Professional Documents
Culture Documents
Engineering Vol 56 1893-11-17
Engineering Vol 56 1893-11-17
E N G I N E E R I N G.
----
_..
EXPOSITION.
THE SEVERANCE NAILMAKING MACHINE: WORLD'S COLUMBIAN
CQN, TRUCTED BY THE SEVERANCE
l\liNNESOTA,
U .S.A.
,,
-~
"~ C
'
I(
I,
11
I'
)I
0
a
I
I
I
I
II I' a
I
y-,.
')
.r!!} .U
Franre.
Russia.
..
1!)
17
..
21
7
8
-Battleships.
Earlier types
Modocn types :
.. .
Built
Building .. .
II
12
34
'--
Total
Fast A 1rnoured
Crui sers.
Built
Building
Fig. 1.
...
...
...
...
--
-,--r
17
_.,
51
45
9
2
11
- ---
--
E N G I N E E R I N G.
594
[Nov. I J, I 893
LISTS OF THE BATTLESHIPS AND FAST ARMOURED CRUISER3 OF THE ENGLISH AND OF THE FRENCH AND RUSSIAN
FLEETS, vVITH TONNAGE, APPROXIMATE SPEED, AND ARMAMENTS (OVER 3 IN. ).
FRENCH AND RUSSIAN (R) SHIPS .
El\OLIS EI SHIPS.
AR~JA)l &~TS.
Year wben
Completed.
N A)IK
..,..
Ot' Sllll'.
On Trial
and
Estimated.
CJ
,..
cQ)
'0
d
0
.....
1366
1868
Bd l~ophon
llercules
7,550
'
>4
4
1869
1870
1870
1s ;o
lf 72
1S73
~l o o arch
I ron Duke . .
Iodncible
1873
De\ as 'at' on
1877
1
iS
l SH
l 88i)
1830
1883
1881
Alexandra. . .
Te:n~raira
..
Th tnd ner ..
Dr<?adnoug h t;
Nept une
Super b
l nflt xible
Ajax
Agamemno:1
-"0>.
ea..
oCII
u C
c:..C
(i,!)l 0
..
G,6 t0
I'
::se
-
~~
<1.1~
9,290
!) ,3: 0
8,5!0
..
I
I
l 8
U .25
( 4
. 4
t ..
{2
5,000
1868
Ocean (wood) ..
...
....cc
1869
Marengo (wood)*
7 000
as
1870
Sufiren (wood,
s:
..."""'
-
1872
9, 340
8, i 08
'0
Q
1&72
Friedland*
0
0
1873
Ricbelieu (wo' d)
p.
8,200
10
12. fi
!>,310
11.25
4
2
9,170
13.5
pe
{.~
' 4
16
..
12.5
9
10 )
1875
8,320
1873
Trident (wood)*
8,060
12 10
1876
Redoutable
8,860
S}
g.
Q)
1&70
Amiral Duperre
10,325
15
ll
&
1879
Devastation
9,500
15
1(
t 4 11
1881
Courbet ..
18S ~
Terrible ..
9,500
7,050
t2
1883
.. 11,330
t2
1883
I ndomptable
..
) I
7,070
18S5
Formidable
}c
}c
t8 t
1885
c.. 'ima.n
..
L8t
18S5
Requin
..
..
11,260
2
4
{!
\!
16
> 8
..
7,120
U .25
7,060
14 25
ID .
lD.
JD.
8; 7
24t
tJ
U .75
.....
!)
15
15.25
...
o'!i:~
.......,
} I
1
>14
4
4
6
4
4
14.5
(h
{~
~ 10
} I
12 5
6
12.5
6
l2
..
- -
10 8
5.5
10 8
t2
s::
"""'
l~
...
_.
12
{i
l~
s:
Ql
...a;
...A
{~
.,
ness
~ ~'-"
10 8
9.45
55
10.8
9.45
5.5
10.8
9 45
5. 5
{i
.....
7, 600
I Th ick
....,O Q)
Q)
{~
tD
8
6
4
4
I>.
7,500
'
H
10
4
11.25
'-
't:l
!)
J ..
B,660
Koniaz Pojarski
s:
11.75
13.25
1837
Nf),
knots
9.2
10
8,660
13.25
tons
10
13. 75
- - - - - - - --- - - - -- - -
10 .
!)
} I
J..
Q)
CD
11,&80
!)
10,820
13.75
9,3'30
.0c
Q.l
} I
!)
10
13.75
n o,..
0
-
as
Q)
9,490
..
'I
..
I ..
..
10
'0 0
7
12
9
7
..
'0
(f)
10
10
c. d
1:
::
Q)
10
oo
8
6
10
\~
'
I\
6,010
14.75
6,010
Sult.1n
1877
Swif tsure
1871
1S76
6, '1 10
Audacious ..
Triumph
8,320
8
--d .....--o
'"'..._, c 2
-
10.
.....
_,
(';:..
No.
, ..
-o<~~
0(/)
~ 1~
14.4
...
A
...
No.
.: s.. '-'
cu
Ql
Ql
::3
k nots
Depends upon
condition of
machinery
bO
0 n Trial
and
Es timated.
(f)
.c
0
N
N
8,6 50
.....0
Q)
CIS
t ons
'0
tS
Ot' Stlii'.
NAMB
~o
CIS
c.
CD
-0
s peed.
Year when
Th ick- Launched.
~ =
r. o ...-:. oess
bO
W A'fY.B.
LtXK
.....Cll-'
bo
AR~I .Uil~:STS.
Speed.
AR)!OOR AT
ARMOUR AT
WAU R
Ll:SE.
4
2
9.45
5.5
10 8
9. 45 } I
5.5
10.8
9 45
I
5.5
10.8
t I
5.6
I
13.4
6.5 } I
21! 10
10.8
} I
16 10
13.4
ll.8 } I
5.5
16.54
15 15
S! 7
55
13 4
3.9
8 .~
3.9
}c
20 13
14.57
6.5
}s
21!
3.5
16.54
3.9
14. 57
6.5
5.5
16.54
3.~
14
'1 c I 2o
13
'- c 22
J
} c I 20
16 54
3.9
}c
13. 4
10.8
18
5.6
} 0
I 18
}c
}c
}c
' 4
14
14
12
S li I P S 0 F .M 0 D E R N T Y P E.
1886
1887
188)
18SG
1386
1 8~8
1887
1987
Conq ueror ..
Ilero
Colossus
Edinburgh ..
Colliog wood
An son
Benb:>w
Rodo ey
Camperd">wn
Ho we
1890
15 5
{;
6,200
15.5
9,420
15.5
0,420
1;:;, 5
0,500
16.5
10 6CO
. . 10,600
16 75
16. 75
. . 10,300
16.75
.. 10,600
1 ~.75
. . 10,3CO
Nile ..
10,470
16.75
16.76
11,940
16.5
11,940
16.fi
17.5
14,150
l7.5
Trta f<Alg u
1892
..
..
..
1ao3
Itam illies ..
..
14,150
18934
Repule
..
14,150
17.5
11,150
17.5
ResoluLion ..
1893
- ..
14,150
1803 4
Royal O"k ..
..
1-1,150
17.5
17.5
1892
18.5
..
18.5
Re,enge
1893
1803
Barfleur
{)en Lurion . .
10,500
-------- ----------~----
{~
{~
2
If} c
1i
6
H
6
13 5
6
16 25
10
13.5
6
't2t
1886
Hoche
R l 10,150
} C
L8t
1836
{B.S. ) Tch,smc ..
R 10,150
16
}c
t8t
1887
( B.S.) Sioope
R 10,150
16
ff 6~
} c
t8 t
1887
Marceau . .
..
10,400
16
} C
t8 t
1887
Nep tun e ..
..
10,400
16
f 4
16
2
4
1887
l Et
..
Alexander 11. . .
Nicolas I.
} 0
L~t
1890
Afagenta. ..
13.5
I C
t8 t
1SOO
(B.S. ) Dvenadsat
1391
Na.varin ..
1893
Breonus . .
1~5
1
~5
~5
{~
10
1888
~5
1 5
~
1 5
~
17
t8t
10
6
13 5
4.7
13 5
4. 7
10,4.00
18S6
} c
13
12t
17.5
1S934
Ic
12
6
12
6
12
17.5
~J i
1893
6, 2oo
S ::~.ns Pa.rei1.
1890
1889
lEt
} 0
20
~ c
20 16
} c
18 14
} c
18 14
} c
18
14 1
} c
18
14 1
} c
18 14
} c
t8 14
} c
18
} C
LS U
10
} C I t2
47
10
I} C
4.7 I
_.:...
8,440
1~
l17
8,44 0
16
10,400
16
HI
8,100
16.5
9.500
16
..
1 10,810
Ap:>s~ol?fl ..
I 7
17.5
16 1
2
4
1~
4
4
8
3
10
12
6
12
6
12
6
13.4
5.5
13.4
5.5
12
9
6
12
9
6
13.4
5.5
1i
9
12
6
13.4
1 6.5
H
16
16
16
' c
18 14
18 14
14
14
} c
18 14
} c
16
} ()
17
}c
17!
141
_____ - - - - - -
112
------------------------ ---
1
t Ships with less than 50 per cent. of water-line armoured.
.
11
* One prope elr t.~n y. f tbe French and Russian ships may be taken at from three to four years after launr b1ng.
The dates of comp e ton o
~ ------
E N G I N E E R I N G.
595
BATrLESHIPS AND FA T ARl\10 RED CR UISERS OF THE ENGLISH AND THE FRENCH
AND R USSIAN
FLEETS, WITH TONNAGE, SPEED ' AND ARMAMENTS (0\ TER 3 IN)
rY
t
.1
. . - v O?t l?t HC?Ct.
ENGLISH SHIPS.
li
A RM Ot'R. AT
A R~lAMENTS .
W ATl\R
11
11
l iNK.
Ye11.r when
Completed
NA ~I R O:t
Swr.
On Tril\1
a nd
EstireatecI.
cQl:
8
Ql
()
1893
Reno" n
knots
Mngniflc: r.t
Majrs tic
15,000
18
..
15,000
18
N0.
l:;
d
Ql
Ql
Thi<'k
~ SS
~ ... '-'1
Cl) : ...... o ..
Ql
()
No.
c: "'<no- oE
Or,n
.
10
'-
Yfa.r when
Launched.
NA liE
0 1-' SJIJl'.
...
::
On Trial
and
Eitimated.
Ql
u~
;;:
:n'
-
..
c:
00 0...:.
:0
~
-~
""' .. ._.
Ql
l:;
;.::
cs
1 tons
knots
No.
in.
f!
10
0
1890
Bouvines
6,650
17
12
1890
Je mwapcs
6,450
17
12
1890
Valmy
6,450
17
1890
Trcho u :~.rt
6,650
17
1801
..
11,600
] 7. 5
180 L
Charles Martt:l . .
11,800
17
1S:I9 1
LazarcCarr.ot . .
1892
M ass ~ na.
1893
..
Bouvct
..
r2
l 4
{:
l!
r2
H
\~
r. 22
17.5
11,800
11,000
}~
17
12,000
2
8
2
2
8
1'j .5
New sh ip ..
..
12,000
..
12,000
..
12,000
12,500
16
R 10,280
16
Petropaulovsk . .
O r~ r ed
1893
..
Commenc('d
a bout
l~S!)
1891
1891
Poltava.
189 1
Sevastopol
1889
R 11,000
R 11,000
R 11,00:>
16
Sizoi Velikij
..
(B.S.) New ship ..
1892
1892
8,440
Il. 10,000
It 10,000
{ &4c.
4
&c.
4
&c.
{ !4
4
4:
8
4
8
4
{:
Thick
n:SS
ui
()
...
W A'I' ~R
L l~E.
....
....,. o -~
C ~IDO
~en ~
tn.
BU I LDING AND COMPLETI NG AND ORDERED.
Commenced
about
-bO
Speed .
SQI
~ .._, P. ~ ~
18
..
Ordered
1893
12,350
(J}
='
lons
N
N
-0
Commenced
"i:
Ql
CD
....'0
-- I ..
CIS
0
Q,
t.o
c
'0
CIS
e
~
.....c
AR~I.\ME N fS .
--- 1
Speetl.
A R"Ol R AT
---
c
0-
...
I ~ ~
I in .
13.4
3.9
13.4
3.9
13.4
3.9 }
13.4 l
3. 9 f
11.81
10 8 }
5.5
11.81
10.8
I.
18
18
11.81
10.8
18
}s
}s
s
s
5.5
5.5
11.81
10.8
5.5
11. 91
10.8
in.
18 H
18 14
18 14
18 14
'r s
18 14
15! 8
5.5
39
11.81
1181
11.81
12
9
12
9
12
}c
\ c
c
c
c
}c
8
12
8
12
8
12
16
16
16
IG
16
16
En(Jli~J lt.
I mpcrieuse ..
Warspite
Australia
1887
Orla ndo
1887
Oalatea.
1887
Nar cissus
..
..
8,400
8,400
5,600
5,600
5,eoo
..
6, 600
17.
16.75
18.5
18.5
18. 5
18. 6
..
..
..
1887
Undaunted . .
6,600
18.5
..
1888
Aurora
..
6,600
18.5
..
1888
Immort.a.lit ~
Powerful
Terrible
5, 600
. . H,COO
18. 5
..
' { 10
4
i 4
I 10
2
. 10
I
2
10
I '~ 2
10
0. 2
9.2
6
9. 2
6
1~
1~
9. 2
6
9.2
6
1~
{ t~
c
c
I
Comple ted -
urge at present is that, quite apart from any question as to the particular type of construction
adopted, it is absolutely essential that early provision should be made for most materially
strengthening our navy in th e near future.
Referring to the French fleet, it is noticeable that
the more important of the completed ship~, and
some of those building, have been several years in
hand, with the r esult that their main structures
possess some of the defectc;, including low freeboard
forward, inherent to the period when they were
designed. But they are all fully armoured on the
water-line, and their fittings are of recent date.
Bruix
4,665
19
Cho.rncr ..
..
4,6G5
19
lOt
Potbuall ..
..
5,238
20
l Ot
Latouchc Trcville
4,635
19
Cbanzy ..
4,665
19
lOt
D'Entrecasteau . .
8,Cl00
19
l Ot
New ditto
8,000
19
5,796
17
Dimitri Donskoi
5,893
15.5
1889
..
7, 782
16.76
1889
Pamyat Azova ..
6,000
17.5
Oangoot ..
6,502
16.6
It 10,923
18. 5
Building
'
Ru s6ian.
Com
pleted 18884
1S03
Rurik
..
..
Nevr Rurik (larger)
,
,
(larger)
R
R
.. I
20
lOt
. . 14-,000
..1 6, 130
lOt
9.2
French.
Dupuy de LOme
1892 93
l Ot
lOt
lOt
9.2
6
9.2
6
9.2
I} c
Natu ral
{ draught
2
6
2
6
2
1~
{~
{
{~
{~
{~
f
4
12
2
14
7. 64 }
6. 6
7.64 1 1
6.5 f
7.6. l
6. 5 J
7.6~ '
5.5 f
7.64 '
6.E f
7.64 l
6.5 f
95
6.5
9.5
6.5
8
6
8
6
2
14
6
6
r ~:
c
c
c
c
c
c
6
6
6
8
6
4.
c
c
c
c
c
I c
7 6
7 6
10
6 4
l Gt
751
The dates of completion of t he F ren ch and Russian ships may be taken at from three to lour yee.rs after launching.
597
E N G I N E E R I N G.
WORLD'S
LOUI S,
U.S.A.
Pig.9.
r-
Fig 7.
r-
rr-
0 ~ 0
r-
r-
r-
r-
r-
r- I "' 1-
r0 ~0
r0
r-
..._
r-
r-
r-
rO~o-
.!1-
1-
rc
t-
r:-;,g . 13.
0 f.-
r-
.J.
- "'"'.
IQil C tt~o
IU
1\
f.-
~0
.....
In
..
I"
....... 1..
....... ----~
a.
I ..
'-f
~~
=pjlj
Secticrt-
'~0\..._
: ~ .. 3' ~
. -" -
nd, Vi-ew
-.
Hook Box
j.5
..
..]<==
. . 1~
,..I.
~.o: 0
,.
..
~ ~-;}
.
.
I
'--'
Pig.n.
..
..,
....
~. 0
a a .
'
'
D
...,
.fzg.14.
Ot~k
'
-.
;.
.
0
..
. --
...-
....
"'
.~
...... .
'i.
"
o.l
<o
--
"
--- ..
li'
. ... ,
...
lo 0
:. f-''f
0
0
.Fig.12.
0
0
0
--
Front <i"
100p1eces
tu hDolc
lJ.uired..
Hmcl CJ.uarter h;:xs.
0
0
0
0
.....
-o
0
/1-t
I<
0
~
0
.. J fT
l . ,l~
. Jl'
0
~-~
. . .. .
l ..
Fig.15.
~---t:
--:..:..
--..:..:.:
---:_J--..1
E N G I N E E R 1 N G.
B ..,sworth, near N aau wpoort, wooden ones, both in difficulty of putiting the road security asked for by Government should be depo164 miles from Porb Elizabeth, whence the high together, and in keeping a good running top, as sited in hard cash. It is rather surprising that the
plateau of the Karoo is followed till it merges into well as in renetvals, where all rails have to be Governments concerned should not have realised
the Kalakari. Gradients are all easy on the balance removed. Their cost was fr01n 7s. to Ss. Bince that this condition would have prevented most
of this system, with the exception of two hilly 1887 an improved class of ircn sleeper has been British contractors from tenderjng. This want of
portions in the Orange Free State of no great eupplied, and they are gradually superseding competition, and the knowledge derivable therel ength.
The eastern system attains its summit wooden sleepers for all extensions and renewals.
from, accounts for the high rates at which certain
(5185 ft. ) on the Stormberg, 207 miles from East
As to special fastenings, the rule on Cape rail- contracts were obtained on the earlier portions of
London.
ways has been to omit them on construction and t he Midland system, and the exceesi ve cost of the
Owing t o the nature of the country traversed add them on maintenance in all curves of 10 chains work carried out thereunder. I t is also not surby this system, a large amount of waterways or sharper, and on all gradients of 1 in 40 or prising that Government should have been dishave had to be provided, and there are eleven steeper, and for 10 chains beyond foot of such couraged by the results obtained under contract
bridges of 100 ft. opening and upwards, with a gradients. These special fastenings are double without sufficient competition, and should have
total waterway of 1798 ft., exclusive of the Orange dogs on the outside of the high rail on the curves, almost entirely discarded this system in favour of
River bridge at Bethulie, which is 1350 ft. long and on the outside of both rails on the gradients. departmental construction, supplemented by small
and cost 78,874l. On the Midland there are within On gradients of 1 in 50 and steeper it is usual also sub-contracts. The high cost of South African
the colony fourteen brid ges with a waterway of to dog in the slot at the lower end of each rail Government Railways-at least, pr evious to 18874229 ft., exclusive of N oval's Point bridge over t h e where the joint is supported on a sleeper. Fang seems to have been the price paid for turning a
Orange River described in the first section , and bolts and clips were at first largely ordered for new Government department; into a rlrm of contractors,
which is the longest of the Orange River bridges, works, but were n ever used much on t he mainte- and probably, on the older lines, this has amounted
to some 3000l. per mile. The above remarks,
costing about 40,000l. On the Western system are nance.
twenty-one such bridges, with a waterway of
The width of formation on single lines has been however, apply more strictly to the Cape than to
5743 ft. south of Kimberley, the largest being the generally 16 ft. 6 in., t he depth of ballast under Natal, as departmental work, plus sub-contracts,
" Good Hope " bridge over the Orange River, the sleepers 10 in., with between slopes 12 ft., has been far more prevalent in the former than the
the t otal length of which is 1230 ft., with amount of ballast
cubic yards peT yard forward. latter.
