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Nile flood, and then almost dried up by the summer
heat and the demands of the irrigation canals connected with it.
According to M. Linant, it was a reservoir intended
to supply the desert-girt province of the Fayi'tm
during the period of low Nile. It was obvious to the
great French engineer that, in the early centuries of
our era, the cultivated area of t his district had been
greatly extended. Out of about 400,000 acres only
250,000 now receive water, even during the inundation. In 1842 the Bahr Yusuf was almost dry for
a considerable period in each year. I smail P asha.,
however, cleaned the canal, improved the intake,
and provided for the annual dredging in that upper
reach, between Assiout and Deirut, which is the
feeder common to the I brahimiyeh as well as the
Bahr Yusuf. He thus assured a minimum daily
supply of 1, 000,000 cu hie met res, as against 250,000
formerly obtained, during May and June, exclusively from the drainage which welled up as
springs in the bed of the stream at various points
on its course in the Valley of the Nile. 1\1. Linant
quite ignored the fact that the ancient historians had
explicitly stated that L ake Mooris served to relieve
the inundation and to supply s ummer water to the
Loudon: Edward
686
E N G I N E E R I N G.
[DEc. 8, I 893.
cess of reclamation, carried out chiefly for t he
immediate benefit of the soldiers of the Greek
kings, the Ptolemies, successors of Alexander.
The depth of the g reat inland sea, if not ''fifty
fathoms, ,, as Herodotus had said, was not far from
i t. ~'rom high Nile at El-Lahun ( + 26.5 metres)
to the surface of the Birket-el-Qeriin ( - 43.13
metres) is 224 ft. ; and the Greek traveller was
careful to say that when speaking in r ound
terms of BOO ft. he referred to the maximum
depth. A circumference is an uncertain measurement for an area of 800 square miles with an
irregular shore, and at least one bold promontory.
The E gyptian engineers in charge of the lake
informed the Greek traveller that it was ''the circumference of the circuit, " which, with many a
sinuosity, gave such a long coast-line. There was,
however, another topographical indication. It was
expressly stated that the major axis of the lake in
the fifth century B. c. was north and sou th, while
the Fayu m Basin has its grratest extension from
east to west. Thus Mr. Cope Whitehouse was
compelled t o assume that, in the d esert to the
south of the Fayu m, there was an extension of the
depressed area, communicating with the Nile
V alley through the Fayum, at some level below
+ 26, or whatever was the height of high Nile
2300 years ago. His conjecture proved to be
correct. The Raiyan depre~sion covers 250 square
miles, has a. maximum depth below high Nile of
about 250 ft., and has two narrow openings into
the Fayi'tm, partly blocked with sand drift at the
contour of 26 metres.
Further, we have in th e list of towns whose positions were fixed by the Alexandrian geographer,
Claudius Ptolemy, A.D . 150, the site of a town
yet further south, but described as in a district
near Lake Mreris. On the first map, published by
us, in 1885, there is a valley outlined and marked
'' hiLherto unexplored." It was surveyed with
great care, in 1886, by a Government expedit ion,
under Mr. Cope Whitehouse, and again in 1888,
under the supervision of Colonel Western, by Mr.
Lieurnur. Besides the text of Claudius Ptolemy,
there are maps in the beautiful manuscripts
attached to the text. on which a Lake M reris is
carefully d efined. This lake cannot be in any way
identified with the Fayum Basin.
It is this d epression, called the Raiyan Basin,
which appears to tally with g reat exactitude with
the facts given by Ptolemy, and which could now
be con verted, at relatively small cost, into an inland sea, fulfilling, in a measure, at least, the functions attributed to the ancient Mreris.
Having thus giV'en a sketch of the hypotheses as
to the location and purpose of Lake Mreris, put
forward respectively by Linant Pasha and Mr.
Cope Wbitehouse, we will n ow turn to Major
Brown's theory. Major Brown says : "I wish to
lay claim t o no originality in the views adopted "
(page 3). His arguments, however, demand and
deserve a patient examination, both on account
of the splendid advantages its author enjoys in
an inquiry of this kind from his official position, and from his great powers as an observer
and a logician. Stated briefly, Major Brown
accepts the theory that the Lake Mreris of
H erodotus was that part of the Fayum beyond
Linant's bank, that is, the greater part of the
t hree plateaux.
We will endeavour to summarise his arguments in favour of this view. On
the north or steep side of Lake Qurun there are
ruins of towns of undoubted antiquity, and as these
could have no water supply other than the lake,
it is reasonable to suppose t hat they were built on
its margin. Among these are the ruins of Dimay,
and an ancient temple, described by Dr. Schweinfurth, 7 or 8 kilometres (4:! to 5 miles) north of
Dimay. Dimay itself is 3 kilometres from the
nearest point of the present Lake Qurfm, and the
surface of its causeway or quay is R.L. 25.44.
The south end of the quay is 2.85 metres lower,
but some of its upper layers have disappeared.
Near the temple is the site of an old town, marked
by heaps of ancient pottery, and the level of these
mounds is R. L. 24. 58. If these towns were on the
marg in of th e lake, they favour the idea that its level
was somewhere about R .L. 23. At t he opposite
side of t he lake, at the part wher e the Nile floods
enter the Fayum, the highest Nile deposit is at
R.L. 26. At Hawarah it is at R.L. 24.50, and
along the ridge r eaching out towards M edineh R .L.
23.50. Probably, therefore, the water in the lake
r eached about R .L . 26.50 at the commencement of
the gorge, but the level of the lake itself rarely, if
DEc. 8, r 893.]
ever, exceeded R L . 25. An attempt is made to
deduce the lowest water level of the lake from the
present height of the river, and the known effects
of evaporation, and the point is fixed at R .L. 19.8.
The quantity of water r equired to fill it from low
to high water mark is 11,800 million cubic metres
or a daily a\'erage for ninety days of 131,111,11i
cubic metres. This can be obtained without affecting the irrigation of ~o w er Egypt, a.s it exists, ~or
eleven years out of s1xteen. The levels at wh1eh
the Nile deposits are found in the Fayftm, the discharges which might be drawn off from the Nile,
and the area of the Fayum Lake, are all in ao-ree0
ment with the supposition that the level of the la.ke
was yearly raised from about R. L. 20 to 25.
The formation of L9.ke Mooris is credited to
Amenemhat TII., about 2500 B.c. Before his time
the water must have flowed in and out without
regulation, leaving bare a considerable ar ea of land
covered with Nile deposit. The idea to r ecla im
the land, and also to defer the discharge of the lake
un til the river had fallen so low that the water
\Vould be beneficial, instead of being harmful
by unduly prolonging t he annual flood, was
one that would readily occur to such a skilful
and civilised people as the ancient Egyptians. To
build a bank and a r egulator, to bar the passage of
the Bahr Yusuf thr ough the hills, at some point
between Lahun and Hawarah, would not be diffi cult. By limiting the level of the lake to R. L.
22.50, all the area above that level, which is the
highest plateau in the Fay u m, would be left
uncover ed, and fitted for cultivation and habitation.
The area above R. L . 22. 5, at first reclaimed, would
have been about 10,000 acres, on which was built
the ancient city of Crocodilopolis and its suburbs.
At high water the city would be on the margin of
the lake, with all the ad vantage of water carriage
right up to its doors, but as the summer advanced
and the water was withdrawn to R .L. 20 or 19. 5, a
strip of muddy for eshore, gradually widening to
two kilometres breadth, would be interposed
between the city and the water. Even when this
was crossed embarkat ion would be difficult, owing
to t he shallowness of the water. This state of
things probably led to the construction of t he bank
from the high land east of Ed wah to Biahmu, and
thence it appears probable to Medineh. The bank
from Ed wah to Biahmu runs generally along contour R. L. 17. 50, and therefore would ha. ve been
formed in water. Such a bank, if joined from
Bbhmu to the high land at Crocodilopolis, would
have inclosed an area from which the lake water
would have been excluded, the other two sides of
the inclosure being formed by the natural ridge at
the end of which Crocodilopolis was built, and by
the high land connecting this ridge near Hawarahel .Magta with the commencement of the artificial
bank near Ed wah. This second r eclamation would
have added 7000 feddans to the 10,000 included in
the first reclamation.
The Edwah bank, however, does not stop at
B iahmu, but continues its .first alignment t o Kalabiin, past Saliin and Fidimin, to a point a little
to the north of Sinrf1 . Thence it curves r ound
t owards the south and crosses the Abuksah Railway. At this crossing are extensive remains of an
old town, and the r emains of several smaller towns
are to be found between the rail way and the
point in the bank north of Sinru, all on the line of
the bank. From this length of bank, other banks,
at different angles to the main bank, seem to have
existed ; some appeared to go towards Medineh ;
others to\vards Abuksah in the direction of Lake
Qur un. F ollowing the main bank a ravine is
crossed, and for 1000 metres the bank can be traced
due south. Then it is lost, and although Major
Brown souaht for it in all directions, he was unable
to discove; any traces of it. It is possible a side
lnnk was carried up the slope at rjght angles to
t he contours to Medineh, and if it were, 10,000
feddans would be added to the already inclosed
area, making it 27,000 feddans. Besides this
deep water would be found at the side of the bank.
Travellers from Crocodilopolis (Medineh) to
Memphis (Bedreshen) would follow the road along
the a.rtificii.l bank to Biahmu, where they would
take ship to t he n or th -east corner of the lake,
whence the desert r oute runs straight to Memphis.
This is the direct r oute followed t o-day, except that
the lake n o longer exists. Pliny was, therefore,
correct when he said that the lake lay between
the :rtfemphite and Arsino1te N omes. Major Brown
sums up the matter : "Thus we have a vast lake of
about 1600 million square metres of water surface,
E N G I N E E R I N G.
and an area of 27,000 feddans (acres) reclaimed
from it, with Crocodilopolis in the reclaimed area,
and the Hawarah pyramid and the Labyrinth on
the shores of t he lake at the point where the waters
entering the lake were controlled. This, I believe,
was the Lake Mooris of Herodotus, and of those
who con firmed his testimony."
The purpose of Lake Mceris was, undoubtedly,
to s upplement the waters of the Nile during the
summer season. Thus its benefits were felt in t he
Delta, while the dwellers on its margin got but little
from it in the fifth century B. c. , except fish and
cool breezes. On the other hand, it occupied a
great amount of land which would have been very
useful to them. This led to the reclamation of the
F ayum in t he Greek and R oman p~riod. It is easy
to see that ther e would be a strong local feeling in
its favour if the R aiyan depression was in u se,
while those that would naturally oppose any change
were at a considerable distance. As soon as the
level fdl so far that water could not be returned to
the Nile, the lake in the Fayftm lost, its usefulness
except as an escape and drainage basin. The
Birket Qerftn remains a fragment of the once extensive sheet of water, and still serves this purpose.
It evaporates annually 4, 728, 000, 000 cu hie metres.
It disposes of t he drainage of the Bahr Yusuf, as
the D ead Sea does for the J ordan.
~Iajor Brown is at variance with Mr. Cope
Whitehouse in r egard to the Wadi Raiyan, holding
that this has always been a dry depression, and
never part of the lake. H e quotes the passage of
Herodotus which is translated : " This lake lies
oblong north and south" (page 20), but describes
the body of water with its maj or axis east and
west. He r eproduces a Ptolemaic map with its
striking similarity with the Raiyan basin, but considers this a coincidence. He, however, perfectly
admits that it would be feasible to put it into connection with the Nile, and transform it into a most
efficient reser voir of Nile water for use in summer .
Probably Mr. Whitehouse will be quite content to
have his interpretation of ancient Egyptian history
criticised if he can gain Maj or Brown's support for
the project on which he has spent so much time.
His interest lies more in the future than the past ;
what he wants to do is to renew the benefits that
once flowed from Lake Mceris, and whether they
come from the original site, or from a neighbouring
one, does n ot greatly matter. I t was Mr. Cope
Whitehouse who discovered t he Wadi Raiyan in
its character as a possible reservoir, and pointed it
out to t he world, and this credit can never be
taken from him. Next February, we are informed,
an International Commission will be invited to
report on the subject of Nile storage, and then we
shall know whether modern engineering can improve on the wisdom of the ancients in this
matter.
[DEc. 8, I 893
E N G I N E E R I N G.
688
H.-P.
3000
COLUMBIAN EXPOSITION.
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6go
of livelihood of a lar ge section of the populationthe "kurveyors. " Hut it is at least questionable wheth e r it would n ot have been better, in the
inter ests of the whole population, to have prot ected
rail ways from this competition, as by so d oing
farming interests would have also b een protected,
and the remarkable en er gy displayed in competition
in the carrying trade would h ave been earlier forced
into deploying itself in beneficial competition wit h
the import trade in foodstuffd. The commercial
and m erca ntile population, strangely enough,
favoured for m an y years wagon transport against
rd.il way transport, partly b ecause of the force of
habit and prej udice::z, and partly because of certain
advantages ofi'~red by the former as against the
latter in respect to prompt settlement of claims for
damage to goods in transit.
The competition of the n kurveyor ,, in the goods
trd.flic between Port Elizl.beth and t he diamond fields
was perfectly amazing at t h e period of t h eir gr eatest
prosperity- 1882-3- as can be realised by looking at
Diagram No. 3 (see pd.ge 655 ante), where it would
appear that the midland r oute, which is the best
r oute from t h e coast to the fields for goods, carried
upwards of 80,000 tons less goods t han the Western
at their respective maxima, whereas actually m or e
t onnage has always f ollowed this r oute t han the
other, the explanation being t hat P ort Elizabethor rat her the districts at its back-were t h e headquartera of "kuneying," and the extra tonnage did
n ot go by rail way, b ut by wagon.
But n o w that the Government railways h ave
been so far extended t hat t h ey have reach ed their
obj ectives, a nd the full advantage of their saving
in time and cost h as been felt and r ealised, the
competition of the "kurveyor " is a thing of the past,
and the ox-team has been once and f or all in the
Cape and NataJ, r eleg::Lt ed to the more generally
beneficial work of the p lough, and of carrying fa rm
stuff t o t h e n earest station. But t he struggle, in
which the Governm ent enterprises h ave fi n ally
come off victoriuus, though at serious cost to t he
taxpayer, has been death to the two railway companies who in the Cape tried to inaugurate a n ew
period of rail way enterprise in privat e hands.
T~king the rail way sys t ems of South A frica as a.t
present constructed and proj ected, the further
question a r ises, What must be the object in view in
extending them 1 The two centres toward s which
the Cape systems on the one s:d e, and the Natal
and D elagoa Bay systems on the other, have
been extending so far, are the diamond fields in
the west, and the gold fields in the east. That
in the west was r each ed in 1886, and when the
lines now in progr ess ar e completed (probably this
year), that in th e east will also have been r eached ,
and the object of t h ese extensions accomplished .
But what then ? I s the U ltima Thule of railway
exten s ion gained, or ar e y e t other extensions to b e
expected, and, if so, in what directions ? The great
value of South Africa is its geographical po~ition
and its physical f eatures, in oth er words, its seab oard, its climate, an d its produ cts. It has served
in the p~st as the chief thor oughfare of communication b etween European civilisation and its manu factures on the on e hand, and African u ncivilisation
and wants on the oth er, and it has done so because
of its convenient, or comparatively convenient, harbours, a nd its excellent climate ; for h ere th~ highlands of the interior can be appr oach ed w1t h out
passing across the low tropical s wamp lands, so
d eadly to the human r~ce, a n d the fly belt, so ~eadly
to animals and of w h1ch such a large proporhon of
the east a~d west coasts of the African continent
consists. The interior of A frica teems with a vast
and varied population, capable of absorbing any
quantity of man u factu red pr?ducts, an~ who
can furnish in exchange a mulbt ude o~ p~1Ce~ess
r a w materials r eq uired elsewh er e b~ c1v1hsati~n.
The aim, therefore, of t h e South Afncan colonies
must always b e the development of the trade
routes from the coast to the interior. This doubtless h as never been wholly lost sight of, but n ow
that the chief mineral centres are reach ed, it
must become the leading question.
Steps have
already been happily t aken to s~r~e the chief trade
r oute to the interior t hrough Bnt ish Bechuana1and
and the Khama Protectorate, &c. , by the V rybnrg
exten io n and the pr ojected Mafeking Railway.
But these must n ot rest where they ar e ; t h e motto
o f rail way work for S outh Africa must al ways be
'' N orthwa rd ever " to grasp and develop the mag
nificent h eritage ~f th0 British race in .the Da.rk
Continent from the vantage-ground of t h eir colonies
in the south. But those colonies themselves must
LITER.A'fURE.
The Elements of Graphic Statics: A Text-Book for Students
of E n[Jincering. By L . lVI. HoS KINS (pages viii. +191,
and fiv e plates). L ondon : Ma.cmillan, 18V2.
