E N G I N E E R I N G.
499
w~nds charged with moisture, is frequently so was subsequently raised to 28 centimes per car
kilometre, or 4. 28d. per car mile. Both the electrical installation and the working of the Jine had
to be adapted to the peculiar and capricious traffic
of Marseilles; and the railway, therefore, presents
not only several characteristic, but, as regards
working experience, some very instructive features.
L ine.-The railway (4ft. Si in. gauge) is 6 kilometres or about 4 miles in length, and, with one
exception, is double throughout. I t starts (see
map, Fig. 1, and section, Fig. 2) from the wellknown central thoroughfare of Marseilles, the
Cannebiere, about 6 metres or 20 ft. above sea
level, and runs up the narrow Rue d' Aix with
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t ubes were clean, was dvubled when, after a fortnight or three weeks, the tubes became incrustated, so that the expenditure for fuel alone
amounted to 25 centimes (3 8d.) per car mile ; while
the compressed air cars, in order to accommodate
the traffic, had to be made so large and heavy
(14 tons) that in the crowded and narrow streets of
Marseilles they were not considered sufficiently
manageable.
A third suburban extension in Marseilles is worked
with fairly eatisfactory results by tramway locomotives hauling three or four carriages ; but for the
most recently constructed extension, that of a road
railway from the centre of the town to the much frequented locality of St. Louis, n orth-west of Marseilles, the company adopted electr~cal traction by
motor cars with overhead wires, and let the contract for the construction and equipment to Messrs.
Sautter, Barle, and Co., of Paris, and the Oerlikon
\Vorks, of Zurich, the contractors guaranteeing that
the cost of traction should not exceed 22 centimes
per car kilometre, or 3. 36d. per car mile, which limit
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54 lb. flange steel and guard
rails, resting on longitudinal ..JI- metallic bearings which are bolted to Zore's cross sleepers.
This permanent way costs as much as 70 fr. per
metre, or 51s. per yard. The girder-rail permanent
way, as described, is known in France as that of
M. Humbert, the general manager of the company.
It is certainly very substantial, but more complicated, and also more costly, than the ordinary
Phrenix 8ystem, its cost being, including laying,
but without paving, 20 fr., as against 16 fr. of t he
former per metre, or 14.5s. as against 11s. per yard
respccti vely. It possesses, however, for electric
traction in urban and suburban districts, the great
advantage of constituting a complete metallic
system which materially conduces to insure the continuity of the circuit through the rails.
Cent1al Station.-This is situated at 2.2 kilometres from the Marseilles and 3. 8 kilometres from
the St. Louis terminus, and forms part of the company's great "Lazaret" depot. 'l'his depot (see
Figs. 6 and 7, page 500), erected in 1891, and
covering no less than 8000 square metres, or
9560 square yards, comprises a three-storey frontal
building for offices, dwellings of the staff, and
stores ; a machine house, engine, and car sheds,
repair shops, two water tanks of a capacity
of 200 tons ; a coal shed for 1000 tons, and
two outer buildings at present used as stables for
200 horses. The depot serves at present for some
of the horse lines, for the line worked by steam
locomotives, and for the electric railway ; but it
will ultimately be exclusively used as an electrical
central station and depot of 1500 horse-power.
Original l ustallation. - ln accordance with the
original traffic estimate of the St. Louis line, the
steam and electrical plant, as at first put down,
comprised (a) three multitubular boilers of Nayer's
type of 90 square metres (968 square feet) heating
surface, each provided with heaters of 70 square
metres or 753 square feet, the maximum pressure
in boilers being 12 atmospheres, the working pressure 10 to 11 atmospheres, or 147 lb. to 160 lb. per
square inch, and the boilers being fed by a steam
pump and three injectors ; (b) three vertical and compound non-?o.ndensing H offmann_ engines m~de at
Oerlikon, g1vmg, at 275 revolutwns per mmute,
and 11 atmospheres pressure in boiler, 100 effective
horse-power each; a~d (c) three direc~ coupled
continuous current b1polar dynamos w1th drum
armature of the Oerlikon type, whose output at 550
volts was 66 kilowatt or 90 horse-power each.
N ew I nstallation.-For reasons which will appear
hereafter the oriainal plant of 300 horse-power
,
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inadequate,
and a.f ter s1x
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proved quite
working experience had t o be e~t.trely re!llodelled.
In the new installation, the ortgmal botlers have
been retained, as they easily vaporise up to
2000 litres, and on an average 1600 litres, or 3500 lb.,
..of water per hour each, or 4. 8 tons per hour total,
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E N G I N E E RI N G.
cent., and 160 h or se-power at 17 per cent. admission. With the H offmann engines, the m ean
consumption of fuel varied from 2 .5 to 4 ki~o .
grammes, or 5.5 lb. to 9 lb., and that of steam as
much as 20 kilogrammes (44 lb .) per hour per
horse-power, so that here, as in some cases elsewhere, the work done by these high-speed engines
was by no means economical. The Corliss engines
are guaranteed at twelve atmospheres pressure in
b oilers to work with a consumption of steam not
exceeding 9 kilogra mmes (20 lb.) per horse-power
per hour from full to no load. As will be seen
later on, the variations of load on such a line as
t~at of M l\rseilles are enormous, and in view of
this the Corliss engines are further guaraateed
not to vary in speed more than two revolutions
from full to quarter load within two minutes.
The condensed water, on leaving the condensers,
is collected in a small tank from which two suction pumps, a ctuated by toothed gearing from
the shaft of the small steam engines, drive it
into a Sec refrigerator (see Fig. 7). This latter
consists of a series of pipes arranged in a horizontal plane on the top of a reservoir, and provided with spray jets through which the water is
forced up to a height of 3 to 4 metres (10 ft. to
. 13 ft. ), its temperature being, by simple contact
with the air, r educed from 45 deg. to 25 deg. Cent.
(112 deg. to 76 deg. Fahr. ). This refrigerator is
con structed for a m~ximum refrigerating capacity
of 150 cubic metres or tons of water per hour, and
surmounts the sheet-iron r eservoir of 300 cubic
metres or t ons caplcity, supported by iron columns
and placed on the top of the coal sh ed.
The three 100 horse-power bi-polar directdriven dynamos have been replaced by beltdriven four-polar Oerlikon dynamos (Fig. 8) whose
drum armatures are series and compound wound
with cross-connections in the commutator, the
double winding being inserted in m i~a pld.t~
insulations fitted in grooves or slots of the
armature core, while the commutators are, not
of bron ze, but of hard laminated copper. Th e two
large dyna mos give at 300 revolutions per minu te
and 550 volts, a mean output of 206 kilowatt or 280
horse-power, whilst the smaller machine at 350
revolutions and t h e same voltage gives a. mean of
103 kilowatt or 140 h orse-power, total 700 h orsepower, equ al to 93.5 per cent. of the engine power.
The disadvantage of belt driving is thus fully compensated by the greater e fficiency obtained as
against the original dynamos driven on the same
shaft by engines not adapted to the extremely
variable loads. The dynamos also drive a small 5
h orsepower motcr of the repair shop. In the cables
between the dynamos and the s witchboard a fusible
wire is introduced to protect the dynamos in case
of short circuit.
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29 7
E N G I N E E R I N G.
such instruction has risen from 173 to 788. Of the
scholars under the School Board of L ondon the
number of those joining the science classes has ~isen
from 2000 in 1891, to 2G 000 in 1892 and 40 000 in
1893. The miefortune of' all such deb'ates Pr~fessor
0. Lodge put in, is that the head masters' cannot be
compelled to listen.
A pa_Per by ~ord Ray leigl1, ''A Simple Interference
E~per1ment, may also be mentioned here. In
th1s apparatus, light from a single slit illuminated
by the sun or a lamp, passes down a tube a foot
long, and falls on two very fine slits, very dose to
one another. An eye placed at the back of the
slite sees beautiful bands. The eye replaces a lens.
In our eye we ha~e, afl Mr. Glazebrook remarked
after~ards, a lens and a screen, so that, in mA.ny
exl?e~1ments, a telescope can be dispensed with.
ThlS 1s a fact not generally recognised.
THE P u BLICATION OF S c iENTIFic PAPERs.
we;:e
brought before the section. The most important
one was that by Professor Car ey Foster, F .R.S.,
Dean of University College, "Apparatus for Elem ~ntary Class \Vork in Practical Physics. " Profes~or Foster took the trouble to exhibit some of
his apparatus for the practice of his students, and
to demonstrate their use. The students, he emphasised, should take part in the experiments at an
early stage.
Hence we needed simple inexpensive apparatus readily multiplied. The designer of
such certainly deserves the greatest praise. Professor Carey Foster's demonstrations were highly
appreciated by the learned professors and less
learned mem hers.
Mr. \V. B. Croft's paper, "Physics Teaching in
Schools," dealt more with the general features of a
scientific and practical training. At his school in
\Vinchester the suggestions of the Duke of Devonshire's Committee of twenty years ago are acted
upon, according to which simple mechanics, heat,
and hydrostatics fall to the second year, chemistry
to the third and fourth, geology to the fifth, electricity to the sixth, acoustics and optics to the
seventh year. The curriculum requires seven years'
attendance, the two last years being essentially devoted to practical demonstration. In another
paper, read on a different day, Mr. Croft described
"Simple Apparatus for Observing and Photographing Interference and Diffraction Phenomena."
The photographs which he threw on the screen GRINDING .AND PoLISHING OF GLAss S uRFACES.
proved that his simple apparatus answered remarkLord Rayleigh's m ost interesting account of
ably well.
some of his recent work proves that grinding and
Mr. A. E . Hawkins, of Bedford, referred, in his polishing Are two entirely different operations. A
" Notes on Science Teaching in Public Schools," to properly ground glass should not show scratches,
the examination craze, which is now being abused at but detached pits, produced by the pressure of the
almost every meeting of teachers, and yet appears emery particles, both the glass and the emery
so firm ly established. There is a whole literature being disintegrated during the op(.)ration. Simple
living simply on examinations; we have examiners, grinding produces extraordinarily good results ;
fees, grants, prizes, and scholarships ; the system ground lenses, and even plane glasses, have reoffers too great advantages to some of all classes markable definition, the s un's edge appearing as
concerned. This, however, is not what Mr. sharp as when seen through a cloud, but there is
Hawkins said. He demanded ample time for the great loss of light from irregular reflection. Grindscience teacher to prepare his experiments ; appa- ing is comparatively easy and quick work; polishing
ratus for the boys, who should take comprehensive with tool, pitch, and rouge a very tedious and delinotes, &c. The discussion showed that competent cate task. But we cannot dispense with the latter.
men, Mr. Glazebrook, Professors Fitzgerald and 0. L ord Rayleigh ascertained, by weighing and interLodge, Mr. De J ones, Mr. Emtage, Dr. Glade ton(.), ference observations, how much of the surface
also differed from the Science and Art Department, depth can be and must be removed by polishing.
and would prefer inspection to examination. Dr. \Vhen 2. 5 wave lengths of the sodium line have
Gladstone gave some very interesting figures about been rubbed off, a good polish is obtained; four
the progress of elementary science teaching. During wave lengths give a complete polish. The polishthe past two years, the number of schools imparting ing wears down the surface to the bottom of the
503
pits. This is an almost molecular removal of surface molecules ; but Lord Rayleigh did not hold
out any h?pe to Professor Fitzgerald, who wished
to determme molecular dimensions by counting the
strokee, . &c. Hydrofiuoric acid may perhaps help
us to qu1cken the polishing process. The acid eats
away tho surface in so regular a manner that 0.5
and ev~n 0.1 wave length may thus be removed.
The aCld attacks the surface, and widens the pits
finalJy leaving a sort of cell structure. Anothe;
mathematical paper by LOJ d Rayleigh "The
Theory of Reflection from Corrugated S~rfaces,"
had reference to these investigat!ons.
Co~ TRUCTION OF SPECU LA FOR REFLR<'TINO
T ELESCOPES ON NEW PRIN ClPLES.
E N G I N E E R I N G.
EXPOSITION.
-.
F ig. 1.
.. -- .
Fig. 2 .
F ig. 3.
Mallard, Daubree, and Friedel in the supposed
meteorite of the Canon de Diablo in Arizona.
Other events are Dr. P arkins' r esearches on
electro-magnetic rotatio~ ; Lord R~yleigh's .on the
density of gases ; Dewar s on chemical reactiOns at
extremely low temperature; Clowes' on flame-cap
measurements ; H orace Brown and Morris on the
chcmistry and physwlogy of foliage. These latter
investigators have come to the startling conclusion
E N G I N E E R I N G.
Fig. 4
..
F ig. 5.
Fig. 6.
more so of nickel and cobalt, whose atomic weights
differ so slightly that the possibility of experimental
errors is not excluded (Ni 58.6, Co 58. 7), seem to
point to complex structure, and perhaps something
like isomerism. The Rev. Dr. Haughton has taken
up a sugge!tion which Mendeleieff made in his
Royal Institution lecture, May 31, 1889, and has
so6
no~ only forms one-third of th~ solid earth crust,
but is unq uestionably the m~st 1mpo~tant element
E N G I N E E R I N G.
and resists its contraction. The operations. d~scribed
above gradually continue until the wheel sohd1fies.