Considerable adverse colonial criticism was from
nine spans of 130 ft. each ; h eight above
A few of the leading prices for work in the
time to time aroused at what was termed "Governlow - water level 56 ft. ; weight 95 tons per period 1881 to 1887 ar e the following :
ment railway extravagance in building costly
span, or 855 tons for the whole bridge. '!,he
E arth1vork per Cube Yard.
stone buildings in the desert for the accommodafoundations of this bridge were laid in July, 1884,
s. d.
tion of officials in caps with gold bands and porters
the erection of the girders was completed in
Earth, ! rock
. . . 4 5 to bank or spoil,
in blue frock-coats, without a passenger frequentJune, 1885, and the bridge was opened for traffic
average load
ing them from one week's end to another, and
... 2 8
on N ovember 28, 1885, at a total cost of about
1
"
"" TO"I "
"
... 1 10~
,,"
without an ounce of goods being received or
60,000l.
"
,,
average
...
2
8
deepatched,
"
but
though
probably
the
criticism
conOn the Natal railways gradients and curves are
"
Hard rock ...
.. . 7 6 to bank
or "spoil,
tained more than one grain of wheat, the major
exceptionally severe. Out of the first 189 miles
per cubic yard
proportion was simply chaff. The Railway Departthere are 43 miles of 1 in 40, 42 miles of gradients
Soft ,
... 5 3
,
"
ment had to provide for the future, and did not do
Ballast
. ..
. .. 2 0 on line
between 1 in 39 and 1 in 35, 25 miles with curves
Masonry
. ..
. .. 35 0 Culverts all found
so at all unduly, platforms being at all intermediate
of 450 ft. radius, 9 miles with curves of 300 ft., and
,
...
. .. 40 0 Bridges
,
stations of the simplest description, often with13 miles of 1 in 60 combined with 450 ft. radius
White labour
.. . 5s. to Sa. per diem
out any buildings. Platelayers' cottages, every five
curves. At 58 miles from Durban t he main line
Black
,
. . . 2s. 6d.
,
miles,
were
built
and
used
as
engineers'
quarters
reaches 3054 ft. above sea level, deRcends to
T unnels per lineal yard: Departmental 40l., and conduring construction, of rough rubble stone set in
1000 ft. before reaching Pietermaritzburg, and rises tract 30l.
clay with cement pointing, and iron roofs painted
again 12 miles beyond to 3700 ft. The summit
Cement, per cask of six to the ton, 18s. to 25s.
Laying t rack, 3s. per yard forward ; permanent way per with red mineral paint from East L ondon. The
before La.dysmith at 132 miles from Durban is at
5153 ft. Vve have previously given some details as mile of the light sectiOn (4G! lb. steel) laid complete, only costly but necessary adj uncts to these simple,
d ouble-frontad eight-roomed cottages were the
t o the Transvaal Rail way system and the Beira, so about 1752l.
The cost of the rail ways in South Africa belonging 7000-gallon underground and 400 gallon abovewe will not r evert to them now.
At first t.he permanent way on the Colonial to t he Colonial Governments has on the whole been gro und tanks to collect the rare and precious rainGovernment lines was s upplied entirely with high (see Table, page 325 a1de) considering the cha- water. Passing places (10 chains in length) have
creosoted Baltic fir sleepers (7 ft. by 9 in. by 4~ in. r acter of t he location (see above), which has been been provided every 10 miles (at least) in the
for lig ht rails, and 7 ft. by 10 in . by 5 in. for undoubtedly economical, and the reasons are not far neighbourhood of a platelayer's cottage, but for
heavy rails), at an average cost varying from 4s. 6d. t o seek . The chief reason why the cost of these rail- some years their utility was very circumscribed,
to 5s. 6d., but attention was early t urned to utilis- ways has ranged so high when compared with rail- owing t o lack of telgraphic communication.
Previous to 1883 native wood telegraph posts
ing some of the many varieties of excellent colonial ways of the sam e class built at the same time in other
timber. As early as 1877 twenty-four colonial countries, appears to have been the fact that Govern- were almost exclusively used, but subsequently on
sleeperd were experimentally cr eosoted in England ment railways in South Africa have been con- extension they were entirely given up, on account
and laid in the Western main line. Five of these structed d epartmentally, and not under contiract. of the difficulty of obtaining them and their high
were taken up for examination in 1883, and were Railway companies in Great Britain consider the cost. Iron stands, holding one or two wires, and
found to be sound, and the remainder (half " up- keenest competition for tenders necessary t o insure costing ll. 10s. to 2l. 10s. d elivered, were then used
right" and half "outeinqua") in 1887 were still in the work being done for the least possible amount, with great success.
Previous to 1881, nearly all the r olling stock for the
the ground. In 1883 some exhausive experiments and, although they possess, or could easily engage,
with "yellow wood" were carried out by Bland and a staff of any desired degree of excellence to Cape railways was iroported from Great Britain, and
Co., of Cardiff, and their success induced t he Cape carry out their works, they rarely do so depart- was all at first of ordinary British type, but sharp
Government to purchase sawmills at Goura, near mentally if t hey can help it. .A.. fo,.tiori, it would curves soon corn pelled the adoption of the bogie,
Knyska., where they erected a creosoting plant, and have been necessary for the railway d epartment of the four-wheeled truck at one end of the engines
contracts were entered into for a constant supply, a Colonial Government to invitie keen competition being preceded by the two-wheeled "Bissel " bogie,
beginning with 50,000 in 1885. The average cost of for its works, especially when the fact of so few first at one, and then at both ends of the engines.
these sleepers is 53. 5d. to 5s. lOd. The idea of railways having previously been built, and the real Rail way erecting and repairing shops were erected
utilising home-grown timber, and keeping t he cost prices of work being so little known or experienced, at Uitenhage and Salt River, for d epartmental
of that item of maintenance in the colony, was a is taken into consideration, even though, as has service, of t he most; complete description. These,
laudable one, b ut, on the whole, it has encountered been doubtless the case, they possessed well-quali- for the work t hat they were called upon to do
but a small measure of success. Where these fied and capable staffs. It should have been their previous to 1887, were certainly rather extravagantly
sleepers without creosoting have been laid on t he du ty to have invited as much competition as pos- planned, and fiUed up with every kind of labo urMidland system in large 'quantities, they have in- sible in Great Britain and elsewhere, and got saving machinery. The cost of these shops and
variably stood badly. Several miles originally laid people t.o construct t heir railways who made con- fittings was charged to t he various railway estimates
for
the
several
systems,
as
well
as
the
cost
of
struction
t
heir
entir
e
businessthat
is,
con
tractors,
with yellow and stink wood sleepers had to be t aken
maintaining
and
working
them,
so
theil'
economical
and
n
ot
engineers.
But
how
was
it
that
contractors
up within six m onths of laying, owing to dry rot.
results
are difficult to ascertain, but the general
in
this
country
did
not
readily
compete
for
t
he
It was found impossible to spike without previous
use of an auger, increasing cost of laying and often construction of these lines, when tenders were asked impression is that they have been worked at a loss.
Repairs have been from time to time undertaken
for
throug
h
the
Crown
agents
and
the
agent-general
damaging the sleeper. Many of the sleepers cut
in
t
hese
shops
for
mail
steamers
and
private
man
ufor
the
respective
colonies
7
The
reason
seems
to
under the Government F orester's supervision,
facturers, but these have been as much as possible
stacked under cover and seasoned for 18 months, have been that a condition was imposed with which discouraged by the officials, as, although 25 per
British
contractors
did
not
some
years
back
conh ad t o be hastily put into the road to avoid being
cen t. above cost price has been charged, they are
sider
they
could
profitably
complye.g.,
that;
the
co ndemned before uso, and the contract for their
not considered to pay. The only explanation of this
supply had to be cancelled and tho contrador com- jaws fixed to gauge), resulting in substitution of wooden curious statement seems to be that, in the case of
sleepers and break of road; (c) difficulty of properly and outside work, t he actual cost of working t he underpensated.
Iron sleepers came g radually into use from .1881 speedily filling void with soft ballast, causing sleepers to taking becomes clearly apparent, whereas in the
in an experimental way. Two types were cried- ride badly and injury to sides of trough in packing. And ordinary Governmen t work it is hiddPn in a
those
of the second pattern: (a) Multiplicity of parts;
first. the 1nverted trough (Livesey's p~tent); second, (e) transverse
weakness, cottered connecting-rod between labyrinth of confused accounts, and is never
the double po ~ or terrapin. In. prac.tiCe, both ~hese pots nob stiff enough to communicate extra or any pro- realised.
sleepers were considered to be 1nfen or* to ordinary portion of load or motion froru one to the other ; (f)
Among the improvements and r olling stock demability to equally pack both pots, also defects a and c; vised and carried out at these shops may be men* A11ege:f defects of fi rs~ p:1.ttern: (a) Shortnf.SJ o~ ~ra.na (g) inability to stand slewing; but these do not presant tioned a very comfortable adaptation of the Pullman
verse bea.rin~ (5 ft. 6 in., instead of 7ft.) ; (b) mab1llty to defect b, as the keys can be shifted from outside to inside
car (in the direction of the Mann car system), and
alter gauge round curves (keys being always inside and of the pots, and the gauge thus altered round curves.
It
s.
d.
Actual cost of first-class short oarriage, colonial built
...
...
368 15 1
Actual cost of first-class short car...
...
494 0 0
riage, imported . ..
Difference in favour of colonial
...
...
...
...
125 4 11
built ..
Actual cost of first, second, and
third-class bogie carriago, colonial built ...
...
.. .
...
792 3 0
Actual cost of first, second, and
third-class bogie carriage, im.. .
.. .
:.. 1000 0 0
ported . .. .
Difference m favour of oolomal
built...
.. .
.. .
.. .
.. .
207 17 0
But notwithstanding this apparent saving in cost,
the major proportion of the stock has always been
imported, and the colonial-built carriages hav~ b een
limited to what the shops could turn out without
interfering with main te nance of stock in use, or extensions and enlargements of the sh ops t hemselves.
And this, no doubt, has been a wise policy, if on o
considers, first, that no proport ionate amount of
interest on cost of buildings, machinery, and of
maintenance and renewals of these is included in
the statement of cost of colonial-built stock ; and,
second, that n o charge for a due proportion of
superintendence and clerical and official staff is made.
Were these charged, the comparative result would
probahly be reversed , and this is the only r eason able conclusion, as pr actically all the material used
in carriage construction has to b e imported; even
colonial wood is little u sed . Thus t he b en efit t o
be derived from constructing in t he colony is
limited to the difference in freight b etween the raw
material and t he p or tions of t he finish ed carriage,
against which has to be set the extra cost of
colonial labour.
In one respect the keen competition which has
existed throughout between t he various colonial
systems has led to wasteful results in respect to
their equipment ; m ore r olling stock of every kind
than was from time to time required to work traffic
actually in sight was p rovided to meet the local
clamour of those specially interested in the speedy
development of each system ; and in the period
before 1887, the amount of surplus locomotives,
wagons, and carriages (especially on the Eastern
system) laid up in ordinary on open sidings, and
rapidly perishing under the action of the heat, was
really quite mournful to see. Wit h the opening
of cross lines of communication between the three
systems this was largely done away with in the
Cllpe, but Natal has yet to wait for similar relief.
American engin es have been imported and regularly worked on th e Cape railways, bu t they have
not been found to be so economical in respect to
boilers or coal consumpt ion as British-built engines
of t he same class and d oing t he same work, so that
the competitive r esults have n ot b een favourable to
an increase in their numbers. The original light
type of permanent way in b oth colonies, limiting
the weight of t he engines to from 20 to 30 tons, has
b een also an unfavourable condition for the cheap
and efficient equipment of these lines, as a large
stock of engines suitable f or the light type of permanent way were accumulated, mostly in excess of
current requirements, b efore the change t o a h eavier
type was definitely d ecid ed upon, and a large prop ~rt ion of these engines have subsequently had to
b ~ discarded before they had been worn out, as
their service became unsatisfactory owin(Y to t h e
altered conditions in respect t o train loabds which
the change in permanent. way from 45i lb. to 60 lb.
rails i~troduced. In addition, the attempt to
deal w1th these altered conditions of traffic with
the lighter type of engine has resulted in rapid de-
599
E N G I N E E RI N G.
In
ename
stock Itself
Per Day.
back plate of the combustion chamber to protect
F ll S
u e vtce.
s. d.
this plate from the impinging flam e. Or, be~ter
One ganger (white), at ...
...
.. .
8 0
still, the usual bridge is replaced by a vertical
,, second
,
...
...
. ..
6 0
grating of loose firebricks, through which the
Tbree labourers (black), at
.. .
..
2 6
flame is b ound t o pass. With thi's arrangement,
while the back plate is well protected, the air and
21 6
Total, \'e men at
.. .
.. .
the unburned gases, by getting well h eat ed and
=84l. 2s. 4~d. per mile per year.
mi xed in their passage through the perforated brick
P
er
D
ay.
L imited Ser1:ice.
screen, are put in condition to burn comple tely
s. d.
in the combustion chamber and to produce a
8 0
.. .
One ganger (white), ab ...
...
2 6
...
Two labourers (black), at
...
perfect corn bustion. Moreover, the brick screen
prevents currents of cold air rushing inside the
13 0
Total, three men at . ..
. ..
furnaces to damage the tubes and tube-plates."
= 50l. 17s. 3d. per mile per year.
When used in locomotive b oilers, the pulverisers
The gen eral cost of maintenance at first starting the author examined, were fitted ou tside the boiler
has b een also largely increased by the almost in front of the ashpit d oor, the firegrate b eing
univer aal practice of turning over n ew lines from entirely removed, and a massive brickwork,
construction to maintenancA in an unfinished con- forming a reversing h ood bridge, replaced it; the
dition, which has had the effect of charging to the latter r eversed the pulverised ignited fu el proj ected
latter or the revenue account much that should against it into a powerful fan of white smokeless
h ave been charged against construction or loan flame. The brickwork lining, the bottom of the
account-the latte r appearing smaller than it ought, ashpit and sides of the furnace up to the t t; p of the
at the expense of the former.
bridge was raised to a white heat, and vaporised
In 1891 a return was published by the Cap e all t he globules of oil n ot perfectly pulverised. He
Government Railway Department of the relative summed up with the following conclusions on the
cost of labour and materials in the Cape and in use of liquid fuel in Russia :
England, which is interes ting as showing h ow dif"1. The petroleum refuse, d erived from the
ferent the conditions of railway working in t he two petroleum industry in the Caucasus, although used
countries are :
there for a ll kinds of industrial and domestic
E ngland.
Cape Colony.
purposes, is far in excess of t he l ocal wants, and
7s. per day.
.. . l Os . per day
Enginemen
the price is comparatively low-say about 3 fr. per
Mechanics and
t on.
5s. 6d. per day.
labourers
.. . 10s. per day
"The output is, however, comparatively small
J oiners and labourers
.. . 10s. per day
5s. 6d. per day.
and limited.
Cost of coal
.. . 4ls. 4.~5d. p. tn. 7s. 4.80d. per ton
"2. T he petroleum refuse has a high calorific
Materials
... 125 per cent.
100 per cent.
power, which practically amounts to 1.6 times tha.t
(To be continued.)
of good coal. The steam-generating capacity, with
boilers as at present in use, appears to be at least
THE ENGINEERING CONGRESS AT equal t o that of coal.
'' 3. The p etroleum refuse, if pure, i.e. , n ot
OHICAGO.
mixed with lighter oils, has a high burning p oint,
(BY OUR NEW YORK CORRESPONDENT.)
which exceeds 200 deg. Cent. , therefore there is
(Continued f rom page 568. )
no danger whatever in its use, whether on land
TnE n ext p aper was on "Liquid Fuel for Ma rine or on board ship. But it is r arely so pure, aud
Purposes, " by Col. N abor S oliani, of the R oyal contains more or less of the lighter oils, which may
Italian Navy. He stated that the present output impair its safety.
of the Russian wells was 6,000,000 t on s p er
"However, as a temperature above 100 deg.
annum, and then proceeded to describe t he pul- Cent. is never reached, even on board s hips, it
verisers as follows :
may be admitted that the refuse can be used
" These s team pul verisers are all fram ed on with confidence, provided the temperature of comthe same leading idea, of a. j et of steam issuing bustion is above that limit.
from a hole or opening on the side of a small
'' 4. Owing t o its liquid state, petroleum refuse
steam box, or at the end of a small steam tube or can be easily and quickly delivered on board ship,
n ozzle and impinging on the oil issuing from with pumps or with other mechanical means, and it
another op ening on a similar b ox or tube. They can be stowed in any part of the ship, wheth er
differ one from the oth er principally in the form close to the boilers or n ot, and even in such conand arrangement of the said apertures, and in fined spaces as would be inaccessible or useless for
tha means of modifying t hese apertures to r egulate coal.
the flow of t he fl uids for p erfect combustion, and
"5. With petroleum r efuse, the action of the
to su it the intensity of the fire required.
fires b eing automatic, t h e work of the firemen is
"The b ox type pulverisers are cylindrical or reduced to mere watching.
circular, and have the apertures, which are generally
'' At the same time the fires are under p erfect
rectang ular, long, and very narrow, one ab ove the control and easily k ep t regular and uniform, while
oth er, the oil aperture b eing at the top.
a perfect combustion is obtained.
'' The pulverisers of the n ozzle type, with very
"6. '-!'he above advantages make possible a
CONSTRUCTED BY
THE M.
C.
BULLOCK
~lANUFACTURING
COi\IPANY,
"
EX P 0 SI 'r I 0 N.
II
. 0\
0
0
CHICAGO, U. S.A.
tr1
CJ
...........,
. .. if
.. "'
~
..
(
t11
tT1
,., .
rl i
Id
........
z
()
.-------
z
0
<
The consumption of steam for their working may tion of the steam pulverisers has been facilitated
be as high as 6 per cent. of the steam produced, by there being little difficulty in supplying the
but with proper arrangements and care it may be steamers with fresh water.
reduced to t he very low figure of 1 per cent.
" 10. For the efficiency of the system of corn bus" 9. In the Caspian and Volga. region the adop- 1 tion with petroleum refuse, it is essential that
"-t
""
~
00
\()
6o r
E N G I N E E R I N G.
L OCOMOTIVE.
12-WHEELED
TENDER OF
WORKS, DUNKIRK,
N.Y.
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proper firebrick structures be erected (inside or 1 In this way t he combustion becomes smokeless and
outside the boilers), within which the flame issuing perfect, and can be kept so at all speeds.
from the pulverisers be projected, so that a thorough
'' 11. The petroleum refuse appears really so
mixing of the air and petroleum vapours be pro- , efficient, both in ordinary marine boilers and in
moted, and a high temperature be maintained in the locomotive boilers, that, in my opinion at least,
apace where the combustion begins to take place. 1 no improvement need be made in them, nor need
"The Problems Confronting t h e Naval Engin eer " was t he title of t h e paper by Ira N. Hollis,
United States Navy. He divided t hem t hus :
"1. All the machinery and boilers in warships
must be protected from shot, and must therefore
be entirely below t he water-line, or low enough to
r equire only a small amount of armour protection .
