of the compartment
type. The divisions between the compartments are
ACCES ORIES.
not carried up full height. As will be seen , it is a
C ..b of good pattern, built of ash, well seasoned and bogie car, and it may be t a ken as typical of the
finished ; fitted together with join t bolts. Pilot of wood. standard adopted for passenger stock. A second class,
Cylinders lagged with wood and neatly cased with
first u.nd second class composit e, and combined smokNo 14 iron.
ing carriage and ,a.n are manufactured for use on
Cylinder head casi ngs of cast-iron, polished bande.
Steam chest casings of cast-iron top, sheet iron centre, suburban roads; the ca.rs are all identical so far as
body, underframe, and bogies are concerned, and
p olished bands.
clif!er in internal fittings only, though in the vans a
Dome lagged wit? wood and cased with ca:st iron.
.
Boiler lagged w1th asbestos, wood, and Jacketed w1th raised compartment is provided and fitted for the use
p 1 ani shed iron and secured by _planisbed iron band~.
of the guard. The stock for the country roads is also
Handrails of iron pipe. Running board nosmgs of similar, the only change made being that the cars are
fla.t iron. 'Vheel cover nosin~s of iron.
divided into six instead of seven compartments, thus
Engine to be furnished w1th sand-box, brackets, and increasing the space a llotted to each passenger. The
shelf t o receive head-lamp, bell, whistle, blower, and
two 3 in. Poppet safety valves, heater, steam gauge, ?ab mail vans are constructed with a sorting-room in the
lamp, gauge cocks_; a lso a. complete set of tools, consist- centre, w ith second-class passenger compartments at
ing of two heavy Jack screws and levers for same, ~ne either end.
Throughout the b ogies and underfra.mes, iron and
h eavy pinch bar with st eel point and heel, one 18-m.
cas ~- hardened monkey wrench, one 12-i n. case- hardened mild steel have been used wherever practicable, to the
monkey wrench, one 2-lb. machinist~' hammer, one soft almost entire exclusion of timber, t he result being a
hammer, one flat chiseJ, one cape ch~sel,_ one poker, one structure not subject to climatic influence, stronger,
scraper, on e slice bar, one set of packmg u ons, one set of l ighter, and mor~ durab!e that?- th e various forms of
hardened double-ended wrenches for all nut_s and bolts on tim her construct10u prev10usly 10 use.
engine larger than_! in. in diax_net er, inoludmg two packThe bogies are each mounted upon four 3ft. 1 ~ in.
in '7 wrenches (duphcates) for ptston and val vestem glands, wrought-iron wheel~, with steel _axles, running i_n
one 16-in. fllt bastard tile, one 16-in. half-round blstard
The we1ght of the car 1s
file, one 16-in. round bastard file, two padlocks and keys Bl.bbitt metal bearmgs
for t end er boxes, two cab seats with c:overs and l?c~s, t !'ansmitted to each set of wheels t hrough six double
twocab seat cushions, one clamp for pulhng d own drtvmg elliptical s prings a~d cradle links, ~d is fur ther di~
box oil cellar, one stud for same, one eye- bolt ~or sa~e, tributed and equalised by compensatmg bars a nd cml
one gal vanised iron water-p~il, one steel_ screwdr1_ver wtth spring~. This mode of suspension-combined w ith
10-i n. blade, five oil cans, v1z.: one sgUlrt cat?- w1th brass the comparatively long car-gives very equaule and
b Jttom two 1-quart long snout cans w1th casb-uon bottom, smooth running. .The underframe is wholly of mild
one 2-g~llon can with cast-ir on bot~omr one? quart tallow st eel (having a n ultimat e t ensile strength of 28 tons,
pot with cast-iron bottom; one 2310;- neadhght.
.
with an elongation of 25 per cent.); the side bars are
Engine and t ender t o be well pa.mted and varms~ed, of channel section, 9 iu. by 3 in. by j in., trussed to
w ith the ro.1d mark, number, a.nd name put on as specified
withstand vertical loads, and s trongly braced, by
by purchaser.
sprmgs.
The bogie meat-wagons are very similar to the
above, except that the partitions are omitted, and
that receptacles for ic~ are provided at each end.
l\Ieat slaughtered in the country is conveyed by
t hese wagons to Melbourne, where it is stored in cool
air chambers, and delivered as required. Extensive
s torage chamber&, cooled by ' ' Hnslam" and "BellColeman" refrigerators, form part of the railway plant
at Newport.
The bogie horse- box, shown in outline in Fig. 1,
page 726, of our issue of Decembe r 15, is built to
carry twelve horseE~, with compartments and seats for
attendants. This class of wagon is chiefly used for
the transit of the more valuable classes of stock. Ea.ch
ROLLI N G STOCK
STAND A RD
MR. A.
D.
NEAR MELBOURNE.
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computment is ca~c_fully padded with stufT~d leather
cushions, and proviSIOn 1s made for fodder, &c.
The bogie fla t t ruck, shown in the ame d iagram, is
co nstructed to ad mit of the expedi~ious handling and
conveyance of long timber and rails.
The sta.ndard "f.I edium, wagons are made in two
varieties, viz., bogie and four-wheeled. The former
(Figs. 28 to 31, page 7 9} is a.daptcd for long loading, alsc, for gnl>in, or TJherevcr large quantities of
merchand ise have io '
' dlt:d, "<\ the hogic system
m:1.terially reduces
umnng load. \\T here it
is necessary t o spltt l o .1.d~, or where the quantity
carried does not jus ti fy the use of large wagons1 a fourwheeled car is used.
All open trucks arc provided with t arpaul ins,
dressed with waterproof co mpounds, and secured
when in use by lashings. To pre\ent the canvas
resting on t he goods in wet weather , the t arpaulins
are supported by chains threaded t hrough wooien
balls, and str etched betw~en iron stanchions at the
truck ends. This arrangement has the effect of
causing the covering t o l.l>ssume the fvrm of a corrugated roof, and effcctua1ly prevents damage fro m r ain.
In the four and six-wheeled standard vehicles, as in
the t .>gies, iron and steel are used as fa.r as possible to
replace timber.
The live-stock trucks (Fig. 2, page 726 of Ollr issue
of December 15} are four-wheeled wagons, with partly
open sides, protected by iron bars. The sheep wagons,
shown iu the same d iagram, arc similar t o t he preceding, but are constructed with an upper and lower
floo . The sheep ar e drafted from the sta~ion yards to
the .1pper and lower floors simul taneously, from suit ab} ramps, at different levels. The fish and fr uit
tru'-ks are built with side_s and ends d oubled , with
t w distinct systems of louvres, wire gauze being
interposed in such a way as to ventilate freely, by
giving access to air curren ts, but preventing the
entrance of dust. The six-wheeled goods van, shown in
Figs. 15 to 19, is in tended for goods or mi xed trains,
or for short dis tan ces, where the traffic does not
warrant the use of t he bogie goods vans. This stock is
similar in details and materials of constru ction t o the
bogie vans already described.
J
INDUSTRIAL NOTES.
---
MR.
A.
D.
RAILWAYS.
GOVERNMENT
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STANDARD
BOGIE
MR.
A.
WAGON
D.
FOR
THE VICTORIAN
GOVERNMENT
RAILV\TAYS.
NEAR ~IELBOURNE.
NE,iVPORT,
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E N G I N E E R I N G.
s hire, Cheshire, Durham, Northumberland, and now will not be eager to renew the conflict at so early a date. occ.urrf'd, and ~everal blast _furnaces are damped down
South \Vales and other d istricts w h ere such r elief T o-day 's quotations at Gla~gow Harbour are as under :
owmg to scar01ty of matenal caused by the holidays.
soc~ot~es exist. T his will be a great mis fortun e, for t he
Yesterday no market was held here, and today very few
F.o.b. per T on.
soc1ettes h ave done a vast amount of good.
people were seen on 'Cha nge. It is said t hat No. 3 g. m. b.
Splinb
...
9s. 6d .
Cleveland pig iron can be bought just now at 35s. 6d. for
M ain coal ...
9s. 9d. to 10s.
prompt f.o.b. deliver y, but few sellers would dispose of
The. unemployed question s till agitates l ocal bodies
Steam
...
. . . lls. to lls. 6d.
much at that price. Makers have a good few orders on
~he Government, an d t h e gen er al public. The meet~
Ell ...
. ..
...
lts.
h and, and are not an xious for new work at present
1ng, however, called in Trafalgar-square on Sunday
Glasgow Coppe1 Market.- Coppe.r on Glasgow Exchange rates, believing that quotat ions are li kely to improve
l ast was only attenued by a score or two of demon- was quoted at the openin g last Thursday at 43l. l s. 3d. before long. The lower qualities of pig iron a.re
strators. The.se wer e addressed by a new organiser, per ton, but in th e afternoon the quotation ran up to rather quiet, and No. 4 foundry pig might be bought at
wh.o s poke :Vlldly, and then the meeting dispersed 43l. 3s. 9d. On th e following day there was an ad vance 34s. 6d., whilst 34s. m ight be accepted for grey forge,
9u1etly. It 1s d readfully sad to see willing workers to 43l. 5s. per t on, and to day there has been a decline to both for prompt delivery. Hematite pig iron is steady,
1d le when able to work, but these organised a-ttem pts 43l. per ton cash .
and Nos. 1, 2, and 3 of makers' east coast brands may be
to us~ th e unempl oyed for political pur poses a re even
Th e L ocal Steel T rade in 1893.- T o the manufacturers pu~ at 43s.. 6d. ~or early f.o.b. delivery. Span ibh ore keeps
more sad. If, however, th e Tower Hill scenes, the of ?pen_-heart? steel in the W est of Scotland, the year qUJ et, rubto bemg quoted 12s. ex-ship T ees. Yesterday
Trafalgarsquar e me~tings , and the p arades t h roug h whiCh 1s closmg has been on e of great anxie ty, almost Middlesbroug h warrants closed 35s. 5~d. cash buyers.
the streets o.f the Ctty and the ' Ves t E nd can stir up without a single ray to relieve the gloom of the deep
Manu..jacturccl!?on and Stecl.- Th ere is little or nothing
the loc~l bod1es to find em ployment at useful la.bo ur, depression which has been cast over all the busi ness. The doing in manufactured iron and steel, but prospects on
good w1ll be d one to the co mmunity . London is never improvement, small though it was, which had set in t he whole look somewhat better. It is expected that next
before th e termination of last year, proved very year establishments will be kept more regula rly going.
so clean as it ought to be for a great and w ealthy shortly
short -lived, and very early in th e new year di ed out. Common iron bars are 4l. 17s. Gd. ; best bars, 5t. 7s. 6d.
m etropolis, a nd much can be effect ed for comfort anu Prices of ship plates, which had advanced to the extent
iron ship plates, 4l. 15s. ; steel ship plates, 5t. 2d. 6d. ;
heal th if the vestries do their duty .
of something like 7s. 6d. per t on, gradually fell away, iron ship angl es, 4l. 12s. 6d. ; and steel ship angles, 4l. 15s.
until by the month of June they were as low as at all l~ss the usual ~~ per ce~t. discount for cash. Heavy
any previous time. Since then, however, a slight sections of st eel ralls are qmet at 3l. 12s. Gd. net at works.
impro vement has again taken place, and the year
NOTES FROM THE NORTH.
T he Fuel Trade.-~"'u el continues dear, and prospects
closes
with
prices
just
about
the
same
as
at
its
GLASGOW, W ednesday.
for the future are encouraging. Good blast-furnace coke
commencement.
These
remarks
also
apply
equally
Glasgow P ig-bon M arket.-Only a small amount of
is between 13R. and 14s. delivered at works here over th e
to
boiler
plates
;
but
with
regard
to
angl
e~,
the
year
has
busmess wa~ done in the pig-iron warrant market on
next three months.
witnessed
the
commencement
of
k
een
competition
from
T~ursday forenoo? . . Prices, however, were well maint a med, and hemat1te 1ron was in special r eq uest. Scotch t he North of England in these products such as had pre
warrants were dealt in at 43s. lO~d. and 433. lOd. cash viously been experienced in plates, and as a consequence
NOTES FROM SOUTH YORKSHIRE.
the market closi ng with buyers at the latter . Cleveland angles were recently at the lowest price ever known. The
SHEFFIELD, W ednesday.
changed h ands at 353. lOd. cash, closing buyers ld. per steelmakers of the west of Scotland are now quoting
Grimsby Trade Council and Government W ork. - The
ton less, the same as on the preceding afternoon. Cum- angles 4l. 15s. , ship and bridge plates5l. 10s., boiler plates
b~rland hematite iron was done at 45s. lO~d . and 5l. 17s. Gd. , all with extras and for delivery at Clyde or Grimsby Trade and Labour Council have unanimously
4os. 9~d. cash, t~e finish being 453. 9d. cash buyers, equal, but in all likelihood business could be done at adopted the following resolution, and SE'nt a copy of it to
and. sellers wantmg ld. per ton more. While little 2s. 6d. per ton under the prices named for ship plates and the Secretary of S tate for War: "That this meeting is
busmess was don e, a very firm tone prevailed in the angles. During the year there has been a considerable of opinion th at th e Governmen t can grant an eight-hours
day without reduction of pay to all employes at work in
afternoon. Business was done in Scotch warrants shortness of work in the diRtrict.