The phenomena just described should be clearly
borne in mind, as on th em depend nearly all.the d efects peculiar to wheels. These d efects comp.n se:
A. Lar/.; of Rounclnc~s. - La.ck of r oundness 1s a defect
which of late years has attractP.d a great deal of ?-tten
tion and is g rowing in importance as the capac1ty of
cars' and t he speed of trains ~ncrease. I ts causes a re :
(a) L:ick of ro und ness of ch1ll. (b)_ Irregular ex pl.nsion of chill. (c) I rregular contractwn of \>\:heel. . A
car wheel chill composed of a ring of cast 1ron. wtth
various lugs and trunnions attached , and subJected
daily t o the heat of !1 mass o~ rn olten . metal J?Oured
agains t it, s oon loses 1ts rot.un~1ty. I~ ts the~ Impossible to cast a round wheel1n 1t. Agam, the 1r~egul~r
expansion of a chill will produce a wheel defictent m
roundness, even though the chil1, when cold, se~ms to
be practically perfect. The irregu~ar contra~t10n ~f
the wheel appears to have some 10fluence. tn thts
respect. A careful inspection . of wheel~ w1ll of~en
show slight depressions from 6 10. t o 12 1n. o~ 15 w .
in length, extending around the. tread. It 1s more
than likely t hat these depress10ns a~e ! ormed .by
irregular contraction of the shell of sohd u on whtch
first forms against the ~hill.
.
B. Cltill Cracl.:s.-Tht s defect makes 1ts appearance
as a crack across the tread or flange, or acr oss both.
A chill crack in the flange is caused by severe contraction in much th e same way as a thin plate of hot met al
is cracked by the application o.f water . It is en.tirely
prevented by turniug a groove 10 the flange por t1?n ?f
the chill, as shown at A, Fig. 8 (page 501 ), an~ fillmg 1t
with sand. The chill crack across the tread 1s caused
by the pressure of the molten metal, composing the b~d y
of the wheel, against the tender red-hot shell wh1ch
first forms against the chill. In its origin it is properly
a tear, the s tren gth of the metal compoai~g the shell
being inadequate in its red -hot state to r es1st the pressure of th e molten metal against which it is contractiog.
H ot and fast pou rio g increases th e tendency to produce
chill cracks. Cold and slow pouring has a tendency
to prevent them. It is universally conceded that th e
hotter and faster a wheel is pou red the bet ter th e
quality, material being the same, and the princi pal
skill of the wheel moulder consists in pouring the
metal as hot and as fast as possible without incu rring
too great a loss from chill cracks. In t he endea ,our
to avoid chill cracks there is a constant tendency on
the part of the moulder to slow and cold potl ring.
This leads to the prod uction n.nd aggravation of the
defect s termed rough tread, slag in tread, sweat and
d epression in t hroat, and irregular ~ epth of white iron.
C. Rough 1'rPad.- Rough tread 1s caused by undu lations and bubbling of the molten metal as it flows
against the chill. It shades ofT from being so serious
as to condemn the wheel to waves and seams t hat are
almost imperceptible. Pouring th e metal at a. very
high t emperature, an d very fast, r educes this trouble
to a. minimum; cold and slow pouring aggravates it.
D. 1 1lag in 'l'read. -~ 'lag in tread occurs in genera l
as small depressed spots wi t h a minute cavity in the
centre. In wheels of ordinary good quality it is a
d efect of rar e occurrence. It, like rough tread, is
aggravated by cold and slow pouring, and reduced by
hot an d fast pouring.
E. 1 1 weat and D PJnnsion in Throat .- On inspecting
a wheel this d efect appears to the eye as a d epression
extend ing aro und the \\lheel in t he th roat. It varies
considerably in dep t h in t he same wheel. In the
deeper parts of this depression are frequently found
small beads of iron closely attached to the surface.
This phenomenon is designated by the t erm "sweat."
S weat and d epression in throat are closely allied, and
are caused as follows : The shell of the metal solidifying against the inside of the flange portion of the
chill, commences t o con tt-act before the p ouring of the
wheel is completed. In contracting it carries with it
the thinner shell forming against the t hroat. The
molten metal so nearl y r emelts the shell a t the throat
that it issues through in drops. Very slow pouring
aggravat es this defect, an d fast pouring greatly redu ces it.
weat is a sure indication that where it
occurs th e depth of white iron is very much less th an
at any other portion of th e tread. The dep ression referred to above may be observed in wheels in service
which often run many miles before wearing smooth i~
the throat.
. F. ]JTe(pdar~ty ~n Depth of }VhitP bon.-:-Irr:gularity
m d epth of wh1te 1rou exerts a most senous mfi ttence
on the service of wheels. I t is caused by irregular
separation between the chill and the wheel and occurs
in t wo forms. In the firat form the sh~ll of white
iron varies in depth around the tread, so that inst:ad of fo~ming a. ';lniform shell about t in. in
t htckness, 1t drops 10 places to t in. and less.
The second form shows itself as a redu ction in th e
depth of wh ite iron at the throat. This decrease in
the depth of white iron at the throat occurs in conjun~tion with sweat and depressions in throat. Expenmen ts demonstrate that if a block of cast iron be
formed against a chill, and the chill removed in less
than 40 seconds, the d epth of white iron will be less
E N G I N E E R I N G.
:"'
1 d
b f
4 There is a d ecided im provement m t 1e e pt o
white iron and in its uniformity arou!ld the tread,. t he
averacre variation around the tread b emg abou t 1'tr m .
5. ,<l 'he quality of the grey iron, its freedom from
slag or imperfections, a nd the general strength of ~he
wheel are enhanced by the h otter and faster p ourmg
which' is ma.de possible by the u se of this device.
6 Th e g reater and m ore uniform d e p th of white
' ron. on the t read affords a n opportunity fo r tru iog up
l
'd '
h
d
wheels wit h flat spots caused b y s l 1 10g, or Wl t. trea s
m'1de h ollow by w ear, at a small fraction of the cost
w wh eel.
Of a De
7. Th e actual m ileage results obta ine d from t h ese
wheels sh ow a very decided improven1ent as compared
with wheels of the same material made in the ordinary
chill. T o il 1ustrate, th e e h .ICago, M 1' l wauk ee, an d
St. Pcl.ul Rail way Comp any commenc~d. th~ use o f con
h'll h els in small qu a.nt1t1es m the latter
tractmg c l w e
put of 1885. The mileage obtained from all wheels
scrapped, except those made fiat by s lid ing, that were
in service under cars in p assenger train s, i s as follows:
Dlte.
Number.
Average Mileage.
1676
45, 73l
1885
7o, 468
1058
1886
1887
889
85,055
1888
836
100,455
106 ,9 16
941
1880
1890
1081
101,919
1f91
1828
1 03 , 95 ~
1892
2308
107,445
d
d
f
1
8. The wheels are al most p er ect y roun , a n
maintain thei r roundness in service.
TABLE I .-Statement of Foundry L oss at W est M ilwaukee
Foundr y, jrom J anuary 1, 188R, to January 1, 1893,
inclusive.
e.
J8S 3
J884,
188,)
1886
~~8 7
1888
1889
1890
1891
189 2
Made.
No.
2!,654
29,463
~ 2 .017
29,021
3l, '299
35,987
36,C03
30,479
36,996
87,62Z
No.
22,325
26,968
29,n36
26,736
32,503
35,440
34,799
30,258
3S.829
37,5U
I Percentage
of Loss.
Loss.
Good.
No.
2329
248fi
2481
2285
1796
547
209
221
157
H'8
10.43
9 21
8.40
8.55
5. 53
l .M
.60
.73
.43
.29
Non.- During 1887 about half the wheels were c~t in the con-
Oto AMERICAN L ocouoTIVES : ERRATUM.-In our account of some old American locomotives at the Columbia.n
E xposition (see page 478 ante), we stated that on e of them
drew l OO to 120 tons on an incline of 1 in 33 on the
Grand Junction Railway, at 14 t o 22~ miles an h our.
Tbe statement that the gradient was 1 in 33 was due to
a printer 's error ; it should have been 1 in 330.
BELGIAN B LAST F URNACES.- The number offurnaces in
blast in B elgium at the commen cement of September was
24, while there wer e ! 8 furnaces out of b last at the same
date. The total of 24, representing the number of furnaces
in blast in Belgium at the commencement of September,
----
---------- --
--
Stro_ke of p1st?n
.. . ..
.. . ..
..
..
..
..
..
Compound F rei~bt
Locomoti ve ''Con
solidation " Type,
for the Norfolk and
Western Railroad
Company.
------- -------
1- - -- - -- - -
116,360 lb.
75,210 ,,
2l ft. 11 in.
7 " 6 "
11 " 5 "
120,760 lb.
83,860 "
22 ft. 3! in.
7 H 5 'I
6, 1,
20 in.
2 ' ,
7,6 11
11 " 4~ "
7 " 2~ "
- - -----1 3~,800
lb.
120,600 "
22 ft. 9 in.
1! , 10 "
14 11 3 "
10 )) ~
I)
{ H.P. H in.
L P . 24 .,
24 in.
4
:
19l , .
24
'! .~
,. 21 ,,
19
, , ex aust po s
..
..
..
..
r
51 10
6 10
Greatest travel of slide val ves . .
..
..
..
..
6 in.
{ H . ~. i io.
H.
P. i 10
Outside lap otslide valves ..
..
..
..
..
..
1 ,
L. P. t ,.
L. P. ~ ,
Ins:de
,.
,
..
..
..
..
..
..
.
None
None
None
{
; io. iuside
H . P. i io.
H . P . l ir.
Lead of slide valves in full stNke
..
..
..
..
!i":l ,. outside
L. P. ~ ,
l. P. ~ ,
,
piston
,
"
..
..
..
..
..
..
Throw of upper end of reverse lever from full gear forward to fu ll
48 in.
61! in.
56! in .
gear backward, measured on the chord of the arc of the thro\\
Sectional area of opening in each steam pipe connected with
19.63 sq. in.
19.63 sq in.
cylinder
..
..
..
..
..
..
..
..
.
19.63 sq. in.
Wheels, &c.
50 in.
78 in.
78 in.
Diameter of driving wheels outside of tyres . .
..
36 ,
30 "
,
truck wheels ..
..
..
..
..
36 "
7
in.
by 8 in .
8 in. by 12 in .
8 in. by 9! in.
Size of driving u le journals, diameter and length . .
4 , , 8,
, , truck , ,
,,
..
..
..
..
5! " " 8 ,
5 " , 10 "
5~ ,
, 6 "
il! , , 5! ,
,
main crankpin journals . .
..
..
..
4t , 48" in.
4! "
31 io. and 34. in.
48 in.
Length of drid og springs, centre to cent re of hangers
Boiler.
Belpaire.
Wagon top
Descript ion of boiler . .
..
..
..
..
..
..
..
Straight
58i iR.
56! in.
Inside diameter of smallest boiler ring . .
..
..
..
..
68t in.
Steel.
Steel
Material of barrel of boiler. .
..
..
..
..
..
..
Steel
!I
Thickness of plates in barrel of boiler . .
..
..
..
..
t'~I m .
.
Butt jointed, witb Butt jointed
with Butt joint, s1x rows
..
..
..
..
..
double
coreriog double
~overing of rh.ets, & ~ouble
Kind of h oriz~ntal seatr s ..
\ strips
strips
covenog strtpe.
,
circumferential seams . .
..
..
..
..
..
Double rivet<. d
{ s;r;~:ednd double} Single and double.
Material of tubes
..
..
..
..
..
..
..
.. Iroo, No. 11 W.G.
Iron
Iron.
..
..
251
250
..
,,
..
..
..
..
..
c: 194
~
N u mb er
Diameter of tubes, outside .
..
..
..
..
..
..
2 in.
2 in.
l!J m.
Distance bet we: en cent res of tubes
..
..
..
..
..
2L,
2& .,
4,
Length of tubes over tubepb.tes . .
..
..
..
..
.
l t ft. 10 in.
11ft. 10 in.
13ft. 7t in.
,.
firebox, inside ..
..
..
..
..
..
..
107 H io.
131H in.
106li in.
Width
,
,
..
..
..
..
..
..
..
33i in.
42~ in.
41t "
Depth
,
from und erside of crown-plate to bottom of j
F ront, 69! in.
F ront, 65 in.
Front, 63! in.
mud ring . .
..
..
..
..
..
..
..
l
Back, 54~ in.
Back, 55~ ,
Bac~~ 61t .,1 .
Water spaces, sides, back, and front of firebox
..
..
. . 3 in., 3 in., and 4 io. 3 in., 3 in., and 4 in. 3! in., 4lJ m., & 42 m.
Material of outside shell of firebo x
..
..
..
..
..
Steel
Steel
Steel
Thickness of plates of outside shell of firebox . .
..
..
..
{'11 in.
-l'u in.
t in.
,.,
'd e of fi rebox
Steel
Steel
.
Steel
a Iat ena1 of 1ns1
..
..
..
..
..
" .
d :. 10
11
10
6
Thickn ess of plates in sides, back, and crown of fir<:box . .
.. 1 0 in., ,'>11 in., and i in. {'a in., 1~~ in., and i in. 1"J m., H
an ~
pla.tes
plates
arrester
T ender.
35,600 lb.
34,000 lb.
32,500 lb.
Weight of tender empty (actual)..
..
..
..
..
80,906 ,
,
,
with fu el and water, full . .
..
..
72,080 11
77,998 "
8
8
Number of wheels under tender . .
..
..
..
..
8
33 in.
36 in.
36 in.
Diameter of tender wheels..
..
..
..
..
..
16 tt. l Oin.
17ft.
Total wheel base of tender . .
..
..
..
..
..
16 ft. 2 in.
4 " 10 ,
4000 gallons
8fi00 gallons
3500 gallons
Water capacity of tank (i n gallons of 231 cubic inches)
..
6.39 tons
4.5 tone
6.8 tons
F uel capacity of tender
..
..
..
..
..
..
Total length of engine and t ender over all
..