"2. The weight of machinery and boilers must be
low, in order t o leave sufficient displacement for
coal and armour.
'' 3. The space occupied must be small, in order
to leave room below for stowage of coal, ammunition, and provisions.
"4. The ship must have very high speed and
great manceuvring power, especially if the armour
is thin or takes the form of a protective deck.
'' 5. The machinery and boilers must be very
economical in coal at crui~ing speeds, in order that
the ship may k eep the sea for long periods.
'' 6. The machinery and boilers must be entirelY.
E N G I N E E R I N G.
502
reliable for emergencies and sudden changes of 1\iachinery," by Edwin S. Cramp. This described
speed, and all parts must be well proportioned and their u~e, the necessary characteristics, methods of
constructed to reduce the possibility of bre:1.kdown testing, and specifications. It was fully illustra.ted,
t) a minimum.
but cannot be condensed without injury to its
"7. The design must be adapted to ready over- subject.
hauling and repairs on bO.l.rd ship by the engineer's
'The Form and Treatment of Tensile Specimens,
force.
with reference to the Tests of Iron and Steel, " was
'' 8. The parts mu8t be interchangeable, wherever presented by James E. Howard, of the United
possible, so that the ship need not carry many S tates Arsenal, Watertown , Mass. He stated :
duplicate pieces.
''Those properties generally regarded as impor"9. Many emergency connections must be made tant to observe may be enumerated as follows :
to minimise the chance of disablement in action.
'' Elastic limit.
"10. The pumping arrangements must be far in
n 'l'ensile strength.
excess of that required for the bilges alone, and any
'' T otal elongation.
compartment must be r eadily drained by any pump.
'' Contraction of area at place of rupture.
5,977,860
...
... ... ...
Glasgow
their details of constructwn.
5,061,882
...
... ...
Hull ...
The entrances and clearances in the foreign commerce of the following prominent foreign and h ome
ports will appear in the following Table :
Tons
Havre ...
4,418,8i6
... ... ... ...
Maroeilles
7,~92,556
...
...
... ...
Antwerp
8,203,990
... ... ...
...
Hamburg
10,417,006
...
...
...
3,481, 769
Bremen
...
... ..
12,646,555
New York ...
...
...
...
2,676,3~7
Boston ...
...
...
...
...
Ph iladel ph ia ...
2,585.866
...
...
San Francisco
1, 986, 4~3
...
Mr. Mlller then described the construction of
the boats used in the trc1.ffic, their engines, anl
gave the dimensions of the various part3. He
alluded to the wh~lebacks, and showed by drawings
their peculiarities, and closed with a full account of
the twin-screw car ferryboat which is u: ed to
transfer a whole train cargo across the Straits of
Mackinaw, where in winter the ice is from 3 ft. to
5 ft. thick. Their construction is of oJ.k, and they
are very heovy. Their speed is ab Jut 15 miles an
hour. 'he details cannot be given here, but th ey
were full of intere~t.
The last paper t o be considered was a '' Cvmparison of the Types of Steamers on the Great
Lakes, " by J. R. Oldham, of Cleveland, Ohi .
He described at length the various types, and
weighed the advantages of one against another.
The paper was illustrat~d, and he gave, a'! a
sample, the following account of the operations of
an ore steamer :
Operati<ms of Steamer " M anola, " 292 Ft. by 40 Ft.
by 21~ Ft.
EXPOSITION.
COLUMBI
AN
WORLD'S
THE
AT
LOCOMOTIVE
GREAT N ORTHERN (U.S.) R A ILWAY TWELVE-WHaED
OF
D ETA ILS
WORKS, DUNKIRK,
CONSTRUCTED AT TH E BROOKS
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E N G I N E E R I N G.
is 20 in., and the stroke 28 in. The valves are of the
Richardson balanced type (Figs. 21 and 25), the steam
port being I 8i in. by I g i~., a nd the ex_haust ports
18 ~ in. by 3 in. The eccentr1~ and ecce~tnc straps are
shown by F igs. 36 to 38, the hnks by F1gs. ~9 and ~0,
and the reversing lever by Fig. 41.. Metalhc packmg
is used for piston and valve rods (Ftgs. 30 to 32). The
moving parts of the engine are of wroug.ht s teel. The
crose head and crosshead pin, shown on Figs. 27 and 28,
are the former of cast steel and the other of forged
ste~l, and the guides {Fig. 29) of wrought iron ca:sehardened. The details of the connecting and couplin g
rods and brasses are shown by Figs. 33 to 35. The
connecting-rod journals a re 3! in. and 6 in. lo~g, the
diameters being 4! in. and 6 in., while t~e c~mp~1Dg-rod
journa ls are 4! in., 5 in., 7 in., and 4i m. lD diam~ter
by 4! in., 5 in., 5 in., and 4i in. long. These vanous
rods are of wrought iron. The_driv_ing 'Yheels, shown
on Figs. 44 and 45, are 55 m. In d iamet er, and
they are constructed of cast iron. The tyres are of
Krupp crucible steeJ, and the axles are of wrought steel.
The driving axle journals are 7 ~ in. in diameter. . The
main framing of the locom~tive is of wro_ugh~ tron,
forged solid, and is shown m two parts m F1g. 19.
The lengths of wheel base are a,s fo1low :
Ft. In.
Totallength of wheel base
.. .
52 0
,,
rigid base
.. .
...
9 R
,
driving wheel base ...
15
6
25 3
,
engme
...
. ..
. ..
25.3
Firebox heating surface .. .
.. .
~~~
Tube
,
,
.. .
...
.. .
Total
2227
...
Pounds.
156,000
136,000
20,000
"
" ...
E N G I N E E R I N G.
Roi/IT)(1d
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ENGINEERING.
zw
a z
&S
QUEEN.''
"FAIRY
THE FORTH AND CLYDE CANAL PASSENGER STEAMER
CON TRUCTED BY MR.
JOHN H.
GIL1-10UR, IRYINE,
N.B.
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E N G I N E E R I N G.
1.'he Palmer Shipbuilding and I ron Company, Limited.The committee of consultation, appointed at the ordinary
general meeting of this company, advise to the shareh old ers that the resignation of his seat on the board
t endered by Sir Charles M ark Palmar, Bart., M.P., be
accepted, and that he be invited to hold the podition of h onorary president of the company, and that
for such special services as he may from time to time
render, he should be remunerated in such manner as may
be arranged between himself and the directors. The committee advise that the board should be strengthened by
the appointment of three gentlemen living on Tyneside,
and that consultation meetings should be held in Newcastle or J arrow, if it be found nece!?sary to bold the meeting.s of the board in L ondon. They also advise that the
financial operations of the company be separat ed from
the industr!e.l. They think the charges for management
in the p3.st have been, as a whole, excessive, and that in
some cases they require curtailment, and add that, while
certain departments of the company's bu~iness leave a fair
profit, other departments have been carried on at a loss.
'fhe committee recommend a thorough investigation into
the departments where they think the loss may have arisen,
and they also suggest an inquiry into the value of the assets
of the company, with the view of ascertaining whether
the amount that stands in the books is not in excess of
their value to the company for its purposes as a going
concern.
E N G I N E E R I N G.
and a P aisley firm for three and two t orped o-destroyers
have been taken by Messrs. J ames and George Tho~son,
Clydebank, and M e3srs. H anna, Donald, and '\Vtlson
re 3peotively.-M essrs. Bla<'kwood and Gordon, P ort
Glasgow. ha ve contracted t o bnild a steel screw stea.~er
for the City of D ublin Steam Packet Compa ny, of Dubh?,
for ser vice in their cross-Channel trade between Dubhn
and L iverpool. The builders will supply her with tri ~le
exl?aosion engines of about 3000 horse-power .-The Atlsa
S htpbuilding Company, Troon. have booked a:n order for
M essra Bro wne and Watson, Glasgow, for an uon barque
of similar dimensions to those of the Dalrympl~, recently
built at Troon. -The Fairfield Shipbuild_ing and Eng:ineering Companv have contracted to build for Capta.m
},f'C..lmont, of L ondon, a twin - ~crew s team yacht of
about 400 tons, and about 250ft. long. They have
al!to ~ecured an order for a second paddle steamer
for Belfast service. - M essrs. M'Knight and Co. ,
Ayr have booked an order t o build for Messrs.
J . ~nd P. Hutchison, of G lasgow, a screw s teamer of
about 1000 ton~, of high speed, for their French trad~.
The machinery is to be supplied by M essrs. Muir and
H ouston Gla.sgow. -M essrs. John Scott and Co., Kingborn ha~e contracted to build for a Spanish firm a scre w
stea.~er of 1650 tons for ser vice in the wine trade ; and a
ferry s teamer for the M ersey, t o ply bet ween Birkenhea.d
and L iverpool, and carry up t o about 1200 passengers.
Recon$truction of Brvom iela?o Bridge, Glaspow. -At an
extraordinary meeting of the Glasgow P olice Commissioner.:~ held on M onday, the proposal to re-erect G lasgo w
Bridg~ in accordance with the plan sketched by Mr.
Mason' a t a cost of 80, OOOl. was unanimously agreed t o,
and the Statute Labour Committee were authorised to
apt>lY t o. ~arliament for the necass~ry powers. . The
practicabthty of. the proposal has, wtth so!lle modtfi~a
t ions, approved 1t~elf t o Mr. Blyth, the engmeer. yYtth
the view of securmg that the proposal t o erect a br1dge
at Govan-street should not be lost sight of, it was proposed that Parliamentary p owers should b e a-sked for that
purpose. Mr. L~ng ruled, however, that bhis was unnecessary, a.s the commissioners could erect a bridge under
the provisions of the Roads a.nrl Bridges A ct .
Scientific Society Meeti~s. -Last Friday e vening ~Ir.
E. J. Duff, Wh it. Sch. , A ssoc. M. Ins t. C.E.).. read a.
papt"r on ' ' Electric W elding " t o the West of ~cotland
Iron and S teel Ins titute, in the course of which
he gave m~ch interesting ~~formation 'Yhich he ob tained durmg a. recent VISlt to A mertc-.a.. On the
following evening, at a meeting of the T echnical Colle~e Scientific Society, a very valuable paper was read by
Mr. J ,>hn Anderson, A ssociate of the T eohni<'.a.l College,
on "Some Steam En~ine ~rob_lems. " He dealt chie~y
with the results of the mvest1gat10ns of Mr. James W e1r,
whom be has for some time served as assistant.
MISCELLANEA.
TD E November meeting of the Birmingham Association
of Engineers was held on Saturday, November 4, at the
Grand Hotel, Birmingham, when a. paper on ' ' Aluminium " was read by the president (Mr. A. Driver ). The
chair was t aken by Mr. J. Floyd (vice-president).
The first ordinary meeting of the present session of the
N ewcastle-upon-Tyne A ssociation of Students of the
Institution of Civil Engineers, was held at the Durham
College of Science on the 8th inst., when the president,
Mr. J. Watt S andema.n, M. Inst. C.E., delivered an
add ress upon u Concrete and Portland Cement." A vote
of thanks to the president concluded the meeting, and
th e members afterwards held a. reunion at the G rand
H otel.
The contract for the 5000 horse-power dynamos for the
Cataract Construction Company, Niagara., has been
awarded to the Westinghouse Electric Uompany. The
dynamos in question wiJl provide a two-phase alternating
curr~nt, having a frequency of 25 alternations per second,
and the voltage is to be 2000. We understand that there
was difficulty in finding an American firm prepared to
undertake the building of dynamos to give a higher
voltage, and hence the voltage is lower than was desired,
necessitating step-up and s tep-down tra.nsformera to
o~ta~n the pressure required for the long-distance transmtssion of the current.
We note that the owners of Winby's express locomotiv~,
the "James T oleman," which was described in our issue
?f April 28 last, and ha.s been ex~ibited ~t Chicago, have
u~sued a. challenge to run th1s engme against the
American type of locomotives. They wish to make a
match for 1000[. a side, t o go to the owners of the engine
that does the best work at high speeds, with heavy loads
and which proves the most economical. They suggest ~
train load of 200 tons, exclusive of engine and tender, and
that this load ehould be hauled 200 miles, making ten
stops. The same tender should be used for both engines.
It is further suggested that the 1000l. won should be
devoted to some charitable or public jns titution.
:r'he traffic receipts for the week ending Oct ober 29 on
thuty-three of the principal lines of the U nited Kingdom
amounte~ to 1,396,655l., which, having been earned on
18,388 mtles, ga ve an average of 75l. 19a. per mile. For
t~e corresponding week in 1892, the recdipts of the same
It~~ amounted to 1,474,98Sl., with 18,199 miled open,
gw10g an average of 81l. la. There was thus a decrease
N orth-E ast Coas t Ins titution of Engineers a nd Shipbuilders was inaugurated in the L ecture Theatre of the
Durham College of Science, Newcas tle. Mr. _Ro~ert
Thompson, of Sunder] and, presid ent of the Ins tytutlon,
was in the chair. The secretary, Mr. J ohn Duck~tt, presen ted the report of the counc il of the ninth sess10n. It
stated th at the gold meda ls for the eig hth session had
been awarded as follows: The engineering medaJ to Mr.
J. J enning!J Ca mpbell for his paper on "Engmes for
Ships of War;" the shi pbuilding m edal t o Mr. ~ C.
J ames for his pal?er on 11 Tonnage M easurement. In
the graduate sectton a still further improvement bad
taken p1ace, and the meetings had been ~etter . attend~d.
The prizes for the best papers read m thts section
during the eighth session we; e awarde~ as follows:
First award to Mr. J . Kmg for his paper on
" S ome Notes on the Propulsion of Paddle Steamers ;''
the second awa rd was divided between M essrs. E.
T owers and R. L . G aine, the form er for his paper,
"Hs d raulics and Hydraulic Machinery, " and the
latter for his paper on " S teamship Trials." During the
p ast year the following a dditions ,_have ~een made t~
the list of members: 67 members, 1 assoctates, and 3o
gradua tes; and 18 graduates had been raised to the rank
of members. The t otal number of m embers was now 894.
The balance-sheet was also presented, showing that the
receipts, including a balance of 730l. 2s. 8d. from the
previous session, had been 2394l. 15s. 1d. ; and the expenditure 1455l. 7s. 2d ., leaving a credit balance of
949l. 7s. lld. It was intimated th a t 27 new members,
13 associates, a.nd 12 graduates, had just been elected.
The twentieth annual repo.rt of the Cambridge U Diversity E xtension L ectures, covering the work d one
during the session 1892-3, has just been published. About
220 courses of lectures and classe~, on the well known
University E x tension _Plan, have been given a.t ~early
200 places, varying in s1ze from large towns like L eteester
and Newcastle-on -Tyne, to small;villages of a few hundred
inhabitants in Cambridgeshire or K ent. The aggregae
of the average number of students attending the courses
was n early 16,000, of whom nearly half attended, in addition to the conversational class held before or after the
lecture, and intended for the more earnest s tudents. The
average number of weekly papers written by students
was about 2600 and moro than 1700 passed the examination held at the end of the various coursel. The lectures
covered a wide range of subject s of general interest in
various d epartments of science, history, literature, and
art. The most important event of the year has been the
foundation of the U niversity E x tem;ion and 'l'ecbnical
College at Exet er, organised by th e co-op eration of the
t own coun cil, the local University E x tension Committee, and the Cambridge authoriti es. The collf'ge
has a. t echnical d ep artment and a literary and hist orical
side, the former subsidised by the t echnical instruction
funds of the city. 'hree courseR of regular University
E xtension lectures, as well as a. large number of science
and other classes, are already in activity. The city of
N orwich has, during the year, adopted the sch eme of
affiliation to the U niversity, wh ereby stud ents who go
through a. certain course of lectures at Norwich can
obtain a. degree at Cambridge after two year~' residence
instead of the usual three y~ars. Another notable feature
of the year's work was the summer meeting, held during
the month of August, and attended by about 650 s tudents,
all qualified by some prev ious study m their own centres
for the more ad vanced work provided at Cambridge. It
is evident that the students who attended thoroughly
enjoyed their month at Cambridge, and the Uni versity
authorities speak highly of the serious nature of the work
done.
On Friday, N ovember 10, a.t the Westminster Palace
Hotel, the inaugural m eeting of the thirteenth session of
the Junior Engineering S ociety t ook place, and was
largely attend ed. The retiring president, Dr. John Hopkinson. F.R.S ., t ook the chair at the commencem ent of
the proceedings, and after some formal business had t een
disposed of, presented the Society's premium t o Mr.
R . W. Newman for his papor on "The Sanitary Engineer~ng of Dwellings." A yote of th~nks ~aving been
cordtally passed to Dr. Hopkmson for hts servtces as pre~i
dent: the new president ~fr. J. W olfe- Barry, Vi ccPrAstdent Inst. C.E.. was then introduced and proceeded to deliver his presidential addre~s.
In it
1\[r. B a.rry cl_a~med f_or the engineering profession
an equal p os1t10n Wlth that of other professional
bodies, and suggest ed means whereby its status
might be improved, He referred t o the r emarkable
progress of en~neering during the past forty or fifty
years, and to 1ts ben eficent influence on the condition
of mankind, concluding with a review of the directions in which it would doubtless achieve fresh
triumphs. The tha.nks_of the Socie~y having been heartily
expr~ssed to _the pres1dent for his address, the meeting
~ermmated w1th the_announcement of the ensuing meetmg, when a. paper wtll be read by Mr. S . Cutler jun . on
"Coal Gas Manufacture, and Recent Improve~ent~ in
the Plant Employed therein. '' Other pa.Pers in the
session's programme are "Boiler Incrus tat10ns and Deposi~~.,:' by Professor V. B. Lewes; "The Construction
and working of Electro-MotorCJ," by Mr. A. H. Dykes
"T~e Design and Construction of B oilers for Locomotiv~
Engmes," by Mr. G. F. Burtt; "Lubricants their U se
Testing, a.nd Analysis," by Mr. W. F. E~ Seymour ~
"The In1,ustri~s of D evon and Cornwall," by Mr. F. R~
Taylor;
M9:r1_ne Engineering Repairs," by Mr. T. P.
;Hosegood. VIs tts to works t ak e place b etween the meetm~s, th~ papers ~ea~ and accounts of the visits being
prmted m tb~ So01ety_s record of transactions. We may
add, for the mformat10n of any of our readers desiring
particulars of membership, that the address of the secretary is 47, Fentima.n-roa.d, S. W, .
6o8
E N G I N E E R I N G.
C0~1 POUN D
DIAGONAL
CONSTRUCTED BY 11ESSRS.
HALL-BRO\VN,
BUTTERY,
GOVAN,
GLASGOW.
., I
--------- - --- -
- ---- --
---...
1no C
--=- -
-=
--=-
609
E N G I N E E R I N G.
AGENTS FOR "ENGINEERING."
AUSTRIA, Vienna: Lehmann and Wentzel, Karntnerstrasse.
CAPE TowN : Gordon and Gotoh.
EDINBUROn: J ohn Menzies and Co. , ~2, Han_ove~-~treet.
