Professional Documents
Culture Documents
Engineering Vol 56 1893-12-15
Engineering Vol 56 1893-12-15
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E N G I N E E R I N G.
F. E. Kir by, of Detroit, Mich., consulting and
constructing engineer Detroit Drydock Company;
Stevenson Taylor, general manager W. and A.
Fletcher Company; J. W. Miller (associate), of
New York, president Providence and Stonington
Steamship Company; Lewis Nixon, of Philadelphia,
Pa.., general manager hull department William
Cramp and Sons' Ship and Engine Building Comp any; C. B. Orcutt, of New York, president Newport News Shipbuilding Company; J. F. Pankhurst, of Cleveland, Ohio, vice-president and general
manager Globe Iron Works; Harrington Putnam
(associate), of New York, counsellor-at-law;
W. T. Sampson (associate), of Washington, D. C.,
Commodore, U.S. Navy, Chief of Bureau of Ordnance; H orace See, of New York, consulting
engineer and na.val architect; E. A . Stevens (associate), of H oboken, N .J., president Hoboken
Ferries; G. E. Weed, of New York, pres~dent
Morgan Iron 'Vorks ; F. W. Wheeler, of West
Bay City, Mich., president F. W. Wheeler Shipyard and Drydock Company.
Executive Committee: Francis T. Bowles, chairman; H. T. Gause, E. A. Stevens, L ewis Nixon,
Harrington Putnam, C. A. Griscom, ex officio;
W. L . Capps, ex officio.
The object of the Society is "the promotion of
the art of shipbuilding, commercial and naval, ':
and to be a member, one must be a naval architect
or marine engineer, or a professor of naval architecture or mechanical engineering, and he must be
not less t han twenty-five years old, and have been in
a responsible position for at least three years. The
meeting was extremely well attended, and many of
the most prominent engineers in the United States
were present; among them your correspondent
noted the following : J. F. Holloway, Past-President of the Mechanical Engineers ; Professor J.
E. Denton, Stevens Institute, Hoboken, N.J. ;
Professor W. F. Durand, Cornell University,
Ithaca, N. Y. ; S. Dana Gr eene, General Electric
Company, New York; Jas. T. Boyd, general
manager George F. Blake Manufacturing Cornpany, New York; C. H. Haswell, New York ; H .
B. Roelker, New York ; A. A. Henderson, Chief
Engineer, U. S.N.; A. P. .Niblack, Lieutenant,
U.S.N.; J. J. Woodward, Naval Constructor, U.S.N.;
A. H. Raynal, superintendent S. L. Moore and
Sons' Company, E lizabeth, N.J.; Professor C. H.
Peabody, Massachusetts Institute of Technology,
Boston; F. M. Wheeler, Wheeler Condenser and
Engineering Company, New York; R . W. Davenport, vice-president of the Bethlehem Iron Company, South Bethlehem, Pa. ; Charles E. Emory,
New York ; G. A. Cormack, secretary of the
Corinthian Yacht Club; Wm. Gardner, 1, Broadway, New York; C. D. Mosher, 1, Broadway, New
York ; Colonel H. G. Prout, editor of the B ail1oad
Gazette; M. N. F orney, editor of the A me1ican
E nginee? and R ctJil?oad J mwnctl; Charles Kirchoff,
editor of the b on Age; M. N. Baker, associate
editor of the Enginee?ing N ews; S. D. V. Burr,
mechanical editor of the I1on Age ; W. M. McFarland, Bureau Steam Engineering, U.S.N. , Washington; Colonel E. A. Stevens, president of the
H oboken F erries, Hoboken, N.J.; Francis T.
Bowles, Naval Constructor, U.S.N., Norfolk, Va.;
and there were many others of equal distinction,
but your correspondent is n ot blessed as was A rgus,
hence can only note those within the range of one
pair of eyes.
The first paper was entitled, "Evolution of the
Atlantic Greyhound, " by Chas . H. Cramp, of
Philadelphia.
He contrasted the caravels of
Columbus with the Lucania, and said this was the
evolution of four hundred years. H e considered
the great start in record-breaking was when the
Inman Company in 1869 sent out the City of
Brussels, which reduced the time of 8 days 4 hours
1 minute to 7 days 22 h ours 3 minutes. This ship
was 390ft. long, 40ft. 4 in. beam, and 3090 tons
gross. H er displacement at 26ft. load was 6900 tons.
The engines were simple direct-acting, two 90-in.
cylinders with 54 in. stroke, and steam at 30 lb.
Indicated horse-power, 3020; average speed, 14.53
knots. Next came the Oceanic (White Star Company), 3808 t ons gross, 420 ft. long, 40. 9 ft. beam,
and depth for t onnage 23.4 ft. Engines were compound, with four cylinders-high-pressure 29 in. in
diameter, and low-pressure 78 in. ; tandem, with
60-in. stroke, and 66 lb. steam. The same company brought out in 1871 the Adriatic and Celtic.
These boats ~ere 3886 gross tons, 417 ft. long and
41 ft. beam, had four-cylinder compound engines,
high-pressur e cylinders 41 in. and low-pressure
78 in. in diameter, and 60 in. stroke, carrying maximum horse-power 11,500 indicated. The.Rome
80 lb. of steam ; indicated horse-power 3880. The underwent some vicissitudes in her early htstOX:Y
record was reduced to 7 days 16 hours 26 min. Her first service in the Inman Line was not satisThe American Steamship Company constructed at factory, and she was thrown back o~ the hands of
the Cramps' Yard the Indiana, Illinois, Pennsy1- her builders. They then made constderable a~tera
tions of boiler arrangement and ~ther ~etails ~f
vania, and Ohio.