Government factories without loss to the State, owing to
at 43::~. lld. cash, at wh ich there were buyers at t he close.
Malleable I ron T1ade.-The makers of finished iron are the cost of prod uction being far less than that done by
Only one or two lots changed hands. Cleveland was in some cases very busy -so much so, indeed, that they
done a_t 353. lO~d. cash, closing buyers at 353. 11d. will stop their works for only a. very short t ime at the pd vate contractors." It is understood that further
Hemat1te iron was again in demand and a moderate forthcoming New Year holiday season. P rices show prac- measures will be taken to agitate this question.
am ount of business was done at 45s. it!d. cash also at tically no change of any importance. l'he past year in
H ea,ting R ailu:ay Oarriages.-Th e Great Northern Rail463. ld. t o 463. ~d. per ton on~ month, closing b~yers at this branch of the iron trades has been one of compara- way Company have recentl y conferred a boon on their
the latter 9uotal10n. The closmg settlement prices were ti vely level prices; indeed, th e range of quotations n ow passengers in some parts of the \Vest Riding by providing
-Scotch 1ron, 43s. lO ~d. per ton ; Cleveland 35s. lO~d. ruling is almost exactly the same as that which existed the_m with trains heated with Haycock 's apparatus. A
Cumberland and Middlesbrough hematite iron respec~ at the beginning of the year. On the whole the cyhnder filled with a non-freezing liquid is placed in each
tively, 4G~. and 43s. 7~d. per ton. A moderat~ amount works have been fairly well employed, although compartment, and heated with steam by a pipe from the
of business was transact ed on Friday forenoon. About the business done th rough th e year has been much engin e. When once charged, sufficient heat is generated
10,000 tons were dealt in- 5000 tons of Scotch 2500 of a "hand-to-mouth " character. During the first half to maintain an even temperature of 70 deg. Fahr. in the
of Cleveland, and 2500 tons of hematite iron. ' Most of the year prices gradual1y came downwards, owing to cold est weather for four or five hours. A heat regulator
of the Scot ch iron sold at 44~. 2d. and 44s. 3d. per th e severe competition amongst both the manufacturers is p rovided in each compartment, by which means paston one month fi xed, with l s. forfeit in buyer's option. and the merchants ; during the latter half of the year, sengers can lower or raise the temperature as desired.
Prices were easier all round to the extent of l~d . per however, prices gradually crept up again to the former The trains thus fitted were constructed in the company 's
t on. V ery little support was extended t o the market standard, mainly on account of the ad vancing price of shops at D oncaster.
in the afternoon, and _prices were easier than in the coal before and during the colliers' strike. So far as
Y orkshire Mi n er~ Stilt Out of W ork.-Th e miners remorn ing, Scotch and Cleveland each dropping ld. per profits are concerned, the year's work has brought very cently employed at East Gawber and \Vharncliffe S ilkton, and Cumb_erland hematite iron l i d. About 10,000 poor results.
stone Collieries, near Barnsley, are out of work and are
t ons would agam completely cover the transactions-5000
a ppealing to tb e public for support. They state that
M
essrs.
James
H
owden
and
Oo.
amd
Forced
D1aught
for
ton~ of Scotch, 4000 tons of Cleveland, and 1000 tons of
they are unable to resume employment because of a disBoiler
Fu1
nru:es.lt
is
stated
that
Messrs.
J
ames
Howh ematite iron. The settlement prices at the close werepute bet ween the colliery owners and t he ground landden
and
Co.,
of
this
city.
have
booked
orders
durin
g
1893
Scotch iron, 43s. 9d. per ton; Cleveland, ~5s. Bid.; Cumber
lord. About a thousand miners are idle, and as they are
for
the
application
of
their
system
of
forced
draught
under
land and Middlesbrough hematite iron, 45s. 9d. and 43s. 7!d.
members of the u nion, some assistance is to be gi ven from
royalties
to
52
steamships,
mostly
of
large
size,
including
p sr ton respectively. Owing to the C hristmas holidays,
it3 funds.
the
large
passenger
steamers
n
ow
building
at
Philadelbusiness was n ot resumed till to-day. It was very reT he Fo1thcoming Coal Contracts. - It is understood that
stricted this foren oon, when S cotch warrants chan g~d phia for th e American L ine, by Messrs. Cramp and Sons.
hands an 43s. 8d. to 43s. 6d. cash, the close being even The aggregate power of thase 52 steamships amounts to the Yorkshire owners of steam coal ha ve held a. meeting
and decided on a united course of action with respect to
lower. Cleveland was done at 35s. 9d. to 35s. 8d. one 145,600 indicated horsepower.
month. A fair amount also ch anged hands at 35s. 6~d .
T he Glasgow Locomotive Trade.- Th is branch of local th e new contracts with the railway companies for steam
F riday. In th e afternoon a large business was done, and trade is more destitute of good prospects t han it has been coal. The following figures show the course of prices
prices were lower all round. At the close the settlement for many years. During the past year locomotive engines durin g lhe past few years: 18889, 8s. 6d. per ton ; 188990,
prices were- Scotch iron, 43j. 4~d. per t on ; Cleveland, have been supplied from Glasgow for railways in India, 8a. Gd. ; 1890-1, l Oa. 6d. to ll s.; 18912, 10s. 6d. to 10s. 9d.;
~5s. Gd. ; Cumberland and Middlesbrough hematite Japan, Cape Colony, Australia, China, Ceylon, and 189:l3, 9.3. 6d.; 1893, J anuary, 9s. 6d.; June, 7s. 9d. It
iron, re3pecti vely, 45s. 3d. and 43s. l!d. per ton. Assam in the East, and Mexico and A rgentina in the has been agreed that tenders shall be at an aci vance of
The following are the current prices of a few special western hemisphere, as also for many railways at home, about l s. 6d. on the last mentioned figures.
brand~ of No. 1 makers' iron : Clyde, 49s. 6d. per ton ; includ ing the Glasgow and South -W est ern, the Great
I ron, Steel, a;n,d Engineering.-Pros pecta, so fa.r as the
Gartsherrie, Summerlee, and Calder, 52s. 6d.; L angloa.n North of Scotland , the Highland, the Midland, and Irish iron and steel trades are concerned, are of an encouragand Coltnes~, 56s. 6d.-th e foregoing all shipped at railways. Prices have been reduced to a very low level. ing character. L ocal smelters find a ready market for
Glasgow; Gleugarnock (shipped at Ardrossan), 51s.:
T he L ate M r. David H enderson, of M eadowside Ship- their output at higher prices than ruled previous to the
Shotts (shipped at L eith), 54s. 6d. per ton. Since the yard.-Thi s wellknown gentleman, who was the senior coal stoppage, and they arQ not disposed to commit
close of the strike of the Scotch miners, 13 blast fur- partner of Messrs. D. and W. Henderson and Co., engi- themsel ves to lower figures in forthcoming contracts.
naces have been fired up afresh, making a total of neers and shipbuilders, Glasgow, died yesterday morning Local made forge pig r ealises 40s. to 42s. per ton, and
2S in acti ve operation, as compared with 76 at this somewhat suddenly, at his residence on Gareloch, at about foundry 42s. to 44s. Orders and inquiries are coming
time last year. Last week 's shipments of pig iron from 76 years of age. In early life, like his brothers, he was in thickly for best and medium qualities of bar
all S cotch ports am ounted to 3017 tons, as compared a sh ipmaster, and was a captain both of sailing ships and on home account and for export, and it is probabJe
with 3589 tons in the corresponding week of last year. eteamers. During the Cri mean War he had com mand of that the mills will be put on full time at an early
They included 200 tons for It.1.ly, 175 tons for Germany, the troopshi p Clyde, which was employed in the transpor- d ate. Probably India, Australia, and South A frica
427 tons for Holland, 100 tons for Spain and P ortu gal, tation of troops bet ween this ~oun try and the scene of opera- will supply the earliest heavy ord ers for bar for export.
smaller quantities for other countries, and 1927 tons tions in the Black Sea. S hortly after the close of t he war Sheet-rollers are receiving som~ fair lines on colliery
coastwise. The stock of pig iron in M essrs. Connal and he retired from t he sea, and togeth er with his brother account. Circumstances point to a heavy trade superCo.'s public warrant stores stood at 321,111 tons yester- William h~ established the marine engineering business at vening in the steel departments, both in rail way and
day afternoon, against 321, 597. tons yeste~d ay week, thus Finnieston Steam Engine Works, frequently called the marine material, particularly in heavy forgings, and as
showing for tbe week a reductiOn amountmg to 486 tons. Anchor Line vVorks, from the fact t hat they did all the there are many pressing orders on the books, business will
be resumed as rapidly as possible. Coke is likely to reengine
repairs.
&c.,
for
th
e
Anchor
Line
steamers,
owned
W est of Scotland Coal T rade.-In the coal market the
main at its present comparati vely h igh price. Bessemer
by
Messra.
H
end
erson
B
rothers.
About
twenty
y~ars
demand for all classes continues ~ood. Some producers
billets find a ready sale at 5l. 17s. 6d. to 6l. , and Siemens
since
the
firm
acquired
Me~srs.
T
od
and
Macgregor's
are experienci ng difficulty in keepmg their men fully emat
Gl. 5s. to 6l. lOo. per ton. Armour-plate manufacturers
famous
shipyard
at
Meadowside,
where
they
carried
on
a
ployed on account of the s~arcity of w~gons, but so far no
are kept fully going on all-steel work. The engineering
large
shipbuilding
business
for
the
Anchor
Line
and
serious d elay has ooourred m the loadmg of vessels, and
trades throughout the district are all benefiting by the
many
other
owners.
They
also
built
some
of
t
he
most
by the end of the week all orders arranged for should be
partial revival, and promise to be busy before the spring
n
otable
yachts
afloat,
including
the
T
histle,
Valkyrie,
p retty well run off. Th~ min~rs will stop ~ork on Friday,
months
are
reached.
and it is expected the ptts will be open agam on Thursday and Britannia.
of next week as the men, it is thought, will not be
E N G I N E E R I N G.
system at the South Brent station. lb runs virl AvonLAUNCHES AND TRIAL TRIPS .
wick, Gara Bridge, and Loddiswell, and there are stations
T nE steel screw steamer Snowflake was taken to sea. on
at each of those places.
T uesday, the 19th inst., for her t ri al trip. She ha:s been
The "Hwricr."- The lla.rrier, gunboat, now building built at the Walker yard of Si r W. G. Armstrong,1\l1tchell,
ab Devonport, will be ready for launching by Tuesday, and Co. for t he Bear Creek Oil and Shipping Company, of
February 20. It was at first arranged that the Halcyon IJi verpool, of which IYlessrs. C. T. Bowring and Co. are
should be the ne:\.t vessel launched ; but as th e Lords of the managing owners. ller prin~ ipal dimensions a.~e:
the Admiralty are anxious that a starb should be made L ength, 305 ft. ; breadth. 39 ft. G m. ; depth, 27 ft. 9 m .
with the new cruiser 'falbot, instructions have been given She is capable of carrying about 4000 tons dead weight on
for ex pediting the construction of the Harrier, as it is a moderate draught of water. The propelling machinery
upon her sli p that the Talbot is to be builb.
is on the triple-ex pansion system, manufactured by ~be
The Electric L ight at Cardiff. - The Lighting and Elec Wallsend Slipway and E ngineerin g Company. Owmg
trical Committee of the Cardiff Town Council has accepted to the rough state of the sea, no speed r uns were made
t enders for 250 lamp columns, lamps, and lampholders. on the measured mile, but during the few hours the vessel
It is proposed to erect 40 additional lamps in various was on trial the machinery gave every satisfaction.
--parts of the town.
There was launched on the 23rd inst. by M essrs. C. S.