~t,
[DEc. 8, 1893.
from which r ays 0 A, 0 B, 0 C, &c., are d rawn to
the vertices of th~ force-polygon, then will o a ,
ob, o c, &c., denote the strings of the funicular,
whilst ab, b c, c cl, &c., a r e, as already stated, the
lines of action of t h e original for ces A B, B C,
CD, &c. The fertility and s uggestiveness of this
notation will now be seen ; it is helpful to
both geom eter and draughtsman, and t h e reciprocity of the f or ce and space diagrams is well
brought ou t by i t . It h as on e inconvenience in the
introdu ction into the space-diagr am of a gr eat
number of lett ers situate, n ot- as is usual in the
older geometry - at the ver tices, but about the
middles of the sides ; the fact b eing that the small
italics o, a, b, c, cc., denote r eally spaces in the
spacediagram bounded by the lines u a, ob, n c,
&c. , a b, b c, &c. : t h e n otation for points is thus
also clumsy ; thus a b c cl c denotes the intersection
of the lines Ct b, b c, c cl, d e, e a.
The identity of t h e various graphical and analytical conditions of equilibrium has been carefully
gon e into by t he author. Briefly, every problem of
complanar n on concurren t forces r equires on e for cepolygon and on e f unicular p olygon : the closing of
the for ce-polygon indicates no motion of t r anslation, and the closing of the funicular polygon indi
cates n o motion of r otation. Also, as in analytical
work, these conditions may be variously expr essed.
Part II. (91 pages) deals with stresses in ~im ple
structures : by " simple" is h ere meant solvable
by elementary s tatics (wit h out the t h eory of elasti
city). Under the h ead of " Framed S t ructures" it is
shown that most of the cases in practice can be
solved by using the for ce-polygon only, because there
are found to be only two unknown quantities (the
magnitudes of two forces) at each step ; but that in
a few cases, where ther e are found to be thr ee unkn own quan tities (magnitudes of three for ces) at
on e or more steps, e.g., in the well-known truss
here figured , the funicular polygon , or an equa-
eng1neers:
I. Wind Pres3u1c on a Slope (as on a Roof).
p,. =normal pressure in pounds per aqua.re foot of
eurfa.ce J. to wind.
D Ec. 8, 1893.]
E N G I N E E R I N G.
pa = normal pressure in pounds per square foot of alloys possessing some of the char acteristics of
surface at angle a to the wind.
chemical compounds. The author would apparently
2 sin a
r estrict the use of gold to t h ose cases in which its
Pa =
. ., P11
1 + sm- a
natural colour is but slightly al tered in ton e, and
1)
E N G I N E E R I N G.
(DEc. 8, 1893.
H. PREECE, ENGINEER.
~1ESSRS .
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DEc. 8, 1 893.]
A.
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K I NGSTON-UPOJ\T-THAMES.
MESSRS.
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an isolating valve is attached immediately to each
boiler stop-valve. The feed is supplied by two horiz:>ntal \Vorthing ~on duplex pumps, the feed pipes being
in duplicate and arranged so that the feed may be taken
either from the hot well, cold well, or reserve water
t ank, and delivered either through the economiser or
direct to the boilers at w ill. A Green's economiser
of 128 pipes is situated in the main flue to the chimney,
and arranged so that the waste gases from the furnaces
may pass through the economiser or not at will. The
b oiler3 a.re fitted with Bennis's mechanical stokers,
the driving engine being in duplicate, and arranged
iu addition to actuate the scrapers of the econo
m1ser.
Messrs. Relliss have also supplied a compltte plant
for surface condensation, which occupies a position
alongside the boilers, but at a slightly lower level,
and consists of a horizontal surface condenser with a
t :>tal cooling surface of very approximately 1000 square
feet, w ith a double-acting vertical air-pumping engine
in combination. A K irkaldy 's evaporator for makeup feed is placed above the condenser, and the main
exhaust pipe is a rranged w ith suitable val ves, so t hat
the exhaust steam may pass either to the atmosphere
or the condenser at will. The cooling water is passed
through the condenser by a centrifugal circulating
pump driven by an inclosed single-cylinder engine,
and dra.wing its supply from a cold well in direct communication with the River Thames hard by, affording
an inexhaustible supply of condensing water.
M r. A. H. Preece, of V ictoria-street, \Vestminster,
is acting as consultin g engineer t o the Corporation
of Kingston, and under his su pervision the designs
were got out and the work done. He has laid down
th e following conditions of efficiency for the various
steam dynamos:
Larye Alternator:~, 75 Iiorse-Power.-Consumption of steam per kilowatt hour at full load, 30.2 lb.
condensing, and 36.8 lb. non-condensing; at half load,
33.2 lb. condensing, and 45.7 non -condensing.
~ mall Alternator.-~ . -Consumption of steam per
kil owatt hour at full load, 33.5 lb. condensing,
and 40.5 lb. non -condensing ; a t half load, 37.4 lb.
condensing, and 49. 9 lb. non -condensing.
A 1c Liyhtiny 1Jlachines.- -Consumption of steam at
full load , 3~. 2 lb. condensing, and 40.3 l b. noncondensing; at half load, 37.5 l b. condensing, and
49 lb. n on-condensing.
Having thus dealt with the generators, engines,
and boilers, we will now turn to the other features of
the installation. It is, as already stated, on the
alternate currant system. A low-tension network
of mg,ins is being laid down in the market-place t o
supply the business premises from a transforming
station, containing two transformers, one of 30 kilowatts and one of 15 kilowatts capacity. Ih the
County Buildings a 15-kilowatt transformer is also
placed. Consumers at a distance will have transf ormers on their premises. The high -tension mains
and feeders are of Siemens concent.ric H C N pattern,
having . 035 square inch of sectional area. These
mains are lel.d-coated ; over the lead they are served
with jute, then sheathed with iron, served again, and
"compounded. " Their ins ulation resistance is 2000
m egohms p er mile between the conductors, and 500
megohms to ear th. The arc light mains are insulated
with vulcanised rubber, then encased in lead, over which
is jute, iron armour, more jut e, aud "compound. "
The insula tion resistance is 600 megohms per mile,
and the cross-section of copper .0193 square inch. The
low t ension network mains are of the L C N type, very
similar t o the high tension mains, but not so strongly
insulated. The cross-section of copper is .l square
inch, and the resistance of the dielectric 1000 megobms
per mile between the conductors, and 500 megobms
to earth.
The station is worked rigorously on the parallel
system; it cannot b e worked in any other way, since
a.ll the feeders start from a single pair of omnibus
bars (Fig. 6, page 693). Referring t o the diagram of
connections it will be seen that the three alternators are ~onnected t o the omnibus bars by doublepole switches one pole going to the bar direct,
and the oth~r through a n ammeter.
S imilarly,
each pair of feed ers is provided with a switch. an_d
an ammeter which shows how much current 1t Js
t aking. There is also an ammeter intercalated in one
of the bars to show the total output at any moment.
There i s al~o a voltm eter, marked "bar voltmeter, ''
connected across the omnibus bars to show the potential
difference. One voltmeter serves for the three alternators, being plugged on to the ter~ina.!s of a ny one
at will. In th e diagram the connection 1s shown fror:n
the lef t -hand alternator only to the vol tmeter, but 1t
will be unders tood there is a similar connection from
ea ch of the othera the terminals of the three sets of
w ires being indic~ted at the voltmet er switch. These
wires a lso run (one only shown) t o the upper synchronising switch. The synchronising arrangements
are of the usual type. The transformer _used has t~o
primary coiJs and a single seco~dary, w1th ~ lamp m
the latter circuit. The connectiOn to the ngbt-band
primary is from the omnibus bars down to the
E N G I N E E R I N G.
lower synchronising switch, and through this up to
the transformer. The connection to the left primary
is from the upper synchronising switch. Let us
suppose now that the first and second alternators are
at work, a.nd it is desired to put the third in circuit.
The lower synchronising switch is closed, the upper
is placed in circuit with the particular machine, as is
also the voltmeter switch. The speed of the machine
is then gradually increased until the voltmeter
corresponds with the bar voltmeter, showing that
the alternat or is giving the required electromotive
for~e. It is then r e1dy to be p ut into the general circuit, if it is in phase or step with the other machines.
It is the office of the lamp or the synchronising transformer to show if this be so or not. If the currents in
the two prima.ry coils of this transformer be out of
phase, more or less, the lamp will give an unsteady
flickering light, and not until both currents come
exactly into unison will it burn regularly.
The
man, therefore, waits with his hand on the main doublepole switch and his eye on the lan1 p until the latter
gradually becomes steady, when immediately he turns
over the switch. After this the mutual influence of
the mach ines k eeps them in step.
There is a separate exciting circuit, which supplies
not only the alternators, but also the arc light
machines, and the exciters themselves, which are
shunt-wound. The leads from each exciter go t o a.
d ouble-p ole switch, one connection of which is t o a
lower exciter omnibus bar a, and the other through an
ammeter to an upper bar b. The bar a is connected to
one terminal of each field circuit, and the barb by a
number of Y switches to the other terminals. 'fhe
two outer Y switches serve the two exciters, the two
lower ones the arc lighters, and the remainder the
alternat ors. The right-hand terminal of each Y switch
is connected to the one main; the left-band terminal
to a resistance, the other end of which is connected to
the other main; the pivot terminal is connected to the
one end of t he shunt exciting coils, the other end of
which is connected to the latter main. Thus, when both
prongs of t he Y switch are on the right-hand block,
the exciting current passes directly from one main to
the other through the coils of the field magnets.
\Vhen the switch is in middle position th e resistance
is in parallel with the exciting coils; and when both
prongs are on the left-hand block, the exciting current
is interrupted, and the resistance is put in circuit with
the exciting coils. By the use of this switch for
breaking the exciting circuit, a ny damage from extra
current is avoided, as in the first movement the exciting current is reduced by the resistance being put
in parallel w ith it, while at the instant of break it is
in series, and therefore allows the extra current to
circulate harmlessly. In connection with each field
magnet is a rheostat, by which the strength of the
field can be adjusted without interfering with that
of any other machine.
The two arc-light machines work through doublepole switches on to a pair of bars from which two sets
of mains diverge, there being an ammeter to each
machine, and also to each pair of mains. There is also
a voltmeter to each machine.
The switchboard forms an exeedingly handsome
structure along one side of the engine-room. It is
made of polished slate, set in a polished wood frame.
There is a wide inclosed passage at the back through
which all the connections are led, and in which they
are comple tely out of sight. The entire installation
is of pleasing appearance, a nd shows throughout that
great pains have been taken not only to provide the
highest class of machinery, but also to arrange it with
a view to easy and economical working, and also to
ready extension in the fnture.
[DEc. 8, I 893.
cylinder, 26 in. in diameter ; first intermediate, 40 in.
in diameter ; second intermediate, 60 in. in diameter ;
low pressure, 70 in. in diameter, the stroke being
6ft. throughout. The designed speed is 60 revolutions per minute, and the initial working pressure is
180 lb. per square inch. It worked at the Exposition with a pressure of 110 lb. per square inch, and
was, therefore, only working up t o 2000 horse-power.
In order to equalise as nearly as possible the two sides
of the engine, the h igh-pressure and second intermed iate cylinders are arranged tandem on the right,
and the first inter mediate and low-pressure cylinders
on the left-hand side, the steam crossing three times
between the two sides. Each side con~titutes a complete engine in itself, the two bein g coupled up w it h
cranks set at an angle of 90 deg. The larger cylinders
are in each case set against the guide f rames of the
bed. The ends of the guides are turned, a.nd fitted
into the cylinder covers to a depth of i in., and bolted
to them with twenty 11-in. studs. The back cylinders
are connected up with cast-iron distance pieces, the bolts
in the smaller end serving for the covers of the smaller
cylinders. The distan ~e pieces are open on all sides,
allowing ample spa.ce for packing the glands and making
any adjustment necessary. The low-pressure cylinder
is shown in detail by Figs. 5 to 10, and the others are
made on the same lines. The valve chests are cast in
one with the cylinders, clearance space being cut down
to a. minimum. As will be seen, both the cylinders and
covers are jacketed, live steam being taken from the
main steam pipe~ for high-pressur~ and first intermediate, and a reduced pressure for the second in termediate and lew-pressure cylinders, Cbapman reducing
valves being used for this purpose.
The liners are of hard close-grained cast iron, the
joints between the inner and outer casings being made
by copper rings (see Fig. 9), and held in place by the
covers abutting against them. A ll the cylinders are
carried on foo t brackets, which are fastened direct to
the foundations by four 2~-in. bolts to each foot.
The guide frames. (Figs. 16 and 17) are of cast iron,
bolted to the cylinder beads and bed frame, the cylinders being recessed, as before stated, to fit them and
to insure perfec t alignment. The guides are circular,
and the crossheads fitted t o them with adjustable castiron slippers top and bottom, 3 ft. long and 15~ in.
wide, the adjustment being taken up by 1 ~-in. studs
on the cylinder end, and by one guided laterally on the
inside edges. The crosshea.ds are of cast-iron, the
piston rods b eing screwed into them, and held in place
by lock nuts. The crosshead pin is of machine steel
9 in. in diameter, held in place by a nut and washer.
The bed and frames are of a massive box section, as
shown by Figs. 11, 12, and 13, each being held to t he
foundations by six 2~-in . Lolts. The main bearings
are 2 ft. 8 in. long by 19 in . in diameter, of ca.st iron
lined with Babbitt metal, fitted to the crankshaft
bearings. Some details of these are shown in Figs. 14
and 15. The Babbitt liners are well hammered, and
then machined and scraped to fit the shaft. The
bearings are in four pieces, and the adjustment for
wear is taken up by four 1!-in. set screws pressing on
the side blocks from the top ; the front block is also
adjusted by two 2i-in. act screws pressing on a
wrought-iron liner inserted between the frame and the
block. The blocks are kept in p osition on t he outside
by the d iscs, and on the inside by cast-iron plates
held on by set screws.
The cap is fitted over the
frame, the bolts being car ried down through the foundations. This a decidedly cheap and good form of
bearing; it is very efficient, and has ghen good results.
The frames, as before stat ed, are entirely independent
of one another, the main bearings being 10ft. 4 in.
apa.rt in the clear, or 13ft. centres.
The crankshaft is of wrought iron, 21 in. in diameter
at the centre, reduced to 19 in. in diameter at the
journals. The crank discs are of cast iron, designed to
as nearly as possible counterbalance, and are pressed on
by hydraulic pressure and securely keyed in place.
The cran kpins are of steel, 9 in. in diameter by 9 in.
long, forced into place by hydraulic pressure, and
riveted in. The t wo cranks are set at an angle of
90 deg. to one another, the flywheel being carried on
the centre of the shaft between the two.
The flywheel illustrated by Figs. 23 and 24 is 30 ft.
in diameter and 76 in. wide, the face being machined
to a crown of l.r in. The rim of the wheel is built up
in twelve sections. The join ts are at the centre of
the arms ; they are faced a.nd held together by internal
flanges, with eight 2!-in. through bolts at each joint.
As a furth er security, 1~-in. square links on either
side are let in flush and shrunk on. Each of tbe
twelve arms is of a hollow box section, machined at
the sides and held to the rim hy two 21-in. bolts.
They are fitted between the centre discs, and attached
to them by three 3-in. bolts driven tightly into reamed
holes, drilled after all the parts are in position. The
hub or centre is composed of two discs 7 ft. in diameter, keyed to the shaft by two 3!-in. steel k eys set at
an angle of 90 deg. to each other. The total weight of
the wheel is 136,000 lb., made up as follows : Rim,
88,000 lb. ; arms, 30,000 lb. ; hub, 18,000. The wheel
was put together in their new shop, turned on the face
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DEc. 8, I 893.]
and hub, after which it was taken apart and rebuilt on
the shaft.
The connecting-rods are shown in deta.il by Figs. 18
to 20. They are of wrought iron, 8 in. in diameter at
the middle, and 18 ft. long from centre to centre. The
crank end is square, to receive a strap end carrying the
brasses (Figa. 21 and 22), which are Hanged and Rabbitlined. The adjustment is made and the wear taken
up by a. neat and effective arrangement of taper gibs and
cotter, the former being round, the holes being easily
drilled. The space between is slotted out to receive
the cotter, which is fiat, the gib being flattened to suit.
The crosshead end is in one with the rod, it being
bored and slotted to receive the bra.sses (Fig. 21). The
adjustment is also made by a round taper cotter, the
end of the brass being arranged to receive this. The
hole through the rod is parallel, n.nd allows ample
clearance space for the adjusting cotter-piece as shown.
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EN G I N E E RI N G.
6g6
STEAlVI DYNAMOS
KINGSTON
AT
ELECTRIC
LIGHTING STATION.
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E N G I N E E R I N G.
DEc. 8, r8g3.j
EXPOSITION.
COLUMBIAN
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E N G I N E E R I N G.
Ji'ig.1.
N. A.
Fig.2J
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D Ec. R, 1893.]
E N G I N E E R I N G.
to F rance.
He explained the exact posi tion of the
Customs regulations v.;ith r.egard t o the admission. of
etef'l into France, and d1scusston followed on the techmca.l
aspects of the matter. S everal gentlemen present engaged
in the trade gave information t o Mr. Ba.tema.n, who sub~e
quently inspected the manufacture of s~eel of the descriJ?
tions exported to F~an.ce, a~d .too~ var1ou~ s.ampl e~ of tb
with the view of assu~tmg htm m h1s negot1at10ns With the
French Government.