"The four ships of the American Line were com- internal econ omy, and she was put 1n servic.e again
missioned in 1872 and 1873. They a.re 357 ft. long by the Anchor Line, where she has remained to
over all, and 243 ft. between perpendiculars, 43 ft. this time.
During the year 1881 the Cunard Company
beam, with a tonnage depth of 24ft,. United States
measurement, and their gross register is 3126 t ons. brought out the Servia, built, as the Gallia was, by
They were powered with two-cylinder compound Thompsons. The Servia's dimensions are 615 ft.
engines, having piston diameters of 48 in. and by 53ft. by 37ft., and h er gross r egister is 7392
90 in., with 48 in. str oke ; and, carrying 75 1b. tons. Though a fine ship, t~e Servi~ .repeated the
steam pressure, t hey developed about 2000 horse- disappointment of the Galha, by failmg to reduce
power, which gave them an average speed of the record of either the Alaska or the Rome. Her
14 knots. They made eight-day trips, and for a propulsion was by a three-cylinder c01~pound
time attracted their share of the Transatlantic engine having one. 72-in. high and two. 100-m. low
traffic, but, as already intimated, they succumbed pressures, with 72 m. stroke, and, carrymg 90 lb. of
at length t o the competition of their subsidised steam, she developed 10,200 indicated h orse-power
British rivals, and ultimately passed under the in her best trip, whi eh was 6 days 23 hours 49
control of the International Navigation Company, minutes.
In 1883 the America came out for the National
by whom they have been considered worth reequipment with new triple-expansion engines after Line, the Aurania for the Cunard Company, and
twenty years of continuous service. These ships, the Oregon for the Guion Company. The last ship
though not so large or so high-powered as some lowered the record to 6 days 9 hours 22 minutes,
contemporary vessels, embodied the best ship- but closed her career off L ong I sland in a collision.
building practice of their date as to material and Her dimensions were 501ft. by 54ft. by 38 ft.,
workmanship, and are still creditable specimens of 7375 tons gross, 25 ft. draught with a displaceAmerican shipbuilding skill twenty years ago, as ment of 12,560 tons. Engines, three-cylinder compound. High-pressure cylinder, 70 in.; and two lowwell as of first-rate efficiency in their classe~."
The Adriatic, however, held the r ecord till1874, pressure, 104 in. ; 72 in. stroke, and steam at 170 lb.;
when the Inman Company put out the City of horse-power, 13,200. The Aurania being a disapBerlin ; gross tonnage, 5490; length, 499 ft., and pointment, the Cunard Company in 1884-5 built
44ft. beam; tonnage depth, 34ft. Two-cylinder the Umbria and Etruria, 501ft. by 57 ft. by 38ft.;
compound engine, high-pressure, 72 in., and low- 8120tons gross; displacement at 26ft. draught, 13,38C
pressure 120 in., with 66 in. stroke, and steam at tons ; three-cylinder compound Fa.irfield engines.
75 lb., and indicated horse-power 5200. The record The high-pressure cylinder was 71 in., the two
now became 7 days 15 hours 28 min. The White low pressure-cylinders 105 in., with 72 in. stroke,
Star Company replied with the Germanic and and with 110 lb. of steam, their maximum developBritannic. Length, 455ft. ; breadth, 45ft. ; 33ft. ment of horse-power has been 14,840 in the Etruria,
measured depth ; gross tonnage, 5008 ; compound and 14,460 in the Umbria. They reduced the
four-cylin der engines; high- pressure cylinder r ecord to about six days even, though each has
48 in. in diameter, and low-pressure 83 in., 60 in. made at least one passage slightly inside of six days.
stroke, 75 lb. steam, and indicated horse-power They brought the Cunard Line to the front again
5600. The record n ow became 7 days 6 hours for the first time in several years. From 1884 to
52 minutes, and this it was in 1879, although the 1889 the Umbria and Etruria maintained their
Cunard Company tried to lower it with the Gallia. supremacy. It was evident that in them the posIn the same season, however (1879), the Guion sibilities of single-screw propulsion had been
Line- a new R ichmond in this particular field, by exhausted, and owners and builders who meditated
the way--brought out the Arizona, built at Elder's, an advance beyond them had to contemplate twin
and with her took the pennant so long borne by the screws.
White Star ships. The principal dimensions of the
During the years 1885, 1886, and 1887 there was
Arizona are 450 ft. by 45.4 ft. by 35.7 ft., and she much activity on the part of the French and Geris powered with three-cylinder compound engines mans. The latter brought out the Aller, of the
having one 62-in. high and two 90-in. low pressure North German Lloyds, in 1885, the Saale and
cylinders, 66-in. stroke, and, with steam at 90 lb., Trave in 1886, and the Lahn in 1887 . These were
developed 6640 indicated h orse-p ower. Her gross British ships, built at Fairfield. They were all
tonnage is 5164, and her bes t trip was made in single-screw vessels, but they had the distinction
7 days 3 hours 38 minutes, involving an average all- of introducing the triple-expansion engine in Transthe-way speed of 16.27 knots an hour. The Arizona atlantic propulsion. Th e Aller, Trave, and Saale
carried the banner, by virtue of this performance, are substantially alike in hull and fittings, and
two seasons- 1879 and 1880. This success of the their engines are exact duplicates, except in cerArizona stimulated the Guion people to renewed tain minor or non-essential parts. These vessels
efforts, and in 1881 they brought out the Alaska, are 439 ft. in length, and register 4994 tons
also built at Elder's (or the F airfield yard), then in the Aller to 5380 tons in the Trave and
under the able management of the late Sir William Saale, their displacement a~ 26 ft. draught be!ng
Pearce.