The T inplate T?'ade.-Prepa.rations are being made Swan and liunter, shipbuilders, Wallsend, a. steel screw
for layiog down four extra. mills at the Gwendraeth Tin st eamer, named Indralema, of the following dimensions:
plate \Vorks, Kid welly. The mills are t o be laid down in Length over all, 341 ft. ; breadth, 41ft. 6 in. ; with a
the parb known as the New Works.
moulded depth of 28 fb. 1 in. The vessel has been built
Barry R ailway.- Tbe directors of the Barry R9.ilway t o the order of Mr. T. B. R oy_den, Liverpool. H er engines
and D ock Company will let in the course of the n ext six are by the Central Marine E ngine vVorks, W est H artleweeks a contract for the first section of the new dock with pool, with cylinders 24 in., 38 in., and 64 in. in diameter
which they are about to proceed. Th ~ section will cover by 42 in. stroke.
aboub 20 acres. Accommodation will be provided for ten
A steel screw steamer, named Stefania, was launched
additional coal tips.
on the 23rd inst. by Messrs. \ Vigham, Rie:hardson, and
Cardiff. - Tbe coal trade has maintained a firm tone; Co. , Newcastle-on-Tyne. The \'easel is for the Royal
steam qualities have, however, been somewhat more Hun~arian Sea Navigation Company "Adria," L im ited,
plentiful for prompt shipment. The best qualities have of lf1ume and Budapest, and is 293 f b. in length by
made 16s. to 16s. Gd. per ton for immediate shipment, 39 ft. 9 in. beam. The engines. whichtor!"ith the boilers,
while 15s. to 153. 6d. per ton has been the quotatiOn for are also being constructed by Me~srs. wi gham, Ricbarddeli varies in January. H ouse coal has continued in good eon, and Co , are intended t o drive the vessel at a good
demand; No. 3 Rhondda large has been making 14s. 6d. speed.
per ton.
The "Car ysjort. "-The Carysfort, cruiser, which is to
It may be remembered that, about two years ago, the
be brought forward for service with the train ing squadron, National Lifeboat Institution placed on t rial ab H arwich
is to Le fit ted with two 14in. Whitehead torpedo tubes. the first mechanically-propelled boat intended for life
The vessel will not be supplied with quick firing guns at savi ng purposes. This vessel, named the Duke of
present, and it is also nob intend ed to make any altera Northumberland, was constructed by M essrs. R. a nd II.
tion with her a rmament of machine guns or her 7-pounder Green, the widely known shipbuilders of Blackwal l, and
engined by M essrs. Thornycroft, of Chiswick. She is
and Dpounder muzzle-loading guns.
ft. long, 12 fb. beam, and h er loaded displacement at
Welsh Co al Contracts.- M easrs. Elder, Dempster, and 50
Co., of Liverpool, have concluded a contract with th e 3 ft. 6 in. draught is 23 tons. H er propelling machinery
U mted National Collieries (Limited) for a su pply of abont consists of a horizontal compound surface-condensing
of about 170 h orse-power, driving a nearly hori
70,000 tons of Newport-Abercarn steam coal. The contract engine
price is stated to be 12s. per ton, free on board. The coal zontal turbine of 30 in. in diameter, which deli vera its
thus contracted for is to be shipped ab Newport. The water through two outlets in the sides of the boat, and
draws its supply through a vertical scoop -shaped inlet
Cambrian Coal Company h as secured a contract for the amidships.
1'he boiler is one of Mr. Thornycroft's patent
sup ply of 75,000 tons of coal t o the Campania Trans- water-tube type,
with a heating surface of 606 square feet,
a tlan tica, of Ca.diz and Barcelona. The contracb price in and grate su rface of 8~ square feeb. This boat, a fter
this case is about 13s. per t on.
going through an exhaustive series of trials, making
T he " T allJot." - The Li verpool Engineering and Con- durin g one of them the passage from H arwich t o H oly
denser ConJpany has received instructions to supply a head, a distance of 1000 miles, without the least mishap,
pai r of diRtilling condensers, S!Dare tubes, and circulating was eventually placed on the station ab Harwich, and has
engines for the Talbob. A tender of Messrs. J. and G. since done excellent service in the saving of m any lives
\Vei r has also been accepted for the supply of two evapo- and much valuable property. The success attained sugrators for the Talbot.
gested the construct ion of two other boats by Messrs.
A Harbour Tru st for Cardiff.-A special meeting of the Green, one for the Royal National L ifeboat Institution,
Cardiff Harbour Trust Committee was held on :l!'riday, and the other for the Lifeboat Institution of South
ab Cardiff, under the presidency of the Mayor. The Holland. These vessels have the following principal
mem bers were instructed at th e lasb meetin~ of the dimensions : L ength, 53 ft. ; beam, 16 ft. ; de,Pth, 5! ft. ;
genera l committee to communicate with the vanoua inte- and their load:d displacement is 30 tons, gtving them
rests involved, stating t hat the T own Counc il had adopted a draught of 3 ft. 3 in., at which they will carry
the principle of a harb0ur trust, and asking those interests from 30 to 40 passengers, fou r tons of coal in the bunkers,
whetheor t hey were willing t o receive a. depu tation upon and half a t on of fresh water in their reser ve tanks. l'be
the subject. Favourable replies have been received from fi rsb of them- or that intended for the Royal National
i r W. T. Lewis, L ord Tredegar, and others. 'ir \V. T. Lifeboat Institution-lamched some months ago, is nearly
ready for her official trial ; the ~econd - that for the kin L ewis has, however, asked for further particulars.
dred institution in South llolland-waslaunched on FriA Welsh I ndustrial Exhibition.-A proposal has been day of last week. Instead of propulsion being dependent,
mad e for holding a n industrial and fine art exh ibition at as in the case of the Duke of Northumberland, upon one
Card iff. The managers of a si milar exhibition at Bristol turbin e and inlet to feed ib, the ne w vessel is fitted with
will shortly be in a position to di spose of their buildings, two vertical centrifugal {>Umps placed on the starboard
and this, of course, is a consideration. Mr. H. J. Spear, and port sides, driven duect from the crankshaft - t o
Aecretary of the Bristol ex hibition, had an inter view on which they are coupled and co-axial-of an inclined com
}i' riday with the M ayor of Cardiff, wi t h the view of pound direct action engine of 200 horse-power. For for arranging terms of sale.
ward and backward motion, go-ahead and go-astern,
The "Cambrian."-The trial of the el ectrical fittings outlets-the former in the bottom, and the lat t er in the
and the search lights of the Cambrian took place on sides of the vessel- are connected by p i pes to each of the
Tuesday nighb. The gear was worked under the d irec pumps, and to give a lateral propulsion t o the boat a
tion of Messrs. J. Border and ,V. Proub, electrical fitters, spemal side outlet has been arranged- which has been
from D evonport. The trial was generally successful, the p atentEd by M r. J . F. G reen both in England and abroadthe advantage of which when man<.euvring round a wreck
earch light being very effective.
considered invaluable, as th e water can be discharged
The " Sharpshoote1."-The S harpsh oot er, gunboat, will is
through the outlet n earest the wreck, and thus act as
be ready for her steam trials by the middle of February. a buffer or fender in keeping the boat and the wreck from
To insure this, it has been neceesary to put nearly 100 colliding, and assisting it by sideways propulsion in
mechanics from K eyha m factory t o work. With new getting clear away when desirable. The buoyancy of the
Belleville tubulous boilers it is expected that a. speed of new vessel has been very carefully considered, and t o add
19 knots p er hour will be attained by the Sharpshooter.
to her safety she is d ivided into no less than 1 ~ waterDeath nf Sir George Elliot.- The death of Sir George tight compartments; bu t should one of these be stove in,
Elliob, whi ch occurred on S unday, has depri ved Newport provision is made to connect it with the centrifuga,l
of a powerful friend. S ir George provided th e necessary pump inlets in such a way that the inflow of water would
capital for the completion of th e Newporb Dock works ; be utilised for the boa.t'e propulsion. The boiler for
and when the first Alexandra D ock was opened in 1875, supplying st eam to the compound engine of th e V(')ssel is
he was regarded as the hero of the occasion. In 1874 of the water-tube type, and will, t ogether with the whole
the exports from Newport amounted to 1,000,000 tons of the propelling machinery, be fitted by M essrs. J ohn
annually; now they have risen t o nearly 4,000,000 tons Penn and Son~, of G reenwich. It is expected that the
annually. Sir George E lliot also lent powerful aid to the official trial of the first of the improved type of st eam
Pontypridd, Caerphilly, and Newport Railway, which lifeboats will shortly take place.
brought th e Rhondda and Aberdare Valleys into closer
communicat ion with Newport.
The official machinery trials of her Majesty':J first-class
cruiser Theseus, built by the Thames Ironworks and S hipCO.\L tN THE UtHTRD STATES. -Theoutput of coal in the building Company at Blackwall, and engined by M essrs.
U nited States last year is officially returned at 179,000,000 Maudslay, Sons, and Field, of L ambeth, were complet ed
t onAin round figures. In this total Pennsylvania figured last week off the N ore. The preliminary trial of the
for 99,000.000 tons, or more than on e-half. The val ue of ship- which was a progressive one-was under~one on
the American coal raised la.qt yea.r is officiall y computed D ecember G, when a maximum of 10,300 indicated horseat 207,566,381 dols.
power was developed by the engin es with a mean boiler-
792
E N G I N E E R I N G.
TRIPLE- EXPANSION
ENGINES
OF
THE
s. s.
THE Condor, the engines of which we illustrate 1 struction ; the hull is composite, with copper sheathabove, is a small composite schooner, built some ing over the wood and steel frames; it is divided
t ime since at Havre by th e Forges et Chantiers de la into five watertight compartments by four transMediterranee, for the Chilian Government. The fol- verse bulkheads.
The forward compartment conlowing are her principal dimensions :
tains the sail and cordage stores; in the next
are the sleeping quarters of the men; the centre
Length between perpendiculars
88 ft. 7 in.
compartment contR.ins the engines, boilers, and coal
Breadth ...
. ..
...
...
18 ft. 8 in.
bunkers ; the fourth and fifth are devoted to the
D~pth
. ..
.. .
.. .
...
9 ft. 10 in.
ammunition and general stores a nd officers' quarters.
.. .
8 ft. 1 in.
M ean draught of water
The engine, of which we publish an illustration
Displacement ...
...
...
145 tons
above, is triple-expansion, with t he three jacketed
'Engines
...
..
.
...
..
.
250
horse-power
I
cylinders placed side by side, and an independent
Speed on trials ...
. ..
.. .
10' knots
conden ser with brass tubes, tinned inside and out;
Approximate tonnage...
...
115 tons
th e circulating pu mp is driven by a separat e motor.
This little ve3eel presents no sp ecial features of con- The boiler is cylindrical, with two corrugated fur-
'' CONDOR."
HAVRE.
E N G I N E E R I N G.
793
E N GI N EERING.
794
~t
the .same time, it might be hoped that specificatwns, 1f prepared, as they should still be, under
proper and experienced care, would, after passing
official examination and approval, be better able to
withstand criticism t han they had, as a rule, been
theretofore.
Subsequently, Mr. Morton Daniel wrote that the
critical examination of the Act and Rules, which the
preparation of his work thereon had required him
to make, had convinced him, notwithstanding all
that had been said to the contrary, that skilled
assistance was as necessary as ever to the patentee,
!o guide him safely through the process of acquiring the exclusive privilege he desired to obtain.
In 1885 the Board of Trade appointed a Patent
Office Inquiry Committee, which, as enlarged in
1886, consisted of the L ord High Chancellor (Lord
Herschell), the E arl of Crawford, Baron H enry de
Worms, :1\'I.P., Sir B ern hard Samuelson, Bart.,
M.P., Sir Richard Webster, Q.C., M .P., and Mr.
C. T. D. Acland, M.P. No doubt, in its way, this
was a strong committee ; but its recommeudations
would have had more weight had it included one or
two experienced members of the profession most
concerned in t he tn.king out of patents, and,
therefore, in a position to indicate, with authority,
weak points of a kind about which men such as
those of whom the committee was actually composed would be likely to know little or nothing.
However, it is not with the conclusions (some of
them ridiculous enough) of the committee that we
are now concerned, so much as with some of the
evidence given before it.
Amongst the witn esses was the D eputy Comptroller of Patents,
who said : ''There is the poor inventor, with
whom we have to frequently communicate, and
eventually we have to pass what we know to be a.
very inferior specification . . . An ignorant inventor
very often puts in a specification describing absolutely no invention whatever.
We return the
specification to him and ask for a fair description.
He then puts in a description that may or may
n ot be a description of the invention he had in his
mind at the time he made his application, and
there is very great danger there of our giving an
unfair advantage to the applicant. Also, in asking
for a fair description there is this danger, that h e
m~y put in more than the provisional speeification
is required to do, and thereby possibly invalidate
his patent by putting in something at variance with
what he does eventually describe as his invention
in his complete specification. " The witness went
so far as t o recomm end that the examiners should
be relieved of the duty of corn paring the provisional
and the complete specifications.