69 , 9-h ,
67 , 8ft ,
69 , 1! "
e-! .,
4! ,
*,
a,
.lf
E N G I N E E R I N G.
so8
ELEVATORS AT THE 'VORLD'S
COLUMBIAN EXPOSITION.
'YE illustrate on the present page a very neat wormgeared belt elevator shown at the World's Columbian
Exposition by the Eaton and Pr~nce Company, of. 7~,
1Iicbigan-street, Chicago. It w1ll be seen that 1t 1s
driven by open and crossed belts in th e usual way, and
that the worm is inclosed in an oil box. Both the
worm and wheel are carefully cut. The end thrust of
the wormshaft is taken by a steel pin let into the end
of the shaft, and running against hardened steel
buttons in a special oil chamber. The drum is grooved
to take th e rope in a n orderly manner, and th e op posite end of the drumshaft carries a governor, which,
on the normal speed being exceeded, puts the handrope wheel in gear with the shaft, and shifts the belt
on to the loose pulley. In connection with the striking gear, there i3 a brake which acts on the foot pulley.
This is always in action vrhP.n both belts are on the
loose pulleys. There is also an arrangement, shown i_n
the engraving, by which the mechanism is st opped 1f
the hoisting rope becom()s slack.
The same firm show also the steam freight eleva.tor
illustrated in Fig. 4. It will be seen that the engine
drives the hoistin~ gear by means of a short be~t,
which is kept tight by a jockey pulley riding on 1t.
The hoisting drum is grooved to take th e wire rope,
and ha9 one flange extended to serve as a brake pull()y.
The brake can be applied by the hand rope, or by th e
hoisting r ope becoming slack, due to the cage sti_cking
in the well in descending, or by t he governor, 1f t he
normal speed is exceed~d. This governor is mounted
on a side shaft, and driven by a pitched chain. The
engine has two cylinders, and will start in any position, the steam being distributed by ordinary D
valves.
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E N G I N E E R I N G.
THE CYRUS
509
CONSTRUCTED BY MESSRS.
ROBERTS, THROP,
EXPOSITION.
MICHIGAN, U.S.A.
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BALANCING ENGINES.
'ro T ILE EmTon Ob' :BNa iNEERINc.
8IR,-In your number of September 11, 18!)1, s ix
months before the reading of Mr. Y arrow's important
paper on the balancing of engines, you d escribed an
arrangement which I intended to use in order to d estroy
vibrations on board over powered light vessels.
It may interest your r eaders to know t hat I have j ust
tested the arrangement for the first time on the doublescrew torpedo-boat the Chevalier, of 115 t ons displacement, officially tried at Cherbourg last week.
At all speeds~ up to 27.22 knots (mean of one hour, and
perhaps the highest ever recorded ) t he vibrations were
found to be u nusually small. As the valves and pumps
are not balanced, some slight motion (a. great .Part of
which is due to the screws} still r emains, but it Is quite
unimportant, and the writing on the notebooks s hows no
appreciable difference from what it would have been on
shore.
Ib may be wor th recalling the principle of the improvement. The engines are triple-expansion, with three cranks
at 120 deg.
The weights of the three pistons, piston-rods_, a.nd connecting-rods are identical and it is remarkable tba.t in
this case the sum of the three for ces of inertia is always
P the weight of these moving parts (piston, pist onrod, a.nd about on6- half of the connecting-rod )
in kilogrammes.
G the stroke in metres.
m the ratio of the length of the connecting-rod t o
that of the crank.
n the number of revolutions per second.
<P the a.nvle of the crank with the axis of the
cylinder.
Then,
F = -2.01 PG n2 ( cos <P +~ cos 2 <P )Now, if the angular distances of the three cranks are
120 d eg., the force of inertia Fl for the second cylinder
will be:
F '= -2.01PGn2 {cos(~+ 120deg.) +~cos (2<f> + 240deg. )}
and the force F" for the third cylinder :
~~"=
- 2.01P Gn2 {
+ 1!''
0) = 0
.__
........
engm es.
In the hope that you may find place for this letter, on
account of the increasing interest which attaches to
anything relating to the vibra tion of vessel~,
I r emain, Sir, yours sincerely.
J . A. NoRMAND, ~!. I. N.A.
Havre, October 18, 1893.
MECHANICAL FLIGHT.
T o THE EDITOR Ob' ENGINEERINO.
S m, --I notice in ENGINEERINO of the 20th inst. a letter
by Mr. Hora.tio Phillips, in which some allusion is made
to myself. Mr. Phillips refers t o me as "the principal
exponent of the large wide aeroplane.,
I did not commence experiments on a large machine
until I had tried a. great number of experiments with a.
small apparatus, and these experiments demonstrated in
the clearest possible manner that long and narrow areo
planes driven through the air edgewise wer e very much
more effective than very large planes ; nevertheless, I
found that lar~e a eroplanes would lift something. Had
I been desigmng a. machine to pe '?sed as a. torpedo,
which could be sent through the a.Ir With out any thought
of how it was to land, I should not have used a. large
aeroplane at all. M y large machine has be~n d esigned
with a. view of being a ble to land safely, and It appeared
to me that there was an element of safety in having one
s.
printer 's"-subterfuges so miserably flimsy, it is wonderful those pretending to pose a.s honourable men can father
them ; more wonderful to expect belief.
It is rumoured, darkly, the desiga of the Victoria. is to
be vindicated, in spite of her going dow n like a stona,
though h er captain and crew thou~ht she would keep
afloat, by the statement that watert1ght bulkhead doors
were open; the assumption left for the public to draw
being that this was altogether an unusual circumstance,
and that the doors should properly have been shut. Tbis
is an effort to shift blame from the shoulders of authorities
ashore to the backs of those afloat. The absent are
always wrong, and the sailor's b1ck is thought broad
enough for any burden, but I would like to ask if it be
not a. fact, though the order to close watertight doors may
be given with the call to general quarters, n evertheless,
the doors are immediately again opened, beca.u.se it i s p ract ically impossible to carry on duty w tth the doors closed!
If that be so in peace manreu vres, such as steam tactics,
far more impossible would it be to keep these doors shut
during the multifarious duties, t ogether with confusion
and exr.itement, of a sea. fight. In short, are not watertight d oors known by sea. commanders to be a sham, put
in for paper reasons, that the statement may be made,
"the shi p is divided into so many waterti ght compa.rt
menta, any, two, three, or four (or half a dozen, as the
ca~e may be) of which can be filled without the vessel
sinking., The Victoria as described, and the same illfat(\d vessel Rtrickeo by the ram of the Camperd own, is
THE AMERICA CUP.
an awful example of the difference between paper and
To THE EDITOR m ENGIN&EBING.
actual efficiency.-! inclose my card, but b eg to subscribe
Sm,- Your correspondent, Mr. W. Da.vid Archer, Rays
myself,
that my ca.lculatio::ts (~~NGINE&RING , Oc tober 14, 1893)
Sir, yours obediently,
''tend t o show m erely that the scale of time allowance
TRI REME.
adopted by theN e w York Y acht Club does not sufficiently
October 21, 1893.
penalise an increase in the sailing length. . . . " If,
however, he again peruse m y letter, he will see that my
To THE EDITOR m E NG INEERISG.
SIR,- I write on the a.nni versa.ry of the battle in which adaptation of R~nkin e's rules for the speed of steamships
every man was expected to do-and did - his duty, with- proved that time allowance should not be a constant
ou t fear or favour. Our immortal Nelson could at least quantity between any two yachts, but should vary with
depend upon the Victorys of his day keeping above water the time occupied on th e cour~e, or with the mean speed
for a. reasonable time in the worst eventuality. Surely it over the course made by th e winning yacht.
The time allowance und er either our own or th e
is not too much to ask of modern science a definition of
what is safe or not safe, within reasonable limits, in con- American system is quite independent of the time
n ection with prGtecti ve appliances on ships costmg hun- occupied.
Again, my calculations did not show that the A merican
dreds of thousands ?
Your two admirable articles on the above indicate time ecale had any considerable difference as compared
with truth that we must know the real deficiencies ere we with the Y . R. A . scale, in settling the success of Vigilant.
can devise a. remedy. If certain warships are not capable As a fact, it was not the case.
Valkyric:
of bearing our colours and men without doubt of grave
danger, let us know it, and it may be possible to suggest L. W.L =85. 5 .. . S.A. = 10,0t2 ... Sailing L =- 93 ... Rating H3.
an effective remedy. If it be desired to ascertain how
Vigilant:
few or many filled compartments of one ship of the doubt- L . W .L = 86. 19 ... S. A . = 11,272 ...S ailingL = 9G ... Rating162.
ful twelve (when water may have been admitted thereto
These ratings are Y.R.A. formula with t he Am erican
by structural deran gement) would capsize her, why not
place a. representative vessel, with full war weights on sail measurement. Now, although th e ratings differ more
boMd, over a shallow sandy bottom, and pump water in so in ratio than the sailing lengths, Mr. Archer should not
as to fill all or any such compartments, severally or have stopped in the middle of the problem, and com e t o the
t ogether, so as to test the really safe canting, &c., capa- hasty and inaccurate conclusion he did ; for had he taken
city of the particular type under all 1casonable conditions the trouble t o go a step further he would have discovered
that the two time cur ves set the m a tter nEarly square
and eventualities?
Means might be adopted to prevent complete overturn again. Thus the Ne w York time allowance for 9G, leES
while on trial, and appliances could be ready t o rapidly that for 93 saili ng length, is 2.93 seconds a mile=1.47
fill or pump out the several compartments. It would minutes on a. 30-mile course, a nd Mr. A rcher ! hould
give a large proportion of the int~ri or of one ship "a. therefore be scrprised to learn that the Y . R . A . time
wetting,, but this is better than a. wetting of another sort allowance for 1G2 - 143 ratin g, is only 3.45 seconds a. mile
for possibly the whole of the type. Who can ex pect men = 1. 72 minutes on a. 30-mile course.
I, for on e, ca.nnot agre ~ with Mr. Archer's sugges tion
to be oomfortable in- not t o say effectively fight- a ship
when they are doubtful of its stability even under com- that the problem as to the "determination for any gi ven
sailing length of the best ratio between the two
para.ti vely "holiday " conditions ?
ENGINEERING has a title to insist upon knowing really factors, length and sail area.," should complicate the
contest for international honours in the speed of racing
what is wrong. that it may help in putting it right.
L et us re-hoist the signal ordered eighty-eight years ago yachts. On the contrary, it appears only reasonable
t o-day. In matters essential to the welfare of England's that all problems should, as far as possible, be elimiNavy, "England expects that every man "-Admiralty nated from such contests . . . and that the resulb
should depend upon the reply t o the simple question . . .
or otherwise-this day " will do his duty."
vVhich country can produce the fastest yacht of a length
Your obedient S"r nl.nt,
previously agreed upon, and dri ven by a. sail area preR OBERT McG LASSON.
yiously agree~ ~pon ? I quite acknowledge that a " sailSelhurst, 8. E ., October 21, 1893.
mg length " hm1t would be far better than the existina
conditions, which amount t o a load-water line limit and
To TJn: EmTon o ~ E NGINEEHING.
SIR,- In reference to your leader on the Victotia a. '' sailing length " time allowance, but for international
disaster, appearing in your last issue, in which you urge honours we ought t o stipulate for a. previ()US a.grc:ement
the desi rability of th e Admiralty making a public state- both as to limit of load-water line and as to limit of sail
ment showing the cause of the disaster, I venture to area.. What would your engineering readers t hink of an
think that such statement is unnecessary, M no beneficial international contest in st eam yachts, where one comresult can accrue from its publication. Apart from the petitor challenged and gave his length on water line at
policy of such a. proceeding, it may be urged that that 150 ft., brought his yacht ou t, st eamed about on th e
unfortunate occurrence can have no effect on future Solent measured mile, recorded his times, and even pubdesigns. Nor can anything new be adduced.
lished details of his en_gin es and their effective horse
When it is considared that the introduction of the ram P?Wer ? Then went t o New ""ork and raced against the
created a new arm of attack, and that numerous incidents ptck of four steam yachts bUllt purposely to beat him,
have occurred to t estify to its effectiveness, the recent each and every one of them carrying engines a nd boilers
disaster comes with no surprise, from a naval architecture of 10 to 20 per cent. more power than the challenger'! Yet
this is precisely what we Britishers are conceited enough
point of view.
The testimony of naval expert opinion, all over the to think thab we can do in the racing of sailing yachts,
world, is unanimous as t o the importance of this factor, their h orse-power being m easured by their effective sail
so much so that the American Navy, profiting by the areas. One word more. All Englishmen should protest
experiences of the E uropean navies, bes towed greatl atten- emphatically against a continuation of the present syst em
tion to this import method of attack.
of challenging, whereby any individual may challenge
In their corresJ?Or!ding ships the ram has been altered (through one of his clubs) for an international race. The
so as to increase 1ts efficiency, and, it is to be hoped, de challenge should be on equal t erms with the defence
crease the possibility of disaster to itself.
(except that its champion has t o cross the Atlantic which
The very existence of the ram presupposed that vessels is ~air an~ equal if th e cup a~so cross occasionally), and
could be disabled or sunk by ramming, and the recent thts aq ua.hty can only be obtamed by several yachts being
disaster further adds to the pile of t estimony as to its built to suit the ?hallenge_, and the best y<'lcht selected, as
immense influence.
has been done m Amert ca. for t he defence. S upposing
If, on the other hand, vessels can be con structed so we take the load water line of the Vigilant, which seems
that, under conditions similar t o the Camperdown-Vic- t o ha. ve increased from 86.2 t o 86.7, and her sail area
toria incident, they are unsinkable, it must be perfectly 11,272, as guiding the limits of length and sail for the
obvious that the ram is an unnecessary adjuncb to our next challenge. The limits might be 87 ft. and 11,300
fighting ships.