The H eavy T 1ades.- W ork is now becoming general in
con nection with the h eavy iron and steel trades. Blast
furn_ACeS are being Set tO WOrk aS faSt aS COal SUpplieS
come in. Pig iron is fi rm in price at from 42s. for forge
and 4ls. for foundry. Ord ers for manufactured irons are
chiefly bl.r for the home trade and Australia. ~ teel
houses ha ve good orders on th e books for marine and
railway material, and on every side there are signs of improvement.
J ohn Brown and Co. , L imited.-The directors have
resolved t o pay, on the 22nd inst., in addition to the
usual dividend on tbe preference shares, an interim
dividend of 7s. Gd. per share on the ordinary shares of the
company, less income tax.
Yorkshire Ptfiners' A ssociation and the llfiners' Conference. -A special circular has been issued by the Yorkshire Minera' A ssociation in view of the conference of the
Miners' Federation t o be held on Thursday at Birmingham. They ask for reports as to what pits have been
opened, and whether all the men are at work, with
particulars of the numbers still out of work, and those wh o
have started but will require lock -oub pay. The above
information is required in order that the conference mar.
be able to decide what the levy per member will be until
all get back to work. This week's levy is half-a-crown per
member.
1890
... ... 10 15,!J08 302 4tl,G35
... 24 31,500 188 249,648
1891
29,334 327 514,886
...
... 21
1892
1893
... ... 10 15,050 214 343,04G
Clyde Shipbuilding T rade : Launches in Novembtr.Laat month's output from the Clyde shipbuilding yards
was comparatively light. There were seventeen vessels
launched of a total of 20 800 ton s, as against twenty-two
vessels aggregating 41,89G t ons in the preceding mon~h ;
but as compared with the output of the correspondt~g
month of last year there was an increase ~f ~03 tons, while
in November of 1891 th e output of new sbtppmg was 13,875
tons greater. Over the eleven months of the year there
was launched new shipping to the ex tent of 267,879 t ons
-a t otal which has been considerably exceeded in the
corresponding periods of some former years. In 1890, for
example, the output for the eleven f!'Onths rose to 3~5,502
tons, and i b was almost as great m the same pen od of
1892. Of the vessels launched last month, the largest was
the steamer Kanawba, of 4000 tons, which was built by
M essrs. A. Stephen and Son for the trade between LC?ndon and Newport, U .S. Other ten steamers were ID
eluded in the month's output, but they ranged between
850 t ons and 40 t ons. Of the sailing ships launched last
month, four were over 2000 tons each.
T he Glasgo"w Tramways: Report on M ot ive P ower. - Tbe
Glas~ow Corporation Tramway Committee, after recently
makmg an inspection, at Croydon, of a. Connelly oil and
a gas motor, each of 15 horse-power, report that it was
quite evident, from the difficulty experienced i n taking
a gradient, that they were not powerful enough for
regular tramway work such as th ey bad in Glasgow.
The oil motor really did the better work, but ought
to have considerable reserve power t o meet the
emergencies of street traffic in our changeable climate.
The smell from both oil and gas motors was offen si ve, especially to passengers riding on the roof of the
car. \Vhile, therefore, they could not say that the motors
came up to what they were led to expect of them, they
bad no doubt they were still capable of very great improvement. In their opinion the time bad not yet arrived
when they would feel justified in recommending the committee to negotiate for the adoption of Connelly motors
in Glasgow. When in Croydon tboy had also an opportunity of inspecting the Lubrig gas-motor car (mot or and
car combined), but, like the Connelly motor, it might be
said t o be still in the ex perimental stage.
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E N G I N E E R I N G.
701
ENGINEERING.
702
E N G I N E E R I N G.
[DEc. 8, 1893.
Newcastle and Gat eshead Water Company asks for the new d ock of the Swing B ridge-road, which at which block the way at the harbour, but there can
powers to make a reservoir in the townships of present crosses the site of the extension.
be no question that the scheme, if carried out.,
R ochester and Troughend, and Ramshope, and a
One of t he most important harbour undertakings would add appreciably to the attractions of the
conduit or line of pipes from this new reservoir of in the provinces is that of the Manchester Canal t own. An opposition scheme, long discussed and
Catcleugh to the line of pipes authorised by the Company, who desire to conRtruct at the seaward n ow brought before Parliament, is to bore a tunne
Act of 1889, and it is proposed t o abandon the side of the Eastham Locks a pier 600 yards long, through t he sandstone and lime of the promontory
making of that Catcleugh reservoir authorised in and t wo jett ies at the western end of th e W eston on which t he town is partly built, so as t o connect
1889, and p:u t of the line of pipes then legalised . . Marsh Lock at Runcorn, t he one extending sou th at the points of closest con tiguity the dr ives in the
The Consett Water W orks Company seek powers being 85 yards, and the other extending 130 yards two bays. This t unnel would be 2 furl ongs 5
to mak e a reservoir in the townships of E dmond- t o the north. Several shor t railways are also to be chains long, and as t he houses are abo ut 120 ft.
byers and Muggles wick by an embankment t o be made to connect with existing rail ways, one of above th e level, rising on either side at a steep
f?rmed across th e Endon Burn near t o t he junc- 5 furlongs 6 chains in length n ear the W alton grade, little difficulty would be experienced in
t10n of t he streams called the Pike Sike and Endon girder bridge, over t he Mersey, n ear Warrington, t he construction. The scheme. however, lacks
B~rn; another reservoir to be made in Muggles- and the other at Act on Grange, joining the Birken- all th e attract ion of the drive r ound the h eadland.
Wlck township by an embankment across th e F eldon head, Lancashire, and Cheshire Railway. The Bute The 'Vallasey Local Board propose embankm ents
Burn; and a third reservoir, also in Muggleswick, Docks Company have an important scheme. They totalling in length 1900 ft . along the foreshore of
formed by an embankment acro<)s t he Hisehope p urpose reclaiming an extensive part of the fore- t he Irish Sea at that t own, an d Great Meolse in
Burn. In addition, there are four catchwaters shore n ow known as the Cardiff Flats, and which Chester. The Mersey D ock Board promote a Bill
proposed ; a service tank in Tanfield township, and certainly adds little t o the meagre attractiveness of also on this subject, but t hey are concerned with
various conduits and lines of pipes. It is intended to the port and surroundings. This reclamation is to the financial and administration arrangements.
obtain powers to purchase 177 acres of land; to take, be secured by the construction of embankments The P oole Corporat ion intend t o construct groynes
use, and diver t the waters of the streams named, 4210 ft . long in all, while inside the embank ment a for the protection of the harbour, while Seaford
to enable the company to supply addit ional parish es. new dock 2570 ft.long by 850 ft . will be constructed, wish to have a promenade pier 200 yards long, and
The Cardiff Corporation intend to enlarge an exist- having connection with the existing R oath Dock, an en1bankment-, with all th e attractions of saloons,
ing reservoir in the valley of the River Taff F awr which it will adjoin. There will require to be a &c. Great Yarmouth, too, intend t o project from
by the formation of an embankmen t 110 yards slight diversion of the R iver Taff, and, of course, the esplanade a pier 500 yar ds long, Littlehampton
long across t he valley, inclosing 1107 ft . of the n ew railways will be laid t o the new dock wish a promenade pier 850 ft. long, while at Ryde
length of the valley. Sev eral r oad diversions are works. At the ad joining port of Swansea it the corporation intend to acquire, with leave of
n ecessi tated, while additional conduits t o Cardiff is proposed t o extend the Prince of \Vales Parliament, the pier built there, to extend the forewill be needed. The Southend Company purpose Dock 900 ft. in an easterly and 930 ft. in a shore embankment for a distance of 240ft. , and to
extending the area of supply and the construction n ortherly direction, affording an additional area of commute the charges on the railway companies for
of four new pumping stations, two in the parish of 4! acres. A short n ew canal is also projected in an annual sum. Tacked on to the Bill to authorise
Thundersley and the others at Eastwood. Lines of connection with the harbour, to connect the existing these pr oposals are many miscellaneous schemespipes will be laid from these to South en d-on-Sea. Tennant's Canal with that communicating with from the acquiring of a public park to regulating the
The Full wood L ocal B oard will, when powers are L amber t's copper works. The Milford Dock auth o- music of the German instr umentalist, and the moveg ranted, construct a reservoir of 9! acres area, and rities have a Bill, but it deals only with financial ments of the equally ubiquitous and merciless
divert some streams into it. The Barnsley Corpo- arrangements. An elaborate scheme is also pro- cyclist. At Bangor, Carnarvonshire, it is proposed
ration propose an extension of area of supply and moted in connection with P ort Talbot. A new by the corporation t o run out a pier over the bed
the acquiring of a pumping station at P enistone. company is to be incorporated, and in Aberavon and foreshore of the Menai Strait in a north-easterly
A private company seeks aut hority t o construct new p~rish extensi ve harbour works laid ou t. The direction from opposite the Garth Gardens. The
works by sinking wells at Langton, Long Bland- existing pier is t o be continued seaward for 330 approach will be 100 ft. long, and t he pier itself
ford, and the construction of reservoirs on an yards, and a breakwater constructed from th e 1550 ft. I t is also intend ed to acquire the Gar th
ad joining site, with the requisite pipes for supply. Aberavon Burrows, and extending for 530 yards F erry acr oss the straits, and t o enlarge and imThe Gloucester Corporation also propose to sink a towards the existin g pier. On t he south -east sid e prove the jetty. At Abergele, in Denbighshire, a
well in Ox:enhall parish, with t wo tunnels or drifts of the channel a new dock , 330 yards by 198 yards, pier is to be constructed, star ting close to the railto augment area of contribution, t o construct a is to be constructed, with an entrance lock 217 way, and stretching seawards in a north-easterly
reservoir 110ft . long by 50ft. wide, and several yards long from the River Avon. In connection direction for 300 yards.
Several corporation schemes involving engineerlines of pipes. The Aberdare Local B oard propose with these harbour works several branch railways
a gravitation supply, wit h an embankment and are to be formed. At the little port of P olperro, ing works are included. P owers are sought by the
reservoir situated on a stream k nown as the Nant on t he Cornwall coast, the breakwater is to be London County Council t o acquire the existing
Melyn, with aqueducts, conduits, and pipes to extended to the south-west for 63 ft. , and the markets- Coven t Garden, Smithfield, &c.- and to
and through the t own. The other extension pier on the eastern side of the har bour is to be construct new mark ets ; to p urchase compulsorily
works contemplated include additions at Tor- lengthen ed into th e deep water to t he extent of Lincoln's I nn -fields ; t o purchase some land of the
quay, Bishops Waltham, and W est Cheshire Corn- 50 ft. Of the other schemes, the West Riding City Cor poration on the Embankment for the use
pany, while at Tilehurst and P angbourne a new River Conser vancy wish more stringent powers for of the Metropolitan Fire Brigade ; to extend the
supply from wells is brought forward.
dealing with pollution of streams, &c. ; the Leicester time for the completion of the Blackwall Tunnel ;
Among harbour dock schemes th e most important and N orthampton Canal is to be transferred t o the t o preven t the int roduction into sewers of various
is t hat of the Surrey Commercial Dock Company, Grand Junction Canal Company, while more time matters prej udicial to health, and causing injury to
who promise an extensive addition ~o the are~ and is desi~ed t? carry out the Ne~th Harbour. wor ks, the sewers ; to make pr ovisions for imposing
quayage of their series of docks, w1th the v1~w of authonsed 1n the current se~wn of Parliament, penalt ies on persons who sweep, rake, or place soil,
facilitatina the entrance and exit of larger shtps t o and to purchase land for the Sheffi eld and South rubbish , mud, or other refuse into or on sewers and
and fron1 the inner docks. The docks, as is known, Yorkshire Navigat ion scheme. F inancial considera- gratings ; and to confer further powers respecting
are situated at R otherhithe, on a piece of land tions n ecessitate Bills in conn ection with the R och- the protection of gratings and gulleys communicating
with drains or sewers ; t o confer on the Council
.
which, owing t o the winding of the river, is almost dale Canal and _D artmouth Harbour.
insular. At t he northern bend there are several
There are q utte a number of schemes for addmg further powers for dealing with t he con veyance of
locks admittina to th e ser ies of docks and ponds ; to t he attractiveness of seaside resor ts, and it is explosives on ferries. The Manch ester and Liverwhile~ to the sguth th e only route is thro ugh two encouraging to note that. in many cases th es~ _are pool Corporations have also B ills for street improvelocks the one into t he South L ock and t he other promoted by the corporatwns or local author tbes, ments, &c. The Bury Corporation haYe a very
into t he Greenland Dock both situated in a more since it indicates a d ue appreciation of the ad van- extensive scheme of sewerage in hand , t he main
or less isolated position o~ t he south of the series. tages of en couraging visitors. At Scar borough, sewers extending for 11,940 yards, or six miles.
Moreover, the canal and dock locks are rath er on e of our most beautiful and popular . seaside By far the greatest quantity of the sewage is to be
small for the increasingly large vessels engaged in towns, pro_posals haye frequently been d1scus~ed deposited on land ad joining the t own and the
the trade. It is now proposed t o adapt the Green - for connectmg the d~1v e round the South Bay w1th River Irwell, and extending to 23 acres, and which
A small
land Dock so that it will also form a basin for the th e R oyal Albert Dnve around the crescent formed already belongs t o the corporation.
more direct passage t o the Thames of ships from by the N or~h B ay: Th ~y are separated by a pro- b ran ch of the sewers near t o t he R iver R oach
t he docks in the interior. F or this p urpose the montory wh1eh _qulCkly rtses from t he level o~ ~h e will discharge into t hat stream. Other powers
existing entrance lock, 209 ft . long, 42l ft. broad, town and term1?ates on a rugged headland rtsmg are included in th e Bill - for dealing with the
and wit h a depth of water of 18! ft . on the s ~ll, al~ost per pend1eularly from the sea shore to a registration of plum bers, public park~, and addiwill be superseded by a much larger en trance basm. hetght of 300ft. above th~ sea, and sur~oun ted by tional aqueducts in conn ection with water supply.
The river wall of the Greenland D ock will be re- the old castle yard. Tlu s promontory 1s of l!and- Nottingham Corporation wishes the city made into
moved a little inwards t o facilitate t he work. T~e ston e, a11d t he con~tant wash o! the surf from the one parish for all b ut eccle~iastical purposes, and
d k will be made n arrower but its length will German Ocean, w1th the assistance of frequent at t he same time desires moro latitude in reference
b~c more than doubled, or e~tended for 460 ft. storms? is crumbling it away at ~he rate of about 1 ft. to loans. Another scheme which may be referred
inland, wh ere it will join with the Canada D ock, per thn-te~n years or so, whtle great ~asses , fall to here is the South Staffordshire mines drainage,
the most inland and largest of the ser ies of docks. away dur1ng storms of . great seven ty.
The on which subject several Acts have been passed,
There will of course be a connecting lock . Tho ex- natural d uty of the t~wn Is, ther~fore, ~o p~otect constituting commissioners, board, &c. Tho comt ension inland of the Greenland Dock will intersect this. h eadland , a~d, 1ndeed, their dev1?e 1s to missioners carry out drainage by moneys borrowed
at ri ht an les t he G rand Surrey Canal, whi ch at conttnue th e magnificent Royal Albert Dnve r ou_n d on the security of mor tgages of the Tipton revenue
res! nt co~nects with the Russia Dock. This the headland, and ~hence o~ past th~ harbour, ":1th and proper ty, and t he securing of the repayment
fatter dock will be extended, and will have a large ~ts wharve~ ~n~ pters, and 1ts o_ld:ttme ~oat-_build of such moneys is by a. collateral cont ingent charo-e
lock oining it to the n or th wall of the n ew dock. 1ng yards, JOmlng on to the extstu~g dr1ve In nte o~ the fee simple and heritance of t he ungott~n
At t~e south side of the extended Greenlan~ Dock Sou th Bay. It would cost a cons1derable sum to m1nerals and plant of the Tip ton district which is
there will be a large lock connecting w1th the th?roughly protect. the hea?land and lay o~t t he to be d rained. F or this purpose it is n ow proS urre Canal. Several public roads will have t o be dnve t here, and thlS exp~nd1ture w.ould be shgh tly posed to constitute a board of assessmen t to assess
altere~, the most impor tant being a deviation r ound augmented by the n ecess1ty of b uymg up the yards and exact forcibly at law, and this board is to be
E N G I N E E R I N G.
DEc. 8, 1893.]
Positions.
in.
above 0.13
.,
.09
"
. 23
,
.06
,,
.14
lD
North
South
29.90
30.03
30.11
29.93
30.02
West
EB.St
Central
D ffereo
'
D 1'fference T Mean
ce
from Normal. ! e~~=~a- from Normal
deg.