In these columns, and elsewhere, it has been
repeatedly pointed out that the examination which
takes place is misleading ; it has been held to be
n o bar to the adverse decision of a court, where
validity has been denied on the ground of disconformity between the provisional specification and the
complete specification ; the examination, though
costly, is practically a dead letter, especially in reference to the claims; and judges have commented upon
the character of the specifications that have passed
muster ; as, of course, insufficient specifications
are bound t o do, notwithstanding any attempt to
cure defects by a system of preliminary official examination. A r ecent case in point is that of Alien
ve'r.sus Duckett and Son, in which Mr. Justice
Hawkins made some amusing remarks, albeit his
judgment would be very much the revers~ of am usin()' to the unfortunate patentee. The act10n was for
infringement of a patent, ~nd his lordship co~
menced his judgment by saymg he had made up h1s
mind that upon every ground the defendants were
entitled to his judgment. First of all, he tho_ught
that both the provisional and complete speCifications were bad. This in itself was a pretty strong
commentary on the futility of the examination for
which the Act of 1883 provides. His lordship,. in
the course of his judgment, furthermore said :
'' The provisional specification is in these t~rms :
'The invention consists of an earthenware p1pe of
any r equired section divided into t~ree parts, tw_o
of which contain air chambers leading t o a ventilating shaft, and the r emaining part forms a
cham her for the excreta to pass through from the
closet seat to the main drain.'
. .
.
"It should be said that the provlS10nal speCification purports to be f~r an imp_roved form of basi~
and pipe of any requtred sectwn, and the comb~
nation of the same with air chambers and ventilating shaft for use in self-flushing water-closets or
otherwise.
E N G I N E E R I N G.
'' I may state, at the outset, that it was distinctly opening, and the hole was to be of such dimensions
stated to me- and the case was tried before me on as to prevent the possibility of a dead cat being
this supposition-that thel'e was no alleged infringe- thrown through it, or an old jacket, or a pair of
ment of the combination , and that all that was boots, or something of that sort. Of course, whether
alleged to have been infringed was the patent for it would prevent the cat, or the old bootil, or the
' an improved form of basin and pipe of any r e- jacket going through would depend very much
quired section.' The invention, I have already indeed on the size of the cat, the boots, and the
said, and I repeat i t, consists of 'an earthenware jacket. An old tom-cat who died~in agony with his
pipe of any required section divided into three tail spread uut, and his legs also, would probably
parts, two of which contain air chambers leading find a difficulty in getting through a hole 2! in.
to a ventilating shaft, and the remaining part forms wide; a little kitten just born would probably find
a chamber for the excreta to pass through from the no difficulty in it. So a child's boots would find
closet seat t o the main drain. '
no difficulty in getting into the drain if they were
"The complete specification really is but little thrown down the water-closet, nor would probably
more than the provisional specification. It practic- a little jacket such as some babies do wear, and, proally gives no further information. It alleges that bably, will continue to wear so long as there are
it is an improved form- that is, following the babies to go on wearing them.
description of the invention as stated in the pro"Speaking seriously, can anybody reading this
visional specification. Then the plaintiff says : specification form any judgment as to what the
'I, William Thomas Alien, declare the nature of object of this invention is ? If it is said merely
this invention, and in what manner the same is t o that the form of basin is more elegant than any
be performed, to be particularly described and other, that it is more fit for particular houses than
ascertained in and by the following statement : It any other, and more convenient, and in what way
consists of an earthenware pipe of any required it was so, one might see something in it; but it is
section divided into three parts,' exactly as in the not claimed as having any particular object in
provisional specification. Then he says, ' two of view."
which contain air chambers marked A A' on certain
After further comment, his lordship said : "I
figures which are on the complete specification, feel it would be absurd to go on commenting upon
'and flues marked BB,' which are upon the figures, this in detail. I could make a thousand objec' leading to a ventilating shaft marked C C '-all tions to it. The more I look at it, the more satisthat description is utterly immaterial to the present fied I am that both the provisional and the comcase-' and the remaining part marked D D ' - plete specifications are absolutely wanting in the
which I do not find at all upon the figures-' forms essential features which ought to present thema chamber for the excreta to pass through from the selves upon both provisional and complete specificloset seat to the main drain.' There is no figure cations ; and I therefore hold that it is bad for
marked D D, and even if I could say that one that reason. . . . It is not necessary to go further
D was to be found on one figure and another than to say the specification is bad to entitle the
D on another, there is a little ambiguity about defendants to the verdict. I therefore give judgthis part of the case, because th ere are three ment for the defendants, with costs."
D 's, and I do not know to which two it applies.
W e have quoted fTom the learned judge at conThat is merely a minute criticism of it; but there siderable length, and we have done so advisedly.
it is. ' Fig. 1 in annexed drawings is a plan of Many persons who will not listen to advice will
the basin and pipe horizontally fixed.' This gives r ecognise the grave import of such a judgment as
me absolutely n o information whatever. It is the one in question, because every patent specificaabout as rough a figure as one can very well tion is liable to have to undergo criticism in a court
imagine. It shows literally nothing, except what of law ; and the judgment emphasises the fact that
purports to be the interior of the basin with an the circumstance of a speciti cation having been
elongated opening denoted by two parallel lines passed by the Patent Office officials in no way indirunning from one end of the basin to the other ; cates that it will be capable of withstanding the
but I can get no information from it. 'Fig. 2 is a test to which it must inevitably be subj ected
side elevation of the basin and pipe. ' That is abso- should the patentee have to enforce his rights
lutely useless for the purpose of showing what is against an infringer.
The Deputy-Comptroller, to whose evidence
claimed. 'Fig. 3-longitudinal section of the
basin and pipe.' That does show, it is true, a before the Board of Trade Committee we have
basin with the sloping sides, but that does not already refGrred, having pointed out that under
show the opening itself. Figs. 4 and 5 are very the Act, owing partly to the reduction of the fees,
much the same thing, and Fig. 6 giveR no informa- and, he thought, partly to the examination system,
tion of any sort or kind. The patentee goes on to many ignorant inventors applied direct without
say : 'Having now particularly described and the assistance of an agent, and having expressed
ascertained the nature of my said invention, and in the opinion that a benevolent examination would
what manner the same is to be performed, I declare tend to lead the public still more to apply for
that what I claim is (1) the use of a basin and pipe patents t hemselves, went on to say, "That I t hink
of the above form, constructed of earthenware or is a bad t hing, because their specifications are so
other suitable material, and I also claim (2) the badly drawn. Very often t he ~pecifications we
combination of the same with air chambers and have t o pass we know are not such as could be
ventilating shaft for use in self-flushing water- maintained in a court of law."
In the face of such evidence, confirmed as it is
closets or otherwise. ' I have already said that the
claim for the combination is not made the subj ect of by the judgment of Mr. Justice Hawkins, can any
the present action, and therefore all I have to ask inventor doubt that when he has occasion to apply
myself is whether t he claim for the use of the basin for letters patent it will be prudent (notwithstandand pipe 'of the above form 'is a sufficient description ing the official examination, which experience has
of the invention to satisfy the r equirements of the repeatedly shown to be so ineffectual) to think
statute. I am of opinion that it is not. Looking twice before trusting to his own unaided efforts in
at this description, and looking at these figures, I t he preparation of those documents upon which
fail absolutely to be able to appreciate what was his exclusive rights must ultimately stand or fall?
the invention therein which is said to have been
the invention. I fail to see it. I do discover from
WARSHIP BUILDING.
tho evidence, what is a totally different thing, that
D uRING the year which is now closing, operations
what he claims is a basin with sloping sides. I do
discover from the figure that there is to be an open- at the Royal Dockyards have been confined mostly
ing, a hole, at the bottom of the basin, but there to t he completion of vessels launched in the precertainly is no novelty in having a hole at the bottom ceding year, when the tonnage floated was considerof the basin of a water-closet, nor is there any ably above the average, but there were, in addition,
novelty at all in having sloping sides- that is per- nine vessels of 31,64.0 tons corn bined displacement
floated from the five Dockyards. Adding the tonfectly certain.
" Well, then it is said 'Oh, but you must look nage of vessels completed and commissioned, or
at this Fig. 1,' and looking at Fig. 1- I really will r eady for commission, the total becomes 123,000
not say what it is like, because I cannot tel~, b_ut I tons, and the estimated value of these is 6. 9 millions
do know that it gives me not the smallest Intlma- sterling. Out of this sum, 2i millions were distion of the object of thCi' invention, or what this bursed in the Dockyard for wages alone, the reinvention is supposed to carry out. We were t?ld maining 4. 4 millions being spent in material,
in evidence that the object was to have an openmg machinery, armament, and fittings. But this does
at the bottom communicating with the drain below, not by any means r epresent all the money spent on
which is intended to carry off the soil. We were warship building during the year. There are a
told, moreover, that it was to present this form of number of vessels which have not been launch ed,
...
...
...
795
E N G I N E E R I N G.
...
.. .
...
Vessels.
31
20
19
22
14
T ons.
52,110
64,260
107,985
14l,200
33,330
1893.
----Devonport. .
1892.
!
'
3
9,630
Sheerness . .
Por tsmouth
Pembroke..
1890.
No. Tons.
7,960
2
5,430
1
4,360
1 1 4,360
1
4
1
2
1
4,360
3,240
10,500
18,300
14,1EO 1
1
1
3
2
1
3,600
3.600
24,900
21,850
14,150
3
2
1
1
1
12,500
1,4';0
3,400
2,575
2,575
I Sl,6i0
5o,s5o
68,100
22,520
Chatba.m . .
1891.
1-
E N G I N E E R I N G.
recording apparatus may be kept under seal. There
a~e a great variety of means of applying the inventwn. Several Navy officers, while recognising the
ingenuity displayed, seemed inclined to regard it
as much too intricate, and therefore liable to
get out of gear. Admiral Colomb, who is a great
authority on the subject, expressed a desire for
a more int.imate acquaintance with the mechanism,
~hich he seemed to regard as unique in conceptwn. Indeed, he urged the necessity of a practical trial. and indicated a belief that modifications
might be made. The direction of these modifications he did n ot indicate ; but satisfaction was
expressed at the probability of the working of the
telephotos being demonstrated from one of the
buildings on the L ondon Embankment. At present
it is in use at Rio de J a.neiro, on an elevated part
of the city, La. Gloria., overlooking the bay. But
clearly the best tnethod of testing its efficiency
would be to fit it into some of the vessels of the
Fleet now in commission.
As to its application in the field, a light horsewagon has been designed for military use, the
shaft being easily erected and ,worked on a swivelling j oint, while the electric power is provided by
an oil engine and dynamo, the weight of the whole
apparatus when complete being 1000 lb. ; but this,
as one of the chief signalling officers in the Army
pointed out, is a great increase to the impedimenta of a force in open country.
As to the penetrating power of the lights, Mr.
Boughton, the inventor, states that at 2! miles,
in bright sunshine and clear sky, the signal has
been read with the aid of an ordinary glass, while
at night the distance is 10 miles.
N 0 TES.
BELGIAN METALLURGIOAL I NDUSTRY.
E N G I N E E R I N G.
particularly good plight, a nd it has been found
necessary t o compromise matters by r ed ucing the
amount of interest attach ed to some of the b onds.
S ubject t o this r emark, the debt of t he Trust h ad
b een brough t down in 1892 to 1,683,670l. , as compared with 1,688, 280l. in 1888. The balance of
r evenue ~va.ilable for the paym ent of interest was
40, 008l. 1n 1892, as compared with 33, 535l. in 1888,
so that the position o f th e Trust is now improving.
The Swansea Harbo ur Board had a. b onded debt of
~ ,409,204l. in 1892, as compared with 1,377 ,010l.
1n 1888. The balance of r evenue available for the
payment of interest had incr eased in 1892 to
50,975l. , as compared with 45,742l. in 1888.
T HE ORI-G I N OF THE SPRING B ALANCE.
Very little information appear s to be available as
t o th~ ori gin of th~t si mple and widely-adopted
contn vance, the spnng balance, but the invention
is cer~ainly. at least tw~ hundr ed year s old, as it is
descn bed 1n Ozanam s "Recr eations M athe matiques et Physiq ues," publish ed at P aris in 1694.
The accompanying illustration is reproduced fr om
plate 46 in the second volume of that work . The
fig ure on the left-hand side shows a balance wit h an
inclosed spiral spring, w hich is stated to have been
~n vente~ eome little tim e befor e in German y, and it
1s d escn bed thus : "On a inven t e depuis peu en
A llemagn e un n ouveau peson , q ui s e p eu t aisement
p orter a la p oche, & d ont on se ser t tres-commodement p our peser promptement & facilemen t un
Poids d' une grandeur mediocre, comme du Foin ,
des mar chandises, and autre ch ose semblable,
d ep uis une livre jusqu'a cinq ua.nte livres, &
d avan tage.