(American measurement), and 2 per cenb. excess of length
Sir E. J. Reed, you say, has declared he knows of would include Britannia 87.8 ft. Next year, if her august
OcT.
2 7,
E N G I N E E R I N G.
r 893.]
J. T. B.
SA WING NUTS.
S II
J. T. B.
ENGINEERING.
.StR,-C~uld any of your r eaders kindly oblige me
Wtth any mformation as to the bes t mean~ with band
or circ~lar saws, of the cheapest and most effective way
of sa~ng a n_umber 0~ a-in. square nuts, say six or seven
at a tune, With a 1\ -m. slot commencing at one of the
--corners of the nut, a nd running half-way acr oss in the
Th e new firs t-class gunboat Hebe, which was built and
depth of cut, the saw-cut to be about ! in. from the
engined at Sheerness Dockyard under the Naval Defence
bottom of the nut, and oblige,
A ct, was t aken tv sea on Tuesday, the 24th inst., for her
Yours faithfully,
official trial under forced draught. The Hebe was tested
N ewcastle.
w~r. ScoTT.
on a continuous run of three hours' duration with most
satisfactory r esults, the engines working smoothly withECONOMICA-L SPEED OF STEAMSHIPS. out bot bearings, and the boilers giving a good supply of
To THE Emrou m ENGINEERING.
st eam without primin~. With a mean steam pressure of
. SI~t,- Your correspondent "B. Se. " cannot be correct 148 lb., and the engmes working 247 revolutions per
l D h1s "Partick "-ula.r inditement that . . . the energ:v minute, a m ean of 3544.42 horse-power was indicated,
expended on a voya~e is proportional to
and n ot
with a speed of 19 knots. These results were obtained
as stated by Mr. Mtllar.
'
with the use of 2.08 in. air prE'ssure. The H ebe returned
Rankine says, under the heading, "Propulsion of into Sheerness Harbour at the conclusion of the trial,
'l 'o 'l'HE E mTon m
vzs
vas
---
--Dunlop and
Messrs. David J.
Co., Port-Glasgow,
launched on Saturday, the 21st inst ., a. steel steam screw
tug named White Rose, built to the order of Messrs. A.
and W. Dudgeon, L ondon, for service at th e Tilbury
D ocks, London. The fo11owing are the principal dim ensions : L ength, 63 ft. ; breadth, 15 ft. ; depth m oulded,
8 ft. 3 in. The engines, which are on the compound princi ple, have cylinders 15 in. and 30 in. in diameter by
18 in. stroke, the boiler being 10 ft. in diameter by
8 ft. 6 in. long. The indicated horse-power ex pected on
trial is 300.
ins t., the first of two steel twin- screw stea.tners they are
building for the Campania sud Americana de Vapores of
V alparaiso. The vessel is for the company's Pacific
coa-sting trade, being intended to carry a large cargo on
a light draught of water, while comfortable accommoda
tion has been provid ed amidships for the passengers.
The principal dimensions are : L ength, 170ft. ; breadth,
32ft. ; d epth to awning deck, 17ft. 6 in. ; t onnage about
750 tons. The machinery consist s of two sets of tripleex pans ion engines and a single-ended st e&l boiler for a
working pressure of 150 lb.
---
---
E N G I N E E R I N G.
512
ROLLING
STOCK
CONSTRUCTED A'r THE BRUSH ELECTRICAL ENGINEERING CO~IPANY, LI~IITED, FALCON WORKS, LOUGHBOROUGH.
F ig. 1 .
F ig. 2.
E N G I N E E R I N G.
NOTICE.
many times, and thus, strangled at ~ts outset, reI The New Cunarders ., CAMPANIA" and ., LU- main a silent monument to the perils that beset
1
f
h
~
h tl
full advantage has
Nzw ouru WAL&S, Sydney: Turner a nd Ilenderson, 16 and 18,
NOTICES OF MEETINGS.
questiOn or t e cour"s W e ler
.
Hunter-street. Oordon and Ootc h, Geor<6estreet.
CnESTERFa:Lo AND Mt DLAND CovNTIE INsrrrurroN ov ENotNRER . been taken of t he teachings of science and expenC(J~NSLAND ( ouTu), Brisban~: Gordon. and Ootch.
-SJ.turday, November 4, at Chesterfield, in the lec ture-r oom of ence and the answer will naturally depend some(NoRru), Towns' tile: T. Wtllmett and Co.
the Ste pbenson Memorial Hall, at 2.30 p.m. 'l he following what' on the capaci'ty of the J. udge _to understand
ROTTERDA~t : H. A. I<ran.ler and 'on. .
papers will be open for discussion : Papers contributed to the
ouru AusTRA.LLA, Adelatde: W. C. R:gby.
C hester field Institution and p rinted in the Transactions, t hat the question before him.
In the act10n brought ~y
UNIT&D STATES, New York: W. II . Wiley, 53, East fOths~re~t.
have not yet been discussed o r announced fo r discussion, viz.: the trustees of the Stockwell Orphanage to restra1n
Chicago: II . V. H olmes, 44, Lakestde Butldmg..
1 May, 1892-" Witwat.ersrand Goldfield, Transvaal, S.A. R.," b.v
y 1croRIA, ~hLBOURN& : Melvtlle . l\l.ullenand lade, 261/264, Colbns Mr. J . P. Hamilton . May , 18tH.- " Notes on Natal Ooldfic!ds," the City and South L ondon Railway ~ompa_ny front
street. Qordon and Gotch, Lnnt ted, Queen-street.
by Mr. J. P. Hamilton. December, 1892. - " Geological His tory w orkin~ the engines and dy_
n amos In the1! po~er
.
of t he Rawdon and the Boothorpe Faults in the L eicestershire
""
f
b
b t
NOTICE TO AMERI~AN SUBS9R:IBERS.
1 Coalfield," by Mr. w. s. Orefley, F.G.S. Papers con tributed by station in such a way as to Inter ere, Y VI ra l Oll
We beg to announce t~at Am~ncan Subscnptt.ons to ENGtNRERtNG m embers or the Ch esterfield Instttntion to meetings of the Fede and n oise, with the occupancy of the orphanage,
may now be addres ed et the~ dtrect to the puhltsher , ~I R. CIIARI.J8S rated Institution, printed in the Transactions, and discussed at Mr. J ustl'ce Kekewich said that when powers were
GtLBKRT, at the Offices of thts J ournal, Nos. ~5 and 36, Dedford suc h meetingt~, viz : Fc:bruary, 1893.- " A Por table Safety Lamp
street, 'trand, London, W. C. , or to our accr edttcd Agents for the wir.h Ordinary Oil Illutninatin~ Flame, and Standard Hydrogen given to a public body by statute there. was a]Eo
United 'tates, Mr. W. Il. WILEY, 53, .East 1~t~street, .New York, F lame fo r Accu rate and Delicate Gas Testing," by Professor Frank given to it every incidental powfr_ whteh coul.d
and Mr. II. V.. II~lmes, 44, ~ake tde Butldmg, Chtc:lgo .. The Clowes, D.Sc. Febr uary , 1893.-' The EstimatiOn of the Actual
f h
prices of ub cnptaou (P.a.y able tn advance) for one year are. For Effective Pcessure or Water Gauge in the Ventilation of Mines," reasonably be required for the exercise 0 t e main
thin (foreign) paper edtttOn~ ll. 1~s. Od.; for thtc k (ordmary) by Mr. T. A. Southern. F ebr uMy, 1893. -" Experiments upon a powers.
He had, therefore, to consider whethc r
p:~.per edi tion, 2l. Os. 6d.,. or af rem1tted to Agents, 9 dollars for Waddle Fan aod a Capell Fan Workin~r on the same ~Iioe at the defendants' Acts had given them t he power
thin a.ncllOdollars for thtck.
equaJ Periphery Speeds, at Teversal Co1liery ," by Mr. J . C. B.
llend y. Jt'ebrua ry , 1$93.-' Spontaneous Combustion in Coal to do that which they said they were empowered
ADVERTISEMENTS.
Mne~," Ly Professor Aroold Lupton. Febr uary, 1893. - '' A to do n otwithstandinoit created a nuisance. Aftt: r
0
The char~e for advertisements is three shillings for the first four New Method of Layin2' Coal Dust," by Mr . H . Richardson
'
lines or uuder, and eightpence for each additional line. The line Hewit.t. ,J unt>, 18n3._ .. Th e Support of BuildioJZ e:," by Mr. reviewina these Acts, he found that if, in carrymg
a\era....esse\'en words. Pa.y ment must a.ccompany a ll orders for William Spencer, F.G.S. Obser vations on any otht:r r apers in outtheir~t atutorypowers, theydidcreateanuieance,
single adverU ements, otherwise thei r insertion cannot be the Transac tions will be a.amissible at the discretion of the chair- that nulsance mu~t be borne with.
But they were
guarante~d. Terms for di pla.,red arh:e rtisements <?n t.he wrap~er man of the meeting.
..,
and on the in ide pages may he obt:1.med on. ap~hcataon .. Senal ===--------=========-==--============-=-= certainly liable if they omitted to do all that could
ad'ertisements will be inserted with all prac tteab e regulanty, but
be reasonably required of them, if they caused a
absolute regularity cannot be ~ruaranteed.
r\
Advertisements intended for Insertion in the our
nuisance. He thought that they had done everything
1
rent week'stssue must be delivered not later than
J
necessary, and yet there r emained an intolerable
6p.m.onThursday. Inconsequenceofthenecesslty
FIDJDAY,
OCTOBER
~7, 1893.
nuisance
in
the
plaintiffs'
dwellings.
Mr.
Harris,
tor golDg to press early with a portion of the editton,
..n
alterations for standing Advertisements should be
M. Inst. C. E., to which the court had referred the
received not later than 1 p.m. on Wednesday aftermatter, had suggested that the engines ehould be
noon 1D each week.
STATU TORY AUTHORITY.
removed 30 to 40 yards, but he could not say th at
tti::ts:~et.f::.,~ !C:dAt~~e~:::~~t:~~J:S t:;ec::~ SoME recent decisions of the courts have brought this would entirely avoid the difficulty, nor did he
AGENCE HA VAS. 8. Place de la Bourse. Paris.
into prominence a legal principle that seemed to say it would not create a nuisance for other n eighhave dropped out of sight, or else not to have been hours. He admitted that the proposed site would
SUBSCRIPTIONS, HOME AND FOREIGN.
previously affirmed with sufficient authority to cause not be so good and convenient for the machinery.
ENGINEERING can he supplied, direct from the p\W>lish er, it to be regarded by lawyers as unassailable.
We
His
lordship
was,
therefore,
of
opinion
that
the
post free for Twel"e Months at the following rates, payable in
refer to the fact that when an Act of Parliament is company had done all that could be reasonably
advance:For the United IGngdom .. . ...... . ...... .1 9 2
passed granting powers for some particular object, required of them. P art of the premises might still
, all places abroad :it is supposed t hat t he "Queen, Lords and be used for some p urposes, but with regard to
Thin paper copies .............. 1 16 0
Commons in Parlmment aE!sembled," foresee all the another part, that had been rendered for ordinary
Thick
.,
.............. 2 0 6
consequences that reasonably follow from the ap- purposes uninhabitable.
All accounts are payable to th.e publisher , MR;. CnARL'SS G ILBER~, plication of those powers, and take them into conThe question before the court was whether by
Cheques should be crossed " Umon Bank, Charmg Cross Branch.
sideration, deciding that whatever ill consequences the exercise of due skill three engines of 400 horsePost Office Orders payable at Bedfordstreet, Strand, W.C.
When foreign Suhs<'riptions a re sent by Post Office Orders are likely to arise from them are more than corn- power each could not be run without creating " an
advice should be sent to the Publisher.
pensated
for
by
the
good
results
to
be
expected
from
intolerable
nuisance"
in
the
adjoining
building,
and
Foreign and Colonlal Subscribers recelvlD.g
Incomplete Copies through News-Agents are re- the enterprise. In a general way, every one admits rendering it "for ordinary purposes uninhabitable. "
quested to communicate tbe fact to the Publtaher, the reasonableness of this proposition. F or instance, If t he premises had been occupied by middl e-aged
together with the Agents Name and Add.reB&
Ofllce for Publication and Advertlaements..t Nos. the working of a rail way is always attended with men with nervous systems overwrough t in the battle
8S and 36, Bedfordstreet, Strand, London. W.\;.
noise, and often sadly interferes with t he nocturnal of life, or by society dam es who cannot bear the fricrepose of suburban residents, But it would be ab- tion of a crumpled rose-leaf, it is quite certain that
TELEGRAPIJIC ADDllRSS- ENGINEERING, LONDON.
surd to attempt to obtain an injunction against t he an "intolerable nuisance " would have been created,
TELEPUO~E NUMB&R-3663.
company on t he plea that their Act did not specify whatever alterations had been made in the
they might run heavy trains and blow whistles. machinery. B ut it is scarcely conceivable that
ENGINEERING is registered for t ransmission abroad.