41
48
46
H
46
deg.
below 1
above 1
11
1
nil
above 2
The distribution of rain in frequ ency and quantity may be r oughly inferred from the following
results :
R:liny
Places.
Days.
Amount.
10.
Sumburg b
Scilly .
Vat entia
Yarmouth
..
.
23
13
17
23
6.27
1.34
190
3.05
Ifrom
Difference
Normal.
10.
more 1.1 t
less 2.38
11
3. 52
)I
0.01
hence the maritime losses and casualliies were enormous, and about 350 lives were lost near our
shores, whilst the Continent suffered also. The
violence, frequ ency, and duration of the squalls
formed a pe~uliar feature of this tempest. The air
w~s dar~ with .snow, an Arctic blast driving it
wlldly,
the wmd and snow in angry conflict ,
''the sky and. 'air ve~ed and dim., The greate~t
pressure of wmd r egistered at the Greenwich Observatory during this tempest was 19 lb. on the
square foot, and tho greatest velocity has been
stated at about 100 miles an hour at London Kew '
and Oxford.
Du~ing the ~ve weeks ending December 2, the
durat10~ of bng.ht sunshine, estimated in percentage of ItS possible amount, was for the united
Kingdom 25, north Ireland 32, south-west England
31, south Ireland and West Scotland 29, east
England 27, sout h England and the Channel I sles
26, north -east England 25, central England 24,
north-west England 22, east Scotland 21, north
Scotland 12.
(DEC. 8, I 89 3
E N G I N E E R I N G.
l\IARSHALL, SONS,
AND 00.,
LIMITED, ENGINEER~ ,
GAINSBOROUGH.
'
DEc. 8, 1893. J
past midnight, and again from 9 A.~r. till within a
short time before the audience assembled. Hence
the simple experiments seldom failed; his impor tant
ones, we may say, never. Showy or brilliant demonstrations h e cared very little for. Will t he experiment elucidate the theory ? was his first cruestion.
Can it be seen 1 was his second. Will it be understood 1 was the third. His audience was always in his
confidence ; it was never taken by surprise by some
unlooked-for d enouement. Yet with all this care
and foresight he ever dreaded his entry into the
lecture-room. He once told the writer, with h is
foot on the entra nce step, '' I never go through
that door but in fear and trembling." This feeling
lasted but a few secon ds ; a few hesitating words led
the way to his first demonstration, a nd after that
h e treated his hearers as if they were his helpers,
looking for and getting t h eir sympathy without a
thought of criticism.
I t was not that the ma tter was always new ; the
'text-books of the time , wherein students could find
the main scientific truths, were fairly up t o date,
but Dr. 'ryndall's ex periments had the twofold
charm of novelty and of being presented in log ical
sequence. People who seldom or nev~r reasoned
found themselves caught in a tra in of inductive
experiment, eagerly looking for the logical res ult,
and oftentimes, t o their great delight, predicting
t h e conclusion befor e the lecturer had r eached it.
\Vhen this was the case Dr. 'ryndall was at his
happiest, and his a udience, a s enthusiastic a s himself, would hail with rapturous applause th e
movement of a spot of light or the dancing of a
straw, because they alike f elt that by these movements some hitherto mysterious workin g of one of
the forces of nature was shown and could be
understood.
The ostimation in which Dr. Tyndall's talent as
a lecturer was held can hardly be better emphasised
t.han by the following quotation from a resolution
passed at a meeting of the members of t he R oyal
Institution , M arch 3, 1873, on his re turn from th e
United States :
" Resolved, That the warmest congratulations of the
members of the R oyal Institution be offered t o their
Professor of Natural Philosophy upon his arrival in E ngland from the U nited States of America, in which, upon
the invitatiCi>n of the moRt eminent scientific men of
America, be has recent ly been delivering a series of
lectures unexampled for the interest they created in that
country, and the large and distinguished audiences who
have been attracted to them.
"The members of the R oyal Institution rejoice that the
people of America. have shared in the advantages of Professor Tyndall's teaching and illustrations of those scienoes
which have been so greatly advanced by the labours of his
J>redecesso~s, a~d by his own, in the laboratories of the
Royal Inst1tut10n.
"They receive and welcome him, on his return to what
they are proud to be able to designate as his own scientific
home, with satisfaction and delight, and wi:~h him longcontinued health and prosperity. "
Most of Dr. Tyndall's lectures h e afterwards
expanded or condensed into books, many of which
form text-books of the subjects treated -for
example, "Sound, " " Heat as a M ode of Motion,"
"Light, " "Notes on E lectricity." His "Fragments of Science " h ave high literary as well as
scientific merit.
His researches on radiant heat had the foremost
place in his h eart. These were embodied in the
two theories he h eld in highest estimation- the
wave theory of Young, and the mechanical theory
of heat of Joule. With t h ese two theories he
believed man to be able, given time and opportunity, to fathom the universe and make clear to the
understanding the working of the forces of nature
in itR r emotest parts.
Beginning with "Sound," he p opularised t he
wave theory, leading the minds of his hearers from
the perception of material visible waves to the no
less acute perception of the vibration s making
themselves known as h eat, light, and electricity.
Joule's mechanical theory of heat, w hieh might
have remained for years as the philosophic pet
of a few profound thinkers, he so demonstrated
by experiment and expatiated on by inference
and example, that he has made it the common
possession of the schoolboy at his desk, and the
mechanic at his bench. The gain to mechanical
science must have been imntense.
Time would fail to go over the whole of Tyndall's
work; it will be found at some length in back
numbers of ENGINEERING, and in articles on the
Royal Institution yet to come. They comprise
papers on ''Radiation, " ''Sound, " ''Light, " ''Fog, "
"Dust and Disease:' "Germ Theory," "Floating
E N G I N E E R I N G.
Matters of the Air in relat ion to Putrefaction and
Infection, " ere.
. The general acceptance of the germ theory of
dlSease, and the virtual triumph of the antiseptic
system of surgery, in this country is due to the
masterly manner in which Mr. Tyndall brought
the views of Pasteur and his fellow-labourers
before the public.
Professor 'fyndall wa.s married on February 20,
1876, in Westminster Abbey, to L ouisa Charlotte, daughter of Lord Claud Hamilton. At the
annual meeting of the members of the Royal Institution on May 1 following, a silver salver,
together with the sum of three hundred guineas,
was presented to Dr. Tyndall by the chairman.
Dr. Tyndall' s gifts from time to time to the Fund
for Lh e Promotion of Scientific Research amounted
in t he aggregate to 140l. In addition to this, he
liberally contributed t o the cost of his own r esearches, and presented to the Institution t h e
splendid and extensive apparatus employed by him
in his lectures on ligh t in America.
The profits of the American lectures were appropriated by Dr. Tyndall to the establishment of a
fund to assist the scientific studies of young
Americans in Europe.
Tyndall was now at his best. He took part in the
introduction of t he electric light. He was gas examiner to th e Board of Trade, examiner in physics
at South Kensington, scientific adviser to the
Brethren of the Trinity House. But unhappily his
p owers soon began to fail. The sleeplessness which
he had so long and b ravely combated, again returned, a nd. this time was to be the victor. In vain
he sought rest and quietude f or his over -taxed
brain . Switizerland and perfect repose seemed for
a time t o do h im good, but as soon as he r eturned to t h e busy haunts of men, sleep
forsook him. He found the directorship of the
R oyal Institution had become, instead of a
pleasure , a trouble t o him. IIe was also much
troubled by losing his assistan t, Mr. John Cottrell,
whose integrity, ability, and devotion to him he
had fre<1uently mentioned in his books and papers
wi th warm commendation.
His last lecture at the Royal Institution was
delivered on J~nuary 22, 1886, on "Thomas
Y oung. "
Shortly after this he was granted a
y ear's h oliday by t h e managers.
Before t h e year had expired, at th e April meeting of t h e members of the Royal Institut ion, t h e
managers r eported that at their meeting on March 7
the following letter from Dr. Tyndall was read :
''Hind Head, Haslemere,
''March G, 1887.
"MY DEAR Sm FnEDERICK BRAMWELL,-The year's
ho1iday so graciously and considerately granted me by
the managers will come to an end next month, and in
therefore behoves me to state, without further delay, for
the information of the managers, bow matters stand with
me.
"A brief conversation with my friend Sir Frederick
Pollock , and my own reflections thereupon, have convinced me that, mstead of making a statement myself at
the board meeting on Monday, it will be more expedient
to embody what I have to say m a letter to you.
"For more than a third of a century it has been my
privilege to enjoy the unfailing sympathy and encouragement of the managers and members of the Royal Institu~
tion. It is now my duty to return to their hands the
trust which they first committed to me in the spring of
1853. 1 have come to this resolution on account of the
need I feel of thorough rest, and of freedom froru engagements as to lecturing, the non-fulfilment of which would
be detrimental to the Institution, and a cause of sore
distress to myself.
"Worries connected with building, and other worries
inimical to quietude of brain, have for the last few years
troubled me much. These are now, for the most part,
things of the past, so th&t the freedom I seek will, I doubt
not, soon restore me to ~ood health.
" I returned from Sw1tzerland so refreshed and .invi~o
rated that I hoped to be able to cope succe.c;sfully w1th
all the duties then before me. I had assured myself of
the friendly aid of Mr. Crookes, and bad even arranged
to go to Paris to purchase some instruments necessary for
my contemplated work. To the end of the year my
health contmued strong. Then came a long-continued
spell of withering easterly winds, which chilled me, dried
me up, and brought on an attack of sleeplessness, intense
wbile it lasted, but which, happily, has in great parb dis
appeared with its cause.
Of my ultimate and complete recovery I entertain little
doubt. Still it would be obviously unfair to the meru hers,
as it would be intolerable to myself, to allow the fortunes
of our great Institution to depend in any degree upon such
caprices of health. Ib is therefore my desire to make room
for a succeseor whose years and vigour will place him
beyond all changes and chances of this kind.
''Of the feelings called forth by my separation from
the Royal Institution, I have said nothmg. But the
managers will understand that my silence in this respect
is due nob to the absence of such feelings, but only to the
E N G I N E E R I N G.
model experiments, it would appear that no highspee.d ocean passenger steamer with two screws has
attamed as high an efficiency. as t~e best single
sc~ews. In the three-screw sh1ps whtch have been
tr1ed- amongst the number are the French cruiser
Dupuy de L ome, the German cruiser Kaiserin
~ugusta, and two .Italian boa~s -no greater effictency has been attatned than with the twin screw.
On the other hand, Dr. White, the Chief Constructor ~t ~he Ad~iralty? although he spok e with
character1~t1c .cautwn, sa1d that the question had
bee!l studied 1n the Government service, and comparing .the closest . data, they had arrived at the
concluswn that tw1n screws h eld t heir own with
the single. ~crew: in the matter of efficiency. Thus
do author1t1es differ ; and it seems quite probable
t~erefore, that with the t riple screw greater effi.~
Clency may yet ~e got, but as yet there are no reliable data. In thts connection it is interestina to note
that from the d~ta to hand the slip of th~ screws
of the Columbia at the speed given was 19-:\- per
cent. The screws of the Columbia differ in t heir
arran~eme~t from those adopted in several correspondtng 1nstances. The side screws are spread
from f?rward t o aft ; t hat is to say, the shafts run
a.t a sl~ght ~~gle to the centre longitudinal plane of
the shtp, g1v1ng r oom for the screws to work in solid
water and avoid the friction of the hull. They are
also placed as far forward of the centre screw as
possible. The centre screw is placed lower down
and inclined downwards from forward t o aft.
'
. Th" thr~e sets of engines are of the ordinary
1':lverted t~Iple-co~pound _type, two being placed
stde by side as 1n a tw1n-screw ship while t he
centre-screw engine is in an after co~partment.
The cylinders are 42 in., 59 in., and 92 in. in diameter respectively, the stroke being 42 in. They
are carried in front on cast-steel columns braced
fore and aft by stays, with the usual fra~ina at
back. The intermediate and low-pressure cylinders
are steam-jacketed. All main valves are of the
piston type, and the reversing gear is of the bar
link type. The pistons are of cast s teel and
conical ; the connecting-rods are 7 ft. from centre
of crosshead to centre of crankpin, and weigh, with
brasses and caps, 6500 lb. each. The crankpins are
17 in. in diameter and 21 in. long, while the shafting is 16 in. in diameter, with a 6-in. core. The
screw propellers are of bronze, the pitch being
21 ft. 6 in. The centre screw is 14ft. in diameter,
and the side screws 15ft. It therefore follows that
these blades project beyond th~ run of t he ship,
and must, therefore, be a constant source of danger
with vessels passing at close q uarters. This, indeed, is one of the serious objections to t he adoption of the twin screw in merchant vessels. There
are eight double-ended boilers, wit h 64 furnaces.
They have a diameter of 15 ft. 6 in., and a length
of 18 ft. They are constructed of 1!-in. shell plates
-three to the length. They are worked under
forced draught on t he closed stokehold system,
having a capacity of 20,000 cubic feet of air per
minute.
The trial t ook place on N ovemher 18, when the
vessel ran once in each direction over the Navy
measured distance of 43.97 nautical miles off
B oston. At intervals of 7 or 8 miles along the
rou te ships were moored as buoys, and naturally
the speed between the buoys was taken. The time
between each buoy is given on an adjoining Table,
and it will be noted that between t he seventh and
eighth buoy-ships the speed r eached 25 knots; but
Commodore Melville, Chief of the U nited States
Naval Engineering D epar tment, who designed the
engines, is inclined to t he belief that t he buoy-ship
must have d rifted and shortened t he distance, which
would consequently affect t he mean speed, not only
for that period, but probably for t he whole run.
The r evolutions of the engines over this short distance did not show any appreciable differ ence from
the mean. As indicated in the 1'able, t he speed out
was 22.92 knots, and h ome 22.7 knots, but if we
assume that the vessel only ran between t he Dolphin
and the Fortune both out and home, we find that the
distance is 36.23 nautical miles, and that the time
out was 1 hour 36 minutes 49 seconds, and home
1 hour 37 minutes 32 seconds, so that the speed
for the distance, which is apparently assumed
as absolutely correct, was, on the outward r un,
22.46 k nots and on the h omeward r un 22. :n knots,
the mean b~ing 22.38 knots. But it is very probable, looking at t h e figures, that t he F ortune
and Vesuvius station vessels moved t owards each
other, so that the distan ce in the one case would
be shortened, while in the other it would probably
[DEc. 8, I 893.
Distance in
Nautical
Miles.
E lapsed
Time.
Speed in
Knots.
m. s.
Dolphin
..
..
..
o.00
lrwana
..
..
..
2.37
6 18
22.66
Kearsa.rge ..
..
..
6. 66
18 4
22. 11
Leyd en
..
..
..
6.66
17 18
23. 10
Fern ..
.
..
..
6. 4
18 16
23.55
Narkeeta
..
..
..
6. 4
17 16
22.22
For tune
..
..
..
7. 74
21 36
21.53
Vesuvius
..
..
..
7.74
18 18
26.31
Elapsed time, 1 hour 55 minutes 7 seconds to cover a distance of
43.97 miles, giving an a verage ot 22.92 knots fo r one-balf the
course.
T he R un South.
Vesuvius
.. I
0.00
Fortune
7.74
18 45
24 77
Narkeeta
7. 74
22 0
21. 11
Fern
6.4
17 45
2 1.64
Leyden
6.4
16 11
23. 77
Kearsarge
6.66
22.96
17 24
Ir wana
6.66
22.71
17 53
Dolphin
2.:11
6 17
22.70
N 0 T ES.
THE MANCHESTER SHIP CANAL.
THE first passage of the Manchester Ship Canal
from end to end was accomplished yesterday, t he
directors of t he company having gone over the
canal in the ferry steamer Snowdrop, a boat over
40 ft. beam. They arrived from Liverpool at, the
P omona Dock, Manchester, at 3 P.M . , after an inspection of all the lock gates, swing bridges, and
the Barton aqueduct. The hydraulic machinery
worked admirably in every case, and no difficulty
in navigation was encountered at any point of the
canal.
We heartily congratulate Mr. Leader
DEc. 8, I 893.]
1879-80. The advance in the net profit was, h owe ver, only from 5,833,937 dol~. in 1879-80 to
7,496,037 dols. in 1892-3. In other words, while
near~y half the r evenue acquired in 1879-80 was
profit, the corresponding proportion in 1892- 3 had
sunk to less than one-third. This was attributable,
no doubt, to the pressure in one form or another of
the competition, or the tendency to competition,
which is so marked a feature in American life. The
Western U nion Telegraph Company was ch a rtered
April 4, 1856. In the first instance, it was a corn
parati vely small concern ; but the policy of the
director s has been t o continually expand the undertaking by buying up other telegraphic e nt erprises.
At the commencement of 1881, the company's
stock had grown to 80,000,000 d ols. By November,
1887, it had b een carried to 86,200,000 dols.; and
in October, 1892, it was finally increased to
100,000,000 dols., at which it at present stands.
THE NEW :AMERIUAN ATL J.NTI C LINERS.