Cette machine est composee d 'u n
IJ2
A.
t!J ? l
797
Advertiser and which is also published in the brochure
mentioned: 1 pointed out that "Messrs. Mg.ther ~nd
E N G I N E E R 1 N G.
at certam steps in the process of drawi ng a stress diaam, you are confronted by three unknown quantities.
do not know if the following graphical m ethod of
sol ving these has ever been publish ed.
Take for illustration the same truss-as shown in the
annexed figure. Proceed as far as possible in the usua l
way, i.e. , draw P A, N A; AB, Q B; BC, N C. Then
draw C d of indefinite length ; also R e and S f Now
take any assumed value for one of the unknown stresses,
say R El: draw El F I, El Dl, and F 1 D 1 Take again
R E H, and draw EH F ll, E H nn, and Fll n n. Then th e
y=a cosh x ;
a
where a and x 1 are unknown and have to be determined
so that the cur ve passes through the p oints A and C, and
the t en sion at A is such that its vertical component is
8 tons at A, i.e., from the equations :
. h X 1 8 X 2240
a sm -=
a
3.333
and
a ( cosh x 1
+a~~ -
cosh :
= B C.
!'1
a
= .52915
sinb x, = .55!20
a
cosh x, = 1.14330
Fig.2
X!?=
.5G930
si nh
:=2 =
a
. 60054
cosh ~ = 1.16649
u
8
V
a
Maximum tension on the rope is at C, and is equal to
16.85 tone.
The sag could be determined by . plotting. down .a
number of points on the cu r ve from .It~ equat10n, or. tt
may be directly calculated by determmmg the equatiOn
to the line A 0 in the form x cos a+ y sin a -p=o, and
substituting for x and y the values ~, p., where~, JJ. are coordinates of the catenary. If the curve is assumed to be
a parabola, it is easy t o see that at th e mid poi nt of A C
the perpendicular distance between this line and the rope
is approxi mately 2.025 ft. - Eo. E.]
w
X
A CATENARY PROBLEM.
To TRE EDITOR OF ENGINEERING.
SIR,-! shall be much obliged if one of your readers will
kindly assist me in the solution of the following problem:
Suppose a st eel wire rope of a given length, say 450 ft.,
a given area, say 1 square inch, making a given angle
with the hori ~ontal, say 30 deg. , subjected t o a kn own
tension, say 16 tons (80 tons being the supposed ultimate
strength per square inch), by a suspended weight W.
T o find the sag of the wire and the extra tension caused
by its own weight.
Yours faithfully,
Jz
L IC RTHOC ~sIN
E N G I N E E R I N G.
799
3
3
and economical for outward deli veries of fini~hed engine evening, D ecember 20, l\Ir. H. P ercy Boulnois, M . Inst.
3
. ..
2
26 knot boats
and boiler work .
C. E., p resident, in the chair, when a paper entitled "A
1
25-knob boats
...
7
24-knot boat s
. ..
10
!vir. T. P arker having resigned the position of loco- Tour 10 South Africa, with Reference t o Engineer ing
23-knob boats
11
53
moti ve carriage, and wagon superintendent of the Man- W ork, Past and Present," wasread by Mr. U . L. Burton,
...
4
3
22-knot boats
chaste; Sheffield, and Lincolnshire Rail way, the loco- Assoc. M. Inst. C. E. A fter a brief outline of the history,
. ..
20
14
21-knot boats
motive'and carriage departments have been mad e sepa- and a. short reference t o the towns, harbours, and ri vera,
4
Slow boats
. ..
3
rate and Mr. Harry Pollitt, formerly works manager at the author devoted his remarks to the railways, the
the ~ompany's works at Gorton, has been appointed loco- diamond fields, and the goldfields. The first Act for
101
25
11
motive engineer, Mr. Parker, j un., being made carriage railways, it seems, was passed in 1857, and the first
and wagon superintendent. S ir Edward Watkin appears l ine opened in 1863. The original gauge of the lines,
to have been unfortunate lately in losing his locomotive as built by private enterprise, was 4 ft. 8~ in. A fter
AWARDS TO \ VORKMEN l'OR IN VENTION.-The report
su perin tendents, Mr. Hanbury having also resigned from the purchase, however, by the Government, this was
altered, and all further ext ensions made to 3 ft. 6 in.- a has been issued a s to the awards scheme by which M essrs.
t he !v!etropolitan Railway.
fact which is now much regrett ed by all leading men in Denny grant to the workmen in their shi_Pbuildin~ y~rd
\Ve are informed that M essrs. R obey and Co., engineers, th e colony. In Natal the railways have been push ed at Dumbarton a sum of money for suggest10ns for the Imof the G lobe Works, L incoln, have converted their busi- forward with greater diffi culty, owing to the fact of its provement in plant, &c., likely t o facilita te or ch eapen
ness into a limited liability company, with an autho- being a Crown colony, and, therefore, not master of its production. D uring the year ffl new claims have been
rised share capital of 300,000l. in preference and ordinary own destini es. T ouching the goldfields the author considered, and of this number 38 have been successful,
shares, 272, 710l. of which are taken by the partners and referred to th e system of recovering the gold, but m ore 15 rej ected, and 4 postponed. The total sum expended
holders of capital in the old firm, n o issue of any of the particularly to the cyanide process for treating the during the year was 144l.; of this sum 96l. was paid in
company 's share capital having been offered to the p~blic. tailings after leaving the stamp batteries, which showed ordinary awards and 48l. in premiums. The number of
In addition t o the above capital of 300, OOOl., there w1ll be that, while th e average of gold obt ained from the a wards and the amount of money expended are not only
an issue of 125,000l. four-a:nd a-quarter per ce~b. deben- batteries was 50 to 60 per cent. of that contained in the much greater than those of last year, but are the third
tures making a t otal cap1tal of 425,000l. Tbts change ore, the cyanide process added another 30 per cent. t o highest in any year since the scheme was started. Fully
has b'een made in consequence of the deaths of partners, this, making a t otal yield of about 90 per cent. of the two-thirds of the t otal number of claims received were
and to facilitate family arrangements, leaving the present gold contained in th e ore.
successful, as against an average of 52 per cent. for the
management of the business unaltered.
fourteen years the schem e has been in operation. The
A n interesting account of the wid ening of the St.
The last issue of L e Yacht gives a full description of the Gothard Railroad for a second pair of rails- a work com- workmen in the iron department have this year sucra~ing two-rater, V:en~enesse, which has been constr.uct ed pleted in M ay last-has been recently published in the ceeded, for the first time, in sending in more claims than
on quite a novel prm01ple, the frames and beams bemg of Schwcizerische Bav zcitung. In th e ori ginal construction those of any other department, while the electrical desteel, and the :plating and decks of aluminium. She has of the line, the question of future widening was carefully partment h a~ been successful above all ~ther s, considerbeen buih at St. Denis for Uount J . d e Cbabannes L a considered, and the work laid out t o facilitate this. The ing the number of workmen connected w1th the branch.
Palice from designs by M. Vict or G illoux, and is almost main tunnel and four of the smaller ones were made Since the introduction of the scheme, 602 claims have
identi~al in model with the E ncore, t en rater, built by Fife, sufficiently large for a double track in th e fi rst inst ance, been received, 313 being successful and 289 reject ed. The
of Fairlie, in 1890. Owing to the experimental nature of but on other parts of the line this was nob so, and in these total sum expended is 1480l. , of which 1034l. was paid in
the undertaking the cost has been abnormal, but a!l d_iffi- cases the sin gle-line tunnels bad been built to the Pressel- awards and 446l. paid in premiums. The sum of 908l.
cult ies have been successfully overcome. In the prm01 pal Kaufmann section, which can easil y be enlarged. The has been gained by 18 claimants.
dimensions the displa-cem ent is given at 15 t ons, and of work of double tracking was commenced in 1887, and it
NEw BRITISH GuNDOATS.-The D ockyard authorities
this amount 11 t ons is accountPd for as lead ballast, the was intended to complete ib by 1896, but the traffic grew
saving in wei~bt through using aluminium being, there- so rapidly that it was n ecessazy to hast en the pro- at Sheerness have commen ced the construction of the
fore, somethmg remarkable. Illustrations and experi- gress of the work. The contracts were let in short new st ation gunboats A lert and Torob, which are l?rovided
ments in respect to stabili ty are given, and it is claimed sections only, in order t o insure the personal super - for in the Navy Estimates of the current tinan01al years
that the results are highly satisfactory. The Vendenesse intendence of the work by the contractors. All plant, The Alert and T orch are to be ready for commission
is now at Havre, and her owner intends t o t est her sea- such as cars, rails, fastenings, turntables, &c., was early in 1895. They are the first of a new type of gungoing abilities by sending her, vu~ Gibraltar, t o the supplied free, and the explosives were alEo supplied boats for foreign service, designed by Mr. W. H. White,
Director of Naval Construction, and are to have a di~
Cannes and ~ice R egattas.
at cost price. The most di fficult portions of the work placement of 960 tons. Their length will be 180 fb., with
In a report by the Imperial Sanitary Commission of were und ertaken by the company itself. The }Videning a breadth of 32 ft. 6 in., and a mean load draught of
Berlin appointed to inquire into the water sup_p ly ~o of th e tunnels was done almost exclusively at nigl1t, during 11 ft. 6 in. The upper and lower bunkers of the ship
towns from rivers and streams, after the recent epidemiC which the train intervals were longest a nd the smoke least (which will be unarmoured) will be separated by a. light
in Hamburg, it is recommended that all streams from troublesome. In general, two blasts were fired during the steel watertight deck of j .in. plating. The shell will be
which a wat er supply is taken should be free from sewage night, and the de bris complet ely removed before the first of 10 lb. plating, covered with teak 3~ in. in th ickpollution, and that no barges should be allowed t o anchor morning tr:tin passed. In widening masonry structures, ness to a height just above the wat er-line.
The
near the intakes. Sand filtration does nob parfectly free the rock faces of th e stones were dressed off, and the new stem and stern posts are t o be of phosphor bronze.
the water from m icrobe~, and hence the rate of filtration masonry built up abu tting the old ones. Amongst the The engines of the T orch and Alert are t o be made
should not be forced, and the velocity of the water work thus done was a bridge p ier 170 ft. high. Tbe in the engineering department of Sheerness D ock yard,
through the fi lter should n ob exceed 10 centimetres (4 in.) m ethod proved p erfectly satisfactory. T o insure the which has just completed the fittin g of the machinery
per hour. The tbioknes~ of sand i;D the filters sbo?ld safety of the traffic during the work, special signal cabins of the new fast gunboat H ebe. The T orch and Alert
never be less than 30 cent1metres (12 m .). Aftez cleanmg were fitted up, and other precautions taken. The t ot al will be fi tted with engines of the triple-expansion type,
a filter, th e first water passed through after the operation cost of the widening work was nob very large, being but supplied with steam from two boilers. \ Vorking under
should be run t o waste, as it will contain a considerable 500, OOOl. , whilst the original cost of the line was about forced draught their machinery is t o indicate 1400 horsenumber of germs. The efficiency of the filtration should 9,600,000{., of whichtb egreattunnel alonecosb 2,500,000l. power, with a speed of 13.25 knots, and under natural
be tested daily by the bact eriological m ethod. If the
The following returns of men employed ab the end of draught 1050 horse-power, with a speed of 12.25 knots.
above points are carefully attended to, it is asserted that September by the chief locomotive builders is given in Their armament will consist entirely of quick-firing gun s,
there is \ery little danger of cholera microbes passing the the Glasoow H erald as a fair indication of the state of six 25-pounders, and four 3-pounders. The Admiralty
filters.
trade at ~that date, as compared with the same date in 1892, have sanctioned an expenditure of 25,000l. upon the Torch
At the last meeting of the Junior Engineering Society, hub unfortunately, in formulating deductions, it must and Alert during the present financial year.
3
SAND
DREDGER "BRANCKER"
PU~1P
FOR THE
RIVER MERSEY.
tj
BARROW-IN-FURNESS.
tz1
(')
tl)
\.()
...
00
\.()
Fig.1.
- .... -
I "'
...,...
---~
I
I - ---- ~-\ , .
'I
11
IIIU
I .11
. . . ..
-.
- j
l> t= ==t-ao
=-....I
o
i
"""' ....
-
.. '
11. . tr1
CJ
..........
z
...
tr1
tr1
!'" --- S>.. ElA . z o.c;as --r c;c:::;::s..e_w: __=.z:..UW'.. W w= = 3X!4 -- e .. '51!V:
.Pig.Z
..........
c:foo~
U__!::::;!