To debar them from making noise would be to matters mjght not have been sufficiently improved
RBADlNG CA~:rsa. -ReadinJ,:' cases for conta.ininK twenty-six
numbers of ENGINERRtSG may be ha.d of the publisher or of any forbid them working at all, and to stultify the de- to prevent any serious interference with the h ealt:k
news-agent. Price 6s. ea.ch.
cision of Parliament. We are so well acquainted and comfort of school-children, none of whom had
with the general characteristics of railway service probably had a luxurious upbringing. The change
CONTENTS .
that we perfectly realise they were present to would have been costly, however, and might have
The Marseilles and St. Loui:AoB IEconomical Speed of Steam~AOE the minds of the Committee by whom the Bill was involved the replacing t he engines by others of a
Electric Road Railway
1 ships . ....... ... . ... ... .. 511 considered, and we accept t.hem as a matter of different design, and the entire remodelling of the
(lllmtrated) . .... . .... 409 Ball Bear ings for Thrust
course.
station. It was this that the judge refused to conThe Developmen t of South
' Blocks ..... ..... . .. .. . 611
I n th e ca~e of n ove1 pro.Jec
t s, of wh'1c h th e wh o1e si'd er. It was su ffi Cien
t f or h Im
'
th a t t h e eng1ncs
h
'f
trated) .... . ........ ... 509 I For ejgn and Colonial Notes 619 at the mercy of anyone who could make out that abate the nuisance. This case was also heard by
Mecbao~ca.l Flight . .... : 509 A Geometr ic Oyrcscopic
it interfered with his con Yenience and comfort, Mr. J ustlce Ke kewich. The fi rst point to decide
Dlmens1ons of Test Spect
Top (lllmtrattd) . . . ... 620 th
ld b
d f th
t h 1 1
h }
h
1 h
meos ......... .... ... . . 510 Miscellanea .. . ... . ...... 620
e way wou
e opene or e mos w o esa e was w et 1er t e t e ep one company had any
The ~~~s of H ..M.S. "\'ic
Duplex Hydraulic Steam
blackmailing. Claims that might be legitimately grouud of action, seeing that the grievan ce they
510
621
T~~rta
:
Pum~s
(Ill-ustrated)
urged in Committee
would be held back in the alleged was of a kind that had never before
Amenca Cup ......... 610 II Ind,1stnal Notes ..... . ... . 621
.
Concrete: Its H umorous
Electric F <?<'k Drills (Ill-us. ) 622 hope that, after Immense sums had been spen t, occupied the attention of the courts. It had been
Sl~e ... . .. .. ... .... . 511 1 Cellular Ktle~:~ tiUtUJlrated) 623 they could be used as a means of extracting ex- decided in F letcher v. Rylands (L. R ., 3 , H. L .,
awmg Nute ....... . ...... 611 " Engineering" Patent Re
t d
t'
p
t
ld
)
cord (Illustrated) .. . .. 626 aggera e compensa wn.
romo era wou never 330 t hat a man must not discharge water he has
With a. Two-Page Engraving of 1.'HE S.AL~DO BRIDGE; know what lay before them ; a modest enterprise employed in his business in such a way as to flood
BUENOs ..t YRES .AltD ROs~RIO R~ILW~Y.
might give rise to de1nands exceeding its value by and injure his neighbour's land.
Finding an
GBIUIA..
iY, Berlin: Messrs. A. Asher and Co., 5, Unter den Lmden.
E N G I N E E RI N
E N G I N E E R I N G.
tution raised and maintained by voluntary contributions, and doing a most admirable work in converting into good citizens, children who, from the loss
of their parents, mig ht otherwise have grown up
very poorly equipped for the battle of life. The
presence of a rail way t o Stock well is no possible
advantage to this institution, and yet it has to suffer
a very heavy loss by its construction, and t he
iujury is r endered the more acute by the fact that
it is no t a general one, to be shared by the district.
The case is admittedly a hard one, and has excited
a widespread sympathy, the effect of which is felt
when it is proposed to erect similar power stations
in other n eighbourhoods. Of course this does n ot
matter to the City and South London Rail way Company ; thoy have got all they want. But to engineers, both consulting and manufacturing, who wish
to see t he electric r ail ways extend, it is important
that no unnecessary opposition should be created .
H ence it is their interest to exert an influence in
favour of peaceful compromise, rather than for an
insistance of the full legal pound of flesh, in cases
where a strong moral claim to compensation c1n be
made out.
PORTLAND CEJ\IIENT.
years have elapsed since the discovery of Portland cement, and during that interval
its use and importance as a structural material has
increased w_ith such unprecedented rapidity that at
the present time it is almost universally adopted
wherever an hydraulic cement is required. I t does
no t appear, however, that our knowledge of t he
physical and chemical properties of this material
ha'i quite kept pace with its increased use.
The divergence of opinion among engineers on
many points connected with the testing, manufacture, and occasional failure of cement, indicates
that its nature and properties are not yet thoroughly
understood. Some engineers, for example, are of
opinion that the pre~ence of more than 2 per cent.
of magnesia in cement produces fatal consequences,
while others hold that magnesia may be consider ed
as an inert and harmless adulterant. Some are
strongly in favour of exposing fresh cement to the
action of the air, or, as it is called, ' 1 air slaking/'
before use; others believe that it becomes deteriorated by s uch exposure, and so on through many
oth er details.
Each enginePr frames his specification in accordance with his own particular views, and
manufacturers have rather a bad time while
endeavouring to meet the varying conditions imposed upon th em. Differences of opinion must
naturally cont inue t o exist so long as our knowledge of the material r emains imperfect, but
there seems good r eason to believe that at least
sox:ne of t he differences which at present prevatl could be cleared up and eliminated. With
this end in view we shall endeavour to epitomise
and consider, as briefly as possible, the facts bearing o!l the subject which have been elicited by
expenmenta.l r esearches, or have been established
by practical experience.
I t cannot be considered desirable that the
engineer should trench upon or interfere with the
functions of either the chemist or the manufacturer,
and it is to be regretted that a tendency in t his
?-irection appears to have recently developed i tself
1n the matter of Portland cement, t h e chemistry
of which is acknowledged to be of the most intricate
and complicated character, and the manufacture of
which req uires an amount of skill and experience
peculiar t o itself, which engineers cannot be
expected to possess. Under any circumstances it
is best to leave ch emical questions to chemists ;
and interference with manufacturers is to be
equally deprecated, not only because t hey must
know their own business best, but because t he
engineer, by unduly dictat ing how the cement is to
be manufactured, takes upon himself the responsibility which should be borne by t he maker.
M. Le Chatelier has expressed an opinion that
there is at present only one way of determininowhether the judgment passed on a cement by any
system of testing, is sound, and that consists in
waiting half a century to see how the work stands.
This st atement cannot be said to be at present without some force ; it is, h owever, much t oo sweeping.
The permanence of the work depends quite as
much on the intelligent and judicious use of the
cement as on the cement itself ; the want of permanence, t herefore, would not always prove t he use
of defective cement. F or the reasons already
SIXTY-EIGHT
...
.. .
...
.. .
.. .
...
...
...
...
Per Cent.
by Weight.
60
...
...
.. .
22
11
OcT.
2 7,
r 893.]
E N G I N E E R I N G.
p encil is used to write the message. It is attached
n ear its p oint to two fine silk cords, which ehorten
or lengthen according t o the motion of the pencil
act uating at the same time the mechanism of the
transmitter. This m echanism, in turn, regulates
the current impulses that are sent along the line
to t h e distant station, a nd which t here compel the
receiving pen to move in perfect synchronism with
the sending pencil.
This pen is a short tube
drawn t o capillary dimen sions at its lower extremity ; it is held at right angles to the plane of
the paper by two aluminium arms, one of which
incloses a small rubb er tube connected with a reservoir of ink for the purpose of affording a constant supply t o the pen. This pen may be moved
up or d own , to the right or the left, or completely
lifted away from t he paper, by merely p erforming similar mot ions with the t ransmitting lead
pencil.
We are n ot told the details of the mechanism
by which these remarkable results are obtained;
for, although t he devi~es are well covered by patents,
wa are assured that reticence is still deemed necessary. It is, however, confidently affirmed that
both the mechanical and electrical arrangements
are as simple a<J they prove themselves to be effective. We have little d ifficulty in believing t his,
as they a re the outcome of the prolonged studies of
a veteran electrician, of one to whom we are ind ebted inter alia for the musical telephon e and the
harmonic telegraph transmitter, which latter apparatus allows eight messages to be sent over one
wire at the same time. The telautograph or longdistance writing machine is Dr. Gray's latest
effort ; dou bt le~ s, t oo, it will b3 his crowning inven tion.
The n ew mach ine r equires battery power similar
t o t hat needed for ordinary telegraph purposes.
The service is, theref ore, not affected by currents
steady or variable, continuous or alternating, that
may be traversing n eighbouring conductors. Their
inductive effects are, indeed, heard in that marvellously sensitive instrument, the telephone, producing what have been termed ''parasit ic " currents, which, unfortunately, often seriously interfere with the traffic.
Another noticeable peculiarity in the working of
this n ew machine is the silent way in which it
receives and deliver s its message. There is no
other acoustic proof of its transmission from one
place and its reception at a second than the infinitesimal and unrecognisable sound produced by the
friction of t he pencil or pen with the underlyin g
paper. N o bystander, h owever eager, can hear what
is goin g on. Then, again, "tapping " the line is
precluded by the difficulty of carrying about such
a piece of apparatus. Complete safety and secrecy
are, therefore, necessary concomitants of this new
instrument.
Nor is any preliminary training n eeded to operate
it successfully . The first time we manipulated the
transmitting pencil and sent congratulations to a
fictitious friend, an exact reproduction of our felicitating scrawl appeared simultaneously at the other
end of the line.
As the receiving instrumen t is automatic, the
message will be recorded whether the person to
whom it is sent be present or not. In case of
absence, the telautogram will await his return.
Anoth er essential characteristic of this new m ode
of communication is that a double written record of
each despatch is obtained. The importance of this
feat ure in gen eral, and especially in case of litigation, cannot be overestimated. This, as well as the
other advantages enumerated, must urge the
adoption of the telautograph as an adjunct to our
postal and telegraph service, and eventually must
secure it a place among the essentials of the business routine of everyday life.
lr.
E N G I N E E R 1 N G.
-sufficient to run machinery indicating from 1200
to 1600. indicated horse-power. Of course, special
plant IS necessary to work the process, so that
in ma~ing comparison with the ordinary coking
establishment, allowance must be made for this
extra first cost and upkeep.
The approximate gross value of the process is
easily attained. Taking the case of Silesia, we find
that in producing 48,000 tons of coke in six:ty ovens
3000 tons of tar are r ecovered each year, which at
2s. per cwt. yields 6000l., and 840 tons of sulphate
of ammonia at 11s. per cwt., equalling 9240l.together 15,240l. To this amount must be added
the fuel saved. In Silesia the total production of
gas is 36,800 cubic feet per oven per day, and after
consuming 20,800 cubic feet in roasting the coal in
the production of the coke, a surplus of 16,000
cubic feet remains for other purposes, equal, as we
have already indicated, to 57,000 lb. of coal for the
sixty ovens, sufficient for 1600 I. H. P. during 18
houra per day at 2lb. per I.H.P. per hour. The
value of this coal-about 9000 tons per annumshould be added to the 15,240l. received for tar
and sulphate of ammonia, to ascertain the gross
value of the r esidual products. Thi-; does not include the value of the heat utilised in the oven,
which is equivalent to an additional 12,000 tons
per annum. Silesia is the most favourable return
so far as extent of residue is concerned, but
the case of \Vestphalia also shows satisfactory results. Sixty ovens there cost in construction
3!,580l., or 576l. each, and the tar and sulphate of
ammonia produced in one year's working provided
a revenue of 8375l., or about 25 per cent. on the
capital invested in the plant.
'rhe other instances given might also be worked
out, but it is probably sufficient to show that Germany can afford to credit their actual cost of production with a large sum, the result of the recovery
and sale of by-produ:}ts. Of course, this affects the
selling price of their iron and steel, and offers
at least a partial explanation for the low quotations
made l>y German makers in competition with
British manufacturers. The influence on the price
of tar and ammonia of the 3000 ovens in use in
Germany and Austria is pronounced. In 1883
sulphate of ammonia was worth 16s. per hundredweight, but now sells at 11s., and tar has dropped
in price from 3s. t o 2~. per hundredweight. The
decline in prices need not, however, be very alarming, and if, as in the case of Westphalia, four
years' revenue suffices to pay for the plant, it should
not be excuse for rejecting t his auxiliary to
economy. Germany is moving forward towards
the same end in other directions, and it is said
success h\\s attended the efl'orts of a Dortmund inventor in the production of benzol in the coke
process.
THIS annual fixture was opened at the Agricultural Hall, Islington, on Monday last, and seems
to be well attended. The principal feature of the
show is, as usual, the fine display of coppersmiths'
work made by several firms, but these being purely
brewery specialities, have little interest for engineers
at large.
Gas-engine builders seem to have a special liking
for this exhibition, and in addition to Messrs.
Crossley Brothers and the Campbell Gas Engine
Company, whose exhibits in the same hall we
described quite recently in our account of the
Laundry Exhibition (ENGINEERING, September 22),
Messrs. Tangyes, Limited, of Birmingham, the
Griffin Engineering Company, and Messrs. J. E. H.