E N G I N E E R l N G.
over the Canadian Pacific from Vancouver to
M ont real. With such resources at hand, engineers
are naturally loth to abandon its use, and hence
for bridges of large span a ''combination"
system has been developed, in which al1 the tension
members are of iron and steel, whilst tim her is used
for the struts. A great saving is thus effected. One
of the l ongest spans yet attempted on this system
is the cantilever bridge over the North U mpq ua
River, near Roseburgh, Oregon, which was described in a paper read before the American Society
of Civil Engineers by Mr. Ottewell, the engineer
for the structure. The shore arms of the cantilevers in this instance are each 147ft. long, and the
river arm~ 105ft. The suspended portion is 80 ft.
long, so that the main opening has a total width of
290ft. The bridge was e rected by building out,
temporary members being fi tted where neceesary
for this purpose. In A11stralia, a similarity of conditions appears to be leading t o the adoption of a similar system of bridge construction. The native ironbark timber, though hard and difficult to work,
is extremely strong and du'fable, and, being
abundant, can be got cheaply. All ironwork, on
the other hand, must be imported, since as yet
no rolling mills have been erected in these
colonies.
The Government bridge engineer, Mr.
J. A. Macdonald, M . I . C. E., has accordingly
determined to adopt the composite system for
the Cowra bridge, consisting of three 160-ft.
spans. Since girder-work a ppears to cost about
24l. per ton erected, it is obvious that a considerable saving in the first cost of the bridge can
thus be effected, and though the combination structure is l ess durable, still, after allowing for this, Mr.
Macdonald fi nds that the annual outlay for maintenance and sinking fund shows a saving of 37 per
cent. as compared with the cost of the iron structure.
E N G I N E E RI N G.
[D Ec. 8, I 893.
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D Ec. 8, 1893.]
N OVEl\IBER, 1893.
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NoTE.-Each vertical line representl:l a market day, and each horizontal line represents 1s. in the
case of hemati\e, Scotch, and Cleveland iron, and ll. in all other cases. The price of quioksilver is
per bottle, the contente of which vary in weight from 70 lb. to 80 lb. The metal prices are per ton.
Heavy ateel rails are to Middlesbrough quotations.
INDUSTRIAL NOTES.
CoAL still occupies the supreme place in questions of
labour, for the recent settlement has only begun to
operate in its effects upon Brit ish industry in general,
outside the coal trade itself. On the whole, t he t erms
of the settlement have been well observed and carried
out. Delays have occurred in some instances, but these
were inevitable, owing to the nature of the industry,
for an idle pit is always in mischief, accumulating
gases in t he stalls and ways, filling up the workings
by falls of r oof and face, and other wise deranging the
entire workings and machiner y. There was a hitch at
Lord Fitzwilliam's collieries in Yorkshire, but this
was got over by an agreement that unionists and
non-unionists should work amicably side by side.
The letter indicating terms was read amid cheers.
The pits employ about 12,000 men. At the Ackton
Hall Colliery of Lord IVl asham, there was a dispute in respect of the discharge of a man who ga ve
evidence as to the Featherstone disturbance, and the
men refused to work unless the man were reinstated.
But acting on t he advice of Mr. Cowey, the men
agreed to resume work, aud to pay t he man ll. per
week till he can obtain work elsewhere. The conference of Lancash ire and Cheshire miners condemned
the practice of st acking coal under existing circumstances, as being injurious to the public, and not to the
advantage of the men. T he IVIiners' F ederat ion have
appointed t heir fourteen representatives t o the Conciliation Board, to be established under the Foreign
Office settlement , the men select ed heing those prt~sent
at that conference, representing the miners. In
general, the pits are in full swing wherever there are
no existing difficulties in the workings, but the supply
to the public in many districts has been short, owing
to the crowded state of the railways, and the dera ngement of traffic consequent upon the idleness for some
time past, and the pressing requirements for t he manufact uring industries and large works which had been
idle.
The Scotch miners demand an advance of ls. per day
in wages, and refuse to work until the demand is conceded. During the past week several conferences have
taken place at Edinburgh, Glasgow, and elsewhere,
wi thout any permanent set t lement of the dispute. An
offer of 6d. per day advance until February 1, and the
establishment of a board of conciliation, was refused by
the coalowners, the latter offering t he existing rates of
wages till February 1, the other matters to be referred
t o a board of conciliation. A later conference, und er
the presidency of the L ord Provost of Glasgow, was
held, when it was hoped that terms would be arranged,
but the conference proved abortive. The Fifeshire
coalowners, however, agreed to concede 6! per cent.
advance to t heir men, after a prolonged discussion
at a conference at Edinburgh, the advance to take
effect a fortnight from the giving in of the notices.
The effects of the coal dispute in cotland are being
felt in several industries.
In the outh W ales district s the wages of the miners
have been advanced 7 ~ per cent. under the sliding
scale. The advance seP.ms slow in comparison with
t he reductions. The first advance was 2~, now 7! ,
total 10 per cent.; whereas the first reduction was
31! per cent. and the second 12i per cent., total 43~
per cent. But it is possible t hat the }?asis of the present advance does not take into account the very
highest prices attained since the strike. The work of
reorganisation is going on in \Vales, and it is possible
that at no dista11t dat e the vVelsh miners will be more
in accord with t he federation policy than they have
hitherto been.
In the two great northern coalfields of Durham and
--
E N G I N E E R I N G.
710
In the Sheffield and Rotherham district the condition of trade has not very materially improved as yet,
and as there is still considerable uncertainty as to the
price of fuel, the quotations tor iron are strengthening.
~'orge iron is higher by from 3s. to 4s. per ton than in
the July quotations. Pig iron from Derbyshire and
Lincolnshire r ealises higher prices, and hematites are
also higher. But it is expected that the l ocal blast
furnaces will soon be in blast again, so that the rates
may be moderated somewhat.
---
---
means something beyond bare subsistence. The resolution put it at " such a wage as shall enable workers
to maintain healthy and human homes." '' Huma ne"
would have been a better word, meaning something
more.
Professor Cunningham's resolution d eclared
that it was to the interest of the whole community
tha t such high er standard should be fixed, as it would
tend to the b est efficiency. The last resolution was
in favour of conciliation and arbitration. If the conference can help to bring about those conditions, th e
country will be all the better for them. But they will
be a long time coming. The present condition is the
outcome of centuries, and the evils inherited cannot be
stamped out in days, or in years. These are matters
of slow growth, but we are growing apace, and the
rate has rapidly increased during the last two or
three years.
It is rumoured that a decided effort is to be made to
introduce the eight-hours system into Government
workshops and shipyards, by degrees at first, but with
the view of making eight hours the normal working
day. The Government can do this just as well as a
municipal corporation, local b oard, or other body, or a
public company or firm. They are employers, and can
make their own departmental regulations as they
please, subject to the criticism of Parliament. It
requ ires no Act of Parliament to effect it, and n o
statutory enactment, only that the increase in cost can
be challenged on the Eatimates for the year. The
exp eriment will be t ried by the 'Var Office and the
Admiralty at first, but the civil servants of the Crown
will not be content until they also obtain the same
t erms and hours.
[Dtc. 8, 1 89 3
would probably have been stopf>ed in time to avoid the
collision altogether, a more de!\irable result to obtain than
that of simply reducing the amount of damage sustained
after the occurrt-nce of the collision. " In this conclusion
we concur. One of the firemen had been on duty 19~
hours, with only three hours' rest, which the Government
inspector characterised as a most improper arrangement.
With the view of preventing the sticking off of signals
owing to the upright rod being frozen, we would suggest
that either the length of the rod be made as short as possible, by placing the counterbalance lever a.s high up a!i
possible on the post, a.s is successfully done on some of our
English railways, or, if the arm is counterbalanced, to do
away with the rod altogether, and use wire to "pull " the
signal off. Upright rods are heavy, and throw a great
dea.l of useless strain on the wire and lever in the cabin,
and a.lso involve a lavish expenditure of oil (which runs
to where it is not wanted) m order to keep them from
binding in the guides. W e also sincerely hops that not
only the Highland a.nd the 1\IIidland and South-Western
Railway Companies, but all those who ha.ve such interlocking at the passing places of their single lines as has
been rightly condemned at Ludgersball and here, will see
their way to bring it more up to da.te, especially as the
alterations involved would be very inexpensive.
DEc. 8, 1893.]
fields. In such cases it was not possible to use closed
shells, a.nd this introdured trouble. .The best resul t he
bad yet obtained was to reduce the dtsturbance to about
onefifth. Anot~er difficulty was introduced by the f~cb
of the shield ~emg magn~t1sed by the ~urrent passmg
through the cotl, and, owt!lg to hysteresu~, t~e P.erm~a
bility was different accordmg. as the magn~ttsa.t10n mcreased or decreased. By usmg an outer tr<;>n shell a
great improvement bad been effected .. ';J.'o o~tam th~ best
results, 1t was ~mportant. to have no J?mts m the s~t~lds.
A coil fram e w1th two sbtelds of bent 1ron w~s exbt.bi.ted.
Mr. J. Swinburne remarke~ that the subJect ~1v1~ed
itself into two-shielding of mstru~ents and. sht~ldmg
sour~es. If a dynamo itself be shield~d, th1s dt.d n.ot
prevent the currents in the_leads prod~cmg: magnetiC ~ls
turbances. This was very Important m .shtps. By ustog
an alternator with revol ving fields, all d1sturba nces could
h
be avoided.
Dr. C. V. Burton inquired whether by c~ns1dermg t e
hydrodynamical analogue of a porous matenal the cas~ of
.
perforated shells could be elucidated. .
Mr. A. P. Trotter wished to know If t he homogene1t.Y
of the shield was of much consequ~nce. At Qxford 1t
bad been found that a screen of 4 m. of scrl:"p Iron was
better than boiler plate. Mr. Bla.kesley asked 1f the effect
of moving a magnet side ways in a sphere had been observed. H e thought the mathematics developed in the
pap~r would be useful in working out the magnetic theory
of the earth. Profes~or S. P. Thompson thought t~at
taking the permeabiltty as constant would not be qlllt e
correct for JJ. was a function of the magnet isation. Hence,
in the ~ases considered, the outer shell would be the more
permeable.
.
.
In his reply, the President said scrap tron m COJ?tact
was not like clear space, for there were comparattvely
free paths for the induction at the p oints of cont~ct. As
regards the shielding of the dynamo at. Greenwteh, Mr.
Cb ristie bad written to say that the credtt was due t o the
makers of the machine and shields, Messrs. J ohnson and
Pbillips.
"
Professor G. M. l\Iinchin, M. A. , read a. paper on The
.Action of Elect1o Magnetic Radiation on Fil!ms containing
Metallic P owders." After noticing t he resemblance <;>f
the phenomena. exhibited by tubes containing metallic
filings shown by Mr. Croft on October 27, to those of
photo-~lectri~ im P.ulsion cells, he repeated some of the ex
periments w1th filings, ~nd found the same effects w.hen
the filings were of ordmary fineness. H~ also notiCed
that the experiments did not succeed either when the
filings were coarse or very fi.ne. Coarse ones always c~n
duoted, whilst very fine fihngs or p owders acted as Insulators except when strongly compressed. To establish a closer connection with th~ impulsio~ <;:ells, he trie.d
films of gelatine and collod~on contamm~ m.eta.ll.tc
powders. (Directions f~r preparmg the fi~ms Yler~ gt ~en m
the paper. ) On insertmg such a. film m cucu.1t with a
battery key and galvanometer, 1t acts as an msulator.
To render a 'small portion conducting, the electrodes on
the surface of the film are brou&'ht very clos~ .toget her,
and one of the wires touched wtth an electrt fied body.
{An electric gas-lighter was often used.) This caused a.
current to pass. The electrodes may th en be separated a.
little fur ther and the process repeated until a ny desired
portion is rend ered conducting. The p eculiarity of such
a film is that if the circuit be broken at the film, the film
becomes an insulator; whereas breaking the circui t at
any other point leaves the film conducting. The action
of the sparks or charg~s on the con ducti yity of ~he films
is attributed to the mfiuence of electr10 surgmgs produced in the wires by the electric discharges.
The P resident read a written cotnmunication from P rofessor 0 . J . L odge, in which the writer suggested that
the phenomena. of the ~lms, .and also of L ord Ray lei~h's
water-jet experiment (m which water drops a re caused to
coalesce by the presence of an electrified body), were d ue
to the r~nge of molecular attraction being increased by
electric polarisation.
Mr. Blakesley said be had tried Mr. Croft's experiments and found that conductivity could be established
in a. tube of fil in~s whilst the circuit was unclosed.
Breaking the circmt of a transformer or electro-magnet
would prod~ce cond uctivity; ~ence he conclud~d that
electric surgmgs were not essentiaL Another curious experiment was t o put the ~ ischarging kn~bs of a n electric
machine on a photographic plate at a d1stance of a few
inches. On turning the machine, a small spark travels
slowly along the plate from the nega.ti ve t o the positive
knob. On reversing t he polarity of the mach ine the
spark travels b:1ck along the same path, but if the polarity
remains unchanged a second spark usually travels along a
dlfferet t path.
P rofessor C. V. Boys a.~ked P rofessor Mincbin whether
the films themselves, or the contacts between the electrode
a.nd films, were made conducting by the sparks.
ProfessorS. P . Thompson wished to know if ordinary
photographic dry-plates would serve the purpose.
Mr. Evershed inquired whether the metal used as
e1ectrode made any difference.
Professo1 Minchin, in his reply, maintained that the
phenomena were due to electric im?ulses. He had not
tried photographic plates, and bad always used platinum
for his electrodes.
- --
711
E N G I N E E R I N G.
in more than one her exhibits occupied a front rank. ~he
number of her exhibitors was surprisingly. large, ha.v~og
been 12!.>0 as compared with less than 600 m the BrJttsh
section (the art exhibits being excluded in each case). Nor
were the exhibits of a trivial character; on the. contra.ry,
they gave a more vivid idea. of the wealth and m creasmg
power of the colony than has ever before been presented.
Nor must it be supposed that the bare number o~ ~be
exhibitors conveys any idea of the number of exhi bits.
Then the Exposition Commissioners of the colony, ~ho
made devoted and successful efforts to benefit the secb10n,
made extensive collective exhibits, a nd so did the various
Gmernment departmentt:i. The educati.onal exhibi~s CO!ltributed by the D epartment of P ubhc Instruct10n ~n
Sydney, as entered in the catalogue are under fifteen I?
number, but th ey represented no. ~ess than .20,00 exhtbitors five exhibits of the Exposttton Commtss10ners of
t he coiony comprised more than 600 objects; there we~e
very large collective exhibits of wool; the pbotograp?Io
exhibits were very numerous, and so on .. ~be f~llowmg
list gives the number of catalogued exh1b1 tors m each
departm ent, the n umber of British exh_ibitors in the
same departments being added for compa.nson:
NewSouth Great
Wales. Britain.
D epartment A . Agriculture ..
526
75
,
B. H or ticulture .. .
282
19
D. Fisheries
...
19
6
;;
E. Mining...
...
231
38
,
F . Machinery .. .
9
59
,
G. 'l'ransportation
19
79
,
II. M anufactures
43
192
,
J. Electricity ...
8
,
L . Liberal Arts . ..
108
98
,
M. Ethnology ...
33
2
,
N. Forestry
...
22
2
From the above it will be seen that in Agricultur e,
Horticulture, Mining, and Liberal Arts, New South
Wales took a. leading place, while in Fisheries, Ethnology,
and Forestry, she was very prominent. As might have
been expected, in Transport~tion, Machinery, and Ma:nufactures the ex hibits were n ot num erous, for the t1me
has not yet come for the colony to be a manufacturing
country and t he means of transportation are not yet
largely developed compared with the vast extent that has
to be trav ersed. It wa.CJ in t he display of her natural
resou rces that New South Wales was so conspicuous,
and in the exhibition of her highly developed educational system. ~t is ~orthy of notice, too, t~at the
E thnological sect10n, whwh added so much to the mterest
of th at department, could in no way, direct or indirect,
serve the commercial interests of the colony, and must be
regarded wholly as a. proof of good will and a desire to
promote the success of the Exposition. As may be supposed wool was the principal object shown in the Agrioul tu;al D epartment; there ~ere over 400 ex hibits ?f .wool
in the fleece or the bale, commg from about 200 exlubi tors.
These came from 19 wool di tricts in various parts of the
colony, districts producing more than 60,000,000 of sb~el?.
In the Horticultural D epartment, the bulk of the exhibit
was of wine for the colony is now pushing its wine-making
industry b~rd, and the vineyards are increasing every
year. ;here wer~ some 25q exhibitors of New ~outh
Wales wine, whtch collect1 vely made an admirable
show, and represented an annual produc~i~n of ab<;>ub
half-a-million gallons. The numerous exhibtts of dr1ed
and preser ved fruits, and the luxurious collections of
palms and ferns, spoke eloquently of ~be fertility of the
soil and the favourable nature of the chma.te. Although
there were only nineteen exhibitors in the Department of
Fishing a nd Fisheries, there were a large nu~~er of
objects shown. The New South Wales Commtsstoners
sent some hundreds of speci mens of Australian fishes, of
fish-eating birds, and of reptiles. The reports of the
Fisheries D epartment of New South Wales wera there,
so were m odels of fishing boats, and a large collection of edible fish es, .illustrating ~i!ferent ,m~thods of
preser vation. The lVImes and .Mmmg BUJldmg contained undoubtedly the crowmog glory of the- New
South Wales exhibit. No less than 231 exhibitors
crowded the spacious court, with every class of useful
mineral known in the colony. In this, as in the
other departments, the chiefs of departments and the
E xposition Commissioners did all m their power t o
add to the value and importance of the court.