&
"':>
"
<l
Cl
-. 1
o-lo-lo -lo
o"Jo"lo lo
-.t
C)
..... . ..
11
lWlllifl
Jl
p bJ
'"'"
11
1+ '
- - --
r::;
:a
<I
tJ000D
(j
IILJI
1168 ..
u0
r.
.L<tg.v.
n
Fig.3.
.Fig. 4.
I
I
I
I
I
1864 8
00
8o2
tion was found needful. Ib will, however, be unnecessary
to say that, although the machine has been pronounced
most successful, there will doubtless be points discovered
!n continued working . which may suggest improvements
1n case of a reproduct10n of the machine. One might be
the policy of reproducing so large a. hopper dredger, as
~here are many arguments, and of a powerful charact er
1n favour of a separate dredging plant with hopper ten~
ders. The~e we~e, ho~ever, ~iven full .consideratio~ by
the Board s advisers m the hght of theu past expertence
before the Branoker was con~racted for, and the balance
of advanta~e '!as held to be m favour of t~e one vessel;
whether th1s IS upheld by further expenence remains
to b~ seen.
E N G I N E E R I N G.
was rapidly set ablaze at, at least, a hundred different compound would only burn und er the influence of fire,
points. The harrowing details which have been given of and that nothing would explode it except a proper detothe occurrence mark it as the most frightful catastrophe nator. Endea vours have been made in later times to
of its kind that has ever happened. The loss of life is cause people to unlearn this foolish d octrine, but it still
estimated at over five hundred persons, and that of pro- lingers, and only a year or two since the author was preparty at many thousands of pounds, perhaps approach- sent when this doctrine was preached and practised by
ing millions. The absolute number of those who have one who should have known better, but fortun a tely withp9rished can never be known whilst the wounded form a out disastrous results. The doctrine invariably preached
heavy list o! over two tbousa~d persons.
and practised by the author is that E:'xplosives are only
The parttculars of the disaster have been variously comparatively safe as long as th ey are treated as absostated, for at firsb there was great difficulty in obtaining lutely dangerous. There is no reliance whatever to be
definite information, owing to the circumstances that placed in the theory that dynamite and many other high
many of the public functionaries ara amongst the victims, ex plosives can be burned without exploding. Dynamite
as well as 'those who had charge of th e ship. As far as will explode and has exploded when subjected to the
can be ascertained, however, it would appear that on necessary temperature, or to certain conditions other than
Friday, November 3, 1893, the steamship Cabo Machi- those of explosion by a detonator. This point has been
chaco was discharging her cargo alongside a quay in the illustrated over and.over again with fatal results, and the
Port of Santander. That cargo consisted of 2000 tons of ignorance, crass stupidity, and recklessness occasionally
iron, 12 tons of sulphuric acid, a number of casks of shown by those who are accustomed to the daily use of
petroleum, some casks of spirit, and 1720 cases or 43 tons high explosive~, appears so incredible that the author
of dynamite. We here have a heterogeneous collection hopes it will prove both both interesting and instructive
of materials, constituting a cargo of the most dangerous if he gives two examples under the not inappropriate
character conceivable. It appears tha.b the dynamite head of
was not contraband, as at first supposed, but that the
Th~ Rorna'l'/ ce of D ynarnite.- W ere the writer of a
whole cargo was duly cleared by the Custom House "shilling shocker" to introduce into his plot the instanauthorities when the ship left Bilbao. At 3 p.m on the staneous death of a young newly married couple by an exday m~ntioned a fire broke out in the coal bunkers, and plosion of dynamite in the stove of their sitting-room, the
as soon as the alarm was given, care was taken to at once explosion being brought about by the brid e~roo m 's brother
land twenty cases of dynamite which were consigned to leaving the dynamite baking in the oven of that stove for
Santander, the remainder being consigned to other ports. three days, he (the writer) would be deemed guilty of
As the firA could not be got und er, it was determined going a very long way beyond the bounds of human possito tow the Cabo Maobichaco out into the Bay of Biscay, bility in his search after the sensational. And yet, in
and let her burn out there. A tugboat was made fast to introducing such an incident, that writer would in no
her for this purpose, but the effort to get her away from way overstep the limits of possibility, but would be
her moorings was unsuccessful. It was now an hour and strictly witbm the truth. S uch an occurrence, incredible
a half since the outbreak of the fire, aod alth ough every as it may appear, t ook place in the village of S ootbay,
effort was made to extinguish the flames, without success, SilvE:'rdale. N orth S taffordshire, aboutamonth since. Ab
it does not appear to have occurred to any one during half-past five in the afternoon of Monday, November 6,
that time, even to those who knew the nature of the Charles Poulton and his wife, to whom hA bad only been
cargo, to scuttle the vessel, and thus prevent a disaster married a few days, were sitting in their cottage t ogether
which they must by degrees have known to be in- with an elder brother of Poulton'tt, who also resided
evitable. But nothing of the kind was attempted, there. Without the slightest warningn, t errible explosion
and at 4.30, with crowds of spectators and swarms of took place, which nearly wrecked the house, literally blew
busy helpers around, the fire appears to have reached the young- wife to pieces, fatally injured the husband so
the petroleum, which then exploded.
This was that he dted a few hours afterwards, and t:: eriom~ly injured
rapidly followed by a second explosion, said to be the the brother. Upon being questioned as to the cause of
ship's boilers, and this again with equal rapidity by a the explosion, the elder P oulton stated tha t on the
third ex plosion of a terrific character, which was un- previous Saturday be bad placed a charge of blasting
doubtedly the dynamite. The burning ship, with the tug gelatine in the oven to thaw, and bad forgotten all about
alongside, on board of which were a number of towns- it until the explosion t ook place. Truly truth is stranger
people, curious to ses a burning ship towed out to sea, at than fiction, and this adage has often been present to the
onc(l disappeared. The quay was completely wrecked, author's mind in connection with dynamite accidents.
and the crowd of human beings which thronged it were
The annual reports of her Majesty's Inspectors of Exblown into the air and scattered around on sea and shore, plosives, which the author consults from tim e to tjme,
while flaming fragments of timber were projected over lift the veil from dynamite "accidents, " so called, a nd
the town, setting more than a hundred houses on fire. reveal instances of recklessness and suicidal ignorance
Numerous ships and small craft in the vicinity of the which appear incredible, and would nob be believed were
Cabo Macbichaco, t ogether with their crews, were blown they not officially authenticated. Not the less do accito pieces, whilst others were set on fire by the burning dents arise from sheer stupidity, which still goes blunderfragments. The distance to which pieces of wood and ing on in spite of the many warnin~s it receives. The
iron were hurled is shown by the fact that a man was most fruitful source of accidents with dynamite is the
killed by a fragment at Penancestillo, about a mile from thawing of the cartridges, which solidify and become
the harbour. A local railway train which entered the inert at a comparatively high t emperature, namely, about
station at the moment of the explosion was wrecked and 40 deg. Fahr. To thaw th e cartrid ges, tin warming pans
ignited, and many of the passengers are reported to have are, or should be, provided, and if used with ordinary
perished. When darkn ess set in, the sky was lurid with care they form a safe and t-ffioient means of carrying out
the reflection of uncontrolled fires in various parts of the this operation. They are constructed on the principle of
town, no attempt being made to cope with the conflagra- the glue-pot, the cartridges being placed in the removtion, but everyone abandoning the city for t he fields and able portion and covered up, th e bottom part being fill ed
outlying villages. A night of terror was passed, during with warm water. So reasonably safe is the use of this
which hundreds were searching amongst the dead by the contrivan ce, that the author can onl y recall one instance
glare of the burning city forlost relatives and friends, and of an accident occurring in its use. On the other hand, a
on Saturday morning SantandPr, which twenty-four hours very large number of persons have been k illed, and a still
previously had been counted among the most flourishing larger number seriously injured, and much property
destroyed, through the improper thawing of dyna.mi~e.
towns in Spain, resembled a city of the dead.
Quitting these horrors, which the author would have Taking into consideration th e fact that users of dynam1te
passed over more lightly but for the magnitude of th e dis- must all be more or less aware of the danger of carelessly
ast er, let us see see what the quantity of dynamite was trE>ating it, and they are all aware of its enormous power,
that caused this havoc. The total quantity stated t o have th e history of th e steps taken for courting accident- the
been on board the ill-fated vessel was 1720 cases, of which author might alm ost say, the precautions taken to insure
20 cases were landed upon the outbreak of the fire. This accident- reads almost like a romance. H ence the headleaves 1700 cases, which, reckoning the usual quantity of ing of this section of the author's paper.
The ingenuity exercised in devising m eans for thawing
50 lb. to th e case, gives 85,000 lb., or 42 ~ tons. the ton of
explosives being 2000 lb. It appears, however, that 600 dynamite in the most unsafe way pos~ibl e, is certainly
oases, or 30,000 lb. = 15 tons, were subsequently found by very remarkable. The favourite methods of effecting this
divers to be unexploded, and were afterwards recovered, object have generally been frying, boiling, t oasting, and
loaded in barges, towed ont, and discharged in deep baking the cartridges, as in th e case already referred to,
water in the Ba,y of Biscay. This reduces the bulk to and these processes are sometimes carried out in vessels of
1100 oases = 55,000 lb., or 27i tons, a quantity capable of the most fantastic character. It, however, remained for
producing appalling results. In an ordinary blasting human ingenuity - grossly misdirected - to devise yet
operation, such as so~ e of those c~rried out ~y the author another method besides th ose just enumerated, of renderin J ersey, this quanttty of dynamtte should dtsplace about ing an explosion inevitable. This method consisted in
200 000 tons of rock, reckoning the work done on the basis steaming the cartridges over hot water in the sam e way
of the author's experience, which is 3~ tons per pound of that potatoes are st eamed. The case which is recorded
in the report of H. M. Inspect ors of E xplosives for 1890,
explosive employed.
It is a matter for thankfulness that the whole of the is so unique that the author cannot refrain from sum1700 oases were not exploded, or the results, bad as they marising it upon the present occasion. The explosion
were must have been much worse. How it was th at the occurred at th e Colwill Quarry, near Egg Bucldand,
600 c~ses escaped explosion th e author cannot understand, De vonshire. The method ad opted by th e ranter, Edward
except upon the hypothesis that the explosions prior to Gullett, was t o take an old 28-lb. paint drum, half fill it
that of the dynamite, so broke the ship's back that the with water, and stand it on a eledge hamm ~r head which
600 cases dropped away into deep water,. before ~h e explo- re&ted on the smithy fire. Over th e t op of the paint drum
sion of the remaind er t ook place. It Is oertamly mar- was tied a piece of canvas sackin g. and on this the oartvellous that these cases were not ex ploded, ronsidertng rid~es were steam ed . "You eee, " said Gullett, wh en
the magnitude of the ex plosion and their proximity to it. gi vmg his evidence at the inquest, "the nitro-gl ycerine
The author has already expressed his surprise that it did will leak through the bag if overheated, " thereby
not occur to those in charge of the vessel to scuttle her, implying that it was an excellent arrangement for
when they found they could not subdue the confl~gration getting rid of any exuded nitroglycerin e. And
on board, seeing that they must have known the risk th ey this was the method he and his men bad adopted
were running. But, altbou~h they ma:y bav~ ~nown the for thawing frozen cartrid ges ever si nce be bad used
A t last the inevitable ,explosion ?a~e,
risk, they may not have reahsed or beh.e ved m 1t, for, un - dynamite.
fortunately, in the early days of <lynamtte, and even later and killed two of Gullett's workmen . 'I he only var1at10n
on, the often fatal doctrine was promulgated that that in the process appears to have been tbat devised by one of
E N G I N E E R I N G.
THE
WORKL~ G
OF MILD STEEL.
0
.!Id
Q1
,..
c
::s
.!:)
...
;;a
o ..:>
c
Q1
.988 27. 00
. 972 126.00
I Ton s
In
Area.
pH
Tons. Sq . Io .
Size.
C!S
-.
Eloog at i on.
...
Treatment.
..
Q1
s:lo
o cs
::Sa.
Area . -o
...
Ql <
IX
Size.