10,400 tons. Their triple-expansion engines have
The Alaska's dimensions are 500ft. by 50ft. by high-pressure cylind ers 44 in., intermediate 70 in.,
38 ft. moulded, with a gross tonnage of 9500, and and low-pressure 108 in., with 72 in. stroke. Carryher power is a three-cylinder compound engine ing steam at 150 lb., these engines have developed
having a 68-in. high-pressure and two H>O-in. low- 8300 indicated horse-power, and their best f U Spressure cylinders, which, carrying boiler steam at tained speeds have been 17.7 knots for the Aller,
100 lb., developed in a mean of four days' perform- 17.1 knots for the Saale, and 18. 6 knots for the
ances 11,800 indicated horse-power, and drove her Trave. As the time of these ships is reck oned
across the Atlantic westward in 6 days 18 hours from Southampton, certain deductions are neces47 minutes, which involved an all-the-way mean sary for fair comparison with ships dating from
speed of 17.44 knots per h our. The Alaska now Queenstown, so it is not worth while to give their
took th e p ennant, but she did not hold it long. records, except to say that to equalise the records
The Barrow Shipbuilding Company brought out the of ships starting from the two points, allowances
City of Rome the same year, and that vessel was must be made in favour of the Southampton ship as
put in the service by the Inman Line, the title to follows :
the ship remaining with her builders.
For 17 knots speed, 16 hours 20 minutes.
The contest between the Alaska and the Rome
For 17! knots speed, 16 hours.
was fierce. Trip after trip they sped over the
F or 18 knots speed, 15 hours 30 minutes.
ocean '' n eck and neck, " as horsemen say, the
For 18! knots speed, 14 hours 56 minutes.
average difference between their records being but
For 19! knots speed, 14 hours.
a few minutes. Finally, however, the Rome got
The Lahn is 10 ft. longer, 1 ft. wider, and 10 in.
down to 6 days 18 hours, which beat the Alaska's deeper than her three consorts, and her gross tonnaae
best by 37 minutes, and then the Rome hoisted the is ?681. He~ engin~s are also ~f a d~fferent t.yp~,
banner in h er turn. The R ome was the laraest betng fiye c~lmd er tr1p~e-expan ~10n, w1th two highship of her day, excepting, of course, the G~eat pressure cyhnders 32?l 1n., one Intermediate 68 in.
Eastern; at all events, the largest single-screw and two lows each 85 in., the duplicate cylinder~
ship up to her date. Her dimensions are 560 ft. being arranged tandem, one high and one low
by 52 ft. by 37 ft., her gross tonnage 8144, and her working together. These engines, with 150 lb. of
E N G I N E E R I N G.
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E N G I N E E R I N G.
steam, developed 9800 horse-power, and produced without initial stability, and then make them stand of 150,000 inhabitants. It was necessary to adopt
a. speed of 18.40 knots, making a Southampton up by great quantities of water ballast or other a separating system, so that a pure effluent could
r ecord of 6 days 22 hours 42 minutes, which, at her dead weight which pays nothing. \Vhen I under- be discharged into Lake Michigan, for none of the
rate of speed, is equal to a Queenstown passage of took the design of the two steamships n ow building city sewerage was available for the purpose. A
6 days 7 hourd 30 minutes.
under our shipyard, Nos. 277 and 278, I avoided complete sewage purification plant was therefore
The Spree and Ravel, built at Stettin, in 1890, this fad at the outset."
required, and at this plant Mithe sewage from the
for the North German Lloyds, present n o essential
The author believed t hat any design which con- Exposition buildings was purified by means 0f
features different from the L1hn, and failed to templates the carriage of water ballast (or other chemical precipitation on the continuous plan, the
lower the record.
dead weight not cargo or coal) as an inseparable plant being modelled after t hat at Dortmund,
In 1889 90 the successes of their neigh hours condition of stability under any circumstances is Germany, designed by Mr. Carl Kinebuhler. The
stimulat ed the Hamburg Company to efforts which radically defective and should be condemned.
Chicago plant was located in the south-east corner
took shape in the Columbia, N orma.nnia, and Prince
" Under such a system no ad vantage can be of the grounds, near the stock exhibit, and close
Bismarck. The Columbia was built by Lairds, and taken of decreased draught caused by consumption by the car and power house.
the N ormannia at Fairfield ; the Bismarck being of coal or absence of cargo, but the ship must
A general plan of the purification works is
the only one of th3 thr~e built at home. The always be kept down to a load draught in order to shown by Fig. 1, and a combined elevation and
Columbia's dimensions are 463.5 ft. by 55.6 ft. by stand up.
section of the tanks by Fig. 2. From these two
35.5 ft.: and her gross register is 7363 tons. Her
" This is a purely English fad, and the English figures it will be seen that the plant consisted of
twin screw.i are driven by t.wo threecylinder triple- designers stick to it with characteristic tenacity. an elevated receiving and distributing tank (see
expan3ion engines, with cylinder diameters of In this, as in many other fads, the English appear F;g. 3), four chemical mixers, four precipitating
41 in., 66 in., and 100 in., and 66 in. stroke. With tenacious in the exact ratio of the density of their tanks, two boilers, a 50 horse-power engine, two
air compressors, three sludge r eceivers, two sludge
steam at 150 lb. these engines have developed error.