The New South Wales exhibits for the mines display a.t
the World's Fair consisted of 2550 packages, m easuring
11106 cubic feet, a nd weighing 2751 tons. The contents
of 'these packages were arranged on a floor space containing
8301 square feet, and a. wall space of 1445 square feet.
The court bad a frontage of 87 ft. on the main central
avenue, and a. d epth of 160ft. to the west ern wall of the
building. A main division al passage traversed tb~ space
ab right angles to the frontage, the entrance to whtch was
formed by two massive octagonal trophies of tin and
copper ingots with bases of ores. Following this passage
west, two raised platforms, one on either side, were met
with ; on these were ad vanta.geously placed four handsome
upri ~ht show-cases. ~ith l?yrami~a.! plush-covered sta.nds
withm, ea~h contammg n ch exhtbtts of gold or preclOus
stones, to be mentioned later on. The passage then passed
under the centre span of a large triple archway and through
an avenue formed of full sections of coal seams, ranging
from 6 ft. to 14ft. high; these sections were partially encased in panelled framings which carried small archways,
supporting trophies of flags and coats of arms. At about
60 ft. from th e western wall a cross passage formed a. good
division between the metallic minerals and coal, and the
non-metallic minerals and geological collections and maps.
The entrance to the latter section was formed of large handsome marble slabs panelled into an arch way frame; the
main passage continued between large and massive
pyramids of building stones, trophies of cement, paint
ochres, alum-stone, &c. , and terminated at the superintendent's office. The whole court was tastefully d ~corated
with trophies, formed of shields with the Austrahan arms
and flags, which were advantageously placed a~ .all convenient points. On the wall space and partitiOn~ excellent enlarged photographs of mining and cave ':tews,
and geological and mining maps, were arranged effecttvely.
The most striking objects in the courtwer~ the han~some
silvered column erected by the Broken Htll. Propnetary
Company, and the massive triple archway wh10h.sl?anned a
portion of the space n ear the back of the exh1b1t. The
column will be described under the head of '~Silver. " The
archways, having two <.:I ear spans of 11ft. 6 m .. and. one of
15 ft., sprung from four ma~siye pillars.12 f~. 6 m. h1gh and
4 ft. 6 in sq uare ; two cons1stmg of b1t';lmmous coal, and
two of p etroleum oil coal, or bog head mmeral. The bases
of the pillars were formed of .W ara.tah sandstone 1 ft.
in thickness, and capped by 6 m. of Sydney sandstone.
The 11ft. of coal between the sandstone bases and caps
of the two centre pilla rs represented about the average
working thickness of the main (Borehole) seam from
which the coal was taken in the Newcastle coalfield. The
sandstone bases represented the strata below the ~pper
coal seams which are quarried in this district for bUildmg
vurposes ; and the sandstone cap, the upper beds !Jf .the
coal measures at Sydney, and of w.b10h the prmCipal
public and p rivate buildings of the capital are constructed.
As before stated the remaining pillars consisted of petroleum oil cannel c'oal, or ' 'kerosene shale," as it is locally
termed. The two principal mines in the colony each C?ntributed a pillar formed of rough blocks, and m to whteh
full sections of the seamA were worked.
The superstructure of the archways, which rose about
28ft. from the floor, was covered with ~lack cloth, and. b?re
an inscription on both sides in bold stlv6r letters, gtvJDg
statistical information of the quantities and values of the
various metals and minerals produced in New South
Wales from 1851 to end of 1891. The inscription is as
follows :
T otal value of mineral!:! raised in New South \Vales
from 1851 to end of 1891, 453,353,378 dols.
Value.
Mineral.
dols.
...
.. ... 178,7 58, 6!.>8
Gold .. .
Silver .. .
,
lead ...
...
.. . ...
54,978,350
,, ore
Tin
. ..
.. .
.. .
.. .
. ..
46,300,228
Copper...
..
...
.. .
...
29,273,874
Antimony
. ..
.. .
...
.. .
562,778
Bismu th
..
. ..
.. .
...
178,075
Fluxes ...
.. .
.. .
...
. ..
511,701
Sundry minerals
...
.. .
.. .
844,648
Coal .. .
.. .
.. .
.. .
. ..
124,195,672
Shale (petroleum oil coal) .. .
.. .
6,885,2G!>
Iron ...
...
.. .
...
...
1,864,115
It is worthy of note that a comparison of the per capita
values of the production of the United St ates and of New
South Wales, respectively, for the ten years endin ~ 18!>1,
on a. estimated population of 65 millions for the United
States, and l i millions for New South Wales, shows a.
result of 149.5 dols. to 11. 1 dols. in favour of the latter.
This calculation is based upon the returns given in the
eleventh United States Census, and the Annual Report
of the Department of Mines and Agriculture (N.S. \ V.)
for 1891. Taking the total production of each country
to the end of 1891 on the same pe1 capita ratio, the result
is also largely in favour of New South Wales. Though
coal has taken and is destined to bold the premier position
in the mineral productions of New South Wales, as regards
th':) value of its annual output, it is to the indigenous gold
that t he colony owes its r apid advancement. Gold was
first mined in Australia in 1851, though its existence was
kn own and reported by several different persons at intervals a ntedating the above d ate by twenty-eight years; the
first authentic record of its discovery was by a surveyor
named M'Brian in 1823. R ecent researches, indeed, have
brought to light a record dating back four centuries. On
an a ncien t Portuguese chart of the fourteen th century the
north-west coast of Australia is depicted, and marked
"Costa Doro" (the Gold Coast.)
.At the present time the &"old supply is chiefly drawn
from reefs or veins, the eastly worked shallow alluv ials
of the earlier discovered goldfields having been worked
out. Alluvial or " placer, goldmining is, however, still
carried on on a small scale in n umerous localities, a nd in
the New South Wales Court are exhibited samples illus
trating the physical characteristics of the precious m etal
from all t he principal workingtt, whilst neat labels afford
analytical information as to the quality and value from
tests made in the Sydney B ranch of the Royal Mint.
Conspicuous among the gold specimens exhibited by the
Department of Mines and Agriculture, was a handsome
nugget containing upwards of 313 oz. of ~old, and a fine
specimen of reef quartz with 258 oz. Mr Isaacsobn, of
Nundle, bad a magnificent display of crystallised gold, as
well as a large number of reef and alluvial gold specimens.
In his exhibit was also included a. number of large and
handsome aggregates of quartz crystals from " vugs ,, or
cavities in the auriferous reefs i n th e Peel RiYer District.
Professor Li versid~e, of the Sydney U niversity, in his
collection of crystalhsed and other gold specimens, illustrated some rare and specially in teresting forms of occurren ce.
The display of auriferous reef and lodestones in the
New South \Vales Court was as varied as it was extensive
and massive. The exhibits ranged from carefully prepared
general collections of h and sp ecimens- illustrating the
nature of the vein and lodestones and associated minerals
in nearly all of the mining districts of the colony-to
lar~e blocks and pyramids of ores several tons each in
wetghb. These massive displays attracted much attention,
and, by the size of the blocks composing them, afforded some
712
evidence of the size as well as ch aracter of the deposits
from which t h ey were taken. In the arrangement of
these pyramids, the position and transition of the ores
from oxidised to sulphurised conditions was maintained in
accorda nce with natural order; the sulphuret ores from
beneath the water-level forming the base of the trophies.
Gold-bearing reefs occur in New South Wales in sedimentary rocksof theSilurian, Devonian, and Carboniferous
ages, also in horn blendic granite, porphyry, diorite, and
serpentine. The; auriferous alluvial drifts are of the Permian, T ertiary, and Quaternary ages. E xamples of goldbear ing veinstones and of alluvial gold from each of the
above-mentioned formations are on exhibition.
In all the best known and proved mechanical appliances
for separation and saving of gold from reef or lodestones,
a certain percentage of loss is inevitable even under the
most kindly conditionRof gangue, but this loss is increased
in some instances by tbe extreme fineness of th e gold
p articles, and in others by the peculiar nature of the
gangue or association of refractory sulphides. Samples
of veinstones possessing one or more of the above characteristics are also on exhibition. With a view of end eavouring to obtain some really practical results from
. the display at the W orld 's Fair, large bulk samples of
ores of a refractory character were brought to it for the
express purpose of t esting any new a ppliances or processes, which it was confidently expected would be in full
working order within the Fair grounds ; and thus if a
paten tee should achieve results superior to any hitherto
attainable, the mine-holder and the inventor would by
this means be brought into touch, to th e mutual benefit
of each and the good of the country at large. But it is
a matt er for regret that these expectations have not been
realised. The mining machinery exhibits at the World's
F air fell far short of anticipation; little new was
shown, and even the extremely limited display of wellknown machinery was not fitted up on a working basis.
T ests of ores on a reasonably large scale, such as would
afford some indication of the value of the in vention for
the treatment of certain varieties of ore, were not possible,
owing t o the almost total absen ce of adequate provision
for sludge and other requirements.
Apart from t he great practical and educational value
of a d isplay of mining machinery in active operation, the
general a.ttraetion of t he Fair to visitors would have been
greatly enhanced by such a d emonstration, as was evidenced
by the daily crowded condi tion of the South African space
devoted to diamond washing, cutting, and polishing.
Coal.- New South vValfiS can fairl y claim to be in J?OSsession of the rich est, most extensive, and most accesstble
coalfields in the southern hemisphere. Her capital, the city
of Sydney, is situated over a great coal basin, recen t
d iamond drill boring a ab Port J ackson having proved the
continuation of the northern an d southern coal seams ab
th e great, though not unwork able, depth of 2800 ft.
Newcastle, t he chief coal port of New South \~ales, is
situated 60 miles north of Sydney, and it was here that
coal was first discovered about the year 1796. The upper
beds of the coal measures crop out at the surface on the
sea coast, and continue above sea-level in a southerly
direction for about 20 miles, when they disappear beneath
the N arrabeen and Hawkesbury formations, which are
largely developed at. Syd~ey ; here, as ~efore stated,. a
coal seam 8 ft. 9 in. 10 thtckness was p ierced by a dnll
bore t his point is probably the maximum depth of the
uppe~most seam, as other drill bores have proved it at
l esser depths southerly until Coalcliff is reached, 30 miles
south of Sydney, where the seam outcrop~ at sea-level n.nd
continues rising along t he coast range m the southern
coalfield until an elevation of 1500 ft. is reach ed ab
,Jam beroo. The coal in this field is worked by means of
tunnels and is con veyed to t he coast by gravity.
In th~ Newcastle coalfield the main seam worked is the
B orehole eeam which averages about 12ft. of workable
coal the depth of sinking being 1 from 200 ft. to 300 ft.
The' coal from this field is well k nown as b~ing equal to
the very best of its character the world over. I~ was fully
illustrated in the New South Wales court by etght excellent n atural-sized sections, several tons each in weight,
showing not only the thickness and quality of the coal,
but also whatever blemishes it possesses in the way of
bands and thus affording practical evidence upon which
t o bas~ an intelligent opinion.
The Permo-Carboniferous coal measures of New South
"\~Vales contain three productive horizons, t he uppermost
being the Newcastle ab?ve descri~e~; the second the
Maitland series, from whwh one exh tbtt of cannel e:oal was
shown ; and the third and lowest, ~he Greta .series: In
the most recently discovered ex tenston. of tlns senes ab
East Greta and Redden Greta, the mam. coal seam ~as
been proved in three places to have a thwkness var~mg
from 2R ft. to 30ft. of clean coal of excellent quahty;
and 10 fb. below the floor in the latter workings an~ther
Ream, 10 ft. i n th icknes~,. has been pr<?ved. The Gre~a
Collieries Company exhtbited a fine sec.tiOn about 14 f~. 10
thickness ; but the inten tion of s~ndm~ t o the Fatr a
natural section of the abnormal thtckenmg of the seam
at th e locali ties mentioned had to be abandoned as
imp racticable.
.
.
'I''he Western coal workinga are ~:ntnated about 70 mtles
west of Sydney ; here the coal is worked by t~.mnels from
the valleys which intersect the Blue Mountams, the coal
measures outcropping under l>old escarpments of the
Hawkesbury sandstone before refe~red to.
. .
Boghead mineral or petroleum Oil cannel coal was exhtbited from four localities in New South Wales, k nown as
Hartley, J oadj a, Katoo.mba, and Capertee.
The boghead mineralts locally know~ as kerosene sh al.e,
because its ch ief use is for the productiOn of kerosene 011.
It yields by distillation from 90 to 150 gallons of crud.e
oil per ton, from which about 6~ p~r cent. of k erosene o~l
is extracted; the res.idue con~Istmg of paraffin, lubnca.ting materials, benzme, gasohne, &c. Two of the corn-
E N G I N E E R I N G.
[DEc. 8, I 893.
panies exhibiting-the New South W ales Shale and Oil locality it is associated with payable sil ver ore. At
Company and the A ustralian Kerosene Oil and Mineral Kingsgate, n ear Glen Innes, bismuth minin g was carried
Company-have each large works for treatment of the on for a short period ; the lodestuff occurs here as
shale.
"pipes" or bunches in granite near its junction with
It is largely used locally for the enrichment of ordinary slate; nodules of native bismuth up to 50 lb. in weight
coal gas for illuminating, and for t he same purpose is were obtained; the ores consisted of carbonate, oxide,
a~so exported. It yields from 75 to 85 per cent. of vola- and sulphide, the two former generally coating a. nucleus
tile hydrocarbons, the best varieties yielding up to of n ative metal. U nder the method of working adopted
18,000 cubic feet of gas per t on . The other company considerable loss was occasioned, owing to the fine powdery
exhibiting- the Genolan- has lately been formed to work condition of th e carbonate disseminated through the
a ne w deposit n ear Capertee.
lodestuff. The ore and as~ociated min erals at the localiKerosene shale occurs in the coal measures, and some- ties mentioned were fully illustrated by specimens in th e
times passes into true bituminous coal ; recent micro- d isplay.
scopic investigation points to local accumulation of
Antimony- as star, granulated crude, and arf ificial
sporangia, either of land or aquatic plants, as the origin oxide-was E\Xhibited by Lark and Sons, of Sydney, in the
of this interesting substance.
form of a massive trophy (about 16 ft. hi gh), faci ng the
Silvcr .- P erbapsthemost conspicuousobject in t he whole main avenue. The show-cases at the base contained the
building was the silvered column of t he Broken Hill Pro crude a nd oxide, and samples of the ores worked. A
prietary Company, which rises to a height of nearly 40 ft. general collection of antimot1y or es was also exhibited by
from the floor. 'he base of the trophy was formed of rough th e Department of Mines and Agriculture. In the
blocks of the native ores from the famous B roken Hill Macleay district, from which Lark and Sons' exhibit was
lode, 10 tons of which were used for this purpose; over obtained, t he lodes occur in Devonian rocks. In th e
the rough ores were eight plate-15lass compartments con- Hillgrove goldfield, antimony sulphide occurs as veins
t aining picked samples of the r1cher ores ; from t he top and bunches in t he auriferous quartz r eefs. The antiof the glass cases rose a handsome column supporting mony sulphide in this district contains up to 3 oz. of
Atlas and globe, the whole ornately figured, and covered gold per ton; but owing t o the difficulty and cost of exwith sil ver leaf. The complete column above th e ores at traction, a large ~roporti o n of the gold is lost to the probase, represented in bulk the average yearly production ducer. ThE\ Ganbaldi and Eleanora Companies on this
of sil ver from the Broken Hill proprietary mine during field forwarded bulk exhibits for the purpose of having
the first six years of its smelting operations, from :May, tests made of any new processes for separation whi ch
1886, to May, 1892 ; the total production during that might be in operation at tbe W orld's Ifair, but, as already
period being over 36! million ounces of silver, and in pointed out, this purpose was defea ted by the absence
addition nearly 152,000 tons of lead.
of any exhibits of the nature required.
In connection with this famous lode, which was fully
(To be continued.)
represented by exhibits from all the mines along its
course, a very important and critical problem presents
itself, and one, Loo, which is more or less forcibly obtrudSOME PRACTICAL EXAMPLES OF
ing itself upon the silver ~roducers in almost every
BLASTING.*
silver-field the world over-v1z., the excessive percentage
By Mr. PERRY F. NORSEY, Past President.
of zinc eulphide in the lode material below water level.