In
P er
8 In. Cent.
.,
,
29
30
54
56
1. 20 X .61 .G12
38
.942 131.00
3> 9
1.18 X .45 .531
'
43
.972 27.00
27.7
1.0~ X
.41 .442
64
F 5 1.62 X .3i
.C62 16.CO
284
48
18
0 5 1.52 X .37
. 562 16.50
54
27
H 5 L.52 X .37
.562 16.00
28.4
51
29
I 6 L. 52 X .6J
.972 2s so
I 26.2
1. 05 X .421 .441
54
10
11
J 6 1.52 X .64
K 6 1 fi2 X .61
.972 26.60
.972 25.50
51
54
12
L 6 1.52 X
.6~
.972 26.25
27.0
54
13
.988 28. 60
.972 3 t 25
.957 30.00
42
16
M 6 1.52 X .65
N 6 1. 52 X .64
0 6 L. 53 X .63
32
38
16
p 6 1. 52 X .62
.9 ' 2 30.50
32.3
L. 22 X .4C .561
40
17
Q6
. 788 d ia .
. 500 13.00
26.0
246
60
18
R 6
1.52 X . 63
.957 32.00
42
19
26.60
52
1
2
A 5 l.52 X .65
B 5 l.52 X .6~
D 5 l. 52 X .62
E 5 1. 52
'
X .64
. 9-iZ
6 1.52 X .6?
1892-3.
eO
loo
At Poio t of
F racture.
Breaking
Stra in.
Orieinal Section
of Test Piece.
..,.
37.1
...
. 56 dia.
14
"
,,
8
28
"
32
"
,
"
"
26
29
30
22
14
13
"
"
"
10
"
2!
"
,
9
28
"
Chemical Analysi s.
Carbon .
.19
.20
.20
.20
.2()
.1 9
Ma rk.
A 5
0 5
0 5
I 6
J 6
K6
Sulphur.
.06
Silicon .
.02
o->..02
.oa
.06
.08
.08
.03
.03
.03
.os
Phos phorus.
.056
.056
.055
.05
.05
.049
Ma nganese.
. 55
. 52
. 64
.68
.R6
.65
TABLE I I . - ExPERUJ F.NTS WITH SIEMF.NS S TEEL AT M&ssns. JoHN Bno wN A N n C o . 's, LIMITED,
ANNEALING AND AIR C OOLING.
1892-3.
Ill
Ql
...
.t:J
s
z
Ql
:;::1
Oril!inal Section
of Test Piece.
Breaking
Strain .
At P oin t of
Fracture.
...
<IS
Size.
::tJ
os::
a-
Elongation .
Qo...
.... Ql
~ s:lo
0
.!Id
_ ..,.
Tons !
In
Area.
p er
Tor. s. Sq. In .
O CIII
Size.
Area .
::S QI
-o ...
~<
Treatment.
In
P er
8 In . Cent.
27.00
~7 . 5
1. 08 X .43 .464
52
33
20
A7
21
B7
l. 63 X .65 .994
I 28.o >
28.1
82
29
22
C7
1.53 X .6 , .979
26. 75
27.3
58
32
23
D 'I
t. 63 X .65 .994
26.50
26.6
56
24
E 7
1. 53 X .64 .979
26.50
57
33
25
F7
l. 63 X .64 .979
27.50
55
27
25
27
0 7
H7
27.00
26. 00
56
53
,"
31
2S
28
I7
26. 00
26.8
52
33
"
29
Chemical A nalysi1.
No.
2\3
Mark .
G7
Cz.rhon .
.18
Silicon.
.03
Sulphur.
.06
Phos phorus.
.06
Mang anese.
.54
TABLE III. - ExPERIMENTAL TE Ts o F Bas i c STEEL, c oNDUCTED AT MESSRS. J o HN BROWN AND Co. 's,
LIMITED, 1893.
Breaking
St rain.
At Point of
Fracture.
OG>
Elongation.
c ...
...
T r eatment
:;is:l.
Q1
.D
-Q
0 Q)
s::s
..,.
Size.
Tons
In
Area . Tone. p er
Sq. tn.
Size.
o aS
::SQI
Area. -o ...
Ql <
IX
Jn
8 Io.
Per
Cent.
By J osEPH N oDDER.
1 487 A "\ 1 .51 X . 76 1.132 27.60 24.3 1.04 X .48 .500
63
Ae received from mill.
,
28
2 487 Bjl 1 .61 X .74 1.117 31.00 27.7 1.1 2 X .48 .538
68
Heated with beaters 6 min., 70 blows.
12
THE more general use of Siemens Martin steel for
62
70 blows on anvil (cold).
8 487 D 1.51 X .75 ' 1.132 27.00 23.8 1.06 X .48 .509
,"
30
boiler purposes is, perhaps, limited by fifteen years. In
57
4 487 F 1 .5 1 X .751 1.132 27.50 24.3 1.09 X .52 .667
,
30
,,
''
its early days it was looked upon with considerable mis47
5 487 G 1.51 X .74 1.117 32.00 28. 6 1.18 X . b5 .649
13
Heated with beater 6 min ., 70 blows.
gi vings, which even today exist in the minds of not a few
53
," I 21!
,,
to white beat. Cooled 12 times in wate
6 487 H 1 51 X .7611.132 33.25 29.3 1 . 12 X .5.t 1 .605
boilermakers and engineers, and the references ~o ~be
61
7 487 I 1.61 X .75, 1.132 27. 00 23.8 jl .07 X .491 .524
,
32
,
,
,.
,
in open shop.
"iron plates of years ago, " and the fitful quest10nmg
8 487 J 1.51 X .76 1.132 27. 50 24.3 1.02 X .46 1 .469
66
Left in annealing furnace 48 hours.
33
"
9 487 K 1.51 X 75 1.132 28.00 24.7 1.1;) X . 56 .64!
,,
29
As received from mill .
48
about "high tensiles" and "low tensiles "-the quesX .75 1.132 29.00
~6.6 1.11 X .53 .588
54Annealed 4 t imes .
28
tioner meaning by the first 30 tons tensile, and by the 10 487 L 1.61
I
"
64
487 0 1.5 l X .75 1. 132 27. 60 24.3 1.04 X .47 .489
11
,
31
Left in annealing furoace 4 hours.
latter 26 t ons tensile- all go to show that the knowledge 12 487 u .798 dia . 1 . 500 12.25 24.5 .47 dia.
65
,
28
Jumped up to It in. sq u a re (turned test).
E N G I N E E R I N G.
TABLE VI.-ADMIRALTY TESTS, 1881.
Table Showing Result of Tensile and Elongation Tests of Steel and Iron after Various Modes of Trea t men .
--
Number 1.
Number 2.
Number 3.
Number 4.
Number 5.
-Normal Condition.
Class of Material Tested.
CIS~C
moo
.. Q)
cu -
Q)
~p.
sa .....C
boil.....
0
CIS
s:l
....
z cn
No. 246.
s iemens or open-hearth steel '
i in. boiler plate. High
strain
..
No. 378.
Q)
+> Q)
Q) c
c.-
Q)
:::s
00
1 L 31.15 26.66
2 A 31.16 22.65
Q)
. . (I)
CISCISC
"" ::SO
..., 0'8
mm
__ 8 -
Q)~
13
14
16
16
Q)
..m. . ,.
s:l
.....
~
o
C c:. s:;:
Q)~
steel }
t -1n. boller plate. Low strain
.....
Number 6.
Class of Material Tested.
No. 246.
Siemens or open-hearth steel
& in. boiler plate. High
strain
...
No. 378.
,
Siemens or open-hearth steel
~-in . boiler plate. Low strain
s:l Q)
cS ..... Cli
... CIS..C
s:l COo
Q) Cc
.D
Q) ~ oo
:::s
.c
UJ:..o
CQis:l
Q) c.-
e.-
29.68
27.34
22.65
21.09
.t:J
-c.
Bessemer steel
> plate made by<
Bolton and Co.
11
12
13
.c
,.. o
C Q) c
Q)
s:a.-
L 29.86
L 30.64
A31.06
A 30.92
,..
mm
....
Q)
Q)~ oo
s:l
....
s~
.....
.Cl
QIC
UJ a.. o
C Q1 c
:::s
Q)~
--
cu
b( . ...
Q)
__ 8
p..
o-8
COo
o o ci
,.._
Q)~
:;;
26.56
29.68
22.65
22.65
81 L 31.18 26.66
82 L ao. H 26.56
83 A 30.72 23.43
84 A 30.96 , 23. 43
61 L 27.76 28.90
62 L 27.22 32.81
63 A 27.22 26.00
M I A 26.71 26.78
85 L 26.81 30.46
86 L 26.69 29.68
87 A 27.44 28. 90
88 A 26.96 j 25.00
Number 8.
Number 9.
Number 10.
L 25.42
L 27.39
A 25.87
A 25.73
27. 34
29.68
28.90
28.12
109
110
111
112
L 26.37
L 26.68
A26.94
A 26.84
30.46
29.68
26.66
25.78
133
134
135
136
L 26.60
L 26.78
A26.40
A 26.43
29.68
177 L 26.36 29.68 201
33.59 Not sufficient of the 178 L25.47 26.66 202
25.78 plate to make this L79 A 25.59 26.56 203
2e.6o test.
1180 A 26.64 27.84 204
L 21.60
L 21.42
A 22.61
A 2~.67
26.66
18.75
26.56
21.87
60
460
400
460
350
490
490
620
490
630
60
450
520
880
14
.I
15 '
60
below}
430
below}
430
430
4QO
6LO
630
630
610
16
Siemens
steel
plate made by<
.Bolton and Co.
,J
I ..
37 L 26.93 29.68
38 L 27.28 26.56
39 A 27.07 26.56
40 A 27. 26, 25. 78
.....s:l
a.. :::so
163
164
155
156
L 31.11
L 30.41
A 30.60
A 30.78
29.68
29.68
24.21
22.65
A == Across.
TABLE V.-.Admiralty Te~t3, 1881.
A
s:l
... s:l
"
60
430
660
880
Results.
0...,
Remarks.
~Q)
~0
c ..
ocu
~0
E-4
.....
3
4
6
24
25
26
27
L 30.45 28.90
L 30.58 26.56
-.....
Q)
CIS~S::
s:~
o ....
29.68
32.03
23.43
22.65
~A
17
18
19
20
21
22
23
Q)~ oo
Ulrn.
Cl)
L 31.10
L 3L. 61
A31. 65
A31. 50
cS
""
bo
Q)Cii
8
9
10
.D
... 0'8
...
129
130
131
132
.a~
....
Q)
... _._ e
:::s
~
z
s:l
o os::
Q)
cu
COCIS~
...CIS
cbc.
Q) c
o oc
....
25.78
28.90
23.43
25.78
Ql,c
,. CIS
:::s en
::::
s:;bo
"" ::SO
s:l Q)
o ....
Description of
Steel.
8 8CS
Q)
CIS~
~CIS
-s:~
L 30.44
L 30.62
A31.03
A ao.9o
..
....
Q)
Cli
.....s::
bo.2
s:l Q)
CISCISC
.,... .... CO
105
106
107
108
Q)
mm
.... s:l
o ....
Q)s:l
- -
L = Length.
a.. :::so
..., 0'8
boo
.
. .... Cl)
Sample Heated
Sixty Times.
- --
.... Q)
~cSC
Q) s:l
Sample Heated
Twenty Times.
. ....
Number 7.
Sample Heated
Forty Times.
Sample Heated
Twelve Times.
67
58
A30.66 25.78 35 A 30.89 26.78 59
A 30.85 2J.21 36 A 80.39! 22.65 60
L 27.11
L 26.72 28.90 18 L 27.91
A 26.29 2J. 43 19 1 A 26.94
"20 I A 2ti. 94
-c
o ....
L 31.06 27.34 33
L 30.65 28.90 34
~" 17
s i.emen~ or open-hearth
Sample Heated
Eight Times.
~
..
11)
_.CIS..S::
s:l ~
Q)I.J
()
....
o 0 c
11) ... ()
:::s=
cus:l
... :::1 0
..., O'H
-c
o ....
- Q)
Sample Heated
Three Times.
-s:a.
28.06
38.9
34.3
36.6
40.0
40.8
39.6
42.0
40.8
41. 9
26.07
40.5
38.7
24.02
31.25 \
18.76
15.62
14.06
'
29. 10 25.78
32.9 10.1
16
16
17
18
Sample defective.
32.3
Ditto.
7.81
33.45 14.06 }-E lon ga tion
34.5 18.76
taken in 8 In.
28.9 16.4
30.6 20.31
31.06 17.1S
27.2 21.09
19
28.49
38.4
33.08
18.56
22
21.87
18.76
17.18
25.00 )
20
2l
23
..
Heated in sand to 600 deg. Ti n melted freely
on sample, but not lead ; no perceptible
colour on fracture. Temperature was
below 430 deg. This sample broke in small
..
..
..
..
..
defects ..
Heated in sand to 450 deg. Tin melted on
the sample, no perceptible cc..lour on fracture. Temperature below 430 deg. This
..
sample also broke in slight defect . .