FRA!(CB, Paris: Boyveau and Chevillet, Ltbrame Etrangere, 22,
Rue de la Ba.nque; M. Em. Terquem, Sl biBBoulevard Ha.ussmann.
Also for Advertisem.ent.s, Agence Ha.vas, 8, Place de la Bourse.
(See below.)
.
GBRl!ANY Berlin : Messrs. A. Ash er and Co., 5, Unter den Linden.
' Leipzig: F. A. Brockhaus.
Mulhouse : H. Stuokelberger.
GLASGOW : William Love,
.
INDIA Calcutta: Thacker, Spmk, and Co.
' Bombay : Thacker and Co. , Limited.
ITALY: U. Hoepli, Milan, and any post office.
LIVERPOOL : Mrs. Taylor, Landing Stage.
MANCHESTER: John Heywood, 14;3, Deansgate.
Ngw SouTH WALBS, Sydney: Turner and Renderson, 16 and 18,
Hunter-street. Gord~n and Gotch, Geor~e-street.
QuK&NSLAND (SOUTJJ), Bn sbane: Gord on a na Gotoh.
(NORTU), Townsville: T. Willmett and Co.
ROTTBRDAM : H. A. Kramer and Son.
SOUTH AUSTRALIA, Adelaide: W. C. Rigby.
UNITBD STATES, New York: W. H. Wiley, 53, Ea.st ~Oth-s~re~t.
Chicago: H. V. Holmes, 44, Lakesrde Burldmg.
VICTORIA M&LBOURNB: Melville, Mullen and Sla.de, 261/264, Collinsstreet.' Qordon and GoLch, Ljmi ted, Queen-..::.
st~r..::.ee.:..:t_.-========NOTICE TO AMERICAN SUBSCRIBERS.
We beg to announce tha:t Amer~can Subscription ~ to ENOINBERINO
may now be addressed etther drrect to the publtsher, MR. C. R.
J onxsoN at the Offices of this J ournal, Nos. 35 and 36, Bedfordstre~t, Strand, London, W. C., or to our accredited Agents for the
United States Mr. W. II. WrLEY, 53, East l Oth -street, New York,
and Mr. H. 'v. Holmes, 44, Lakeside Building, Chicago. The
prices of Su bscriptiou (payable in advance) for one _Yeat are. : For
thin (foreign) paper edition ~ ll. l~s. Od. ; for thtck (ordmary)
papet edition, 2l. Os. 6J., or tf renut.Led to Agents, 9 dollars for
thm and 10 dollars for thick.
ADVERTISE~IENTS.
Advertisements i11 tended for t.Dsertion ID the current week's issue must be delivered not later than
5 p.m. on Thursday. In consequence of the necessity
ror going to press early with a portion of the editton,
alterations for standing Advertisements should be
received not later than 1 p.m. on Wednesday afternoon ln each week.
The sole Agents for Advertisements from the Con
tinent of Europe and the French Colonies are the
AGENCE RA V AS. 8. Place de la Bourse. Parts.
-
--- -- ---
CONTENTS.
PAGE '
693
597
599
602
C0.3
603
6()3
604
(lllustrated) . . . . . . . . . . . . GO~
t05
605
606
t('6
PAGE
The Attendance at the
Columbian Exposition ( l llust rated) . . . . . . . . . . . . . 612
Literature ...... ....... 614
Books Received .. .... .... 614
Notes ... . .............. .. 614
The Late Mr. Anlhony
Reckenzaun . . . . . . . . . . 615
Royal Meteorological So
ciety .. .. .. . .. . . .. . . . . . 615
The Institution of Ci" il Engineus ...... .... ........ 615
The Loss of H.M.S. cc Vietoria" . . . . . . . . . . . . . . . . . . 616
Tbe Stability of ArmourClads ......... . ........ 616
The
Atlantic
Record :
Qurenstown v. South
a.mpton ............ .... 616
Ball Bearings for Thrust
Block-J .......... .... .. .. 616
Twin Screws . . . . . . . . . . . . . . 616
Lathe Centre Grinder (Illustrated) . . . . . . . . . . . . . . . . . . 617
Edwards' Automatic Sprinkler (l llust,ated) ... ..... 617
Indudtrial Notes .... . . .. . 617
Transition Cur ves (lllus
606
trated) .. . . ... . ....... . .. 618
607 Ports on Sand y Coasts (n.
lmtrated) . . . . . . . . . . . . . . 619
609
610
611
better
opportunity
is
afforded
.
of
emphasisin~
NOTICE.
the points to which the altentwn ?f the aud~
The New Cunarders "CAMPANIA" and "LU- ence is directed. Year by year this ground IS
CANIA ;" and the WORLD'S COLUMBIAN trodden in numerous societies until it becomes
EXPOSITION OF 1893.
bare as the desert., obliging each successive p~esi
The Publtsher begs to announce that a Reprint is dent to explore diligently in search of some httle
now ready of the Descriptive Matter and Illustra- patch of verdure from which he may gather a ft3w
tions contained ID the issue of ENGINEERING of 11reen leaves to deck the specimens he borrows
Aprll 21st, comprising over 130 pages, wtth ntne from the lt ort~ls sicc1cs of encyclopredias and yeartwo -page and four single- page Plates, printed books.
throughout on special Plate paper. bound ID cloth.
Occasionally a strong man arises who, out of the
gUt lettered. Price 6&. Post free, 6s. 6d. The ord.l fulness of personal experience, ''speaks with ~uth ~~
nary edition of the issue of AprU 21st ls out of print. rity of what he knows, and not as one of the sc_nbes.
-=:-=====-==- -His facts have not seen t he light before, and Instead
of being strung together like beads, or thrown out ~11
N 0 TIC E.
The attention of Readers and Advertisers is disconnected, like marbles, they are arrang~d In
drawn to the a lteratlon Jn the name of the symmettical courses to serve as the foundatwn of
weighty opinions, the result of a life's experience.
Publisher.
Owlng to the retirement of Mr. Cha r les Gilbert, To listen to such an address is no longer an act of
communications for the Publishfng Department courtesy- a wearisome episode in an . otherw~se
should now be addre.ssed to Mr. C. R. JOBNSON, hearty greeting to a new leader-~ut a ~11gh g!ahfiPublisher and Manager.
cation. There are many moot p01nts In engmecring practice upon which diverge!lt v i~ws are h~ld
by men of eminence, each of whiCh mtght furntsh
NOTICES OF MEETINGS.
the theme of a presidential address. W hat we
TnE l xSTITUTIO~ OF Ct\'lL EN'OlX&ERS.-0 dinary meelinga :
November 2 L, papers to be read with a. d ew to discussion: mean is an explanation of, or-to use an ol~
1. " Tile Tansa Work ~ for the Water S upply o r Dombay," by Mr. fashioned word which has dropped out of vogue 1n
William J. B. Clerke, B.A., U.I.E., M. l ost. U.E. 2. "Tne Baroda
apology" for, the leading
Water Works, " by Mr. Ja.ga.nn:lth ~adasewjee, Assoc. M. Inst. t his particular sense - an
C. E. 3. ''The Wate r :supply of Jeypo r ~ , R!ljputana," by features of the speaker's practice. I t is often quite
Colonel S. S. J Mob. C. I. E., Assoc. Inst. ().E. 4. " Ou the Design possible, upon viewing a piece of engineering
of Mason ry Dams," by Mr. Franz l{reuter (Professor of Civil
work, to name the author from mere inspection .
Engine erin~ a.t the .Royal Technical Acad emy of Munich).
November 28, di'luuesion on Lhe above paper~. At a subsequent It displays certain characteristics, either of principle
meeting the following paper will be takeu: "The M.a.nur~~.cture or detail, that ar e peculiar to some individual
of Casks and Ba.rr('ls by Machinery, " by Mr. Lewis H . H.~nsome,
Asaoc. M. I ~..st. C.E. - Stud ent s' meeting, Fnday, November 17, engine er. These have been adopted by him for
at 7.30 p.m. Paper to be r ead: "The Filtration c f PotalJle certain r easons, which apparent1y do not carry the
Water, " by Messr8. J .unes and Richard Goodma.n, Students Inst.
C.E. Mr. M. W. Iler vey, M. Inst. C. E., in the cbair.-Students' same weight with his contemporaries, since they
visit, Thursday, !'lo,ember 23, at, 2.20 p.m., to tbe Kent Water follow other methodP.
A presidential addre~ s
Works, Deptford. (Train leaves Cbating Uross at 1. 50, Water loo offers a capital opportunity, sometimes- but, abs !
Junction at 1. 52, and Loo don Bridge at 1. 58. Book for St.
very seldom--taken advantage of, to enlighten the
John's).
SoctRTY OF ARTS.-John-street, Adelphi, London W .C. We ines- world as to the causes that led to the adoption oi
day, No\'ember 22. at 8 p.m . Second ordinary meeting. " Con
fo rmation of the Horse from th ' Artislic Point of Vi ew," by certain views. The growth of engineering science
Captain M. H. llayes.
in the mind of one of its leading exponents must
PBYSIOAL SOClETY. -November 24. 1. " r be Mag net.ic Shield always present a fascinating picture, whether the
ing of Concentric Spherical Shells," by P rofessor A. W. RUcke r ,
M. A. F. R.S., President
2. " The Action of ~lect ro- }tagoetic audience accept the conclusions in their entirety
R~di~tion on FJ!ms contai ning Metallic Powders," by Profe~sor or not.
Q. M. Minchin, .M.A.
Unfortunately it falls to the lot of few men to
TOE SOUTH STAFFOIU>SlllR.E INSTITUTE OF IRON AND STEEL WORKS
MANAOER.S.-Saturday, November 25, at the Institute, Dndley. discourse in an interesting manner on any one
Paper to be read: "The C .1lorific Effi ciency of the Rever beratory branch of the vast range of Rcience t hat finds its
Furnace," by Major L. Cubillo (Prubia).
THE l NSTI't UTION OF ELECTRlCAL ~NOINBERS. -Meeting at the home in the Institution. Many have not had the
I nstitution of Civil Engineers, 25, Great Georgestreet West- opportunities of becoming specialists, and more
minster, S. W. Thurs::iay, November 23, ordinary general meet
ing a~ 8 p. m. Discussion on the paper : "The Elec trical T rans- have not the art of translating the r esultant of the
mission of Power from .Niagara Falls," by Professor Oeorge thousand h&.lf-forgotten impressions in their minds
Forbes, F.R.S., Member .
into a connected chain of reasoning and illustration.
THE LtvF.n.POOL ENOINRE>RINO Soo1FJrY.-On Wednesday evening,
NoYem ber 22, 1893. at the Royal Institution, Colquitt-street, They cannot display their know ledge to their friends.
l,i\erpool, at 8 o'clock , when a. paper will be r ead by .M r. l van Like Cassim, they are surrounded by piles of wealth,
C. Barling, Assoc. M. lost. C. E., en t i!led '' Tbe Ad justment of
but it is in a ca\e, and they know not the "Open,
Surveying Instruments. "
Sesame," which would enable them to bring it into
t he light. They are, therefore, confined as to
material to the historical retrospect that ranges
from China to Peru, finding nothing but dry
bones. Some day, we hope, courage- or will
it be despair ?- will nerve a presid ent to
FRIDAY, NOVEMBER 17, 1893.
break t he fetters of custom, and to regulate the
length of his address by t h e amount he has
PRESIDENTIAL ADDRESSES AT TfiE in his h eart to say. Thanks for his election, worcs
of appreciation of t h e work and objects of the InINSTITUTION OF CI VIL ENGINEERS. stitution, a tribute of admiration to the council
T HE opening meeting of the session at t he Insti- and secretary, with possibly a paesing r eference
Lution of Civil Engineers is always an important to some one or two notable events-if such ther e
occasion from a cer emonial point of view. The new were- would often fulfil the r equirements of the
prP.sident takes the ch!l.ir for the first time, and after occasion. Not unfrequently th e rest is but'' leather
thanking the members for t he honour of his elec- or prunello. "
tion, delivers his inaugural address. Probab1y the
We would not advocate any r evolutionary policy
pleasure and just pride inspired by holding such in relation to so dignified, and withal so appropriate,
a distinguished post are m uch marred, in nine a ceremony as a presidential address. It is befitcases out of ten , by the impossibility of saying ting that the year's leader s hould address his conanything worthy of so dignified an occasion. The stituents, and it is natur al that t hey should gath er
room is crowded with the leaders of the pro- to hear him. But it is a distinct disadvantage that
fession- men whose names are known all over the t he length of his remarks should be determined by
world- who have gathered to do honour to their reasons outside his subj ect. Whether he have to
temporary chief, and to lis ten to what he has to compress th em or to extend t h em to fit a convensay on attaining t he summit of an engineer's pro- tional standard, the result must be aloEs of inter est.
fessional ambition. Custom- too strong to be dis- All that is absolutely necessary can be said in ten
obeyed- requires him to speak for a considerable minutes, while an hour may be all too short both
t ime, and almost prescribes his subject. The pro- for speak~r a~d listener.s. The initial gath ering
gress of engineering is the text th~t is laid down of a sesswn Is not subJect to the ~ame limit s
for him, and- theoretical1y, at lea<lt-it is the last of convenience as those that occur later . Members
year's progress t hat he should review. B ut there encounter each other for the first time for month~
ar e limits to human capacity, even in the case of a and can occ~py leisur~ time. in making acquain t~
President of the Institution, and to discour.:~e for ances, r en ewmg old fnendshtps, comparing notes
an hour in an interesting mann er upon the ad- about summer tours, and discussing t he prospects
vances achieved during one twelvemonth often of the future. The chats t hat occur over t he coffee
exceeds those limits. Hence it has at isen that a in the rooms of the Institution are by no means the
longer period is U3ually selected- ten years, fifty least valuable part of the proceedinO's and the
years, or the speaker's lifetime - and thus a . opportunity of extending them for h:lf an hour
~--
'
ENGINEERING.
'
610
E N G I N E E R I N G.
In c~nseq uence of the brevity of the official proceedmgs, would not be felt to ba a. arieva.nce.
. The subject o.f in1ugura.l a.ddress~s was brought
Into . st~ong rehef last Tuesday evening at the
Inshtu~wn. Mr. ~lfred Giles, the new president,
was ~Ievented by Ill-he1lth from being present,
and hts speech had to ~e read by proxy. lt was of
the usual pattern, neither strikingly better nor
worse than many that have preceded it as will be
seen by reference to the official a.bstra.dt published
on pag~ 615.. But it suffered from the absence of
the wnter ; It ~a.cked the ,warm glow of p ersonality
that a.ccompantes a mans words from his own
~outh ; a~d it prov~~e.d, instead of curiosity and
In~ulgent Inte~est, criticism as to its substance and
ObJ~ct: ~ m1scellane?us. collection of incomplete
sta.ttsttes lS very unsatisfying fare, and we believe
w~ are approaching the time when men of eminence
w1ll cease to inflict them upon the Institution.
Those who have but little t o say will h onestly
~cknowledge the fact, and will gain in popularity,
hke the clergymen who preach short sermons while
th.o3e with abundant stores of unwritten kno~ledge
w1ll .d~aw upon them freely, untrammelled by the
trad1t10n that they are to compile an account of the
progress of engineering science throuah its entire
range.
o
371 1
19
',
Nig er
"
3786
19.3
at speed through heavy seas, so as not to check Ci rce
"
"
Sheernees
relJn
3508
19k
their larger sisters directly they meet a bit of Alarm
.
.
3886
19. 2
Led
a.
"
"
3597
a popple. The sunken well of the Rattlesnake
J8 a
He be
",,
" ard 3566
Docky
19
wa~ against this, so the Sharpshooter was aiven a Ooyx
Birke oh ead
Laird
35 18
19
high forecastle, the whole of the rest of the boat RetJa.rd
..
3962
19. 4
Spe
edy
..
. . (hiswkk IThornycroft 4674 1
~0
being of less freeboard and having n') bulwarks
to hold water shipped ; deck-houses, with a foreand-aft bridge a~ove, were placed inboard for contractors for this vessel, Messrs. Laird, are t o te
access to machinery spaces, &c. The size was also congratulated upon their success. We believe the
increise?:-the inevitable fate of all new types- power recorded for one half-hour was as much as
4228. It may be noted that this trial v. as made
anti addibonal power was g iven.
.The Sharpshooten are 230 ft. long and 27 ft. without the tubes being fitted with the Admiralty
w.Ide ; they draw 8 ft. to 8 ft. 6 in. , and the ferrule, and that there were n o leaky tubes. Orders
displa~ement at designed load drauaht is 735 have been given that the tubes shall now be
tons.
They have two 4. 7 -in. gun:, and four ferruled, so it is not probable the ship will do the
3-pounder.3. ?-'here are .four torped o dischargers. In same power again. These boilers are of the locothe latest sh1ps, the dtsplacement was increased to motive wet-bottom type, with two furnaces. In the
810 tons, the length ~nd ~readth being the same, case of the Hebe-the ship was built and engined
b~t the draught b emg mcreased about 6 in. at Sheerness Dockyard- the tubes were ferruled
Elghteen of these vessels were built under the and so eomething was taken from the steaming
Naval Defe!lce Act, two being for India, and t wo capacity of the boiler. Whether the Hebe would
THE TORPEDO GUNBOATS.
for Austraha. The contract power for the enoines have done as well as the Renard without ferrules
. THE smaller classes of war vessels are very often, in. the newest ships was 2500 indicated horse p~wer is a matter that has not been subjected to proof
'
1f not generallr, more interesting than those of wtth natural draught, and 3500 indicated horse- but there is every reason to suppose she would .
!he Hebe, as already pointed out, is a dockyard
la~g~r prop ortt?ns. . Pr.lbably there is more power. with forced draught. The Speedy was an
origmahty and Inventt? n required in the desig n of exceptwn, her contract power being 4500 indicated sh1p throughout, the hull, engines, and fittinas
a torpedo-.boat of the highest speed, than in that of h orse-power with forced drauoht or a thousand being all constructed at Sheerness. Whatever m;y
a battleshtp or cruiser ; certainly there are areater indicated horse-power more tha~ a~y of her sisters. be ~ne's views as to the policy of dockyard-built
risks to be run by the contractor and the v entur~ This is due to the fact that she has water-tube engnes, there can be no question that the Hebe's
generc~.lly is of a more sporting 'character. Th e boilers. ~he additional power required with the machinery is an excellent job, both in design and
t orpedo g.1nboats are not such flyer3 as the torpedo- newer shtps naturally tutailed more weioht of workmanship; furthermore, the general arranaebolts prop er, still le3s than the new "destroyers; '' machinery. The estimated weia ht of the Sharp ment shows that the designer had a thorouah a r:sp
the first of a new .type. of the latter cla~s having shooter's machinery was at firs~ 170 tons for 4500 of w~a~ was r equ.ired in the working of th~ v:ssel,
recently run her trtal with the most satisfactory indicated horse-power, but it was found that in and ~t IS surprtsmg how much space there is for
results, as already narrated in these columns.* some ..of ~he . later vessels 210 tons were required movmg about, considering the quantity of machinery
Almo.)t simultaneously the final trial of one of for 3o00 mdiCated horse-power. In regard to this that has to be pack~d between the engine-room
the present series of torpedo cruisers was run as que3tion, it may be p ointed out that, roughly, the bulkheads. The cylmders of the H ebe's engines
s ~ate l in our issue of la~ t week in a brief ' note " de3troyer Havock- ship and m!l.chinery-is not are the same sizes as those of other vessels of hf r
wh erein we simply recorded the fact of the Speedy\; very much heavier than the machinery of the tor- class, namely, 22 in., 34 in., and 51 in. in diameter
trial havi.ng t1.ke.n pl<1ce, and of a very successful pedo. g unboats, but the power developed is ap- the stroke b~in~ 21 i~. The weight of engines and
r~sult be111g achleved.