" The proposition that you must carry 1000 or filter-presses, two pumps, and other accessories, all
14,600 collective indicated horse-power, producing
m el.n speed for a. passage of 19.15 knots, and a 2000 tons of dead weight in water ballast when inclosed in one building. The building containing
Southampton record of 6 days 14 hours 2 minutes ; you happen to be short of cargo or run down in the plant was 100 ft. by 125 ft.
The main outlet sewer terminated in a vertical
equivalent to a Queenstown record of about 6 days. coal, is one that I cannot really discuss with
TheN orma.nnia is largar than the Columbia, and patience when it is possible to build the ship on standpipe 3 ft. in diameter and 40 ft. Of in. in
lines that will make her stand alone without de- height, which extended nearly to the top of the rehas more powerful machinery.
The Normannia's dimensions are 500 ft. by triment to any other desirable quality, and with ceiving and distributing tank, shown in section and
57 5 ft. by 34 ft., and she tons 8250. Her triple- vast improvement to her most important charac- detail by Figs. 5 and 6. This standpipe was made
expansion engines have cylinders 40 in., 67 in., teristic, that of safety at all times and in all con- of !-in. tank steel, riveted in 5-ft. lengths with !-in.
rivets having 1! in. pitch, the seams lapping 1~ in.
and 106 in., with 66-in. stroke, and, carrying ditions. "
Speaking of the increase in size, Mr. Cramp The pipe terminated in a bell mouth riveted to the
steam at 150 lb., they have developed over 15,000
indicated horse-power. Her best mean speed for thought on a basis of 28 ft. draught a beam of 70 ft. top of the standpipe, and the top of the mouth was
a passage has been 19.33 knots. The Fiirst Bis- could be used, with moulded depth of about 50ft. secured as shown by detail, Fig. 6.
The receiving tank (Figs. 2, 3, and 5) was 16 ft.
marck is chiefly remarkable as being the most and length of 600 ft. to 620 ft. He argued that
important commercial ship ever built in Germany, for more than 12,000 horse-power you must have in diameter and 10 ft. high, or 8! ft. high to t he
and as a r esult of the policy adopted by the two screws, and for over 24,000 horse-power three top of the grating, which gave a capacity to the
latter point of 12,750 gallons. Like the standGerman Emperor to encourage home shipbuilding screws. He closed with the following :
"We are, as is well known, building a couple of pipe, it was of !-in. tank steel, with 1! in. lap
by m~king marked discrimina.tions in favour of
such ships a~ compared with those built abroad. 536-ft. ships for the International Navigation Com- at the joints and !-in. rivets with 1t in. pitch.
Her dimensions are 502.6 ft. by 57.6 ft. by 38 ft., pany. They are both framed up about two-thirds The sewage discharged from the bell mouth of
and her tonnage 8874. ller engines are triple, of their length amidships, and plating is in progress. the standpipe on to a grate screen 18 in. below the
with cylinder diameters of 43{ij- in., 66"1)6" in., and They will be launched n ext spring, and will go in top of t he tank. This screen was in eight sections
in.
(see plan, Fig. 4), and was made of ~ in. by
106 [ 6 in., having a stroke of 63 in. She is re- commission about a year from now.
"Their principal dimensions and qualities are as bars on edge, spaced 1 in. centre to centre, as
por ted to have developed 16,800 indicated h or seshown in the partial plan of the grating (Fig. 4),
power, as a mean of six days on the trip which follows :
and by t he details of the long and short grate-bars
L ength on load-water line...
536 fb.
gave her, for a brief period, the Southampton
Length over all
...
.. .
55t ,
( Figs. 7 and 8). The sewage passed down through
record.
Rx.treme breadth .. .
...
63 ,
the grate-screens and from the tank through any or
D..tring all this effort on the part of the English
Moulded depth
.. .
.. .
42 ,
all of the four outlets E, E, shown in Fig. 2 on the
nnd Germlns, the French remained quiescent until
Gross register
...
...
About 11,000 tons
section of the tank (Fjg. 5), and also in detail in
1836-87, when they brought forward the ChamFirst ea.bin capacity
...
320 passengers
Figs. 9 and 10. Each of the outlet pipes was
Second
cabin
capacity
...
200
,
patYne
and
Bretagne,
built
at
St.
N
azaire,
and
the
0
14 in. in diameter , and was controlled by a gate.
Third cabin capacity
.. .