T HEUE is, perhaps, no more appropriate illustration of
In the lode in question t his difficulty is still further intensified by the extremely intimate mixture, in the work of the engineer in directing the forces of nature
almost equal proportions, of the zinc and lead sulphides, than that afforded by the use of e~plosive compounds. A
which renders mechanical separation impossible by any high explosive represents a special form of force. It is
known methods. The ores at present operated are the a maxim um of power compressed within a minimum of
easily-worked oxidised masses above the water level, and space, its resistless energy being ready for libera tion at a
vast though the supply of such material undoubtedly is, moment's notice. This storedU.P force, whi ch is in a high
yet at no distant date the refractory sulphide supplies state of tension, is simply an mgenious assemblage and
must be drawn upon. The local conditions are perhaps intimate admixture of all the elements which it i:::~ necesthe chief obtacles to the utilisation, with reasonable pro- sary should be united in combustion, including oxygen,
spect of success, of any of the known processes for treat- so that in action they are independent of the atmosphere
men t of ores of the character indicated. Costly timber and can be exploded under water. I t is, moreover, force
and fuel, owing to total absence of either within reason- in a portable and handy form, and which, under perfect
able distance, and uncertain labour conditions, are the con trol, is utilised in the removal of gigantic obstructions
chief impediments.
and for cognate purposes of minor character. Being
It was hoped t hat by bringing a large quantity of the capable of development and utilisation at any given
particular ore in question to the World's Fair, and thus moment, this force is of the greatest service in many
affording practical evidence of new and abundant sup- engineering, as well as naval and military operations,
plies of refractory material requirin g an efficient economic enabling large masses of rock or structural obst ructions
process for successful t reatment, in vestigators and in- to be removed in a short time and at a comparatively
ventors gathered there from all countries would be stimu- small cost. W ere it not for this concentration of force as
lated to effort in that direction, the abundant su pply in developed in modern high explosive~, many mining operathe New South Wales court being at the disposal of tions would have had to be carried on at a ruinous cost,
or suspended altogether ; for in some cases ground is met
such for experimental research and practical test.
S ilver lodes occur in numerous looalities over a large with which ordinary gunpowder will not touch, the charge
proportion of the ar ea of the colony ; and the nature of blowing out as from a gun.
In order to realise what the liberation of this condensed
the ores in them was fully illustrated by extensive collecenergy means, it may be interesting to briefly consider,
tions of hand specimens and large bulk trophies.
Tin.-Nextin importance are the tin ores, of whichanex- theoretically, the circumstances attendant upon the
tensi ve d isplay was made, embracing both lode and alluvial explosion of gunpowder. According to Abel, this comtin deposits. T in ores were fi rst ruined in New South pound yields upon explosion 43 per cent. by weight of
Wales in 1872 in the northeast portion of the colony, permanent gases, and 57 per cent. of matter which is
known as New England. The t in production is a steady solid at ordinary temperatures, but part of which may
source of wealth, though the easily-worked surface de- exist as vap our when the powder is exploded und er
posits ::tnd shallow alluvial leads fi rst discovered have pressure. At 0 d eg. Cent. , and ordinary barometric
been, comparatively speaking, exhausted. A s t he" leads" pressure, the permanent gases generated by gunpowder
or "gutters" were traced into deeper and wetter ground, occupy about 280 times t he volume of the original
generally covered by an ext ensive sheet of basalt, the powder . As, however, t he temperature of the explosion
annual yield decreased to its present stable condi- of gunpowder is about 2200 deg. Cent., or nearly 4000
tion ; with the ad vent of more powerful machinery and deg. .lfahr., these gases exert a tension, when developed
a larger basis of operation the deep leads will be in a confined space, which amountf\ to about 6400 atmo
rendered more productive and remunerative. So far spheres, or about 42 tons on t he square inch if the
little has been done in the way of lode tin mining. powder en tirely fills the space in wh10h it is exploded .
Several lod es have been worked to some extent in the The total theoretic work which gunpowder is capable of
New E ngland fi eld, but th eir irregular bunchy character performing in expanding indefinitely is about 486 footdeterred small parties from the continuous exploration tons per pound of p owder .
necessary for proper and successful development. Near
It would be interesting to know if there are, as yet, any
Broken Hill. in the north-western portion of the colony, sufficiently authen tic data upon which to base a statea number of tin lodes occur, some of which were par ment similar to the foregoing with regard to dynamite or
tially open.ed ~ fe w_yeara since during the. mining boo!D other high explosives. A s, however, dynamite is a mi xin that dtstnct. The lodes occur as greisen dykes m tu re of nitrogly cerine with an inert absorbent- ki eselschist country, the tinstone being disseminated .through guhr-any statement must relate only to the nitroth e gangue in irregular bunches and scattered ~rams. The glycerine contained in the dyn amite, and not to the comlocality is naturally waterless, but no doubt m the n ear p ound itself. As regards nitro-glycerine, Nobel estimates
future present ?ifficulties .will b.e overcome, and th~s dis- that one volume disengages 1298 volumes of gases of
trict will add tm to t he hst of Its already great mmeral 100 deg. Cent., at a barometric pressure of 760 millimetres,
consisting of 554 water vapour, 469 carbonic acid, 236
productions.
Copper Bismtttk; A ntimony.-Coppl:'r and copper ores n itrogen, and 39 oxygen. List estimates the bulk of the
formed a 'large featu re in the display. A large trophy of liberated gases ab 1504.9 volumes. N itro-glycerine, thereingots from the N ymagee Cop pet' M me surm ounted a base fore, evol ves nearly six times as much gas as gunpowder
of ores from all t he chief mines, whilst in show-cases was computed for a temperature of 100 deg. Cent. A far
a general collection illustrating the <?haracter of the ores higher degree of heat, however, is produced by the instantaneous combustion of nitroglycerine, which, according
in nearly all the known copper lodes m the colony.
At the present time c?pper :t;nining and smelti~g are to Nobel, ex pands the bulk of the freed gases to eight
practically at a standst1ll, owmg to the low prtce of times the original1298 volumes, whilst th e gases of guncopper; tho conditions governing the produc~ion. in powder would not b~ t rebled at a like temperature. The
Australia are such as to render profitable workmg Im- explosive force of nitro-glycerine, ther~fore, stands in
possible when the market price of copper falls below 45l. relation to that of gunpowder as 13 to 1, according to
volume. The principle here invol ved appears to the
per ton to the produce.r.
. . .
Bismuth ores occur m three locahtles m the colony, but author to be important as having a bearing on the method
ha ve been only exploited on a small scale in one, though of proving rifles, sporting guns, and artillery, in which
a new find at present being opened _at Pa~bula, frOJ?
* Paper read before the Society of Engineers,
which a sample was shown, offers fatr prom1se; at this
E N G I N E E R I N G.
DEc. 8, r 893.]
moaifications of nitro-compounds, otherwise known as
smokeless powders, are used as the _propelling ag~nts.
In previous papers upon th A subJect of explosiVe c~m
pounds which the author has ha:d the honour o~ readmg
before the Society,* be has n:ta.I_nly confined. btmsel~ t o
their history, tbei~ oharacten stlcs, and t~e1r practical
application. In tbts latter r~spect be !tas ~nen examples
of his own personal expenences wtth some of theru.
Those examples however, although chiE:fl y carried out
under actual wo~king conditions alike as regarde ind u~
trial, naval, and military op erat ions, c:an, from the1r
restricted nature, be regarded as hub . httle more than
experiments. Upon the present occas10n, therefore, he
proposes t o bring before th~ m~mbers some ex_amples of
blat~ting as carried out by h1m m purely practtcal work.
L est it should be thought egotistical on his part thus to
confine himself to his own practice when blasts of far
greater magnitude than he has ever undertaken have
been carried out by other~, t?e auth or woul? obser ve
that in previous commumcat10ns be has gt ven particulars of all blasting operations of any importance
which he has witnessed or of which he ha.c:~ been able
t o obtain particulars. These include a 3-ton and a
5-t on ~unpowder blast respectively at the 9rarae a ':ld
the Furnace quarries on L och _Fyne, whtch he ~It
nessed in 1879 ; the R~undown Chff blast at Dover w1th
9~ tons of gunpowder m 1843 ; the 6-t on gunpowder blast
at Holyhead, when the harbour was be~ng <;onstructed ;
bhe 5~ton dynamite blast at San Francisco m 1 8~, and
the 150-ton mi xed nitro-glycerine compound blast m the
same year, when the F lood Rock, at t he entrance to East
River New York, known as H ell Gate, was removed,
and ~hi oh is t he heaviest blast on record.
Demolition of a P alisade an,d B 1idge at Qlfe?tast. - T:he
earl iest work of practical struct ural demoht10n ca:rned
out by the auth~r was in 1R72 a t th_e exten~i ve quarrtes of
Quenast in BelgLUm. The e quarnes are Situate about 18
miles from Brussels, a nd occur at intervals over an area
of nearly a square mile of the count ry, there being a great
number of workinga which are connected together by
numerous lines of tramway. The stone is a. very hard,
compact greenstone, which is use~ t hroughout a. ~ery
large district of the country for pavmg and road-makmg.
At these quarries the author was demonstrating th e power,
safety and economy of t he then new explosive compound
lithofr~cteur as well as the services it was capable of
rendering to 'the mining industry, to military engineering,
and t o naval operations. The trials on a large scale were
directed by the Belgian Government to be ma:de, and t he
a.uthor, in conjunct~on with Herr E ngels, the m~entor of
lithofracteur ca.rrted them out before M. \ V1eler, the
:Minister of "\Var, 1\1. Kindt, the ivlinister of the Interior,
and a. committee of Be1gian naval and military officer~.
Lithofracteur is a nitro-glycerine compound, and constitutes a. peci~s of dynamite, t~an w_hich it is s~ig:htly more
powerful, but slightly slower 10 actiOn. In mmmg_operations it therefore fissures the rock over a large area 10stead
of smashing it up within a comparati v~ly r~stric:ted spa;oe.
The experiments included heavy blastmg m the quarrtes,
the demolition of a military palisade, t or pedo work, and
submarine mining operati?I?S As th_e removal of the
stockade was a practical mil~tary ?perat10n, the struc:ture
having been put ~p by scldters, 10 may b.l:' here not1ced.
T he palisade, whteh . was ereote~ on the stde of a. slope,
was double and consisted of a smglc row of half round
t imbers at t he fron t, with a double row of similar t imbers
8 ft. to the rear. Behind the front struct ure a charge of
about 30 l b. of l itbofracteur cartridges was quickly
lodged, being disposed in a line and c~,r~red with earth
as a tamping. A c:apped and _fuzed pru!lmg charge was
inserted, the fuzP. hghted, and m a few mn:~utes a tremendous explosion took place. T he. rea! palisade was sent
flying in fragments through the a1r With a cloud ~f earth,
while the front one was cut off at the ground hne, and
practically disappeared, and a hole 13 fb. by 12 ft. by_5 ft.
deep was formed. ~h e earth ~as loos~':l~d to a constde.rable depth in the cav1ty, affordmg famhtl~s for the .rap1d
formation of an en trenchment. Large p1eces of ttmber
wh ich had formed the palisade were hurled about 1000 ft.
from the spot where the structure had stood, while a tree
to the rear was uprooted.
Amongst other things t?e military authori.ti.es desired,
if possible, t o have exemplified, wa:s the demoht10n of_son:te
such permanent structure as was hkely to be met w1th 10
warfare. It so happened that a.l.i ne of tra~way_on embankment connected with the quarr1es was bemg di verted, and
at a point where the tramway crossed a roadway, there
was a one-arch m asonry bridge of 20 ft. span, 15 ft. high,
and 12ft. deep, which had t o come do ~n. It was proposed to demolish the structure forthWith by blastm g,
and the proposition being readily acceded to, a train of
cartridges was laid across bhe crown of the arch, tamped
with earth and exploded, with the result that the crown
was out through from side . to side. Simila;r trains were
laid on the haunches, which bad been latd bare, and
simul taneously fi red, the result being that the bridge was
quickly reduced to a mass of ruins. The author does not,
of course consider this demolition was carried out with
by any m~ans an economy of explosive, but ra ther with a
too liberal expenditure. But the object was to demon strate
that such a structure could be rapid ly and effectually
cleared away if it suddenly became necessary so to dispose of it in military operations. This, and the other
work done, however, proved so satisfac_tory to the
min isters of war and peace, as well as to thetr colleagues,
that no difficulty was experienced in introducing lithofracteur in Belgium for th e various purpose:J for which
high explosives are employed .
R emoval of Rocks at J ersey.-In h is inaugural address
as president of the Society in 1886, the author briefly
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ROCK
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time only a~ low water, .and th.d rock ~h~ng ffeadl~ s~~
merged at h1gh water ordmary tl ea. d 1 a dr
t e
ad van tag~ of the re~istance due to a goo
ef
jba ef
f?r t ampmg. ;Havmg prepared .a ?barge 0 1 0f Hl ~
hthofracteur, wtth a pr.otect~d. prunmg c?ar~e 0
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[ DEc. 8, I 893.
E N G I N E E R I N G.
be made, the matter was placed in the author's bands to foot above ground, bad never less than 2 fb. or 3 ft. of upheaval of water, and a scattering of the debris in all
carry out. In this case Messrs. L e Grand and Sutcliff water over them. It will, therefore, be seen that it was directions. There was, however, but little indication of
had sunk one of their artesian tu be wells n early 500 ft. rather an awkward job to tackle, and one which neces- the blast even to practised ears. \Vhen the first stump
without obtaining the anticipated supply of water. The sarily occupied some time, as the stumps could only be was blasted, Mr. Rankin, the engineer in charge of the
horing was situated on land adjoining the Grand Junction got at for a short period, and at inter vals of tides. Added wharf mchinery, was on the look -out for some startling
effects. H aving neither seen nor heard anything, he was
W ater Company's W orks at Ealing, on the border of the
greatly surprised upon the landing of the working party
Brent Valley, for which company the bore was put down.
T H VV
to learn that the blast had taken place, and co:1ld hardly
The borehole was 470 ft. in depth from surface, and was
be persuaded that WE' had not bad a misfire. He, howtubed for 326 fb. of its d epth, with 5-in. tubing, and the
R,q
4.
mg
away.
very h ard and compact nature, and r equired sharp treatAs a matter of course, the Thames police manifested a
m ent. In order to avoid injury to the tube, and to get
'
exists unimpaired, a standing testimony to Brunei's genius.
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(To be continued. )
nitro-glycerine absorbed by 10 parts of a variety of
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.
carbon, the great porosity of which is indicated by its
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p owers of absorption. B esides being a good absorbent,
....
P ACIFIC MAIL STEAMSfliP COMPANY.- The operations
'
.
In 1890-1 the profit was 802,921 dols.
'
'
kieselguhr, whtcb is merely an inert carrier, whilst the
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<(
bustible and adds t o the explosive effect. Carbo-dyna'
_.,.
('17qD) - -"ffl -- ,..
progress for the adequate representation of Great Britain
__
..,
mite, moreover, is n ot hygroscopic, water apparently
'
and Ireland at the forthcoming International Exhibition
.- having n o effect upon it, whereas water readily proat Antwerp, which is to be opened in May n ext, and
duces 6)xudation in ordinary dynamite.
to this, the screw of the westward column of the outer of which the King of the Belgians is the patron and the
In the Ealing borebole blast the charge was inclosed in 'air was only 20ft. in a diagonal direction from the Thames Count of F landers the president. The Exhibition includes
a. l ead torpedo, and was fired by a submarine safety fu ze runnel, so that great care had to be exercised in guarding industrial, scientific, and artistic productions, maritime,
and a deton ator. The torpedo was 2ft. 6 in. in length by against damage by the explosion t o the outer works of colonial, and African sections, and shows of agricultural
2 in. in diameter, and was char~ed with 2 lb. of carbo- that structure.
products, flowers, fruit, &c. The site of the E xhibition
dynamite. The fu ze was 12 fb. m length, and was timed
The method adopted was to bore a 3-in. hole in the is a plot of land of 200 acres near the River Scheldt, and
t o burn 1 ft. in 30 seconds. T o prevent accident or chance centre of each stump to a d apth of 7 ft. into the concrete. connectod with all the principal railways, and th e main
of a misfire from drawing, the fu ze was protected by The boring t ool was guided by a 3-in. diameter wrought- buildings cover 120,000 square yards. The Governor of
tubing. The author had ascertained that it would take iron tube, which was driven down into the hole as the Antweri>_ is th e president of the Executi,e Committee,
two minut~s to lower the charge by the hand winch to boring progressed, work being carried on chiefly under and the Belgian Government has appointad a Commisthe intended ~osition of 400ft. down the bore. Nor did water. When the bole was down to the required depth, sary-General. The British Government ba.s authorised
h e desire a quicker rate of d escent, in view of vibration the wrought-iron liner was fixed in p osition, and served Mr. D e Courcy Perry, H er Majesty's Consul- General in
and a possible hitch. It will therefore be seen that the ex- as a guide for the charging tube, which was subsequently Belgium, to act as Commissioner-General for Great
plosion should not be expected to take place in less than inserted. Owing to the interference of tides and the wash Britain, anc he has nominated as the Antwerp committee
four minutes from the time the torpedo had come to rest, from steamships, these holes took a long time to complete. the L ord Mayor, Sir l!'rederic L eigbton, P ..R.A., A1 det"
at 400 fb. from surface. After a final critical examina- T o get at the outer pair of stumps, a staging reaching man Sir David Evans, Sir George Birdwood, }\Jr.
tion the charge was lowered, the fuze being lighted at the just above low-water level was rigged up over each, with Kennedy, C.B . Colonel North, Mr. Walter H . Harris,
top of the borebole. At the end of two minutes the ~ guide for the boring tool. In course of time the bore- Mr. A. Agelasto, Mr. James Dredge, Mr. J ohn Morgan.