There are altoaeth er in proximately the same. There are of course spare gear, with m engme-r oom bulkheads, is betwefn
the Navy List thirty of these torp:do gun- reasons for this, many of them una~oidable but ?4 and 55 tons, the engines being of the ordinary
boats, a~d as the majority of them cost about somG whic'h need not exist. vVithou t referri~ a to Inverted. three- stage compound 1ype. On <nte1 in!T
fifty to sixty thousand pounls each - without these more explicitly, we may express a \vish that the engme-r oom, one finds all auxiliaries placed
guns, ammunition, &c.--it will b a seen that a a vessel of this class should ha built and engined together on a flat at the after part, so that there is
'?Y con trac~, the contractor having as free a hand good access all round tho main engines. The
good deal of money has been spent on the class.
The torp~ 1 > gt;~nboJ.t3 are designed to keep the m the destgn of the machinery as was formerly arrangement undoubtedly lends itself to ase of
working in a sea-way, and might be inya.Juable in
sea and crutse Wlth the fl eet in h ome watera and usual in the case of torpedo. boats.
The majority of these Sharpsh ooters have each case of damage or breakdown in action at
the M editerranean. Their function in war time
will be to fight the smaller craft of a hostile fleet, four locomotive-type marine boilers and these the sa~e time it do~s not appear that ~ore
or to pop in and pick off the cripples when chance boilers, as stated, have never done the work t hat space 1s ta.~en up In the ship. When ona
arises during the progress of an engaaement. They was expected from them. A first-class torpedo- compare~ th1s comfortable arrangement in the
will als J prove valuable as scouts ~nd despatch- ? oa.t's machinery with one boiler will d evelop 1500 Hebe with the plan followed with vessels of
b oats. The R'l.ttlesnake was the parent boat of the Indicated horse-power, whereas it takes four boilers t he Med ea ~nd M eduea type, one realises that.
the
clas 3. She was built at Lai rd's, and doubtless of ab~ut .the same size in a torpedo gunboat t o get the naval eng meer has made some gain durina
0
many of our readera will remember seeing her at 4000 Indicated horse-power. Of course there is a last fe.w y~a1s. . Th e engines of the R e be are yery
the Birkenhead yard when the Institution of Naval g~eat diff~rence in t)le conditions of running. The accessibl~ 1n their own design-irres~ective of their
Architects held their summer meeting in Liverpool atr pressure for draught in a t orpedo-boat is not surroundmg~-the n~w general steel columns being
in 1886. The Rattlesnake and her five sister ships r estrictAd to the same extent as in the larger craft, used, but w1t.hout di~gonal bracing fore and aft.
had raised poops and forecastles, with a sunken and, above all, the t orpedo-boat's trials are run In place of th1s. there IS a h ori zontal crot!Sstay near
well between, the rail being made continuous, with with the co~tractor '.s own stoker~, who are picked the bottom. The weigh shafts are at the back of
bu l warki in the midship part. The Rattlesnake is men, and highly skilled experts m their work. Th e the en~ines-that is, on the inside as they stand in
200 ft. long, 23 ft. wide, and 8ft. draught of water. ordinary navy stokers d o the firin g in the torpedo th~ sh1p. ~here are four wet-bottcm locomotive
The design was for a displacement of 550 tons, and gunboat trials. It has, however, always been boiler~, havmg a total tube surface of 5518 square
the h or3e-power of 2700 indicated was estimated to found impossible to get such high results with feet, and a total heating surface of 6163 Equare
drive the vessel 18.5 knots. The armament con- g roups of boilers as with single boilers. The one fe.et. There are two fireboxes to each boiler,
sisted of one 4-in. gun and six 3-pounder quick-firing boiler, one man system will always answer best wtth a water space between t hem. The t otal grate
The propellers
guns. For torpedoes there were two fixed tubes where possible. We were able through the courtesy surface is 163 square foot.
and two launching carriages. On her trial with of the Sheerness Dockyard officials and the con- a~e each 8 ft. 3 in .. in diameter by 9 ft. 4 in.
136 lb. steam, 311 revolutions with the starboard tractors to have an opportunity of being in the pitch. ~he t otal we1ght. of the H e be's machinery,
and 308 revolutions with the port engines, the stokehold through the greater part of one of t he all told, Is 210 t ons, whiCh, we believe, is below
collective indicated horse-power was 2718, and the forced draught trials of the Speedy, and we have th~t of ot her vessels of the class. The boilers
weigh
96
tone,
and
contain
ahout
30
t
ons
of
water
nu
hesitation
in
saying
that
with
a
moderate
amo
unt
mean of six runs gave a speed of 18.779 knots
The trials of the H ebe were ccmmencrd with a.
On a consumption tria.l at 11 knots, 373 indicated of practice-drill it might be called- cor~ siderably
horse-power was required, the coal burnt being more power could have been got from the machi- preliminary run on October 13, when the engines
2 lb. per indicated horse-power p er hour. This nery of this vessel. In saying this it is but fair were worked. up t? 2700 indi?ated horse-power,
would give a radius of action of 2800 miles. In that we should bear testimony to the zeal of the and after h~vmg gtven every thmg a good grind in
for
about
SIX
hours,
the.
ship
re~urned to prepare
navy
stokers
and
the
engine-room
staffperhaps
the course of the naval manreuvres the Rattlefor her natural-draught tr1al. This was carried out
more
especially
to
an
engineer
officer,
who
showed
snake class was put to something like a practical
test, and though they were found safe, provided the coolness and pluck characteristic of his class in on October 17, and the for ced draught t rial took
place. on ~ctoter !4. Th e <hief results obtain< d
they were handled with care, they shipped a good a very trying moment. The Table in the next are
g1ven m the Table on the next page.
column
gives
the
results
of
trials
of
t
en
of
the
most
~eal of water, and their light draught made them
The ~eb e, though d ockyard .b~ilt and engincd ,
recent
t
orpedo
gunboats.
thQicult t o steer. The Rattlesnake subsequently
was subJected to the same con dthons of trial as the
The
Speedy's
trial
waa
run
in
a
heavy
seafor
snaut through ve ry heavy weather in a satisfactory
trial purposes-otherwi~e a much higher speed contract built or engined ships, and the engineertest mer
.
.
would have been register ed.
the,'he exper1ence ga1ned was valuable, and was
* Th~ engines of the three Barrow boats were iJJusN ext to the Speedy it will be seen that the tra.t.ed
1~ ENGINEERING, vol. lv., page 132, and the P enn
Renard got the highest result in power ; and the engmes m vol. 1v., page 280.
de;* S ee trial of the Ha vock, page 545 ante.
r
0
t t
Na.t ur.ll
Dra.ug ht.
Date
..
forward . .
Dra.ugbt of wa t er { aft
. .1
s ~am in bo' lers
..
..
..
..
Ai r pressurt
Vacuum ..
Revolutions
Mean pressures . .
..
Ol t )b~r
0 .1tober 24
7 ft. 10 in.
11 .. 7i ,
148.7 lb.
2. 0 io .
S.
P.
17
7 f t. 10 in.
11 l t t! ,
144 lb.
. 77 in.
S.
28. 4
22L.3
R. 46.8
20.7
I.
{ (...
10. 3
H. 417.4
I. I 4H .2
{ l.. 492. 8
P.
28.0
244.9
59. 9
24.2
11.3
593. 4
578.2
6.>5. 6
28.4
221.9
48 8
20.7
9.8
437.0
4l3.6
470. 5
27.9
2 t6 3
61 5
25.0
11 0
607.G
690.9
685. 5
19
..
..
Draught of wa ter
~team in boilers
Air pre!ssure
..
Vacuum ..
Revolutions
)[ea'"l pressures . .
61I
E N G I N E E R I N G.
Total
November 1, 1893
Forward, 8 ft.
{ Aft, 11 ft. 7 in .
..
H2 lb.
..
3 7 in.
S tarbo \rd.
Port.
..
..
27.8
..
252.2
27.6
250. 1
66. 6
27.3
12.1
668.6
658. 5
e59.5
H. 62.4
I. 26.1
{
L . 12.3
H. 635. 5
I. 640 9
{ L. 673.2
..
..
..
19 19.6
1986.6
3936.2
42l4. 7
Date of tri~l
..
Duration of trial
Draugh t forward
,, aft ..
Steam in boiler
Air pressure
..
..
..
..
N.4tural
Draught.
Forced
Draught.
October 3
8 bouts
7 ft. 9 in.
November 7
:3 h ours
7 ft. 6 in.
I- - - -
H.
1.
L.
fl .
I.
11 " g ..
18 S. 6 lb.
. 57 in.
S.
209 7
27 ~
6l 5
26.3
12.1
521.7
532.9
55<'. 6
P.
203.2
27.1
o7.7
26
10.4
4 ;2.6
609 6
6o8 6
1605.2
14-10 8
3046
18.5
11 9 "
193.6 lb.
1 .7 in .
S.
t47
27!
75. 6
33 4
15.6
74S.5
795. 1
846.7
P.
243
27
76.9
32. 5
14. 4
759 2
762.7
762.5
2390. 3
2284.4
4074.7
20
TECHNICAL EDUCATION.
THE address of Mr. W. H. \Vhite, C.B., F.R.S ,
at the annual meeting of the Sheffield Technical
School, raises again the question of the comparati\e
advantages of the old English system and of t he
Continental systems of training engineers and factory
managers. There is, perhaps, no more consptcuous
example of the value of a. sound technical education
than Mr. \Vhite himself, but the advan tage of a
scientific training in the case of designers and chiefs
of departments is n ow fully recognised, and,
indeed, a word of caution seems needed as to what
technical education can and cannot do. At the
present moment t here appears to be a danger of it
becoming a mere fad. Technical institutions and
classes are being organised over the wh ole coun try,
often, we fear, with less j udgment than might be
desired. With the exception of such work as plumbing, and possibly two or three other trades, the
possession of an elementary scientific training will
not improve the work turned out by the average
workman . A knowledge of the parallelogram of
for ces will not, for instancP, make a man a. better
fi tter, n or enable a machinist to t urn or plane a
casting more accurately. Nevertheless, as scholarship3 are in many cases provided, by which a. clever
y oung workman can obtain an adequate scientific
training at the larger institutions, the~o elementary
t echnical classes are, on the whole, advantageous. In
short, t hescholarshipsystem provides a way by means
of which any youth of the artisan class of good abilities
612
E N G I N E E R I N G.
in this way. With such it is of small importance
whether the college or the shop training comes
first, as they are bound to be failures any way.
With others, however, the plan of making the
college training precede the workshop has the
advantage of continuity-to our mind a very great
one. Otherwise a youth spends some five years,
say, in the sh ops, then goes to a college for two
years, and at the end of that time finds that he has
lost touch with the workshop, finds difficulty in
getting work, and finally takes up the profession of
teaching, or some similar occupation, and ceases to
be an engineer. I t has been proposed to found
continuatic.tn scholarships for such cases, which
would be held subject to the scholar engaging in
practical work. This plan, if carried out, would
do away with the objection to t he workshop course
coming first, as it would give the holder time to
make a new niche for himself in the practice of
engin eering . As Mr. White points out, the possession of workshop experience certainly enables a
student to make better use of a good technical
course than h e oth erwise could. He states that
his experience as professor at t he Royal School
of Naval Architecture was decidedlv
.. favourable
to t he students having had a previous workshop trJ.ining. At this school, in addition to
students from the dockyards, there wer e many
from abroad, who, although well trained in
mathematics and physics, were totally ignorant
of workshop practice, and proved, accordingly,
to benefit less than the others from the course
of instruction.
perature of the gases is mid way between the temperatures of the inner and outer rows, there might
be supposed to be an equilibrium, or static condition, so that the circulation would be destroyed.
Supposing that such a condition were reached,
what would be the r esult ? The water in these tubes,
being stationary, would have more time to take up
heat, and would thus be evaporated, so that a large
part would be turned to steam, and an ascending current would be set up. It would: therefore, seem
that the water must pass, in the cooler rows,
downwards so quickly as not to be changed to
steam to any large extent, or else it must become
evaporated in sufficient quantity to be more than
balanced by the descending water in the still cooler
rows. Probably some steam is generated in all
rows when a boiler is being forced in the manner
we witn essed last Wednesday. Possibly, also,
some r ows may be subjected to a pulsating, or
r eciprocating flow, sometimes upwards and sometimes do wnwards, as changes take place in the fire
or from other local causes. I t is further possible that
there may be a downward flow of water in some of
the pipes, whilst the bubbles of steam struggle
upwards against the water current .
These points, however, are largely matters of
speculation, but the fact r emains- whatever may
be the philosophy of the apparatus- that there is a
circulation of water in all t hese tubes, for we know
that without circulation s uch a boiler could not
work for any considerable space of time. The
boiler which we saw at work- which is one
of the group of eight to be placed in the new
torpedo-boat destroyer Hornet, now under construction at Poplar- has copper tubes 1 in. in diameter, and the effect of lack of circulation for any
considerable time may well be imagined upon any
tubes subj ect to a considerable degree of heat. So
long as there is an upward current in some tubes,
there must be a corresponding downward current
in others, and a downward current means a waterprotected tube. The hrisker the evaporation, the
more rapid the circulation, may be taken as an
axiom. From the foregoing it will be seen that
good fresh water is required for feeding this boiler,
but that may be taken as applying to all advanced
boiler practice in the present day, whether the
boiler be of the " shell " or water-tube type.
The fact that the tubes are straight may be
looked on a a disadvantage, and, indeed, it P'tiv1i
- or, as some persons say, " theoretically "-it is
a disadvantage. Expansion and contraction of the
tubes, due to difference in temperature between
individual tubes, exists. The conditions, however,
would appear not to be such that the whole struct ure cannot accommodate itself to them without
damage.
There are, however, some advantages attending the use of straight tubes. In the
arrangement adopted by Mr. Yarrow, the wing
chambers are made in two parts, being joined
longitudinally by bolts and nuts passing through
flanges. In cross-section the wing chambers are
approximately semi-cylindrical, the flat part being
upwards, in a plane which makes them mor e
conYeniently placed for getting the tubes normal
to the fiat part (or tu beplate), and at the proper
angle for reaching the top cylinder. Now if the
bottom part of either of the wing chambers
be removed, the tube ends are exposed, and offer
facilities for cleaning, &c., on the inside. The
upper cylinder is also made in two parts and
joined by bolts through flanges, so that the top
ends of the tubes can also be exposed. The difficulty in making a steam-tight joint of such a Eize
must not be overlooked.
The boiler tried on \Vednesday last was fitted up
in the yard, a. feed pump being attached. The
steam as generatd was blown oft~ the outlet being
controlled by a stop-valve. The boiler and water
were quite cold . At 2. 20 P.l\I. a match was put
to the fire. About 5 minutes after lighting up the
wing chambers were quite warm, top and bottom,
on the outside; the lower part of the upper cylinder
being, perhaps, a trifle hotter. The steam space
in the upper cylinder was quite cold. At 2.30
the guage n eedle had com e away from the pin to
the extent equal to about 5 lb. pressure. At 2. 32
the first coal was put on since lighting. At 2. 33thirteen minutes after lighting- the steam gauge
registered 25 lb. pressure ; at 2.36 there was 60 lb.
pressure ; at 2.38, 80 lb ; and at 2.40, 100 lb.
The steam blast in the chimney was then turned
on. The pr essure then rapidly increased, until at
22 minutes 20 seconds after lighting up, the working
pressure of 180 lb. was reached. The stop valve
E N G I N E E R I N G.
~ . c::
~~ ~
~~'~
~- ~
. ~,g~
~J~
:HO, "
l1l
Ill
I
Ill
' I
IJ
20
MAY.
ss4-
Z7
10
17
JUNE
15
JULY.
22
12
19
AUGUST.
2G
16
30
SEPTEMBER
14
21
2tJ Jr.
OCTOBER,
appreciation of the great merits of the Exposition and 2 francs in the evening. But practically the
having grown with t h e lapse of time.
entrance did not cost on an average more than 5d.
in the daytime, or 10d. in the evening ; for owing
Total
P ay Grand Total.
to the lottery system adopted, and the great supply
Per Day.
m g.
of tickets, they were sold by the people for a
M ay
],060,037
1 ,531,084
54,714
very
small&mount,
dropping
on
one
occasion
as
low
June ..
2,675,113
3,677,834
119,271
3,977,502
132,583
Aug ust
l$,515, 493
At Chicago, on the other hand, each of the 20,1
4,687,708
151,216
Sep tem ber
4,659,871
5,808,942
! 93,631
millions of adult paying visitors had to pay
October
.. .. .. 6,816,435 7,945,430 264,849 50
cents or 2s., while the 1! million children
Total
27, 529,400
21,477,212
153,800
paid 25 cents.
The only concession made
-- was that during the week ending October 21,
It would n ot be of much use t o speculate on when the Chicago school-children were given
what might have b een. For instance, one could a h oliday, the charge for admission for '' all children
almost assume t hat, had the Exhibition been under eighteen y ears of age " was reduced to
free from difficulties, the attendance in the first 10 cents. As might b e supposed, the attendance
three months would have more closely approxi- of children was during these days unusually large,
ma ted that of the latter three months, and that the record for the week being 316,066. The
the aggregate might have been 36 millions ; or, weekly average for children was 90,000. The
again, had the attendancd throughout been as large following Table gives the attendance at some of the
as that during October, the t otal might have been leading International Exhibitions as compared with
47 or 48 millions. It was on the assumption that that at Chicago :
all would be ready, and that the enthusiasm of
Paris, 1855 ...
...
...
...
5,162,000
October would have commenced in May, that the
London, 1862 .. .
.. .
. ..
.. .
6,250,000
Paris, 1867 .. .
.. .
.. .
.. .
10,200,000
sanguine estimate of 40 million visitors was based .
Philadelphia., 1876 ...
. ..
...
9,911,000
The aggregate recorded is eminently satisfactory,
Parifl, 1876 ...
...
... over
16,000,000
and the average daily total- 153,800- is very high,
"
1889 .. .
...
.. .
.. .
28,149,353
especially as it includes the Sundays, when, as we
Chicago, 1893.. .
.. .
...
. ..