Andrews and Co., have all stands in the present
show. The smallest gas engine present is to be
found at the stand of the Griffin Engineering Company. This is iutended as a domestjc ~otor, a?d
is rated at l horse-power. It has a cylmder 2f In.
in diameter by 5 in. stroke, and runs at 350 revolutions per minute. On the same stand is also
shown a 3 horse-power Griffin gas engine, and an
oil engine of similar capacity. Photographs of a
single-cylinder gas engine of 300 horse-power are
also shown here, and are of interest, as this
is the largest gas motor yet attempted. A
small arc lamp taking only 2 amperes of cur
rent is run off a dynamo driven by the small
gas engine~ This lamp is known as the Pell~t
lamp, and ~s .exhibited by ~he .A kester Electric
Syndicate Limlted, of GranVIlle House, Arundelstreet St;and London. It is, we understand, intended to be
on '' incandescent " circuits. The
;un
largest engine at the show is shown by Messrs. every alternate bar is raised, and at the same
J. E. H. Andrew and Co., of Reddish, near Stock- time moved longitudinally for about 3 in. The
port. This is of 50 horse-power, and works on the appatatus used does not encroach to any extent
Otto cycle. It is fitted with self-starting gear, and on the space below the firebars, nor interfere
ignition timing valve. Its speed is 160 revolutions with the removal of the ashes there. The bars
per 1ninute. Messrs. Tangyes show a 5 horse-power themselves consist of a flattened wrought-iron
gas engine, driving a set of 5 in. by 6 in. three- or steel tube, forming a core around which
throw pumps, and a 3 horse-power gas engine driv- the iron constituting the body of the bar i3 cast
ing a dynamo.
in a chill mould. The chill is confined t o the
Messrs. Merryweather and Sons, Limited, of top of the bar, and is about ~ in. deep. The
Greenwich-road, S.E., have a large display of their Pulsometer Engineering Company, Limited, of
fire-extinguishing plant and pumps. The largest the Nine Elms Works, L ondon, S. W., were, we
of their fire pumps shown is a '' M~tropolitan understand, late in applying for space, and conseSingle-Cylinder Steam Fire Engine, " capable of quently have only room on their stand to show
throwing 360 gallons per minute, which has been samples of their pulsometer, Deane, and boiler feed
built for Messrs. Bass and Co., of Burton. Type- pumps. The latter appears to be a very compact
writers are exhibited by t he American Writing form. It is of the flywheel type, and has an air
Machine Company, of 92 and 93, Queen-street, chamber formed in the body of the casting. The
London; the Yost Typewriter Company, 40, Hol- steam valves are of the piston type.
It is interesting to note the steady progress
born-viaduc~; and by the Hammond Typewriter
Company, of 50, Queen Victoria-street, London. The made in the practical application of bacteriology.
machines shown by the latter contain an entirely new .Air filters for freeing the air from organisms
arrangement of type and type wheel. This wheel is before allowing it to come into contact with the
fixed in the new machine, whilst the types are cut on wort in the refrigerator are exhibited by Messrs.
a shuttle which is moved over the wheel by depress- George Adlam and Sons, of Bristol. The filter in
ing a key, at the same time a hammer behind question consists of a casting, containing cloth
the paper forces this against the type shuttle, cylinders, through which the air is forced by
thus causing the impression to be made. As will means of a fan before it is allowed t o enter
be seen, in the new arrangement the wheel acts the chamber in which the wort coolers are
merely as an anvil, and as it does not require to be placed. A machine of German origin, in which
moved save when changing from the upper to the same principle is embodied, is also shown
lower case, it can be very solidly constructed. The by Messrs. S. Briggs and Co., of Burton-onshuttles carrying the type are made in all alphabets, Trent. The cloths require to be sterilised before
and can readily be changed. They are light, and use, which is conveniently done by live steam. An
easily moved by the keys. The new machine is exhaust steam injector having a rigid nozzle is exclaimed to be equal to the type-bar machines for hibited by Messrs. Lewis Olrick and Oo., of 27,
manifolding, whilst retaining the special advantages Leadenhall-street, London E. C., whils t the Penberthy injector, formerly made by Messrs. P ontifex
of the original Hammond.
Refrigerating plant is shown by a number of and Wood, of Shoe-lane, is now shown by Messrs.
firms. Messrs. J. and E. Hall, Limited, of Dart- W. H. Willcox and Co. , of Southwark-street,
ford, have on their stand a remarkably compact L ondon, S.E., who have taken over the H suncarbonic anhydride refrigerator, arranged to be dries " branch of the former firm's business.
driven by belting. In spite of its Yery modest
le===============
dimensions, this machine is rated at 15 cwt. of ice
per day of twelve hours. Compressing pumps for AMERICAN UNIVERSITIES AT THE
COLUMBIAN EXPOSITION.
ammonia refrigerators are shown by Messrs. Henry
VI. - CORNELL.
Pontifex and Sons, Limited, of 242, York-road,
THE little town of Ithaca, in the western parli of
London, N. These pumps are noticeable for the
means taken to prevent leakage through the the State of New York, though favoured with a
stuffing-boxes. To this end a compound stuffing- classical name, would, probably, never have
box is used. This consists of two stufting-boxes emerged from obscurity, but for the public spirit of
placed in line on the rod. Any leakage through one of its inhabitants. This was E zra Cornell, a
the first packing must also pass through the second man who passed through all the phases of life ; and
before it reaches the air. The space between the by his thrift, energy, and ability, rose from the most
two boxes is, however, connected by a pipe with straitened circumstances to prosperity and affluence.
the exhaust side of the compressing pump, so that Remembering that it was in the roughest school of
the pressure in the space here never exceeds poverty and hardship he learned the value of sound
about 20 lb. per square inch, and the risk of leakage and early training, with whole-souled generosity
is correspondingly reduced. The Linde British he resolved to devote his hard-earned resources to
Refrigerator Company, Limited, of 35, Queen the equipment of the young for the battJe of life.
The State of N ew York co-operated with the
Victoria-street, E. C., shows an interesting plant,
consisting of a small Crossley gas engine driving an sexagenarian philanthropist ; and in October, 1868,
ammonia compressor, and fitted with the usual con- the new university held its inaugural ceremony.
denser and brine or water refrigerator. The plant E zra Cornell addressed the 24 professors, 386
shown is capable of cooling about 2500 gallons of st udents, and the knot of distinguished visitors that
water per day from 55 deg. to 45 deg. Fahr., and is had come from the academic cities of the east ; and,
in clear terms, defined his ideal university. It
the smallest size made by this firm.
An interesting exhibit of well-boring plant is should be an institution "that would furnish better
shown by Messrs. Le Grand and Sutcliffe, of the means for the culture of all men of every calling
Magdala Works,Bunhill-r ow, London, E. C.; and by and of every aim; that would make men more
Messrs. C. Isler and Co. , of Bear-lane, Southwark, truthful, more honest, more virtuous, more noble,
London. Some of the lining tubes shown by these and more manly ; that would give them higher purfirms are 18 in. in diameter, a size which permits poses and loftier aims, qualifying them to serve
their fellow-men better, preparing them to serve
of the insertion of a large pump.
Coming to the steam engines, the "Williams " society better, training them to be more useful
valveless engine, described in our report on the in t.heir relations to the State, and to better comLaundry Exhibition, on page 369 ante, is again prehend their higher relations to their families
exhibited by its makers, Messrs. Glover and and their God. " Cornell's whole mind and purHobson, of the Albert Iron Works, St. J ames's- pose are resumed in these memorable words of
road, London, S.E. Mr. E. S. Hindley, of his : " I would found an institution in which any
Bourton, Dorset, as usual shows a number of small person can find instruction in any study. "
True to the liberal spirit of its founder, Cornell
engines, and a large-sized vertical boiler. On the
stand of Messrs. Buxton and Thornley, Burton-on- welcomes men and women alike, provides halls for
Trent, a well-finished engine with a novel valve the classic, shops for the engineer, laboratories
gear is exhibited. The engine is of 12 horse-power, for the scientist, and farms for the agriculturist.
The educational opportunities thus offered are
and has a cylinder 10 in. in diameter and 20 in.
stroke ; the steam and exhaust valves are separate, eagerly sought after, as evidenced by the aggregate
and the former are worked by a new automatic expan- attendance and annual increase in the n urn her of
sion gear, of which, however, the patents are not yet students. Last year 528 freshmen, 336 sophoquite complete. The exhaust valves are of the mores, 176 juniors, and 205 seniors followed
courses in arts (139), philosophy (109), letters (80),
Corliss type.
Messrs. Caddy and Co. show a furnace fitted science (89), agricult ure (22), architecture (77),
up with their hollow chilled firebars, and fitted civil engineering (126), electrical engineering (257),
with a rocking device of a simple character. The and mechanical engineering (289).
It is evident from this enumeration that a wide
rocking motion is such that by pressing a lever
'
E N G I N E E R I N G.
architecture, agriculture, as well as in the hist orical and literary seminary-rooms, books and
periodicals are selected according to the needs of
students engaged in special work. The general
reading-room receives nearly 600 periodicals and
Transactions, literary, scient ific, and t echnical.
The maintenance and increase of the library are
secured by the income from an en dowment fund of
60,000l. A " Libra ry Bulletin " is issued at regular intervals, containing classified lists of r ecent
accessions, as well as other bibliographical matter
intended for the assistance, of the students.
Cornell attaches much importance to the advantages t o be derived from well-organised museums ;
in no other collegiate institution have we found
so many separate and well-appointed collections.
There is a. museum of civil engin eering, containing
m odels for the study of descriptive geometry,
topography, geognomy, atone-cutting, and hydraulic
engineering ; also collections illustrating t he details
of bridges an d tracks, roofs and trusses, besides
numer ous instruments of precision for astronomical
and engineering purposes, and geodesic work.
The mechanical engineering museum has engines,
boilers, motors, lathes, dynamos, experimental
machinery of various kindt~, and a full collection of
Professor Ruleaux's beautiful kinematic devices.
Besides these, the college has special museums
for agriculture, geology and mineralogy, zoology,
conchology, archreology, architecture, &c., fifteen
in all.
Despite such a wealt h of material, Cornell
makes but small encroachment on t he floor-space
of t he educational galleries of the E xhibition. It
is represented by a wing fram e containing large
photogra phs of electrical instr uments, and some of
the principal laboratories and workshops. Old
students, though proud of the achievements of
their almet, mrtte1, look rather disappointed when
they vie w this small display of Cornelliana.
N 0 TES.
AMERICAN TI NrLA.TE PRODUCTION.
A RENEWED interest is being taken in the tinplate
industry in America., owing to a decision recently
come to which has an important bearing on the
question as it affects this country. The McKinley
Tariff provides t hat the duty on tin plates shaH be
abolished unless the production in the States of
plates weighing less t han 63 lb. per 100 sq ua re feet
is equal to one-third of the importations in any one
of the fiscal years ending June, 1897. An attempt
has been made to induce the Treasury t o r egard as
home productions imported black plates that have
been dipped or tinned in America, but it has been
decided that only tin made from black plates rolled
in the States can be regarded as of American manufacture. In n o year thus far h as the production
equalled '\ third of the imp01tations, but t he t otal
imports last year were very low, and the return of
production during the past quarter is regarded as
h opeful. The production of tin and terne plates
from American black plates was 18,250,000 lb.
Deducting plates over the required weight, and
adding plates made from American sheet iron or
st eel, the total for t he quarter r eaches 19,489,455lb.
This is very much higher t han in preceding quar ter3, and, if it is maint~in ed, the total for the year
will work out t o 79,000,000 lb., equa.l to the
required onethird of the imports of the fi scal year
ending ,June, 1892. It remains t o be seen whether
this rate of production will be main tained. In any
case it is possible that long before the tinplate
clause of the MciGnley Tariff Act is operative,
there will be an entire change in protective legislation.
INSULATED ' VJHE Tx. TS AT CHICAGO.
An interesting series of tests on insulated wires
is t ? be mad~ at t he vVorld' s Fair, Chicago, under
the direction of Professors Owens, O'Dea, and
.Jackson. Half-a-dozen different firms h ave enter ed
their pr oducts for the trials. These will include, in
the first place, tests of the resistance, insulation,
and electrostatic capacity of the wires, and will be
followed by the much more important tests, from
an electric lighting point of dew, on the brea.kina
down point of t he insulation, that is to say, t h:
voltage under which perforation of the insulating
material takes place.
High resistance unaccompanied by mechanical strength is a mild virtue
in an insulator, as in such cases the nominally hiah
resistan ce entirely vanishes at high voltages. Th~s
an air gap has practically an infinite resistance at
low voltages, but breaks down immediately under
E N G I N E E R I N G.
has been placed in any American m a.rket for a w eek
p ast, a nd out of the increasing inquiry for material
there are none for more than s mall rtuantities. Locomotive a nrl car builders are still encountering discouraging conditions ; steel rail makers h ave no inquiries of consequence, and are filling small order~,
ranging from l OO to 500 t ons each. Plate and
structural mills ru n more steadily than any other
kind, and have the promise of a good deal of
work during w inter. 'l'he secret of the depression
is to be found in the fact that
ongressional
action upon vital questions affecting indus trial i nterests, is delayed. Conclusions are expect ed within
a week or so, and the probability is that if they are
satisfactory some of the hesitancy about the prosecution of new enterprises will disappear. Banks continue to gather in money, and lend but little. The
Government reserve has fallen t o 85, 000,000 dols., and
financiers are concerned at this continued depletion.
Business men are in an uncertain frame of mind, and
the abnormally low range of prices for all staple commodities has no attraction for them. The ,olume of
business is about 30 p er cent. bel ow tha t of corresponding w eeks last y ear.
Defences (If P lymouth.- The con creting of the gun emplacement for the 67-ton gun at Penlee battery has been
completed. W ork at this battery, which has been in
progress for four years, is slowly proceeding. The fittings
to the last of the three 38-ton guns mounted at Wbitsand
Bay battery will be finished this week. The gun carriages for the 12-ton howitzer guns t o be mounted at
Hawkin's battery, Maker, have been transferred to the
battery from:Cremyll, and the two 12-ton howitzers and
carriages to complete the armament at Tregantle Down
battery have been landed at Wacker.