Heated in sand to 460 deg. Tin melted on
the sample ; broke without C(\lour on
fracture, or below 430 deg. . .
..
..
Heated in sand t() 660 deg. Tin melted
freely on the fracture, whicl:r by colour
was 490 deg.
..
..
..
..
..
Heated in sand to 736 deg. Zinc melting
freely on the sample, and when broken lead
melted on the fracture. Temperature by
colour of fra{)ture, 610 deg. . .
..
..
Heated in the same way and to same temperature, lead meUing on the fracture.
Temperature by oolour of fracture, 630 deg.
Heated in a furnace, colour just perceptible
in the dark. Zin c melting freely on the
sample, and when broken, lead melced on
the fraoture. Temperature by colour of
fracture, 630 deg.
..
..
..
..
Heated in a furnace to a red heat ; when
broken all the colour was gone, but lead
melted freely on the fracture. Tempera
tu re by colour of fracture, 610 deg. ..
..
29. 10 25.78
32.9
32.3
10.1
7.81
33.45 14.06
34.5
18.75
28.9
16.40
30.6
20.31
31.06 17.18
27.2
21.09
8os
E N G I N E E R I N G.
"ENGINEERING" ILLUSTRATED PATENT
RECORD.
COMPILED BY
w.
LLOYD WISE.
the part of the oap on which the brake shoe fits, is left a space for
the reception of the loop of a. banger strap from which the brake
beam is suspended, this loop being held in position by a shoulder
on t he cap at one side, and by t he side of t he brake block at the other.
The beam bei n~ thus held loose in the loops of the bangers, is fre e
to revolve partially in t hem, as the brakes are applied and released.
panking rin~s are placed. Any wear in t he guidin~ rings is comp ensated by set ting out the rings by inser ting lining pieces
between their meeting ends, and securing them by .b~lts
engaging with inner projecting lugs on the ends. The ~u1~10g
rings are also made wi th inner projecting lugs adapted to fit agamst
th e body of the piston block , and provided with a. screw enabling
t he rings to be p roperly centred in r elation to the piston block,
upon the rings being set out to compensate for circumferential
wear by t he insertion of r adial lining pieces. The interm ediate
ring forms a means of separation between and an abutment for
t he adjacent edges of the guiding and the packing r ings. If the
intermediate guiding ring be distensible, it is casb with outer
projecting lugs adapted to fit against t he inner sides of the
angular rings, so as to serve to support and dist end them when
t he intermediate guiding ring is itself distended, the angular
r ings not being made wi th inner proj ecting lugs in this case.
(A ccepted N ovember 15, 1893).
.2.
Eg.1.
.Th ~ superheatin~
Fig.3.
Fi&.Z.
10, 1893.- Tbis invention relates to means for cutting off scale
position, the pin restin~ upon the outer end of the block and from st ays and plates of boilers. A die A, B is made in hnl ves
being carried in guides fi xed on the upper side of the dra.whead.
IJ 411J
4 l ev~r, bi fur~ated at its end, engages t he upper end of the coup
.Fig. 1:_
.
..2.
l~ng pm, a~d IS fulo~umed ~elow the platform of the car, the oppo
s1te end bemg proVIded w1th means fo r operating it by hand or
its rea.rward stroke the vahrc d closes and t he valve e opens, so foot. (A ccepted .November 15, 1893).
that the explosive mixture in the d isplacer is fo rced through the
17,651. C. M. Poulain, Vltre, France. Snow Plough
pipe Bl, passages cl, c2, c3, past the vahe e into the compression
chamber, wheJ&ein explosion takes place. When the governor for Rai~~ays ~nd T~amways. [4 P igs. ] September J 9,
is i n action both valves are at rest, and consequently a. vacuum is 1893.-Thls m~ent10 n cons1sts of two principal parts (Figs. 2 and
fo rmed in botl:i cylinders, and directly t he speed decreases the 8), t he first, A, mcludin~ t he front, havi n ~an angle of about 25 deg
cams are t hrown into action by means of the governor, and the wi th the cen tre line, and fixed by two hm~es a to the transvers;
engine takes its charge, the cams being so connected with t he stay of the engine, so that it is capable of being raised by a rod b
governor that they are thrown out of action simultaneously, and fi xe? to the_l?wer part at t:. The rod b keeps the part A in any
-
..
both valves remain idle when t he speed of the engine increases d_es.ued pOSition, and allows the engi ne, when necessary, to ru n on
A
}tg.3.
..._.,
,.,.,,' . "...
b eyond t hat for which the governor is set . (Accepted November s1dmgs. The second pa~t, B, which is attached to the lifeguards
and footplate of the engme, fits closely upon the front part A. The
15, 1893).
- -n--o
lt.:,l
...
... _ _ -- i
,..
. .2.
_Fw
-v_.
~elates t o oil and gas engines, and coneists in makin~ a firing chamber
Fig .!.
--J
- -
-=.
Fig . 3.
e
f
'
S6G
\\:it~ cutters
d1e IS forced
MISCELLANEOUS.
7903. E . P . Arnold-Forster, B. Iles, G. and J.
Leach, .B urley-tn-Wharfedale, Yorks. Spinning
~nd ';('Wlstlng Wool, &c. [3 Figs. ] April 19, 1893.- Tbis
.Fig. 3 .
sides of the part A are held at the bottom by a crossbar d aud ties,
and at the upper part by a crossbar g, h , u pon which are
fastened the fLxed parte ot t he hinge!J et.. The r od b holds the apparatus steady when at work, and raises it when required. The
Q F
pa.,ts 9 ql, r, r 1, are curved back to facilitate the fo rcing away
and d1scharge of the snow. Upon the framing is fixed t he sheet
metal t which forms t he outer sides of the apparatus. At th e
lJ ."1
upper part it is curved out to throw down the snow, whiob is also
h eated internally. To do t his it is constr ucted in the form of a t hrown out and prevented from falling baok between the rails.
short tube formi n~ with t he cylinder F a T -piece. A blast of (A ccepted November 16, 1893).
flame J can be driven t hrough the open ends of t he vaporiser H ,
STEAM ENGINES AND BOILERS.
and when it is hot enough the ends are closed by clamps. Means
are provided for coolin~ the water used for cooling the cylinder
6237. 0~ Carr and W . Loek~o~d, Sheffield. Pistons,
of engine. (.Accepted.Novembe1 15, 1893).
~c. [8 Fu.JS. ] March 23, 1893. - ThlS m vention relates to guidIng and stea~-~i ght _parts of piston bl?cks, . &c. T wo ang ular
RAILWAY APPLIANCES.
adjustable g mdmg rmgs a are used oonJunottvely with an inter-
lates to brake appantus in which the bra-ke blocks are applied t o wheels on opposite sides of vehicles, t he two oppo
site blocks being connected to t he ends of a t ransverse beam
suspended from the underframe. The transverse beam g
is constructed of a metal tube, on the ends of which are
fitted metal caps h, the ext ended outer ends of these caps being
made square for fitting into the correspondingly formed bosses of
the metal brake blocks secured to it by a screw bolt passed through
a. bole in t he end of t he cap, befor e this is fitted on the tubular
beam. On the upper and lower sides of the caps near their
inner ends, are formed ol\lique lugs, through holes in which are mediate ring b of fiat section disposed broad wise in relation to the
J>t,88ed the ends of t russ rods i . These rods strengthen the tubular open angl~ of tJ:e j~xtaposed guiding ri~gs on the opposite sides,
beam, and the ends are secur ed by nuts. Between the lugs and and formmg wtth 1t annular recesses m which selfexpa.nsive
7903
the thickness of the lifte r rail C. The lifter r ail C is bored out so
t bat.the top of t he base E ~ests in; a recess, whilst the screwed
P.ort10n passes t hrough the hfter rall and is secured on t he under stde by a nut. _The tu~e and its base t hus secured to the lifter rail
be~omes a vert1cal gUide for the steadying of the ~indle. T be
he1ght. of the tube above the level of the latter r ail1s guided by
the he1g~t of t he bobb~n. On to the level of the lifter plate and
surroundmg t he tube 1s .Placed a metal washer, and 00 to this
wa.sher a boxwood washer 18 placed, between which and the bottom
8o6
E N G I N E E R I N G.
Furnaces.
[2
F igs.]
Fig . 1.
Fig.J.
Fig.4.
fi:g.2 .
23/JUJ
invention relates to the drawing-off rollers of Noble's combing of the clamp through the medium of the fi xed head, and upon the
machines. In addition to the ordinary pair of rollers A, Al, a inner section through the medium of the 'latch and sliding bead.
third one Lis employed of smaller diameter, and is placed as close The outer bearing blocks 14 and 22 are thus made to bear firml y
and securely upon the work, nod when sufficient t ension has beeu
exerted upon the latter, the revolut ion of the screw is discontinued. Ooe eection is capable~of being slid into the other. (.Accepted November 8, 1898).
Fig.1.
---
Fig a.
I :
'
'
I
I '
'
I '
'
611
Fig.2.
to the comb circle as possible, and approximately midway between
the ordinary rollers, arranged just to clear one roll~r and be ~s
closely in contact with the other aa the leather pass10g round tt
will permi t, so that there Is a pressur e betw.een them _nearly equal
to that between the ordinary ones. The tht~d roller 1s flute~, and
is mounted at each end io ad justable he!l.rmgs M formed m. the
brackets supporting the ordinary rollers. (.Accepted Novembe1 15,
1893).
..,
directly agajnst ~hich ~be upper die can be for ced: This upper
die has a projectmg pomt, wb1ch, when forced agamst the beam
g, produces a hole which tb~ cutte~, on forcing the die, further
enlarges, cutting away a sectiOn, which falls throug h the t rans
verse slot in the matrix. (.Accepted N ovembe1 15, 1893).
'
..
11,3~8
Fig. 7.
and pass into and through water held upon the lower tray lp. The
depth of water through which t~e. smoke a?d _products of combustion pass is regulated by hftmg or lo" ermg the hoods by
means of the screw s lever t, axle u, and bandwheel. The1
s~rew s allows each hood to be adjusted separately , so that q
di s more or less than q'!. or q3. The gases pass from lp t ray to
2 ptray and then to 3p t ray, and afterwards throug~ the perfor~ted plate x, meeting beneath it a shower of water falhng tbro~gb
the perforations in the plate. If necessary, a. layer of matena~
such as coke; is spread upon the upper surface o~ the perforate
pld.te x to still further purify the smoke bef<;>re 1t passes _out at
the top of the condenser. The water used 1n C?Ddenser 1s ~up
plied through pipe w. The products of_ combust1on 1 not retamed
in the condenser pass out at the opemng Y and Y (.Accepted
November 15, 1893).
17 358. A. P. D. Leval, Meuse, France. Convert~ng
BecttUnear Motion into Rotary Motion. [7 F tgs.]
~e tember 15 1893.-This invention relates to means for conv_ertio: reciprocating rectilinear motion into ~ontinuous rot_a.ry mohou.
In a fume f a four-throw crankshaft o 1s supp<;>r ted JD bearings.
To the pins r' and p ' of cranks r and p, connect1ng-rods m an~ n
are respectively attached, the other ends of these rods bemg
pipes the flange is placed on the end of one of the pipes, and the
union 0 pressed into the l&tter so as to expand its end and form
a flaring mouth, the end of the otht>r pipe h ein~ similarly
treated. The two flanges are pulled together by bolts H, and
as the Baring ends for m stops for the flanges by which they can
be pulled off, the pipes are drawn fi r mly against the conical
ends of the union and a tight joint is obtained. (Accepted
No-vember 15, 1893).
23,960. A. Klostermann, Cologne, German Empire.
Cutting Iron Beams. [9 F igs. ] December 28, 1892.- Io
this invention the iron beam to be cut. is p laced on a mat rix a,
shaped to serve as a bed, and provided with a transverse slot c,
Fig . 7.
N EW ZEALAND T ELEGRAPH EXTENSIONS.-Theexp()nditure out of theNew Zealand Public Works fund on account
of telegraph construction, and for th e ~xtension of the
telephone exchange system throughout the colony,
amounted, during the past financial year, to 29,245l. ; of
this sum 5287l. was expend ed on telephone exchanges.
Of the new lines erected during the past year for the
extension of t elegraphic communication, the most imJ>Ortant are those to Toko, Awanui, Bla<:kburn, and
Birmingham in the North Island ; and Banks Peninsul_a ,
Taipo, Shag Point, Five Rivers, and Stanley Brook m
the South I sland. In the estimates for the present yE>ar
an expenditure has been provided for which is intendE::d
to cover liabilities of 6716l., existing at the com
mencement of the finan cial year, and sundry exten&ions,
including a line t o P eel ForeE. t and a telephone ex<;hange
ab Matoura.
,