900
,
Bo urgogne and Gascogne, built by the Forges et
Sulphate of alumina. or copperas was admitted to
'' Their propulsion will be by twin screws, acChantiers de la. Mediterranee. These ships differ but
little in dimensions or performance, and detail of tuated by two quadruple-expansion engines on four the sewage as it flowed through the outlet pipe from
them is hardly necessary. except to say that their cranks, which, with steam at 200 lb., will prol)ably the diBtributing tank, as shown in Fig. 2. The
t onnage i ~ from 7087 to 7395 gross; they have com- develop about 20,000 collective indicated hors~ chemical was thoroughly mixed with the sewage by
p ound engines of about 9800 indica.ted horse-power power. To support the outboard shaft bearings, the machine mixers located in the special device
on a single screw, and the smartest of them, the the hull is built out in a. horizontal web to a steel in the outlet pipe, and shown in detail by Figs. 12
Bourgogne, has made a Havre and Sandy Hook frame having both bosses cast in one piece, and and 13, after which lime was admitted to the outrecord of 7 days and 9 hours, which, at her rate of weighing about 68,000 lb. The after deadwood is let pipe and a further mixing of sewage and
speed, 17.91 knots, is equal to a Queenstown record cut away, and the keel slopes up so that the shoe chemicals secured by means of the mixer, shown
of 6 days and 13 hours. These ships satisfied the meets the boss frame at the after end. It will be in the plan, Fig. 11, in the section, Fig. 2, and
French until 1891, when they brought out the observed that these ships are considerably larger also in detail by Figs. 14 to 16. The outlet pipe
T ouraine, built at St. N azaire. She is the first than the New York and Paris, or about half-way terminated a.t the cone mixer in a quarter bend of
French liner equipped with twin screws . Her beteen them and the Campania class. I will not !-in. wrought iron bolted to the pipe by means
dimensions are 520 ft. by 56 ft. by 34 ft., and she venture a prediction as to their probable perform- of a wrought flange with an 18!-in. bolt circle having
tons 8863 gross. Her engines are three-cylinder, ance, but I will guarantee them to be perfectly 16 bolt holes f in. in diameter. The cone mixer
was suspended in the central cylinder of the pretriple-expansion. Cylinder dimensions 41 in., safe, comfortable, and economical ships.
'' These ships are American from t ruck to keelson; cipitation tanks by hangers from !-beams, as is
60t in., and 100 in., with 65 in. stroke, and, carrying 140 lb. of steam, they have developed a mean no foreign material enters into their construction. shown by Fig. 2, and in detail 1y Figs. 14 to
averao-e of 13,600 indicated horse-power (French), They are of American model and design, of 16. This mixer discharged the sewage over
which drove h er from Havre to Sandy Hook in American material, and they are being built by its top edge down the central cylinder to be dist ributed by horizon tal arms throughout the lower
7 days 3 hours and 5 minutes, equivalent to American skill and muscle. "
part
of
the
tank,
after
which
it
rose
to
the
top
The
author's
r
emarks
were
r
eceived
with
great
a Queenstown record of 6 days 4 h ours and 35
of the large tank and passed out in a clarified
minutes. While the T ouraine has n ot made any applause, and some discussion followed.
The next paper wa.s read by Naval Constructor state, t he solid matter meanwhile having been
whole-trip record to compare with the Paris or
precipitated
to
the
bottom
of
the
tank,
from
J.
J.
Woodward,
U.S.N.,
and
treated
of
the
Teutonic, she has shown some remarkable spurts.
it
could
be
drawn
at
any
time
to
the
sludge
which
"Determination
of
the
Approximate
Dimensions
of
The author then passed to a consideration of the
New York Paris, Majestic, Teutonic, Campa.nia, a V easel to Fulfil a Given Programme of Require- receivers and filter presses.
The
central
cylinder
(see
Fig.
2)
was
6
ft.
in
ments.
"
It
was
also
followed
by
a
debate.
But
and Lucania. They were not described in detail,
diameter and 32 ft. high, made of -itr in. by
the
paper
was
mathematical,
and
discussed
the
but he claimed that the International Navigation
60 in. plates. At the lower part the sewage
methods
and
formulas
used
by
our
naval
conCompany were entitled to the ~redit of first J;>U~t~ng
was distributed downward into the conical-shaped
structors.
The
author
thought
our
designers
were
twin screws into passenger shtps, and subd1v1d1ng
bottom of the main precipitation tank by means
for
want
of
a.
tank
in
which
various
hampered
the hull so as to make it unsinkable when three
of eight horizontal radiating arms consisting of
be
tested.
models
could
compartments were flooded. He claimed that there
inverted V-shaped troughs supported at the outer
(To
be
continued.)
had been n o improvement in model througho?t.
ends by t-in. rods from the central cylinder, as
He asserted : "The principal fad of the great Engh sh
shown in the section, Fig. 2. After the sewage
builders is an aversion to statical stability, a re- THE SEWAGE DISPOSAL WORKS OF had passed down through the central cylinder
pugnance to me~~centric height: As one of their
and up through the main part of the tank, the
THE
COLUMBIAN
EXPOSITION.
standard authorities r emarked In a recent paper :
ONE of the great problems presented for solu- offiuent was collected at the top of t he tank by
'A ship will roll ; you cannot help that. Ther e
means of a system of suspended wooden troughs
tion
to
the
World's
Fair
authorities
was
the
disfore the problem is to mak~ he~ period as l_ong 7nd
resting on the top of the clarified sewage, as shown
posal
of
the
refuse
constantly
accumulating
.
a.t
h er motion as easy as possible. In pursUlt of an
in detail by the various plans, elevations, and
Jackson
Park,
equivalent
to
the
sewage
of
a
City
e::..sy r vll' they persisten~ly design their models
lt
E N G I N E E R I N G.
s~ctions
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Second week in October
Chicago Da.y, October 9
...
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...
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Gallons.
9!0,000
1,630,000
2 ~ 21G~COO
2,497,000
2,425,000
2,358, 000
2,5821000
2,935,000
E N G I N E E R I N G.
[DEc. I 5, I 893.
LIMITED, NORTHAMPTON.
... .
..-.