Water Sup py of Chard.-The Chard Town Council had
before it on Wednesday the report of an engi neer upon
the water supply of the town, and the best means of
extending the eame, so as to embrace the whole of the
borough a.s recently enlarged. 'Ibe scheme is to erect a.
pumping station at a favourable point, and to carry the
water to a large reser voir on the hill known as Snowdon.
The estimated outlay is about 7000l. The report was
referred to the ' Vater Committee.
'
E N G I N E E R I N G.
mcrease m priCes.
Glasgow Harbour Tunnel Compam.y.-The statutory
half.yearly meeting of the shareholders of the Glasgow
Harbour Tunnel Com pany was held this afternoon, Mr.
W. Weir, chairman, presiding. In moving the adoption
of the report the chairman said that the centre or passenger tunnel was within a few yards of completion, and
that practically the only work which remained to be done
was to fit up the lifting machinery. The American
Elevator Company bad already sent forward a large shipment of the hydraulic machinery. A second shipment
was mad' on the 19th inst. from Ne w York, which would
complete the quantity of material to be sent from there.
I~ was expected that the two shafts, with the necessary
gnders, &c., would be ready for the erection of the Jifting
machinery immediately after the new year, and the Otis
Company hoped to hand over the whole work to the
reservoir.
I nstitution of E nginee1s and Shipbuilders in Scotland.
-The thirty-eeventh seRsion of thi s Institution was
opened last night, when there was a large attendance of
member3. Mr. John Inglis, the new president, delivered
his inaugural address, whie:h was greatly enjoyed by the
meeting. It dealt largely with shipbuilding and shipowning matters, and with subsidies to shipowning companies. Mr. J . MacEwan Rosa subsequently described
his new caulking tool, which raised some discussion; and
the president then presented the promiums of books on
account of three papers read last session by Messrs.
M'Ara, Crum, and Kennedy.
E N G I N E E R I N G.
A GEOMETRIC GYROSCOPIC 'fOP. . Tn ti gyr.oscopic top, of which. w e publish an engravmg on tlus page, Illustrates m a most interesting
ma~ner some of the most important laws of rotating
bodtes. The b ody of the t op consists of a s ha llow bell
w ith a h eavy rim. The depth of this bell is not howe,rer, sufficient to bring the masg centre of tl;e top
below its poin t of suppor t . \Vh en placed, th erefore,
on the agate cup on wh ich it rotates, it falls over, but
on g iving it a slig h t spin with th e finger and thumb it
:vill remain upright, or in an in clined position, thus
tllustrating the sta bility of rotation. The most remarkable property of the top remains, however, t o be
~lescribed. It will b e seen that on the baseplate supportm g t h e cup on which the top rotates, there is a lso
screwed a brass st anda r d which serves as a support for
one of thP. geo metric figures, two of w hich a re shown
sepuate b elow, whilst a third is in place on the standard.
I t is whilst one of the~e figures is in position the t op is
to steamers and sailing vessels going for long voyages, or least twenty hours' instruction, thab the school has meb
engaged in ext ended coasting trade, certain allowances for nob less than thirty even ings in the school year ending
working expenses and su bsidies towards individual April :30, and t hat the scholar has received at least twelve
voyages at the same time exempting the owners from the hours' instruction in each of two other subjects recogtrade and income-tax for a p eriod of five years. U nder- nised by the Department.
takings already recei ving subvention s from the Stat e are
In the America11 Gas Lighti11g Journal Mr. Arthur L .
excluded from the benefit of the Bill. Rhipowners enjoy- Collins
gives an interesting description of the old process
ing the above advantages are required, in the event of
driving a heading through rocks by means of fire~ as
war, t o place their vessels at the disposal of the Govern- of
still occasionally practised at Kongsberg Silver Mme,
ment.
Norway. The rock through which the headings are driven
The traffic receipts for the week ending October 15 on by this method is a hard silicious ~eiss, and the process
thirty-three of the principal lines of the U nited Kingdom is not suitable for work in the mtca schists which also
amounted t o 1,389,808Z., which, having been earned on occur there. A short length of level is first driven in the
18,388 miles, gave an average of 75Z. 11s. per mile. For ordinary ma.nnor, t o get room to start the process, and
the corresponding week in 1892, the rect!ipts of the same wood- mainly logs of white fir and pine-is closely piled
lines amounted to 1,518,538l., with 18,199 mile~ open, up against the face. W a.ste wood and old mine timbers
giving an average of 83Z. 9s. There wa.s thus a. decrease are often piled against the freer burning fir to concenof 128,730l. in the receipts, an increase of 189 in the trate the heat. When the pile is lit, smoke fills the level,
mileage, and a decrease of 7l. 18s. in the weekly receipts and the men leave it, but in two or three hours
per mile. The aggregate receipts for fi fteen weeks it is usually burned out, and as soon as the men can come
to date amounted on the same thirty-three lines t o in they clear away the broken stone split off by the heat,
22.856,789Z., in comparison with 24,647,289[. for the cor- and all that is sufficiently loose on the walls and roofs to be
responding p eriod last year; decrease, 1, 790,500l.
broken down. The greatest heat being at the t op, the
Preparations are being made in Chatha.m Dockyard levels have a tendency to slope upwards. This can be
for laying down ,the keels of the two new vessels of war partiaJly l>revented by a. better arrangement of t he fuel,
which are to be at once begun . The larger of the two but sometimes the bottom has to be blasted. The ordinary
vessels, the M agnificent, will be more powerful, as well speed of driving is 5 ft. t o 20 ft. per month.
The following Table, compiled by Mr. C. P. Leland,
for offensive as defensive purposes, than any battleship
hitherto constructed for the R oyal Navy. She will be president of the Association of American Railway Account
sister ship t o the Majestic, which is t o be built at Ports- ing Officers, is of interest as showing the gradual decline
mouth, both vessels being constructed from the same of freight rates due t o competition, and t o improvements
designs. It is anticipated that theee two ships will be effected in the lines themsal ves :
complet ed well within two years. The other vessel t o be
A ve-rage Rate per Ton per lrf ile of the Lake ShO'Je Q/ll.d
immediately begun in Chatham D ockyard is the swift
Michigan Souther11 Rail1.uay.
cruiser Minerva, which will occupy about a year in her
Y ear.
Cents.
Year.
Cents.
construc tion.
1854
... 3.510
1874
1.180
Patents have been taken out in America by Mr.
1.01{)
1855
... 3.210
1875
Thomas S. Crane, and a company formed, for copper
1856
...
2.960
1876
.817
1869
...
1. 714
1889
.664
...
A mechan ical curiosity is exhibited in the 11achinery
1870
1890
. 626
.. . 1.504
Hall, Chicago, by the BelgramGearCompany, in the shape
1871
1.399
1891
. 62~
...
of three d ifferent-sized bevel-wheels, all gearing perfectly
1872
1892
... 1.374
...
.599
with a fourth. The smallest of the three bevel-wheels is
1873
1.335
-.._..::
__ ___,_
-
.
-------.;...
---
_...,
MISCELLANEA.
THE Institntion of Civil Engineers now consists of 1808
membors 3 tl 'i associate member&, and 1G honorary
members~all of whom come under the denomioat.ion of
corporate m ember3-besities 3l7 associates an d BOG studen t s : togeth er, G-!18. T he total number at the same
period last yea r was 6274.
~IeR!'Irs. Flaming and }'erguson, Paisley. have ref'eived
an order from the Government of Canada t o build an
armed ser vice steamer for use on the Pacific coast.
She is to be somewhat similar to the Quadra, built by
them for the same Government about two years ago, and
is to have as in t he case of that st <>amer, a. set of the
builders' patent quadrupl e- ex pansion engines. The
Q 1adra. made the voyage from the Clyd e to Vancouver
vir'i Cape Horn- a. di stance of close upon 16,000 mileswHhout stoppage or hitch of any kind throughout the
voyage.
On Saturday afternoon last S!r J oseph _P ease, M .P.,
deputy chairman of the North-Eastern Ratlwa.y, cut the
first sod at St. J ohn 's Chapel, Weardale, of the vVear
Valley Extension Railway, which is to continue the con n ection of the North-Eastern Railwa~ from S~anhope to
\Vear Head a distance of about 9~ m1les. It IS expected
that the ne; railway will develop the ironsto?e and lead
mining industries of \Vea.rda.le, a~d tha e~t1mated cost,
including_ land, is 52,000Z. The dtrectors of the N~rth
Eastern Railway have voted 40,00~Z. towards the proJect,
and the E cclesiMtical CommissiOners, as large landowners in the district, 20,000l.
The Bill in trod ucHl in the L ower House of th~ Austrian
Reicberath for subsidisi ng the mercantile marme, grants
E N G I N E E R I N G.
521
Fig.1.
~ ----
--... . ..
~ll=.f.JON .
1
J.Q
.1--. -
.-
~ o)- .- -
___,.
,...
rrn
'='
1111
rt:n.
t-nUt:P[I]J"-lJ.._Cirr l!~~~=::;:P-1'.1
r-~
--
I~
'I
0~
17l1
Os the present page we illustrate a set of duplex Again, the cotton t rades strike and lock-out in 1877-78
Steam pressure, lb .
Water
.,
,
.. I
60
400
44
76
100
. . 8214
6t}
90
600
33
64
100
2322
800
31
61
99
2176
100
100
700 1100
44 Stops
70
99
3000
INDUSTRIAL NOTES.
THE coal dispute drags its slow length along, and it
seems even now that we are not nearing the end of it.
No more stubborn figh t has taken place in the industrial world for years, and never has there been one in
which the forces were so vast, or the interests at stake
so far-reaching. The builders' strike and lock-out in
1859 lasted off and on t ill 1861, but the numbers involved did not reach the magnitude of the coal
war, and it did not affect other industries to any
large extent. The celebrated P reston strike lasted R.
whole year, but the forces engaged were not enormous.
E N G I N E E R I N G.
522
as many works are stopped for want of fuel. , The
encouraging sign about the report is the statement
that "the hopeful tone which has prevailed in shipbuilding centres during the last two months is maintained, and the outlook for the coming winter is more
encouraging. " It is stated that "several orders have
been booked in each of our districts. , On the Clyde
2!,000 tons have been booked, as compared with 15,000
tons in the same month of last year. The work on
hand in the Clyde district is estimated at 208,000 tons,
as against 142,000 on September 30, 1892. Particulars
are given of orders on the Tyne for vessels for the
Government, one to replace the Victoria, bigger and
heavier than her predecessor. The Elswick firm
have also ord ers for two large armour-clads, a protected cruiser, and a despatch-boat for the J a.panese
Government. On the north-east coast several yards
are well supplied with work for the winter, but some
other yards are still badly in waut of orders. There
are some disagreeable signs of a possible rupture
between the union and the Amalgamated Shipyard
Helpers' Association on the Clyde, the latter hav ing
formulated some serious charges against the Boilermakers and Iron Shipbuilders' Union as regards the
recent reductions of wages on the Clyde; these the
executive declare to be false. If the m!i.tters are not
settled, a serious dispute may occur just when trade
begins to look up. In some cases the platers pay the
helpers, in other cases not. The local officers of the
Chatham branch state that the man who was dismissed for filling up holes with red lead, instead of
bolts, was a. man who obtained the place by influence,
not by his skill, and the society dismiss him as a.
mechanic.
--throughout Lancashire
The complaint
is that the
whole of the engineering industries are seriously disorganised by the coal dispute. One large works,
which had been completely stopped, has restarted,
but at some others partial stoppages or short time is
the rule, and the tendency is to extend and increase
the partial stoppage. That there will be more activity
when the coal dispute is over is pretty certain, for the
heavier engineering branches of trade are fairly well
off for orders. In other branches, however, there
seems to be less doing, and the new work coming forward is generally in only limited quantities. The outlook is not encouraging at present, and it is made all
the darker by the uncertainty which overhangs the
coal dispute. Happily all the engineering branches
are tolerably free from labour disputes. In this respect the conditions afford a favourable contra,t to
the year 1~79, when trade was severely depressed, and
unrest was the normal condition in most of the industries of the kingdom. In the iron trade business is
slow and limited, owing to the contracted requirements
of consumers, and a general indisposition to purchase
beyond what is immediately needed for present use.
The steel trade is very quiet in all branches, and prices
are only moderate. In the finished iron trade business
is very slow, but prices a.re firm, perha ps because the
North Staffordshire makers are very full of orders for
prompt delivery.
.
In the Sheffield and Rotherha.m district all trades
are adversely affected by the coal dispute. The larger
works are only engaged on more pressing work, while
that which can Rtand over is allowed to do so, because
of the scarcity and dearness of fnel. In the general
trades of the district many men are out of work, and
t.here is a good deal of distress in the locality. The
cutlery trades manifest a better tone, a.nd there are
hopes of more activity. The electroplate houses are
fully employed, mainly, perhaps, in anticipation of t he
larger de mand at the approaching Christmas and New
Year's holidays.
In the Cleveland district the dispute as to the
ratchet machine ha.s ended, but there is a good deal
of friction over the matter. The men allege that the
mineowners are making things disagreeg,ble and awkward; but, on the other hand, some of the men favour
the system which c~used the dispute.
In the Birmingham district a better ton e has prevailed, owing to an increased supply of fuel at easier
rates. Ironmakers were able to make some concessions in prices, but on the whole they were firm.
There has b een a brisk demand for steel, corn mon
iron bars, and sheets, especially galvanised sheets.
The loc~l branches of trade special to Birmingham
show an improved activity, stimulated by the approaching festive season.