27,529,400
have shown on the diagram, the attendance was
But, as we have incidentally p ointed out the
* The evaporation of the H a.vock1s boilers was Mr. very small. Curiously en ough) too, the percentage number of concessions t o visitors was few i~ the
P erhaps
Y arrow informs us, 7 lb. of water per pound of coal of children on Sunday was very low.
burnt, the coal per indicated horae-power per hour being the measure of success, in the aggregat e, is more case of Chicago, so that the money actually paid
for admittance was probably three times areater
about 2~ lb.
appreciable when comparison is made with the
than tha t at Paris. At Chicago 20! million adults
t For trial of the Havock, see page 545 ante.
record of some other Exhibitions, and the only case
each paid 60 cents, representing 2,314,924l. ; I}
E N G I N E E R I N G.
million of children each paid 25 cents, totalling and whatever may be the advantages accruing
6~,681l.; while the 316,066 children who attended from the former, y et the difficulties of mainduring the week ending October 21 only p'lid tainiog proper supervision, and of preventing an
10 cents each, equal t o 6585l., so that the three insuffrlrable nuisan ce, b acome so great, even in
sums combined show the entrance receipts to have towns of small siza, that water carri~ge has to be
been 2,391,190l. Of cour.3e this does not by any adopted, even though it is everywhere recognised
m~ans r epresent the total income. Added to this tha t sewage ought to go back at once to the land.
sum is the va1.u e of the concessions, which are Water carriage is far from being a perfect system,
1
estim~ted a~ ovdr 800,000l., as compared with and the w<1rste of useful manurial matter is to be
abou t 160,000l. at Pclris in 1889. The total receipt3 r egretted, and should be prevented wherever posare put at present at 51 millions, while the ex- l sible. Such waste is one of th e cheques that has had
penditure to October 3 1 is put at nearly 6! mil- to be given, so far, for the immunity from epidemics,
lions. The Exhibition is still kept open for the and for the diminished death-rate that has attended
aimission of visitors, and many availed themselves the use of the E~ystem in large towns.
Some
of the privilege for a few days, but now J ackson cases-of which the author very jus tly complainsPark is almost deserted, save for exhibitors and show t hat it can be abused, for in isolated districts
workmen clearing away.
and in hamlets such a system is quite out of place ;
but against this must be set the gr-1ve dangers that
can exist in the system advocated by the author,
where earth sh ould happen to b e used over and
over again in different dwellings in the way menRu,al H ygiene. By G. V . Po::>RE, M.D., F .R. C.P. Lon- tioned on page 216 of his book.
don a.nd New York : L ongm3.ns, Green, and Co. 1893.
Throughout the work valuable matter is to b e
TBIS is a volume of very readable essays, several of found that sh ould prove of the u tmost value to
which have already been printed, but which are now those residing in rural districts, and much of it is
published as a whole in book form. They are written , given from the author's own experience. He has a
from the medical point of view, as would be ex- number of suggestions also as to the course that
pected from the author, and t h e key to the subject- should be adopted in L 1ndon, which are excellent
matter of the book, and of the author 's views upon except for the fact that they clash with vested
it, is to be found on the first page, where he interests.
explains that '' the title ' Rural Hygiene ' has been
chosen .because it is only in p~ac~s havi.ng a rural
BOOKS RECEIVED.
or. semi-rura:l c~~ract~r ~hat ~t IS possible to be D igest of Cases and Decisions und'-r the Employers' Liability
guided by sCientific principles In our measures for
A ft, 1880. L ondon : T. J. W. B ocKLEY, Post M agathe preservation of health and the prevention of
zine Office.
disease. In cities the hygienic arrangements are E ngi,ecr ing, Drau.ing, and Design ( A Text-book ?f). By
the products of expediency rather than principle
SIDNEY H. WELLS, Wh: Se. Part I: -Pract'll~al Geo d
d fi
f,
mctry. Part II. - Mach11ne and Engtne Drawtng amd
1
and are n?t unfrequent Y ?:1.rr1e out In e a~ce C!
Design. L ondon : Oha.rles Griffin and Co, Limited.
the teachings of p~re SClence.
Overcr owding B
[Price: Vol i., 33.; vol. ii., 4~. Gd. ]
encouraged, and n vers or other sources of water Re~istanrc of Ships and Screw P ropulsion. By D. W.
are recklessly fouled, b ecause such condit ions are,
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or are supposed to be 'good f or trade. ' Our Diamonds and <?old tn South Afnca. . By THEODORE
h'
1
1
d f
REUNERT. Wttb Maps and IllustratiOns. London :
munlcipa~ governors, w o are ma1n .Y ~e ecte
rom
Edward Sta.nford. [Price 7s. 6d.]
the trading classes, and the maJOrity C!f whom T he I ncandescent Lamp and i ts Manu,factu1'e. By GrLBli:RT
have had no scientific training of any kind, are
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'
Th h
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0
I ~~ortant.
e
ygienic measures .
M. JuLIEN WEIL'ER. Liege: Marcel Nierstra~z.
cities have, for the most part, been ~astily T he Jlfechanical World P ocket Diary and Year B ook, 1894.
adopted in order to escape the dang.ers whiCh are
Manchester : Emmott and Co., Limited. [Price 6d.]
insepar able from an undue concentratiOn of population. They may be compared to the herculean
NOTES.
method which was practised upon the stables of
N .EW S)!OKELE. s P OWDER.
King Augeas ; and although we may admire the
'' PLASTOMENITE " is the name given to a new kind
prowess of Hercules, we can feel nothing but conof smokeless powder invented by a German , Herr
tempt for Augeas, who ~ould ~ave be.en happie;, W. Gtittler. The solution is poured into forms,
and richer had he kept h1s oxen In a rational way.
where it becomes a fairly hard substance, capable
It will be seen that the a uthor has but little symof being pressed, rolled, &c. The substance can be
pathy with the " sanitary .engine~r, " and h e makes
colour ed at will, and is, like celluloid, serviceable
it clear that he rather views him as t h e man who
for numerous purposes. Plastomenite is used for
has made m odern overcrowding possible by renderblasting powder, p owder for cannons and rifles,
in()' it p ossible for water to be delivered to the tops
signal rockets, &c. The greatest ad vantage claimed
ofbthe loftiest buildings, and the refuse removedfor it is complete durability, whils t all oth er smokeall by means of pipes. In a fine vein of sarcas m he less powders, manufactured by the means of ether
tells us : ''This is indeed a civilising and wonderful and ni tro-glycerine, invariably deteriorate. The
age. Let us build a temple, and place in it. a ~te~~ combus tion of pla.stomenite is also, it is claimed,
engine an iron water-pipe, and an hydrauhc hft..
so well b:\lanced that it leaves no residue in barrel
He 'looks, indeed, to our moder~ methods of or cartridO'e, although the striking velocity of the
communication as a means by which dangerous projectile 0 is unusually great. The initial velocity
cr owdinO' of the p opulation may be averted, and from a 6! -mm. calibre is 715 m., with a gas presconsider~ that sanitation is a matter that concerns th.e sure of considerably below 3000 atmospheres. It
agriculturis t chemist, and biologist, and not the engi- is said that neither cold nor hot weath er h as any
neer at all. 'He overlooks, however, in h is excellent effect upon the plastomenite cartridges, whereas
book the grave danger that always exists whenever all powders containing nitro-glyce~ine suffer from
the welfare of the community is at t h e mercy of changes in the temperature. Hitherto plastoone or two careless individuals. The system that m enite has principally been manufactured for sporthe advocates with much ability consists of the w~ll ing purposes, but its good qualit.i~s have attr~c.ted
known method of t reating excremental matter w1th the attention of the German mihtary author1hes,
fresh dry earth, and daily r emoving it to the and it will n ow be extensively tested in the army.
ground ; but this plan, though thorou.ghly successTHE BRowN SEGMENTAL WIRE Gu N.
ful when adopted by the owners of pr1vate country
Several attempts have been made in the United
villas, who h ave servants, and who are capable of
taking the trouble to see that such matters are States to construct satisfactory wire guns, but up
regularly attended to, is neverthe~ess troublesome till recently t he guns produced have n ot proved
A new gun, known as the
in practice as soon as the. communi~Y exceeds the very successful.
limits of a village. Practically, ~s .Is well known, Brown segmental wire gun, has, h owever, been
privies and cesspits a:e adopted 1n Its place by the recently tested, in which more ca.reful study has
average villager as bemg leas trouble~ome, an~ very been given to the problem than. I? former. guns.
soon the business instincts that are !nherent In the Mr. L ongridge's principle of obtammg the Circumminds of a nation of shopkeepers brmg about over- ferential and longitudinal strengths by separate
crowding, and it is necessary to have som~ re- elements has been adopted, though in detail
sponsible authority :who can. attend to sanitary the construction of the gun is very different. Mr.
matters. There are In these Circumstances practi- L onO'ridCYe advocated the use of a h eavy outer
cally but two systems available, eithe'r some .form jack~t of cast iron as a means of getting longitudinal
of a pail system, or one involving water carrtage; strength. The Brown gun has also ~n outer jacket,
LITERA'rURE.
but this is of steel, and extends from the breechb lock t o the trunnion ring. The trunnion ring is
a sliding fit only on the body of the gun, and
hence the whole of the pressure on the breechblock must pass through the outer jacket, and n ot
thr ough the body of the gun. The necessary resistance against bending is obtained by winding
the wire on a stout steel core. This core has, however, no circumferential strength, as it is built up
like a barrel out of anum ber of staves. A thin liner
is, h owever, fitted inside it to take the rifling. Owing
tothisstaveconstruction, crucible steel having a very
high elastic l imit can be conveniently employed,
as the large masses n ecessary for the formation of a
tu be of a single piece in the ordin:uy sy6tem of construction are not required. A high elastic limit, or
rather a high elastic range, is a great advantage in
the inner tube of a gun, as the range of stress is
gr eatest in this tube, which is accordingly the
most severely tried. The wire is wound on t he
staves tube under such a tension that the staves are
always in compression, even under the highest
powder pressures used. Hence there is never any
tendency for them to separate from each other, and
t he thinner liner can possibly be dispensed with.
This liner, it should be added, is only put in place
after the rest of the gun is finished. The stave
core is then bored out, and the liner inserted by
hydraulic pressure. Hence the initial compression
in this liner is not as high as in the staves, and a
material with a smaller elastic range can be ust d.
A MoNSTE R ELECTRIC LocoMOTIVE.
An electric locomotive of 1000 h orse-power is
now being constructed in America to the designs
of M essrs. Sprague, Duncan, and Hutchinson, and
is describe-d in a recent issue of the Ne w Y orJ;,
Elect1'ical E ngineer. The engine is intended for
switching pur poses and slow speed freight traftic.
It is carried on a steel frame supported by eight
coupled wheels, each 56 in. in diameter. Each
axle carries t h e armature of a 250 horse-power
motor, whilst the field magnets are supported
by the axle-boxes. The armatures in question
are 31 in. in diameter, and have 237 coils. 1'hPy
are compound wound, and are designed to take
a current of 250 amperes at 800 volts, their
normal speed being 225 revolutions per minute.
The four motors, when working at their maximum
power, are expected to exert an effective pull
of 30,000 lb. on the drawbar, and h ence the
engine will be able to start a very heavy t rain.
The connections to the motors are made through a
contact cylinder, which permits them to be arranged
eith er a.ll in paralleJ, all in series, or partly in series
a nd partly in parallel. In changing over from one
arrangement of contacts to another, resi5tances
a re first thrown in, the change is then made,
and the resistance finally switched out again.
This contact cylinder being of large dimensions, is
operated by air pressure, though hand gear is also
fitted. The air is taken from the br"ke tanks,
which are kept charged by an automatic electric
pump. The reversing switch is separate from but
interlock ed with the contact cylinder, in s uch a
way that it can only be operated when the c urrent
is cut off from the motors. Provision is made for
two trolleys above the car, to collect the current
from the line. The total weight of the motor will
be 120,000 lb., so that if a drawbar pull of
30,000 lb. is expected, an adh esion of one-fourth
will be required. To insure as high an ad hesion as
possible, the cou pling-rods between the wheels are
double.jointed, and equalising beams are used
between the springs supporting the frame of the
car. The total wheel base, we should add, is 15 ft.
only, leaving only 4 in. clearance between the
wheels. The outer wheels only a.re flanged.
PROPO ED E x HIBITION IN TA MA~IA IN 1894.
An International Exhibition is to be held in the
city of H obart, on the island of Tasmania, next
autumn, to be open for six m onths from November
15. The Government of the colony is associated with
the scheme, and have granted a site for the buildings, covering about 11 acres, in a central situation.
It is scarcely necessary to state that all the principal inhabitants of the island colony are working
for the success of the undertaking, while an influential London committee has been formed to
arrange for exhibitions from the United Kingdom.
The chairman is t he Agent-General for Tasmania,
ir R . G. W. Herb6rt, and his offices a.re at 5, Victoriastreet, L ondon. There is practically n o restriction in
the class of exhibits, and the enormous importance
of the Australasian colonies as markets for our pro
6I5
E N G I N E E RI N G.
that a pldasure boat was capsized off Skegness, twentynine persons b3ing drowned. A?ont noon. a thunderstorm, accompanied by heavy bad and a. violent squall
of wind, passed over Dumfries and along the valley ?f the
Nith; many of the hailstones measured ~ro!D 1m. to
1~ in. in length. At the same hour a slmtla.r storm
occurred at Peterborough. F rom about 2 p.m. to 10 p.m.
there was a succession of thunderstorms over the northea..<;t of E ngland and south-east of Scotland, and at
many places it was reported that the t hunderstorms
were continuous for nine hours. Two storms were remarkable for the immense hailstones which fell during
their prevalence over Harrogate .and Rich~on~, in _Yorkshire. The hailstones were 4 m. and 5 m. In Circumference and some as much as 3 in. in diameter. Great
damag~ was done by these storms, all windows and gl~ss
facing the direction from which the storm came bemg
broken. ltl is computed that within a. rad ius of five miles
of Harrogate not less t han 100,000 panes of glass were
broken, the extent of the damage being estimated at about
3000l.
The thunderstorms in the northern pa-rt of th e country
travelled generally in a north-nortB.-westerly direction at
the rate of 20 miles an hour. They appear to have taken
the path of least resistance, and consequently passed
over low ground and along river valleys and the sea
coast. Several storms seem to have followed each other
along the same track.
THE INSTITU TION OF CIVIL ENG INEERS.
THE inaugural meeting of the seventy-sixth session
of this society was held on Tuesday evening, the 14th
inst., Sir Robert Rawlinson, K.C. B., Vice-President,
in the chair. Owing to the absence, from ill-health, of
the la.telyelected P resident , Mr. Alfred Giles, the address
prepared by him for delivery on this cccasion was
read by the secretary. Claiming the indul~ence of
his audience on t he score t hat he was the semor of all
previous presidents of the Institution at the time of their
election, Mr. Gilee proceeded to recall some circumstances
connected with locomotion sixty years ago, contrasting
the cheapness, safety, and luxury of the modern railway,
with the danger, discomfort, and expense of even the
best lines of stage coaches. Not less striking was the
development of t he Post Office. In 1831 two mail coaches
daily (one going through Newcastle to E dinburgh, and
the other through Carlisle to Glasgow) were sufhcient to
carry the whole of the mails from L ondon to Scotland.
A letter from L ondon to Mortlake in Surrey cost 4d., and
if it contained anything but t he folded sheet on which it
was written, even the smallest cutting from a newspaper,
it was charg~d double. Referring to the virtual completion of the English railway system, the President opined
that the work of providing like accommodation in the
immense possessions of the empire would yet provide
employment for the rail way engineer for many yeara.
Turning to steam navigat ion, it was stated that in 1819
the first steamer crossing the Irish Channel accomplished
the d istance of 63 miles, from Holyhead to Dublin, in 7~
hours. The same trip is now frequently made in less
than 3~ hours. Ocean transport was next considered,
special reference being made to the advisability of adopting twin screws for all fast passenger steamers. Highspeed navigation involved special appliances for quickly
load in ~ and unloading at the docks, and also considel'able
extensiOn and onlargement of the docks th ems~l ves. It
was stated that the new Empress Dock at Southampton
had been designed in the shape of a diamond, so as to
allow of greater speed in getting vessels to their berths,
thus also avoiding the necessity of swinging round at
right angles when pas~5ing through the gates. The importance of these improved facilities was illustrated in
the programme proposed for a new cargo steamer just
launched from Messrs. Harland and W olff 's yard at
Belfast. This vessel could carry 14,100 tons outward and
would bring home 9400 tons of cargo and 1200 bullocks.
She would leave L iverpool on a Friday, arri ve at New
York in ten days, discharge cargo, load again, and leave
New York in seven days more, so as to be ready t o return
t o New York with a. fresh cargo on the thirty-fifth day
from her first departure from Liverpool. The President
then made some remarks on the advantages which would
accrue from a simpler procedure in passing private Bills
through Parliament, and concluded with a reference to
the progress and prospects of the Institution, especially
in co~mection with the contemplated r ebuilding of the
premises.
After the r eading of the address, the premiums and
prizes awarded last session were formally presented to
the recipients.
TRIESTE.- Tho foreign commerce of Trieste is declining.
The imports of September showed a decrease of 12,500
tons as compared with September, h582. A more or less
similar decrease has been noted for several months past.
CATALOGUE!:>. -We have received from M essrs. Tannett,
Walker, and Co, engineers, Leeds, a eopy of their new
ca.t~logue. containing . illustrated _descnptions of the
vanous olasses of machmery for whiCh this firm has so
long been famous. A great variety of hydraulic cranes
are included amongst the illustrations, and th~ hydraulic
sheari!lg and plate-bending machines are also worthy
of notlCe.- Mr. Peter Brotherhood's catalogue, which we
have also recei ved1 contains fine illustrations of the
well-known specialities produced at the Lambeth works.
Several forms of the three-cylinder engine are described and
illustrated, a.s well as different sizes of the air-compressing plant, of which so many sets have been supphed to
va.riouli navies of the world, for charging the air-chambers
of torpedoes.
616
...
E N G I N E E R I N G.
It can only be said that their lordships' want of infor-
Whether or no the screw represents finality in propellers, for the present, at least, it must be made the
most of, and I think we may hope that at no late date
SOILbthing feasible and capable of general application
will be forthcoming to meet the difficulty, and lay low
one of the many m onsters that gape to swallow up the
power so laboriously produced by the marine engineer, of
which so much is lost.
Whether the remedy is found in ball bearings, conical
rollers, or oil films, or any other form, it will be welcome
alike to owners and makers.
With apologies to you, Mr. Editor, for the length of
this, and also to those gentlemen whose letters I have so
briefly criticised,
I am, yours truly,
A. G.
R AMAOE.
TWIN SCREWS.
To 'l' HE E DITOR Oil' ENGINEERING.
SrR,-Could you, or any of your readers, kindly give
me any information respecting the correct direction in
which the scre ws of twin-screw passenger st eamer s should
run? I may mention that th e engines of the steamers
with which I am concerned can be run in either way, as
the guides are equally S"ood on both sides.
Thanking you in anticipation,
I remain, yonrs truly,
November 13, 1803.
J . B.