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-- ...
- ..
been hitherto accustomed to engines of the horizontal contact with t he stationary hand-rope, and, a.s long as
type.
the speed does not exceed the normal, do not put any
The engine ha.s been tested by a.n engineer sent over sensible strain upon it.
from PHu for the purpose, and he has expressed himself hig hly satisfied and pleased with the way in which
the contract has been executed.
STANDARD ROLLING STOCK ON THE
VICTORIAN RAILWAYS.
HYDRAULIC PASSENGER ELEVATOR.
THE hydraulic passenger elevator, illustrated on the
opposite page, was exhibited at the Columbian Exposition, and is of the high-speed type, constructed by the
Eaton and Prince Company, of 70 to 76, Michigan
street, Ch icago. The mechanism is placed in th e
cellar, and is of the usual pattern, with multiplying
pulleys. The car is stopped and started by means of
a lever, instead of the man grasping the hand-rope
directly. The water supply to the hydraulic cylinder
passes through the valve shown in Fig 2, which gives
a very easy mot ion in stopping and starting, and produ ces no shock. At the top and bottom of the car 's
travel the cross-head of the ram operates a special
valve to cause the motion t o cease, an arrangement
that puts the passengers' security beyond the care of
the attendant and the integrity of the hand-rope.
This latter valve-or rather valves, for there is one in
the supply pipe and another in the discharge-pipeis shown in the upper part of Fig. 2. The two valves
are on one rod, and block one passage or the other,
accordingly as they are drawn to the right or left.
The supply water comes through t he left passage,
and, entering the lower valve case, turns to the right.
If the lower valve be open (it is shown closed), the
water passes through openings in the brass liner
into the bulbous swelling which is in communication
with the hydra ulic cylinder. When the lower valve
is moved to the left, the supply water is first cut off,
and then, as the motion proceeds, the hydraulic
cylinder is placed in communication with the discharge pipe. The valve stem carries two extra pistons,
besides those forming the valve, in order that it may
be always in equilibrium. It also carries a. controlling
piston, to r ender its movemant easy and gradual.
Figs. 3 to 7 show the governor. The pulleys run in
ENGINEERING,
15, 1893.
DECEMBER
STANDARD
MR.
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TVII S - 10$6. ..
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DMTAR1f ,~l$0fl
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E N G I N E E RI N G.
4
a a
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COLUMBIAN
EXPOSITION
WORLD
HE
HYDRAULIC PASSENGER ELEVATOR AT T
E"NGINE. . ERS, CHICAGO.
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Fig. 4. .
-
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foundr y. The offices are two storeys high, surm ounted with p~ts to ~llow the running gear to be reached. ning at GO, 60, and 100 revolut ionf', and having a
by a square clo~k tower 65 ft. high; t he ground plan The tnmmers room, 92.75 ft. by 33ft. , is fitted up maximum diameter of 4 iu- in., reducing to 2~ ~ in . ;
has an area of 3514 ft. Attached to the offices are with con veniences for storing finished articles; the they are of cr ucible cast and mild steel, and run
dark rooms for opera.ting the "ferro-cyanide" process, sewing machines employed upon the cloth and leather in cast-iron adjustable bearings, carried by the xoof
nearly 10,000 prints being made per annu m.
The work are driven by a small high-speed compressed air trueses, "hich are specially strengthened to support
stores are situated immediately behind the offices; motor. The adjoining five bays are taken up with them. All pulleys, &c., are perfectly in balance;
they are two-storeyed, with floor spaces 86.5 ft. by cars and trucks under repair; they do not possess any there is, therefore, absolutely no vibration perceptiLle.
40.5 ft., and a.re plentifully su pplied with shelving, features of special interest. The sawmill is in tbe the power required to run the three lines at 1.1ormal
bin~, &c. , for the reception and distribution of general next bay ; it is built o\er a basement containing the speed light, as deduced from experimen t, is th e surwhole of the running gear. There is a fine collection prisingly s.mall amount of 3.1 hon e-power. All handstores received from the contractors for supplies.
The pattern shop (two storeyed), 8 L. 5 ft. by 61 ft. , of wood-working machines in this shop, principally of ling in this and other portions of this block is accomcont ains the usual conveniences for classifying and American manufacture, although English makers are plished by hydraulic power. Common to this and the
storing patterns; the plantconsists of a band saw, power also represented. Care ha.s been taken in arranging erecting shops is the t ool store, con tainin g a full stock
lathe a.nd emery tool g rinders. Separated from the the tools to give the minimum amount of labour in of engineering requ isites, including complete sets of
patte~n shop by a brick wall is the coppersmiths' shop, handling, the timber in the rough log entering at one ~hitworth screwing ta ckle, rimers, nose-bits aud
86.5 ft. by 39 ft. In the centre of this shop (p:1sed end and passing from machine to machine until it standard gauges. The stores are surmounted by
with brick) are placed eight double fires for metalling emerges as the finished article at the other end of the foremen's offices commanding t.he entire shop. The
brassee, tu be and general work. Attached to this shop. The motive power consists of a single-cylinder next four bays are used by th e erectors. There are
shop is the brass foundry~ 86.5 ft .. by 40 ft., p~~ed non-condensing horizontal engine, having a cylinder eight lines of pits, and four throu gh roade giving a
with hard brick, and hanng sandptts, and proviSIOn 20 in . in diameter by 40 in. stroke, speeded to lOO per c?mbin ~d a,ailnble length of 3200 f.t. Each b~y is profor sand and coke storage. The furnaces (three in minute, fit ted with cut-off val ve and automatic expan- vided w1th two .25-ton trav~llers, w1th l ongitudinal and
number) are arranged to work eit;her with natural or sion lin k, act uated by a Hartnell's governor ; the transve~se mot 10n~, and q mck and slow lifts ; they 1 un
forced draught ; they are contained in a small annexe engine indicates up to 250 horse-power, 120 horse- upon gtrders earned by the roof pillars, and are run
opening from the main shop; the. waste gases are power being the usual load. Steam is supplied by a by 3-in. ~1anil1a hemp ropes (high speed) driven fr om
utilised to hea.t the core ovens. The uon foundry, the water-tube boiler, consisting of t.wo distinct sections, the machine-shop shafts. The locomotives are run in
erection of which will shortly be undertaken, will form each of which contains 150 tubes, 4 in. in diameter by on the through roads and transferred to the de~ired
a continuation of the brass foundry, and will measure 16 ft. ia length ; either section will generate an ample position over the pits at either side by the travellers.