400 ft. of wire rope had been paid out, and in 1! minutes boles were ready for charging, and taking one stump and others. Tbe scheme has received the warm approval
more the rebound of the wire rope indicated the explosion first, a 16-ft. length of 1!in. strong tin tubi ng was fixed of the L ondon Chamber of Commerce and the Associated
of the charge, which was confirmed by a noise of the within the iron liner in the borehole, and left for the rise Chambers. and a programme indicating their eo-operation
water in the boreh ole, which was in a state of violent of tide, when it was intended to insert the charge in the will shortly be issued. Meanwhile information will be
agitation. Ib will thus be seen that the charge was ex- borehole throngh the tu be. The tide was allowed to rise supplied in L ondon by the Chamber of Commerce, and in
plod ed 2~ minutes before the calculated time, which the within a foot of the top of the tube when the working Antwerp by the British Consul -General. To co-operate
author attributes to the action of the fu ze being accele- party rowed out to charge the hole. So strong was th e with the Chamber of Commerce an important committee
rated by th e pressure of a heavy head of water upon it. tide, however, that just as the boat reach Eid the tube, has been formed by M . Ro~ier, Belgian Vice-Oonsul in
There was no question that the fu ze burned correctly to which was seen to be canted over, it broke off close down London. Many of the exh1bitors at Chicngo are sending
time in the air, as the author tested a piece before deciding by the hole, and was carried away.
their goods direct to Antwerp.
on the length be should use for the blast. It illustrated
Two 16-ft. lengths of 1i-in. wrought-iron tubing were
the n ecessity of keeping well within t he limits of safety then prepared, and at next low water were inserted in the
COLLISION AT L ODGERSHALL ; MIDLAND AND SOUTHin such operations. So far as the work done in cbamber- pair of stumps nearest the shore, and held against the WESTERN RAILWAY-0 r'l'ICIAL REPORT.-Major Y orke's
ing the borehole was concerned, the blast was a success, tide by ties. When the tide had risen sufficiently high, report on the above has just appeared, and, to quote
as chalk and water were pumped up for a day or two an 8-oz. charge of carbo-dynamite was dropped down one his words, "This collision must be held to betray a
afterwards. The flow of water, however, was only in- of the tubes and rammed well home with a 17-ft. loading laxity of discipline and a disregard of rules, to which the
creased a bare 15 per cent., and the conclusion, therefore, stick. A 2-oz. priming charge, attached to an 18-ft. length earnest attention of the company should be called, " a
is that t h e chalk at that point is dense and fissureless.
of capped fu ze, was then inserted, the fuze lighted, and conclusion in which we heartily concur. Ludgersball
Clearing Column B ases at Wapping.-Ib will probably the boat pulled out mid-stream Thirty seconds fuze was station is a passing place, with up and down platforms on
be remembered by some present that about sixteen years used, and in due course there were indications of the ex- the single lin e, between Andover and Cheltenham; ther e
since a steam ferry was started on the River Thames plosion having taken place. An attempt was then made is a falling gradient of 1 in 100 from Cheltenham towards
between the T unnel Wharf, \Vapping, and Church Stairs, to charge t he second hole, but the cartridges jammed the station, whi ch is itself on the level. At 9.15 p.m.
Rotherbithe, on the opposite shore, with the view of about a foot from the mouth of the tube, and the tide on September 23, an up excursion train from A ndover
r elieving L ondon Bridge of some of its h eavy traffic. U n- rising rapidlyt it had to be abandoned. When the tide was standin ~ at the station, when it was run into by
toward circumstances, however, supervened, and the steam allowed, wbicn was at midnight, the top length of the the down mu,ed train from Cheltenham, which had overferry unfortunately had a short life, but not a very merry tube was unscrewed and the cartridges extracted. Upon run the home signal. The leading buffers of both engines
one. In course of time the landing stages on eipher side of examination, it was found that there were iron splinters and a. carriage drawbar hook were broken, while one
the river had to be cleared away, and just to the eastward projecting inside the tube, wh ich effectually barred the passenger complained of slight injuries, but both trains
of that on the Middlesex side an extensi ve deep- water passage of the charge. It was satisfactory to find that were able to proceed on th eir journeys. The collision
landing-stage or j etty was constructed for Middleton's the carbo-dynamite was perfectly intact and free froru was due, first, to the porter - signalman at LudgerWharf Company, some of the materials of the ferry land- exudation, notwithstanding its protracted immersion in sball taking on both trains at onca in the usual way,
ing-stage being utilised in its construction. The columns water. At 8 a. m. the next morning, the obstruction in instead of taking the second on under the warning signal
of the ferry land ing-stage, which bad to be removed, ex- the tube having been removed, it was screwed in position, of "Section clear, but station blocked ;" secondly, to his
tended down 18ft. into the bed of the river, and to avoid the bole charged, and the charge successfully fired. On going out of his cabin to fetch the ta blet before setting
all risk of damage to craft they had to be cleared away t o the morning of the following day the t hird bole was hi~ road for the mixed train, though he bad some excuse,
a depth of 6 ft. below ground level. To t his end t he con- charged and blasted, a nd ab midnight the fourth hole, the as it was necessary to ascer tain if the excursion train
tractor for th eir removal, hit upon the expedient of haul- operations being carried out in th e same way in each was clear of the trailin~ points before setting his road
ing on' to them from the top with tackle until th~y instance. It should be stated that temporary moorings for the other train; thudly, t o the fact of th e mixed
~napped off. This method of treatment was successful m were laid down at each stump, in order that the boat train overrunning the home signal, although the driver
all but four cases, in which the colum ns broke off at about might be kept steady within a few inches of the tube. Of acknowledged that be bad seen the distant signal at
the level of the ri ver bed, and therefore constituted sources course, as the tide rose. the mooring rope had to be danger as h e passed it, in spite of its not being alight
slacked out in order to preserve a constant distance (apparently another piece of negligence). The driv er
of danger to navigation.
In February, 1890, the author was consulted by Mr. between boat and t ube. Great care was necessary in pleaded that t he rails were gr easy, but as there are 757
F. E. Duckham, an old member of this Society, and con- slacking out, as a bump from the boat against the tube yards between the distant and home signals, there sh ould
sulting en~ineer to Middleton's Wharf Company, as to would have upset the arrangements, and might have led have been ample time to pull up; it is true, however, that
the feasibility of removing these awkward snags by to a premature explosion. The charge was the same in he did nob expect to have to pass any train at L udger
blasting. Having advised their removal in this way, all cases, namely, 8 oz. of carbo-dyn amite, with a 2-oz. shall, and it ai?peared that he bad never been informed
of the compositton of his train, it having been frequeRtly
the author was commissioned to undertake their demo- primer.
The results of these blasts were in every way satisfac- altered since be left Cheltenham. A fourth contr1butive
li tion. The tops of one pair of thE' stum ps were 20 ft.
below Trini ty bigh-w~ter level. and the t<?ps of the tory, the lower end of the wrought-iron tube in each cause was the peculiar interlocking at Ludgersball,
other pair 22 ft. 6 m ., as shown at F1g. 4, at;ld instance being rent into strips for about 2 ft. up, and whereby it was necessary for both the facing and trail6 ft. of these obstructions ha.d to be removed- that 1s, bulged out claw-like to a. diameter of about 18 in. The ing points to be set for a through train before the home
each column had to be cleared away to about 6 ft. ?r so wrought-iron liner was shattered, and the COllcrete in the signal could be pulled off; thus, if two trains were taken
below g round level. The ~olum?S were of ca~t tr<?n, cylinders in the region of the explosion disintegrated. on together, even under the warning signal, it would
3 ft 6 in. in diameter by 1~ m. thick, and filled m w1th The cylinders were broken up to the depth of 7 fb. or 8ft., be impossible to prevent a collision if the second t rain
con~rete. The four stumps, as seen in Fig. 5, were 40 ft. and some portions were removed by band, whilst othE~rs overran the h ome signal before the road had been set
apart in line with the shore-that is, up and down str.ea.m were extracted by a pair of grabs and the wharf crane. for it. :Major Yorke points out that the more modern
-and 15 ft. apart in ~be op.po~ite or across-str.eam direc- A dredger was afterwards set to work, and fur ther portions arrangement is to interlock the hom e signals with the
tion The inshore patr, wh10h were broken off JUSt under - of the cylinders were dredged up. In S~<?rt, the demoli- faci ng points only, and the starting signals with the
gro~nd were situate a.t low-water line, and were only tion was complete. Not the !easb surpnsmg part o~ the trailing p oints, and he recommends that this alteration
u ncove:ed for a very short time, and at some tides nob at operation to some was the n Olselessness of t he explosiOns. be carried out as soo~ as possible at all the stations 011
all, while the outer pair, which were broken off about a It was anticipated that there would be a suqden roar, ~n this rail way.
--
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E N G I N E E R I N G.
D Ec. 8, 1893.]
piece
B
is
connected
with
the
revol
\'er
by
a.
central
stud
E,
the
Patent haJJ been sealed, when the date of ltealing is given.
Fig .1.
w.
Fig.2.
An1J person m.a.y at any time within two months from th.e dat~ of
the advertisement of the acceptance of a complete specijicahon,
give notice at the Patent Office of opposition to the grant of a
Patent on any of the groundJJ mentioned in the A ct.
t 'N4-3
RAILWAY APPLIANCES.
15 470. P . Wheeler, Jr., Branchport, Yates, New
York. Railway Sleepers. [5 F igs.] A!Jgust 16, 1c93.-
. .2.
11 lfn
Fig .1.
. . 1.
-------------J - .
~/J
'
GUNS, &c.
10 214. w. B. Gordon, Cold Springs, Putnam. New
York, U.S.A. Gun Carriages. [ 19 Figs.] May 28, 1893.
-------------
(l
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---------,.T
J-.- ------- ~ :... -
Fi9 .a.
.Fig.4.
8~
..
G
A
3
In
.,
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8
and the side plate 3, by which the parts are seoured rigidly
together and to each other. The shim 7 has its lower f9.0e
inclined so that it may be interposed between t he shim 6 and
the bottom of t he rail, and then drhen until the lips c lutch and
bold the rail by the flanges. The small recess allows the flange
of the rail B to extend into it, when t be r ail is turned edgewise,
for the purpose of getting it within t he recess in the side plate
S. Wben t he shim 7 is dri ven home and the rail tightly clamped,
a s pik e 9 may be placed in t he upper e nd of the shim next to tbe
flange of tbe rail Lo p re,ent its worki ng out and becoming loose.
(A ccepted Octobu 25, 1893).
1227. A.J. BoUlt, London. (K. G. Fieke, Dresden, Saxony.)
Rallway Brakes. (6 F i1)s. J J a n uary 19, 1893.-This invention r elates to a bu ffer brake for railway carri a~es , and consists of
an a rrangement of m ovable and revolvable rods d aoted upon by
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Fr.g 1.
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. . 1.
Flg.2.
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1227
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invention relates to appa ratus for drilling holes in r ook, and its
object is to provide means whereby the feed screw can be removed
and r eplaced without it being necessary to t ake away the drill,
..... ... ..
and to ent\ble the length of the feed-screw pipe to be adjusted at
-a
--"'
-
""JI
-- w ... - ....v ... - ....
wilt The drill-holder A is made separate from the feed screw B,
and is fixed to the end of it by a set screw C. The thread for the
- This invention r elates to disappearing gun carriages. As the reception of the ratchet.wheel D is made upon a projecting part
chcn ge is Qred the gun I begins to move rea.rwl\rdly and down- of the drill-bolder A, and a plain part bl of the feed screw with
I' I
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,,
' '
sists of a.n automatic car coupler. The end sill1 extends transversely beneath the end ot a. oor, and t he drawbar 2 extends beneath the end sill running back between two fra me pi~ces which
converge towards their inner ends, a cross which a bear ing plate is
secured .. A heade~ rod passes. thr~>Ugh the central opening of
the bearmg plate mto a loogttudmal opening formed in the
s tem of the drawbar, bein~r h eld in place by a r etaining bolt
A buffer spring encircles the rod between the r ear end of th~
drawbar and the beariog pla te. The outer end of the drawbar is
f?rm ed with the drawbead 8, having on one side the lo oking
hp 9, and on ~be othe~ the outwardly extend in~ curved lip 10.
The drawbar, JUSt behmd the dra.whead, is bevelled on its opposite sides in the same inclined plane, to adapt it to fit with and
be aotua.~ed. by a slotted a ?tua.ting plate.
This plate fits
loosely w1thm a r ecess formed 10 the end sill, and is formed with
an oblique opening to adapt it to fit and slide down upon
the drawbar. A lever 13, moun ted in bear ings on the end of tbe
car, has its crarJked ione r end 14 connected by a short chain 15
with an eyed stem 16 whic h rises from the top of the a c tuating
~loc~. . When. tbe actuating block is raised by the lever 13,
tts m chned sdes, form ed by tbe block open ing, slide the
outer e~d ot the drawbar outward, t h e opening in the bearing
plate bemg large enough to admit of this movement. A series
of small rollers are mounted in tho bearing plate beneath
the outer pan of the drawba r, and support tbe weight of the
d.rawbar and take up th~ friction as the bar slides from side to
Sld:e. When the a ctuatmg pla~e has been r aised to its hig hest
p omt, the pressur e of the sprmg pushes the drawba r slightly
out, so that the upper end of the sboukier on its side engages
under a shou~der formed on the inner side of the actuating plate
t be plate bemg thus locked and h eld in its raised position'
holdmg the d r awhead moved out\ard to one aide. When th~
two cars to 'be coupled come together, the cur ved ends of the
locking lips 9 strike a2ainst the curved faces 10, and the drawbal's
are pushed back sufficient]\ to clear their sh oulders from t he
lock in ~ shoulders of the actuati nlr plates, when the latter drop by
their own weight, and as t hey slide down upon the drawbars thei r
inclined sides slide the latter inward, until the locking lips 9 a re
closely engaged with each other, thus locking thP drawheads
together. The upper and lower sides of each locking lip or book,
back of its point, are closed by an integral hood piece, beneath
(DEc. 8, I 89 3
E N G I N E E R I N G.
716
Ft9-
Fig .1
I~
14
.....___~
/'I
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fits loosely on the spindl r between the front face of the colla r and lea.ves p and enters the enlaried space, thereby allowing the prest he packing-box cover G. A spring II is arranged to l<eep the sure fluid to enter through a pipe which is part of pipe a. and
through pipe n into chamber E, where it will act on C. Should the
7/
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Reducing Valves. (2 .f!'igs. ] December 21, 1892.-This in' cn tion r elates to 'ah es, and consists of a cylinder C having a
piston F working in it. The inlet and outlet pipes A, B, respeC'
.....;u.w 2 3:/S~
ti\'ely, are diametrically opposite to one another, an d lead to
p or ts on the inner face of the <.vlinde r C. The piston F has a cir- together, are corrugated, the corrugations being so arranged that
the projecting parts of one flange fit within spaces between the
projections of the other. The pipes may thus be adapted to comey
liquids under pressure with s imply the employment of a layer of
r ed lead. (.Accepted Octobe) 25, 1893).
Fig 1.
23,130. T. S. Tait and J . Rood, Inverurie, Aberdeenshire. Pulp Engines. [3 F igs.) December 15, 1892.
-T~e object of this in vention is to provide an engine with :l guide
to d1rect the pulp away from the back of the roll, and preve rat it
from be!ng carried round with a nd over t he top of the roll. A
passa~e IS fo rmed at th~ ~aok of the roll D, and so placed that the
B
pulp IS forced through 1t 1nto the t1oug-h A of the engine, and pre;;;-..J.;.F
.1.
ZJ,S"'J
-..
Fig .!
\
.PHI
......
~
..
c:::at.
.R:g.J .
a-
13, .f 70
Io
..
the_ ends to m_ove in circular paths, t~e radii of t~ese paths being
,ar1ed: acco~dmg to t!'t~ speed at wh1ch the ?ar 1s being rot~ted
upon 1ts ax1s. To ut1hse the force of the we1ghts when mO\'lnfZ',
in ~onjunction. with _eac h end of the bar is a rranged a c rank
hav u~g a slot w1th wh1ch t~ e end of the bar engages, the axis of
rotat1on of the crank passmg through t he centr e of the circular
pat h in which the weights move, the motion ot the cranl< being
utilised as desired. (.AcCfpted October 25, 1893.
F G
F-ig
1
a
: : il~
.'