COAL IN THE HAINAUT.-The production of coal in the
Belgian province of the Hainaut last year amounted to
14,253,750 tons, or 3140 tons more than in 1891. Last
year's output was, however, 514,770 tons less than the
corresponding total attained in 1890, which witnessed the
heaviest output on record. The value of the coal raised
in the Haina.ut in 1892 was computed at 5,812,124l. , or
1,286,908l., or 22 per cent., less than in 1891. It follows
that the average price of the coal raised in the Hainaut
last year was l s. 10d. per ton less than the corresponding
average for 1891. The Haina.ut is the most important
coalmining distri ct in B el~ium, its output of 14,253,750
tons last year comparing w1th a corresponding output of
5l298,050 tons in the Charleroi district, 4,715,060 tons in
tne Centre district, and 4,249,640 tons in the ~Ions district. The number of workpeople employed in coalmining in the Hainaut last year was 86,914, or 114 more
than in 1891. The amount paid in wages to the coalminers
of the Hainaut last year was 3,282,850l., or 446,396l. less
than the corresponding wa~e payments made in 1891. The
average annual wage paid last year was 31l. 15s. 2d. per
head, or 5l. 4s., or 1~! per cent., less than in 1891. The
contemporaneous decline in the selling price last year
was 22 per cent. The average annual wage of each
working miner in the Hainaut for the last ten years comes
out as follows : 1892, 37l. 15s. 2d. ; 1891, 42l. 19s. 2d. ;
1890, 44l. 5s. 7d. ; 1889, 36l. lls. 2d. ; 1 88~, 33l. 17s. 7d. ;
1887, 31l. 9a. 7d. ; 1886, 30l. Ss. 9d. ; 1885, 31l. 16s. 9d. ;
1884, 36l. Ss. 9d. ; and 1883, 401. 5s. 7d. Of the 86,914
workpeople employed in coalmining in the Ha.inaut Jast
year, 2716 were women working below ground. This
total of 2716 showed a reduction of 752 a~ compared with
1891. The reduction occurred wholly in young ~irls,
whose employment below ground is now prohibited by
BeJgian law. The profit realised last year from working
was only 5d. per ton, as compared with l s. 5d. per ton in
1891. Of the mines in the province, 42 were worked last
year at a profit of 450,276l., or 604, 453l., or 60 per cent., less
than in 1891. On the other hand, 27 mines were worked
at a loss of 112,822l., or 84, 7V4l., or 160 per cent., more than
in 1891. The final profit for 1R92 was according]y
299,846l., or 689,247l., or 75 per cent., less than the corresponding profit for 1801. 'Vhen the comparison is ex
tended to 1890, the relative falling off in profits last year
is carried to no less than 1,252, 466l. The stock of coal
remaining on hand in the Hainaut at the close of 1892
was 687,962 tons, as compared with 381,486 tons at the
close of 1891. It follows that stocks increased in the
Ha.inaut last year to the extent of 306,476 tons. The corresponding increase in stocks last year in the Char]eroi
district was 196,410 tons; in the Centre district, 65,694
tons; and in the Mons district, 44,372 tons. ThP. average
depth of the pits worked last year in the Hainaut was
1836 ft., or 20 ft. more than in 1801.
617
E N G I N E E R I N G.
CONSTRUCTED BY MR.
~~~-
CHARLE.
----- -
TAYLOR,
------
-~~-
ENGINEER, BIR~IINGHA~L
--
I!EN.VETT
IS)I
INDUSTRIAL NOTES.
E N G I N E E R I N G.
~erhaps,
--
speech, but some of the succeeding speakers evoked , shown as to which particul1:1.r type of transition c urve
opposition, rather than conciliated opponents. It is is the best.
to be regretted that so much h eat was generated in the
The ideal transition curve must possess the followdebate, for after all the question is one for judicial ing qualities, viz. :
d iscussion rather tha n for wild accusation on both
1. At the point of curve the rad ius sh ould be in
sides. In the result, the amendment was lost by a. fioity.
majority of 19, the figures being for the amendment
2. The radius of curvature should vary inversely, as
217, against 236. All the labour members who were the distance from the p oint of curve, measured along
present voted with the Government. On the other the curve.
hand, 15 supporters of the GoYernment voted against
3. The field work should be simple, rapid, and
their party, while some four or five Conservatives accurate.
voted against the amendment. Although this was the
4. The curve should be such that, taken in connecreal test division on the Bill, there are a number of tion with the circular curve with which it is used, it
other points which sharply didde the H ouse, one will render the whole curve flexible and of easy adbeing the omission of shipowners from liability justment to suit the configuration of the ground.
in certain cases, and another rela ting to sub-conThe majority of transition curves now in use fail in
tractors. The feeling exhibited on Mr. McLaren's the third and fourth requirement. Among these may
amendment will cause further friction as the debate be m entioned some of the eo-called railway spirals
proceeds, and will help to delay the passing of the Bill. and the cubic p1:1.rabola.
The following solution of the " tra.nsitivn curve"
The con dition of the engineering trades and cognate problem was made by ~Ir. E. \V. Crellin while an
indus tries in Lancashire is no more satisfactory than it undergradua te in the En~ineering Department, State
has been for some ~ime past. Indeed, if anything, the University of Iowa, and the general principles were
outlook is even darker : the coal d ispute is gradually published in the "Transit" of April, 1o90.
tending to intensify the depression. It is quite
Since that time it has been used by a nu m her of
exceptional to find establishments more than engineers in the field, and has always given satisfacmoderately supplied with orders, and work generally tion.
is coming forward but indifferently. Engine builders
One ad vantage that this curve has over any others
are getting decidedly worse off for work, boilermakers that are kn own to the author is that no t ables are rehave fewer orders, and machine tool makers are quired in using it, and that t he field calculations a1e
by no means well engaged as a. rule, the work that is all simple.
coming forward being irregular and in small quantities.
The curve is represented by the equation
The iron trade is very dull and depressed, but as the
8 2 =eO
supplies were limited, th e prices have hardened rather
S = d istance of any point in the curve from the
than otherwise. But business being quiet at the old
rates, little can be done at any advance, howeYer small origin, measured along the curve.
8 = the angle included between the initial line and
that advance may be. In the finished iron trade business is very slow, but prices remain unchanged. In the radius vect or c = t o a constant.
To draw the curve, set off the angle a o l (Fig. 1), and
the steel trade all branches a re very quiet, but prices
are t olerably firm.
Gtnerally, trad e in all those then in succession the a ngles bot, c o t, cl o t, &c., 4, 9,
branches is u nsettled, and no appreciable change for 16, &c., times as large as a o t.
"With the distance o a between the points of the
the better can be expected until the coal strike is
over, and the market s are well supplied with fuel dividers, start from o and step from one radius vector
at reasonable rates.
The prospect of this is not to another, loca.ting the points a, b, c, d, &c., which
reassuring, though pits are being reopened. A s will be on the curve.
The radius of curvature of this curve is given by
regards disputes in all other industries, there is an
almost total absence of them, fortunately for all con- the equation
s
cerned. Peace reigns in the engineering trades.
8
--R = - - -----,,..--- (1)
619
E N G I N E E R I N G.
m= ~ a. (1 + .000171 a 2 + .00000028 a. 4)
(7)
300
s == ( 137,520 ~) ~ (1 + .0000035 d D-. 0000000036
.
. (10)
. (11)
d2 D2) .
Fig. 7.
(12)
= s (1 + .000122 a.2)
I n these formulre the factor inclosed in parentheses is
in ordinary cases nearly unity, and usually a sufficiently
accurate result may be obtained by dropping this
factor entirely. When o is less than 6 deg. the error
wou ld be no greater than 1 in 1000. The method of
using the transition curve in the field will be. gove~ed
by circumstances and by the analogy wh1ch ex1sts
between it and the circular curve.
Suppose it is desired to introduce a curve at the
point a (Fig. 3). The topographical features of the
ground and other circumstances will decide what defiection unit to use, the same as in the use of the circ:.1lar
curve,
1'
.,, ......
----- ---
- ......... _
.......
.......
..., ........
-- ...... ....
... ...
........
...... ..
-...... _--...
'..,.~V
... .........
......... ..... ~
... ........' . .
...... _ ... ..
. . ..
---.. - _-......__.......................
...
....
.
.
----------------------.-- - . ------ ------------ ... -.---- . . -. - ..
-::-:~
lf30. A .
I
I
Pig. Z.
1+30 8
0~-.
I ',
l~
PLJ.3.
Pig. 6.
'
:
I
I
'
,,
'
'
::
"'
Pig. 7.
' (L
I
I
I
I
Ag.4.
,;
,,
,;
1430 D
Fig.S.
1/1.90..
s=
~a
(1 + .000168 a2
+ .000000093 a")
o=
})
sixth station necessary to move trans~t. The s ucceeding deflection angles from the new pomt would be:
90' X 1 + 12 X 5 == 951
90' X 2 + 22 X 5 = 200'
(3)
(4)
(5)
(6)
Example :
e.
T~ke unit of deflection angle five minutes and at gre,c;s, London M eeting.
E N G I N E E R I N G.
620
sea bottom on the coast of Flanders shows great relative
stability, and this appears even in the estuary of the
Scheldtl.
As to the deposits of mud and muddy sand which
occupy such considerable extents of surface ab the entrance of the North Sea., greater or less amounts of these
alluvia. are put in suspension and int~rmingled with the
mass of the water, travelling with it under the incessant
action of the ebb and th e flood. The degree of saturatien of the water evidently depends on the velocity of the
currents, and still more on the state of agitation of the
[NOV. I 7, I 893.
Whilst certain sandy shores, like those of the Netherlands, are connected directly with the deep sea by means
of unbroken slopes more or less stee~, the existence of the
banks that encumber the shores of Flanders creates there
a special situation, varying from one point to the other of
this CO::\St (Fig. 1).
Only a few years ago the idea would not have been
entertained of improving the oonditions of accessibility of
a harbour by modifying at certain points the configuraIS I
J D'
(<:)
MIDDLfBOURC
41
42
Z5
20'
o CLMSX!Ritl
Fi&. 7.
C OAST oF BELGIUM
10
. . 2. 50
-- - -- - ----------- Sm~es
I I
11
,,
14
CJFVRN~
..
tl
..
J..
0 0
--------8
- - - - - - - - _/0
11
.,
- -- - -- .. - 20 ,,
.-
30
11
Sovndtng.s at dead
()
uw Water
FifJ . 2.
Fig 7.
1133
Sullt ?JQODD
I
11100J.J(C/IK
Fig . 8.
H"Jh Waltr 0 S T _ _
_ _lo_w Wattr
- -- - Scolt o 0015
pm
q.s:.. . r_
:. .
--
a~
aecond.
E N G I N E E R I N G.
621
E N G I N E E R I N G.
by the first storm, in greater or less quantity, towards the
entrance of the h arbour. B efore a. projecting embankment the direct transport of alluvium t owards the piers,
especially the transport by wind, is in a. great measure
interrupted, while, on the other hand, the descending
currents and the return waves which arise along the embankment have the result, whenever the sea is rough, of
eating away the b each, and maintaining it in a compa.ra.ti vely attenuated form. Thus at Dunkirk the great
development of the beach on the webt dates from a distant p eriod. It is due to the uniting c f the shore with a
high shoal situated seaward of the coast, and from which
it was ~eparated by the d eep of Mardyck, which has gradually been filled up. At oth~r placas these wide beaches
have been produced by the gradual fillinR up of the mouth
of an old arm of the sea., suc h as the Zwyn, situated on
the Dutch frontier. But in those cases the changes were
of limited duration, and when the beach has acquired its
condition of r elative equilibrium, there is n othing to
prevent our emba.nking the upper part, without fear of
further extension by encroachment on the sea. The
exam ph of Os tend is absolute proof of this.
L et us say, to summarise, that in order to improve the
approach channel of harbours establish ed on a sandy
coast, artificial sluices with sea water are no longer advisable; dredging gives better and more certain results,
and, at the price at which it can be done to-day, it is a
more economical process than artificial sluicing. \Vhere
the sluices already exist they may, nevertheless, be
u sefully employed to maintain the entrance by carrying
off recent deposits at the entrance and against the piers,
especially when the submarine slope outside the harbour
is st eep; for in that case there is little fear that the sand
carried away would create a bar in front of the entran ce,
the action of the waves and currents being there generally
sufficiently powerful to carry away the fine sand a nd
spread it in the deep parts of the sea.*
Mud Deposits.- We find silt on m ost shores, even those
that are rocky. In most cases, however, it is n ot found on
these shores except in comparatively small quantiti6s, a nd
comes from the disintegration of the clayey rocks which
enter into the composition of cliffs, and from the discharge
of rivers emptying into n eighbouring bays.
But on the shores of Flanders, where muddy deposits
occupy very vast areas, this alluvium occurs in great
quantity, and invades all shel tered places freely opened
to the sea.. For ports established on such a shore, internal
silting con stitut es a con siderable difficulty in the maint enance of their de pth, and cannot be left out of view in
studying the design t o be adopted.
The simplest design consist s in forming the outer
harbour of two converging piers, like those of the port of
Kingatown in the Bay of Dublin-a port which continues
in excellent condition almost without dredging. But the
nei~hbourhood of Kingstown cannot be regarded as being
muddy in the character of its shores. The coast in the
interior of the bay is formed of granite rock s to the south,
and of calcareous rocks in the r emaining parts.
The conditions that characterise neighbourhoods essentially alluvial are quite different. The porb of Ymuiden
is a rare example of one constructed on the system
adopted at Kingstown, and having alluvial conditions.
The inclosure betwean the breakwaters has an area. of
120 h ectares. Now the d eposits of mud are so abundant in
this enclosure, which was destined to serve as a harbour
of r efuge, that from the very outset the idea of giving ib
deep waters had to be abandoned, a nd no more is
attempted than t o maintain a. cent ral passage of 250
metres in width with a. depth of 7~ metres below low
water, and still the maintenance of this passage, whose
surface up to the locks of the maritime canal of. Amsterdam only m easures 320,000 ~quare m etres, req m res every
y ear a dredging of 500,000 cubic metres of silty matter
mea.sured in the hoppers. The importance of this dredging,
undoubtedly considerable, is neverthele~s n ot excessive,
and although it is objec~ion~ble by reason of the e~tensi.ve
plant it necessitates, .t his kmd o~ outer harbour IS qu.Ite
admissible for Y mUiden.
B esides, the range of tide
being only 1.60 m etres, ib would be difficult to p rovide a
system of tidal sluices.
But on the coast of Flanders the situation is different.
It must be noted, first, that the movem ents of mud are
there much m ore abundant than at Ymuiden. The sea.
b ottom found at considerably less depths, is consequently
much ~ore subject t o disturbances by storm waves.
Further the tidal currents have there much more force.
Their v~locity is almost doubl~ .t hat at -: ~uiden, so ~hat
the water carries great quantities of silt m suspe!ls10n.
The m ean quantity of ~olid ~a.tter in a calf:D or ehghtly
disturbed sea is 0.9 cub10 cent1metre for one htre of water
taken at the surface, and 2.8 cubic centimetres for a litre
of water t aken 1 metre at l~ast from the b~ttom. ,V_h en
the sea is rough, the quant1ty of matter m suspens~on,
especially that which circulates_ n ear the bottom, gt ves
rise t o deposits ten or fifteen t.1mes great er than those
obtained in calm weather. It Is unders~oo~ that wa ters
so saturated, in entering freely at every t1de m to ~n outer
harbour or inner channel, must cause v~ry considerable
silting when no natura~ or a.rtific~al flow exists to hinder
th e formation of d eposits ; espeCially as, along the coast
of Flanders, the range of the tid.e, on which depends the
volume with which the harbour 1s filled, measures on the
average 4 metres, or double what ~ s found ab Ymuiden.
This effect is observed on the shps at Ostend a nd at
Blankenber~he ; the silting th~re reaches a t least 0.8
metre of thiCkness per year, while they are excavat ed to
hardly 1 m etre b elow low-water. A s S<?On ~s we pass that
depth, the importance of the deposits m creases very
[Nov. I 7, I 89~
rapidly. As we have already said, it must of n ecessity be tains any great quantity of mud, we must, besides, pay
so, for all protect ed inclosures in which there is no attention t o the difficulty of maintaining an equal depth
strong outward current. Thus it would be impossible to in the interior, and of counterac ting successfully the deestablish on the coast of Flanders outer harbours l ike posit of silt. The only way of doing this is to use tidal
those of Kingstown or Madras, and to maintain their sluices, combined with those of land water, where circum
depth. Even if we wish ed, following the example of stances allow of it. From this point of view, the arrangeYmuiden, to confine ourselves to providing a central ment of the harbour that it is best to adopt. should
passage, the Jabour this would require would still be ex- include mainly a channel bordered through t he beach and
cessive, and would give rise in practice to great diffi- out t o the entrance by pi~rs of open work with low
embankments; an ou ter harbour of limited extent, at the
culties.
It results from what has b een said that, on an open and end of which are established locks for access to th e tidal
muddy coast, the best system t o adopt for the establish- basins on the maritime can al to be served, as also the
ment of a harbour musb comprise in the main a channel tidal quays for the use of ships of regular lines. These
bound ed by open piers, an outer harbour of limited constituent parts of the port ruust be arranged in a way
surface, as well a s an installation of tidal sluices, com- to suit the needs of the largest ships, a nd t o enable the
pleted, when the site allows, by sluices from the land best advantage to be taken of the sluice@.
drainage water.
A PPENDIX.
The end t o be obtained from the sluices, in the way in
which we propose to make use of them, is very diff6rent
On the I njluence E xerted by the L owering the SiU of a
from their original purpose, in which they m ore especiSluice-Gate on the Useful Effect of the Sluice.
ally aerved t o attack the sandy d eposits at the entrance
The sill of sluice-gates is gen eralJy placed a few inche!
of the harbour, while these d eposits, by the nature and at least above the level of low water spring tides, to enable
cohesion of their constituent parts, do nob lend them - the work to be examined, and repairs, if necessary, to be
selves to an attack by artificial sluices. The muddy silt, made.
on the contrary, is easily carried off by currents of suffiBut for the purpose of obtaining the best effect from
cient intensity. When they a re recent they are only the sluices there is an evid ent ad~antage in placing the
floating, so to speak, near the bottom, in the form of sill a s nearly as possible at the level at which it is desired
liquid mud, and it is beyond d oubt that sluicing currents to m aintain the bottom of the entrance channel.
of a mean velocity of 0. 80 m etre to 1 metre per second
In order to get at t he floor and apron of the sluice, it is
will successfull y clear away deposits in course of forma- only necessary to construct it with grooves in the walls
t ion . It is even more important t o consider the mass of above and below t he gates, in which cofferdams can be
flowing water rather tha n its speed, and t o regulate the placed if n ecessary. Further, with the methods now
opening of the sluice paddles and t he water level of the available for putting in deep foundations, they may be so
sluicing basin so that the force of the currents does not constructed as not t o be liable to any serious injury.
exceed a. comparatively moderate limit. *
The flow of water from a sluice-gate is a Yery compli
Whenever the sluices operate they simply restore to cated case of varying motion. W e may, however, with~be sea a relatively small quantity of mud brought by it out serious error, suppose the period of flow divid ed into
mto the harbour; and as this fine matter is mixed with a intervals, during each of which the flow is uniform, if
con siderable volume of water, it is carried off at once by these intervals are sufficiently short. This is what we
the ebb tide to meet later on the flood tide which carri es haTe done in order t o investigate h ow the useful effecb of
it in the opposite direction.
sluices varies with the depth of the sill of the gate.
. T o fix the ideas, we have repreRented in Fig. 7 a
The differential equation of_the hydraulic axis of a curkmd of a rran gem ent it would be well, in our opinion, rent of uniform flow is
t o adopt for ports t o be established on a sandy shore
2
where mud abounds. In each case it is clearly n ecessary
b1 (
dh t o accommodate oursel ves to local circumstances. The
ds
project that is shown in full lines is especially suited to
2 - -1 ( !I . l
,J
1
i
the new port which is contemplated at Heyst, at the
g w w
n orthern el!d of the Belgian coast. The entrance channel
following th e direction of the prevailing winds would be
We allow for the sake of simplicity :
included b etween open piers, with low embankments, con1. A horizontal floor, so that i
0 and ~1 - -z,2 1.
structed like the new wasb pier of Ostend (Fig. 8).