86.5 ft. by 120 ft., and will be fitted with the most quanti ty of steam to run the mill. ~~eed water is fu r- The boiler shop fills the next two bays, in wh ich there
nished by Worthington duplex pumps, and is deli- are two roads. There is a tr&\reller similar to the above
modern plant.
Immediately behind the central block stands the vered into the boiler at 208 deg., after passing through ~n each bay, but to lift 10 and 15 to:11s reEpectively
water tower the erection of which was rendered neces- a feed heater heated by the exhaust. The boilers and mstead of 25. One of the bays contams the machine
sary by the fact that although, under ordinary circum- engines are placed at the basement level, and coal is tools and furnacee.
Motion is derived from two lines of shaft similar to
stances, the water supply derived from th~ city mains delivered direct into underground bunks from hopper
that in the machine shop ; the boiler is also identical
is ample still in the height of summer, w1th the ther- trucks.
Debris from the sawmill is conveyed in wrought- with th ose already described. The tngine has a
momete~ regi~tering over lOO deg. in the shade, the
call on the mains through the day becomes so great irou flumes from the machines by means of an ex- cylinder 16 in . in diameter by 36 io., by 11cKab
that the supply is inadequate, although a pressure of hau st fa.n, and is delivered in to a tower erected over of Gla~~ow, horizontal automatic expansion, non~
80 lb. per sq uare inch and upwards can al~a~s be ob- the boiler-room; the air, after it has been freed from condens~ng. The t hr ee . pump~ for supplying the
tained at night to fill the tank. The bUlld mg s~p dust, &c., by a system of wire gauze and canvas hydraulic system are dn_ven direct from the engine
shaft.
The
accumulator,
mstead
of
the
usual
weights
screens,
escapes,
the
refuse,
wood,
chips,
&c.,
r
emainp orting the tank is 60ft. high f~om t~1e ground hne
is loaded by the head of water from th e t ank '
to the top of coping, with an outside d1af!1ete~ a.t b_ase ing to be used as fuel. In proximity to the engine- acting upon a large piston co nnected to the ram:
of 36 ft. 10 ~ in, ; there are fiv~ storeys m thts bUlld- house will be placed the timber-drying stove, 68 ft. \Vith the except~on of t~e last- me_ntioned engine, the
ing, which is utilised as a. dupl~cat~ store. T_he t~nk long by 16 ft. wide. The system which it has been whole of th e engmes, L01lers, shaftlDg, &c., are of Vicitself is of wrought iron, 35 ft. m d 1ameter, w1th s1~es decided to adopt is that of runnin g the timber (suit- t orian manufn.cture, t o designs supplied by the loco16 ft. 3 in. deep, thus ghing a total head of 76ft: :-lm., ably stacked) into the stove on trucks, and circulating moti ve t ranch. The smithy occupies t he last two
w ith a capacity of 100,000 gallons; the bottom ts con- large volumes of moderately hot air over and throu gh bays in this block ; i~ contains nine steam hammtrs
the stacks by means of an air propeller driven by a
cave with a radius of ~5 ft.
.
from. 2 cwt: ~o 10 cwt., with steam stamps:
The east block is d evoted to carnage and truck high-speed stam motor, the air to be heated by pass- ra~ging
ing over a series of pipes heated by exhaust steam from ohver~:~, &c., m add1t10n. The forges, sixty-eight in
r epairs metal work excepted. It has a frontage of the mill engine, or live steam when that is not procu r number, are constructed in cast iron throughout. The
a1id a depth of 294.5 ft. T~ere are twenty- able, suffic1ent air being allowed to escape each cycle specialfeature of this shop is its freedom from smoke
378.75
t wo d istinct roads in this block, havm.g an aggregate
and grit; this cleanliness is arrived at by turning
to
prevent
saturation.
length available for use of 4400 ft. A1r at 80 lb. p~r
The west block has a frontage of 272.75 ft. by a the forge uptakes{?) downwards into two firebricksquare inch is laid on throughout. the shop, and 1s depth of 294.8 ft. ; it comprises machine, erecting, and lined concr~te flues connected with a large chimney
tapped a.t various points by stand ptp.es, connecte~ b_y boiler shops, and smithy. The two bays next the stack. Tbts system has pro"ed an unqualified
flexible hose pipe to any of the car.rtages when 1t IS central block form a very complete mathine shop, success. The stack is 176 ft. high ; the in side
desired to test the \Vestinghouse. air brak es. Hoses replete with th e latest appliances. The tools are dimensions at bottom are 9. 5 ft . aud at top 8.5 ft.