In the South Wales districts the improvement
recently noted has not been fully maintained. The
demand for tinplates has not increased to the extent
expected, but the steel works are tolerably busy. The
coal trade is brisk at remunerative rates to the coalowners and merchants, but at hig h rates for large
works requiring a considerable supply of fuel. The
disputes as to overtime among the engineers and
cognate branches of ind nstry have been settled, and
E N G I N E E R I N G.
from natnral sources, need s pipes ; and the exhaust water
Wo'
king.
These
electric
drills
were
put
into
the
hands
0 ked by the several drills is completely wired out a~d
has afterwards to be pump~d up to th~ surface. The hand
fltt~ up with these junction- boxes, so that when the dri~l of men who bad no previous knowledge whatsoever of ratchet-drill
has been apphed as yet 1n only one _or two
moved from one working place to. another a box I8 elE;ctricity, and the day the first drill was put into the
and the t onnage rates and system of wurkmg are
~iways to be found within 50 . yards ~Lstance. The J?lug mine it "as at once set to work at the face, and has been mines,
.
t the end of the drill cable IS then m serted, the switch at work ever since. Th e men are now thoroughly accus- not yet finally settled with the workmen.
(o
Ft.g.2.
Des<'ription of Drill.
Hand jumper . .
,
ratchet-drill
Compressed-air drill
Hydraulic turbine
P~troleum engine
Electric drill
3
2W
220
376
360
4t ft. in 46 min
Ironstone
Oot per
Shift.
tons
5 to 8
not yt t koownl aboutlS
about 8 boles 100 to 130
lOC , 130
88
100 .. 130
" 10
HO
....
. .
.Pig.&
-.-
b
CtJnnCt lfl 9
Plu g
...
D
'
(o
Fig.J.
""'
'
'
,..-- ..... -
.'
.Fig. 4.
- .J__,
I
'
.
----- ---
..
...
--
-----------I IU C
.Fig.S.
c
.Pig.7.
1tl
''
CELLULAR KITES.
Fig.G.
'
or, say, seven hours at the face. At the Park Mines the
drills work two shifts in twenty-four hours, and at the
other mines one shift, and six shifts per week when trade
permits.
is released.
'
'
~....:.:
...... -- - .)~
.
'- it:~
E N G f N E E R I N G.
moving air passing stationary bodies. 'Vhen kites E
and Fare discharged from a. cross-bow in calm air, they
both have the same trajectory.
As to the solution of the soarin~ problem, the only fact
obser ved is that on a gusty day, kttes E and F both shoot
'
..
{'tl/ulor Kilts.
"--""
ctl{diar
/(ittS.
up nearly overhead and slack the string into a deep bight, range it has for the disposition of the weights and at the
then drift away to leeward until the s tring brings them perfect stability obtained .
up again. This wants careful and undisturbed observaI am, yours faith fully,
tion. I unfortunately had to experiment in public. It is
L AW. HARGRAYE.
clear that the wind must be consid ered as volumes of air
40, Roslyn-gard ens, S ydney, N ew South ' Vales
of different densities.
April 23, 1893.
'
The particulars of the six photographs of cellular kites
are:
--
C l)
I .Q
CJ
-..
cS,.!C
"'
.....
. . C)
..,
:1::
Cl.'""
en
=cP t.o
c
.5
::n
Ql
CJ
c
::s
Cl)
..c
CJ
.e
o
C)QI
a)
.w
C l)
::s
..c
C),_
a)
..
--.....
c
- Ql
f="'
~ cS
_a
cS C
~ c
-- ..
... o
Oep
oO
CIScS
. . eo
.Q
boO
-~
Q)QI
~()
de$
QI
~-
A
B
1~
10.7
6.26
10.7
6.26
4.6 21.25
I
~
Distorted cylinders.
m.
Paper
Alumin ium
11
Cardboard
Wood and
paper
Wood and
paper
Wood and
paper
6.5
12
2.6
14 76
10.5
11
7.25
3.25
7.25
3.25
t C\ liodrical.
THE SntPLON.- Tbe Jura a nd S implon Railway Company has leb a contract for the construction of a t unnel
through the Simplon t o ~Iessrs. Brand and Brandan of
Hamburg; M essrs. L OC'her and Co., of Zurich ; 1fes~rs.
ulzer Brothers, of Wintherthur ; and the Bank of "\Vintherthur. The contract price is 2, 180,000!. , and the works
ar.e t o be complet ed in five and a half years. The tunnel
~11 aff?rd a.cco~modation in the first instance for only a.
smgle hne of rails. S hould a second line be laid down in
the course of the next four years, the contractoxs are to
r eceive an additional 600, OOOl.
T RAIN LIGHTING.- The directors of the L ondon
~righton, and <;> uth Coast H.ailway have gi,en instrnc~
tJOns for the equ tpment of ten more trains with the electric light ; this will make a total of forty trains so fitted.
yYe ~nd~rstand that the superiority of this method of
ltghtmg IS very marked, and affords much satisfaction to
those ~or king the traffic. }~specially is the benefit felt in
busy ttmes and foggy weather, when under ordinary circumstances gas-lighted trains would have to be sent
special to the charging stations, or put out of working
altogether .. It is estimated that at least 15 per cent.
mor~ work 1s ~ot out of electrically lighted trains than
g.as-lt~h.ted trams, for the above-mentioned reasons. This
stmply m th econstruction o f, say, 100 trains would mean
a saving of someth ing like 45,000l. in first'cost- i e 85
~lectrical1~-lighted trains would do the work of 100
lighted trams,
gas-
EN C I N t R R l NG.
a
a
a
:::
m o
formed with fou r ra<lial ribs i, so that in cross-section it is to the with a abort arm which extends into a. space between two
.d "oa carrier H.
The car tridge-bolder hu
ehape of a cross, and t he spaces between the r ibs ar e fill ed w ith Shoulders On the 8ll 1 o
four brass segments, having hetween them and the iron ehaft and
ribs an insulating material. One end of the wire on eaob epoo~
le attached to the shaft C, and the other to a separate segment 1
R g .1
W. LLOYD WISE.
Fzg
'},
T~e
Frg .1
Fr.g
1r
I
r:.
') I
-r.g . A./.
..l
ngot
the bar Q risei' and from aboYe a tongue proj ects downwards
from t.be plateN, which is attached ~o the ha ndle C by scre~vs.
The flat spring K ie held by the sp1ndle M, and aft.er passu~g
downwards through the slut L In the baseplate, n ses ag a.tn
through the slot and presses against .one side of the blork ~
Tbe spindle M passes through the eprtng and ba.seplate, and 1s
tamped benl!ath by a nut and the contact bar and block a rc
~ounted on the spindle ' which ie then reduced to form a
shoulder against wh1ch the' plate N works. (.Accepted Scptembu
13, 1893).
Eg .J .
~rorro s
lef ~ hand
c, having a r igh t or
ourrfnt is out off, the core automatically r eturns t o its orig inal
position, and again pu ts t he resistance in circuit. The coils a re
connected to thin metallic plates C ~laced one above the other
aud tightly clamped together, but msulated from each other .
These plates Car e mounted o ver a cup of mercury, and have a
central bole through them to admit a plunger K to the liquid.
When the ourrent is applied, th e plunger is passed into t he mer
c ury and the latter is forced up into the bole through the plates,
thus metatlioally connecting them and cutting out the resistance.
A spring is provided to lift the core and plunger to ite original
position when the current is out off. A second solenoid ma)~ be
provided to prolong the time taken to remove the r esistance.
(.A ccepted SeptemlJer 13, 1898).
October 13,
1892.- Tbie invention relates to means for r educing fri ction of
a xles and bearings, and consists in the application of r ollen.
Rollers C are fitted in a cradle B of caat metal in which they are
to r un, the centre part of this cradle being made with an opening
sufficiently large to admit of the insertion o f the car axle A. The
c radle is provided internally with projecting bearing arms, which
bear upon the main axles to prevent uneven thrust upon the
balls. Throug h the body of t his cradle are other openings in
Figs. ]
~
?
rtg
. .v
GONS, c
8465. J. Young, Birmingham. Firearms. (6 Fig1. ]
April 27, 1808. -In this in veotion the ma&azine ie inserted inbo
the side of the gun, the cartridges being fo rced upwards by a
spring which is fixed at t he foot inside the magazine, into
ao injector at the to~. Tbie injector is turn ed by a crank
faatened at o oe end to 1t, the other end beio~ connected to the
extracting lever. In taking out the old c artridge cases, the lever
is lowered, the orank and in jeotor being so gauged as to pick up
a cartr idge a nd throw it into the breech a t the same time that
the old cartridg e case is thrown out. To till the magazine, a slid
FUJ
B. S. Nlcholson, Brighouae
Yorka
!friction Clut~h~s. [7 Figs. ) October 6, 1892...:.Tbis invt'n:
17,792.
rL9 .z
extends to the inside of this boss, and hae ke yed on its end a diso
4 with radial slo~s fo rm.ed i!l it. A ring of metal 6 for med of
segmeuts also tits 10 the mter10r of the boss, each segment being
s~ppor ted by a .set screw passing through one of the boles in the
d1sc. A recess as formed m the periphery of the segmental ring ,
E N <.; I N E E R I N G.
r efe rE-nce to metallic s pr inz packi ng rin~s fo r pistons of steam,
&c., eo~ines, and consists of fou r rings of a material such as caH
iron, t he two outer ones A, Al bein6 V shaped, and their ou.ter
diameter , which is parallel with the axis of the piston, workmg
against the barrel of the cylinder , and thei r inner d iameter , which
is co~i cal, bear ing against the outer diameter of the inner rings.
The outer ones a r e larger than the barrel of the cylinder, a segmen t
of their circumfer ence being cut ou tto admi t of their being brought
power, and the two outside oneP, wi h the CE' I!tre on ~ abut off,
gi ving the second power, the th ird power bung outamEd when
all three are open to pres ; ure. Working O\'er the vahe face is "
g ridiron val ve V havin2' on its bottom face a D sha_p ed ex b au~t
orifice W that puts bMh the pressure p orts C and 0 1n comw u m
oat o n with the exhaust por t B. Tht: slide V has two rorts E, F
Fig . 2.
Ftg . 1.
.I
into position. 'Ihe two inner rings B, B 1 are also made V sh~ped ,
their outer diameter being conical, o_f the s~me a ngle as t~e ~oner
diameter of the outer r in2'8, and be~rmg agamst them, t h eir mner
diameter being parallel with the ax1s of. the piston P. Between the
two inner rings, and r ecessed equal~y m to ~acb, and placed so as
to oper ate later ally, is a series of spnalspnngs made of br~ss <?r
steel, these spr ings being-under compress10n when thE' paolting IS
in its normal position. (.Accepted September 13, 1893).
a.
8
c
A
L
19,753.
(1 ~ig.]
A.
G. Glasgow, London.
Water Gas.
8'
ing the disinorusta.ntt to escape ; 0 is a s ~ rewed bush for compreesing packing against the top of the plug E and keepin~ it
tight and in position . H is a glass t hrough which the liquid can
be seen falling from the nozzle J on its way to the boilu. T he
The cen tr al s~aft r otats in a foot s tep bearing- for med so as t.o dis plug I<; is moved by a. handle L so as to shut ofi the escape of
t ribute the pressur e c aused by centrifugal force o ver a. large a rea liquid and the ingress of steam pressure . (Accepted September 13,
of surface and r educe the wear . T he fiat surfaces on the central 1893).
shaft have screwed threads at both ends, upon which nuts c2, c3 are
MISCELLA.NJCOUS.
screwed above and below the d river . To compensate fo r t he wrar
of the runners and of the bed, t he dri vt>r upon the central shaft is
19,818. E . Bammesfahr, Solingen, Prussla.
lowered by n~ eans of the nut3 c2, c3 on the one hand and by suc- Me chanical Bammt rs. [2 P tgs.] November 3, 1892. - This
cessively ineerting thin plates bet.ween the dri ver a.nd t he boxrs invention relates to m echanical hammers in which two pairs of op
and r everEing the latte r, end fCir end on t he other. To t he ex posi te sliding hammer blocks operate at rig ht a ngles to each other.
tremities of the a rms attached to the cr oss frame are r akes of taper The fou r links n are connected together in t he for m of a parallelofo r m with inclined ~ ides r evolvi ng in the bed, the rakes being g ram, the pi\ot pioa of which a re fixed to the fou r hamme r
secu red to the a r ms by a metal bolt and wood pin in order to blocks a, which slide in guides, and to which a re pivoted two con
shear off the latter and enable the r ake to oscillate upon the bolt nectin~ rods q, the other ends of these r ods being joined to cranks
when it meets with an abnormal obstruction in the bed. ( Ac hy which a to and fro motion is impar ted to them. The concepted Septembe1 13, 1893).
necting-r eds q are constr ucted of two separate par ts, capable of
adjustment r elatively to each other , for which purpose they are
STEAM ENGINES AND BOILERS.
connected together by a spring connection. One par t of the rod has
Ft{j . t .
I
" ,. ____ ,. __
- .--- -- ---
,,
fff,
I
Fig .2 .
-r -
~67.
l
into theoutletpipeO, which con veys it into the engi ne-house and
to the jackets of the cylinders B , I. and t he connecting pipe J
by the pipes P, the latter being fitted with vahres R in order to
r~gulae the q uantity of heated a ir. The pipes M (Figs. 2 and 3)
a re dispoEed lom~itudinally in the bottom ftue D. (A ccepted
Septem1Jer 13, 1893).
.
21,181.
Rtn~~:s.
J . Bargreaves, Leed s
P uton Packing
[6 Figs.] No,rem ber 22, 1892. -Tbis iovl t. tion h1s
C. Cornes, Greenwich,