2. The transverse section to be rectangular, and equal
It would have 150 metres of w1dth, and would extend as to the actual section of the channel.
nearly as possible to the dept h which it is prop osed to
3. The pe!imeter X = n l wher~ n > 12 n being con stant
maintain in the harbour, or 7 metres under low water. and dependmg on the wetted penmeter of the section of
Being oarried t o the inside of the sand-hills, it would t er- the channel at low water.
minate in a n outer harbour of dimensions large enough to
We also n eglect the t erm
allow large ships to turn without difficulty. The outer
harbour would include a branch t o the west of its axis,
.!
where would be placed the locks for enterin~ the marig w w
t ime canal t o be made between Heyst and Bruges. It
would also communicate directl3' with a wet dock, having ?<'mpared with .unity; for the ordinary velociti es of sluic
quays founded at a gr eat depth to be used by regalar lines mg currents thts terr~ h:as a compara tively .small value :
of steamships. The distance between the entran ce of the for v = 1.60 m otres 1t 1s less than ~;. Thts amounts to
ch annel and the further end of the outer harbour would the assumption that the whole slope of the surface is re- measure about 2500 metres. We may regard this distance quired to overcome the resistances t o motion.
as sufficiently great that ships would lose their speed
It is also to be not ed that we are only concerned with
and t o avoid any trouble from the swell in rough weather: co~pa.ratiye !esults., and, tber~fore, th ese hypotheses are
D esigned as shown on th e plan, a channel of 150 metres qmte adm1ss1ble w1tbout senstbly affecting the correctwide would be cer tainly practically safe for the &'reatest ness of the conclusions .
ships. It would even afford, in regard to famlity of
The formula fer uniform motion becomes then :
entrance, being included between pier-heads of op en
dh
l b -q2 , and as w l h dh = - b1 qz
framework, undoubted adva.ntages over p orts like
1
d s
w
w2
' d 3
l2 h3
Y muiden or Madras, form ed with solid breakwaters. A s
to the greater or le.ss disturbance which these O.J?en works
Integrating for a. length of channel s, beg inning at the
allow to exist in the interior of the channel, it 1s not of a sluice-gate, we have :
nature to hinder navigation. In support of what has
h4 - h4o -- 4bl
been said, we may quote the example of the port of
- q'!. s.
l?.
Ostend. The channel of this port was widened in 1889,
And for the total ~ength L :
and now has 110 metres of width between the piers, and
4b1 .,
150 m etres between the pier-heads. The depth at the
h"' o -h"'1 =
Z2 q L
(I.)
entrance is 5 to 6 metres below the level of low water in
the outer pass, and 4 metres in the interior of the channel.
ApJ?ly in g t o the flow through a sluice-gate the formula
Now the port of Ostend, since the completion of these
works, is practicable at high water to sailing ships in any for o~1fices, th e flow per second will be given by the expressiOn:
weather, and no case of damage has arisen .
The system of sluices would com.J?rise a large basin,
q = 8'A J'l.g(H- ho)
(H- h 0 )+{h 0 - h")} , (II.)
whose upper sluice would be spaced m the centre line of
the channel, but which would ser ve also to produce sluic- 'A being the linear opening of the sluice and 8 a coefficient
'
ing currents at other pa.rts by m eans of cul verts at a of contraction.
The corn bi~ation of I. and II. will give q and h 0 for
great depth.
Conclusions.-J.i'rom the considerations that have been each .value g1 ven t o H . . In: maki?g ~diminish through
a sertes of valu~s, begmnmg wttb Its maximum we
developed, the following conclusions may be drawn :
1. On an alluvial coast, having sand y shores, like that. may draw up a table containin g the different v~lues
of Flanders, it is impossible to create artificial roadsteads, of ho, q, and .6t, which characterise the motion of water
or large out er harbours, by means of breakwaters start- in the channel during t he whole period of the flow and
by giving different determinate va lues to h" we can ~scer
ing from the shore and carried out into deep water.
2. All th at could be done in this way would be t o tain the effect on the motion of alterations in the level of
make breakwaters on certain sh ores favourably situated the sill.
T o det ermine the work of friction , or the useful effect
as regards tidal currents and waves, t o improve an existing roadstead whi ch might offer con venient channels of of the sluice, we have the formula
approach. In such cases it would remain matter for conX b1
d s,
Sideration whether the considerable cost of the works to be
w
wexecuted for that purpose was in proportion t o th e beneexpressing the resistance of the banks and floor for an
fits to be gained.
3. It is generally more practical t o improve t o the de- elementary length d s of the channel. Its integral
sired ext ent the conditions of approach of a harbour by
L
dredging, a nd to create in the sam e way, at the entrance
2
of the harbour itself, the n ecessary depth for la rge merX b1 !!.. d s
w
w
* In this memoir we do not consider outer har bours chant ships t o approach it at all stat es of ths tide.
0
4. B ut when the n eighbourhood of the harbour consituated at the mouth of tidal ri ve!s such as ~he T y ne and
i-:
~)
)f)
(!!. )!_l
- =-
{i
q:
E N G I N E E R I N G.
rL
w bl ( )
q ;; d s,
1r q d t
of timed t, is
~)
fbl (
d s, = - d h.
ho
= 1r
rT
q (h 0
h 1) d
t.
..
--
....
Ql
QJ
>
a>
metres
""
a> bo
...
QJ
c:$ . ...
~ 0<
~ -~
'0 -a
;:s
H.
ho.
"Cj
~ g
..... UJ -
~Q ~
~--~
O (J
,.... GI
I'Z1(/)
- 0
~
0
QJ
;:s~
t>I'Z1
<1.1
-...
0
- o
o-
A..
0.00
+ 4.50
11.50
-I'...Z1
<1
(.)
.c:
I
..,c-=:::..
..!:d
0~
~
0
....
0'
1.:::
= wT'
'
E N G I N E E R I N G.
Mr. Gough then submitted certain questions to the
Court as follows : Did Mr. Harrison cause the boiler to
to be e.."<amined by a competent person when he purchased
it, or at any other time ? Did be take proper measures
whereby the boiler could be safely worked '! What was
the c~use of the explosion, and did blame rest upon Mr.
Harnson ? Mr. Go?gh pointed out that the b oiler plates,
as .shown by the ev1d~nce of Mr. Shanks, were only 16u in.
th1ck when the bo1ler was purchased, and the boiler
was worked on the m orning of the explosion at the high
pressure of 35 lb.
Mr. Harrison in reJ?lY stated that the boiler did not
leak and he thought 1t was safe.
Mr. lloward Smith referred to the dangerously thin
plates, and asked Mr. Harrison what he had to say with
regard thereto. ~fr. Harrison replied that he could say
nothing at all except that he was ignorant of danger.
~Ir. Howard Smith said ignorance was no excuse
and p ersons who used steam boilers and other applianc~
for their own use should take care to see that they were
worked under safe conditions. The present case was a
very bad one, and might have been attended with very
serio~s results. The corrosion was external, and could
readily have been found, had an examination been made.
Mr. Harrison was decidedly to blame for neglecting
this simple precaution. The case was of a flagrant
character, and the Court was very much inclined t o make
an order for the payment of the costs in full, which would
amount to between 60l. and 70l. They had decided,
however, to order Mr. Harrison to contribute to the
Board of Trade the sum of 30l. towards the costs and
expenses of the investigation.
Steam pressure ..
---
Vacuum . .
..
..
Revolutions
..
..
..
?rtean High pressure ..
..
P res Intermediate pressure
sure. Low pressure . .
..
.
JHigh pressure ..
Indtcated I n t e r m e d i ate
Horsepressure . .
..
Power.
Low pressure ..
Total
..
..
..
..
Collectively
..
..
..
4b.5
21.15
ll.66
1419
4,.7
22.73
~ 0. 61
1402
1433
1551
1762
1610
4614
4563
9177
.19
17.375
1.95
54.20
28.12
12.63
1795
52.70
25.03
18.62
1783
1792
2026
2169
2009
669i
6830
11,624
.46
17.5
2.24
--
E N G I N E E R I N G.
I vided in the periphery of the r ecess, and a p rojection on the seg- upp er part of the r eservoir is used to carry off the vapour to the
W. LLOYD WISE.
PU:l7.
mu.
t h e friotional contact is incr eas<d. To allow th e introduction of
th e clutch piece, the sh ell A forming the cylindrical recess is regulating the flow of water and vapour . (.Accepted Ocwbtr
made in two parts secured t ogether . (A ccepted October 4, 1893).
1893).
21588.
B. Bailey, Salford, ~anos. Relief
RAILWAY APPLIANCES.
for Steam Cyl1nders. [2 F tgs.] Nov~m~er 26,
21,884. J. N. Braun, Roslyn, Klttitass, Washing- Val~es
-This invention relates to r elief val ves for preveotmg mjury
ton, U.S.A. Couplings for Ra.Uway Vehicles. [3 Figs.] 1&92
to steam cylinders caused by a n accumulation of water , and the
November 30, 1892.-In t bis invention t he drawbars C a re pro- object
is to enable both valv('S t o be held open. for a f~w moments
vided with dra.wheads B in the form of a t rough o pen at the after star
an en~ine, and to dispense wtth sprmgs. ~hese
top, and having a bottom wall a, side walls b, and a narrow valves are tiog
mounted in a casing c, secured to. the stta.m cylind er
t ransverse top wall c at t heir inner ends, the bottom and top near its centre,
eac h is composed of a d1ac and ste~ fr~e Lo
walls being provid ed with alignfd ver tical apertures to receive slide, and havingand
a seating in the casine- a nd a flan ge on 1s mner
t he link pin d for connecting a Jiok D to each drawhead. Rising
from t he bottom wall of each drawhead at the for ward end is a
hook E slopin&" back, the ba..ckward end being ben t down so as to
w.
Fig.1
2DIOJ
sive fl uid mixture flows t~ rough the short tube and ~h en betw~en
t he two tubes and passes mtoasmall chamber, the ex1t fr o~ wb1ch
into the atmosphere is cont rolled by a mushroom valve; tb1s valve
is opened at the same time as t he ignition valve by means of a
washer carried by the spindle of the ignition _va_lve acting upon a
tumbler catch pi voted to t he. end of the s ntftmg valv~ sp1~dl e.
When t he ignition valve is agam opened, the wash er _on l~S spmdle
opens the snifting valve, a nd a llows some of the flu1d m1xture to
escap~ Lbrough it into the atmospher e. (.Accepted October 4, 1893).
GUNS, &c.
Jones, London. Machine Guns, &c.
21651. o.
~1 5
Pigs: ) November 26, U92.-This invention relates to mach10e
guns and means for feeding c~rtridge~ to t~em . The ~u n
frame A is provided with a. hmged hd ; C 1s the ?a.rtnd~e
belt; D, Dl , the breech bolts; E, ~h e transverse]~ movmg fee_dslide. The cartridge belt C cons1sts of ~wo str1ps C?f mater~~l
such as canvas ri veted together , t he car tridges be10g mserted 1_n
openings in the belt between the rivets. A grooved support R ts
e.rranged behind_t he fe~d-slide E and between t he pl';lngers J?, D1,
which are prov1ded wtth hooks wber~by the cartndges w1ll be
drawn successively from the belt C mto the space above the
t rough R. A plate is a rran g-ed in the ~un-fram~ beneath. the
slot t hrough which the belt C travels. Thts plate lS made w1tb a
l'ear ward extension A9 in which is form ed a taper slot. A 10 , so that
a car tridge drawn out of the belt C by either )?lunger IS supporte~
upon the edges of the slotted extension A9 unt1l t he plunger termt
Nov~m
0
8
f
t=
....
Fig 2
~
...
...
L:;.;;
I
L
/1616
\
\
I
Fig .1.
.-.
o)
Frj.4
' oI
--
..... --.
Jtg.2.
Fig .:b.
.3 .
R
ZIGSI
with t he circumference of the wheel, so that no part of its surface is brought into conta.ct with the wheel by the ordinary spring
motion of t he carriage. This radius arm is made io two parts
sliding telescopically and provided with a coiled spring, so as to
allow of t he arm being shortened when the bra k es are applied,
and r eturn ing to it s original leng th when they are released .
One end of the radius arm is pivoted to the axle-box, and the
other is forked and connected by two studs to the brake-block,
one of t he studs b eing the same that connect s the hanQ;er t o the
brake-block, so that the latter cannot rock upon the conneotingpin, but is kept quite ~ rm an~ compelled to rise and fall in. a
cur ve corres ponding w1th the nm of tb e wheel, a nd at a defhnte
distance from it. (.iccepted October ' 1893).
liquid fuel, and the other 2 for steam, and each being provided
with an independent, longitudinally adj ustable, reA'Ulating
spindle 3 for controlling its discharQ;e aperture. The forward
ends of t hese spindles pass through apertures 9 form ed in chambers in communication with the forward ends of the pipes. In
this chamber is arranged a. metal diaphragm 10, which prevents
communicat ion between the forward ends of the pipes. ( ~ ccepted. September 27, 1893).
This in\'e ntion h as for its object to aftord steam space in the
water chamber into which the tubes open, and into which the
steam rises, the water chamber being fo r this purpoie divided
by c ross partitions into separate c hambers, each of which has a
de~erm_ined water level and ste~m space. The water from the upper
botler 1s under full pressure m the whole water chamber and
fills it and the cross-chambers completely before the form~tion
of steam commences. As soon as t his takes place the steam
ft ows from the water pipes A into the cross-cbamb~r (Fig. 1}.
E N G I N E E R I N G.
As its specific gravity is lighter, the steam then remains in the sufficient grain to form a sheaf, and the binding mechanism is
upper part of these separate croBB-chambers, and presses the started, the n eedle pin passin round the sheaf makes a division
water down until the lower ends of the connecting pipe& 0 are
above the level of the water. It then commences to Aow
through these tubes to the steam space, standing above each
Ftg 1
of the divisions until 1t can escape through the topmost
Scott, Liverpool.
Fig./.
.Fig .3 .
. 2.
Fc:g .a.
Iig.Z.
------ ---''
I'
'I
l17ZG
.
\
between the latter and the unbouod grain, and into this division
the separating prongs are moved and press the unbound grain
and larger tube to the steam chamber of the boiler. In the upper- away from the back of the needle. (.Accepted October 4, 1893).
most crossobamber also the steam simultaneously presses back
21,408.
McKenzle, Edinburgh. Hydraulic
the water until it can escape from the connecting pipe m to the Valves. [5 Figs.] November 24, 1892.- This invention relates
steam c hamber of the upper boiler. As much water as is evaporatf'd to a" disc" valve for hydraulio cranes, &c. A shallow chamber
always ftows in through the openings 0 . (Accepted Septembe1 27, A is provided with means for connecting it with pressure pipes
1893).
which operate the ram, and with the exhaust pipes al, a2, a 3.
2DS9S
Inside
the
cylinder
A
is
a
disc
B
provided
with
a
spindle
C,
the
20.941. P. Browne and D. Crawford, Liverpool.
an opening is formed communicating by a pipe h with t he air
Boners. [2 Figs.) November 18, 1892.-This invention relates front end of which passes through a tight -fitting stuffing-box and pan,
t.o means for beating and regulating the supp1y of feed water gland D, in front of which it is provided with an operating handle pump working in conjunction with t he vacuum pal?, so that the
air can be exhausted from the troughs. A valv~ k.1s arrange~ In
for boilers. If the by-paBB valve 11 is closed and the valves 9, 10
''
the pipe which remains closed when a trough lB m commumcaFiA.J 1
tion with the atmosphere, and is opened at the r equir ed times
by a cam n rotated with the discharge valve. (..d ccepted Sep.
Ftg .1
tember 27, 1893).
c.
..
A G aJ
I
'
'
Roads &c.
a~
F~.~.
are open, the feed water passes through the pipe 7 and is heated
before being delivered to th~ boiler, and the s~ppl y is s.utom~ti
cally regu1ated, as the opemng of the regulatmg cock 12 vanes
in accordance \\'ith the rise and fall of the water level. (Accepted
September 27, 1893).
Ploughs.
Pig.1.
U.S.A. Wire Rolling Mlll. [16 F i gs.] June 20, 1893.Tbis invention relates to con tinuous t rain r olling mills, in
which the rolls are arranged altE'rnately in oppositely inclined
planes for being placed at right angles to each other successive1y.
A p1urality of triangu1ar ba e supports b are provided for the
b ousings, having one side extended beyond the other and set
upright on the bed frame a., with the extended sides in the
reverse inclinations alternately. The intermediate drhing shaft
is}lorated between the sides and benches, and line shafts are
placed along the lower side of eaoh range of rolls, the lower roll
having the step bearing and the water-circulating connection
at t he lower end. The r oll housing! a re on the upper parts of
Ft-g.2.
A~
~ ~~ ~,,,
~rj/1'
whilst the other le carried beneath the hopper g, b:low the level
of the cart t rack lt. The fuel le tipped direot in~ th~ hopper fro~
the cart. The hopper has a reciprocatln~ mot1on 1mparted to 1t
to insure regular deposition of the fuel on the creeper.. A plate
is carried by the frame, and on it the fuel rests, and IS mo~ed
along its surface to the furnace by the bars d. (Accepted ::Jep.
t ember 27, 1898).
IIISCZILAlO:OtJS.
21,726. J. Bornaby and J. Innocent, (!rantham,
LtncolD8. Sheaf-BlndlDJ Harvesters. [4 Jt'l{Js. ] November 28, 1892. -ln this InventiOn the end of the but~r c furthest
Fig.3
the base supports, and the rolls and line shaft being gear ed
through the friction clutch on the roll shaft, the line shafts along
the lower sides of the base supports being geared with the
intermediate shafts and r oBs. Pn.oking rings a:, y are p)aced
between the shaft and the step bearing. Pointed adjustable
studs are provided in the recesses of the housin~s, and the
pointed adjusting scrAws not against the points of the studs to
adjust the roBs for alignment of the passes. The rod guide
consists of the funnel-mouthed divided tube extending from one
to the other of the pairs of rolls in a direct line, one part of this
wheel is effected simultaneously with the adjustment of the front guide being fa stened in position, and the other hinged t o the
furrow and la.ndwheels Rand Rl respectively. An eccentric stop fixed part, means being provided for faet eniog the two pa~
n is a rranged on the plough , ~~ adj~sting ~hich the wheels are together when closed. (.Accepted September 27, 1898).
brought into the proper pGSltlons m .r elatiOn ~o the sol~ ?f t~e
plough. For first ploughing, t he stop IS turnecf: mto a pos1t1on m
which the arm a. strikes against it at a later per1od, so as to allow
UNITED STATES PAT.ENTB AND PATENT PRAOTIOB.
the furrow wheel R to a88ume Ita highest positio.n. For ploughi!lg,
Descriptions with illustrations of inventions patented in the
the stop is set backwards so that the wheel R.ts arrested earher,
thereby neceBBitatiog a corresponding shortemog of the rods b. In United States of America from 1847 to the present time, and
order to etfect this these rods are connected together by means of a repor ts of trials of patent law cases in the United States, may be
bolt x so that they can bend upwards ''' ben the arm strikes against consulted, gratis, at the offices of ENGIN~f:RING 1 35 and 361 Bed(ord
the st~p. The be~ Qf tbe bolt ~ slides in an undercut g roove in street, Strand,