are plentiEully distributed for use m case of .fire. The chiefly by 'Vhitworth, and are of a high class. The This chimney serves the boiler-shop furnaces and
two bays next the centr~l b~o?k are occupted b~ car- motive power is derived from an engine and boiler engine-house also, and will be connect ed with the
. ge painters this shop 1S d1 vtded from the remamder precisely similar to that opera.ting the eawmill, and scrap furnaces, &c., when they are completed. The
~~\he block by a brick wall, and is s~bdivided to fo_rm is transmitted by three overhead longitudinal lines coal and iron stores (300 ft. by 48 ft.) are at the rear
a trimmers' room. The floor i~ of hnck, the cars be~ng of shafting 300 ft., 300 ft., and 290 ft. long, run- of this shop, The forge, when built, will be 150ft.
operated upon standing on s1.x: roads, two supplied
ft.,
E N G I N E E R I N G.
.5
CA K-MAKING MACHINERY
AT the ordinary m eeting of the Ioqtitutio~ of Civil
i J + 1~ a
2
.,. { 4 a (L - 2)
+ 2 c (L +
(4 L
+ 11)}
1893).
3, 600, OOOt .
A MERICAN RAILROAD PROP&RTY.-America.n railroad
property appears to have become, upon the whole less productive during the last five y ear s. In 1 7 the ~ggregate
leng~h of line worked was 13G,989 miles; the r even ue
acqmred was 931,385,154 dols., and the n~t income realised
~as 331,135.676 dols. In 1892 the aggregate length of
hoe worked had increased to 170,607 m iles the rough
revenue acquired was 1, 191,857,0!)9 dols. but the net
profit r ealised did n ot exceed 352,817,405 dols. In other
words, while the n et r eceipts per mile worked were 2141
dols. in 1887, the corresponding r eturn in 1892 did not
exceed 2068 dols. per mile worked.
---
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REFRIGERATOR CAR
COMPA~Y,
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W E ill ustrate on this page a. refrigerator car, con struc ted on Hanrahan's automatic system, by t he
Unit~d States Car Company, Hegewisch, Illinois, and
exhibited by t hem at the World's Ool umbian Exposition, Chicago. The car has t he following general
.dimensions :
Ft. In.
L ength of car over end sills
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Width of car over side sills
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The details of const ruction will he r eadily appre - A t hird line of twine then follows, after which t he out- same way as before. This second frame is in its turn
ciated from t he elevation and plan , Figs. 1 and 2, side sheathing of {~- in. white pine is na iled on with 2! -in. covered with p ap er laid over a line of twine, and
and the cross-sections shown in F igs 3 and 4. The nails. On t he i nside a line ot twine a.nd a layer of paper abo,-e th is comes the fi nal s heathing of { ~ -i n. cottonice box is placed at the centre of the car, and is lined are fixed as before, followed by a second line of twin e, wood, a line of twine being, as in aU other cases, t acked
with galvan~sed iron. Very great care has bee~ taken 1 and a._ layer of ~- in. pine put on hori zontally, th~ joi~ts ?etween ~t .and the l~yer of paper imm~diately below
in constructmg the walls and floors of t he car m such of whtch are whtte-lea.ded and caulked. Over th1s a lme 1t. The J01Dts of tlus final layer ar e wh1te-leaded and
a way as to reduce their heat conducti vity as much of twine is again laid, and one t hickness of pap er. caulked as in previous cases.
as possible, and as this is the mo_st i~~ortant. featur~ of 1 ~ver ~his a ~ -in. by 2~-in .. oak frame is nailed 1 The roo_f of the car is insula~ed in a very similar way.
a refrigerator car, we shall descnbe 1t m deta1l. Tak ~ng 1m1~1 e<.h~tely above t~e mau:~ frame ?f the car, ~om~en cmg on. the under stde of th e car lines, there
the sides an d ends of the cars first, along the fra.mmg whteh 1s covered w1th a hne of twme and one l 1s na tled first a. hne of twine, t hen a thickness of" P and
on the outside a line of soft twine is first na iled ~it_h thickness of pap:r a~ before.
Ov~r t h is _comes ~ :' t hree-ply pape1, and then a ft-in. pine ceiling wit h
3-oz. tacks~ in . from the edges of the frames. Thts 1s ~second la~er of ~-m. pme, pu_t O\T:r a_h?e of t wme, ~s JOlll~s wh.it e-leaded; under t his four 1! in. by 5 in.
covered wit h a t hickness of" P and B " three-ply pa.per, m the prevwus case, a~d hav10g 1ts JOlDts caulked m furrmg p1eces, placed lengthwise of car , a re securely
well nailed. A second line of t wine is th en tacked OD t~e sante manner. Thls second layer is again covered fastened . To t hese furring p ieces is nailed a a- in.
oYer this, and t hen a. second layer of paper is put on . 1 Wlth paper and a second oak frame in exactly the cottonwood ceiling, with joints white-leaded, thus
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\0
E NGINE
E R I N G.
BY
THE
NILES
TOOL \VORK S
COl\IPANY,
IIA~fiLTON, OHIO, U . . A.
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paper again, lapping 1~ in. on the sill. Over this
come ~ in. by 1~ in. cross-pieces, as before, then a line
of twine on these strips, then another course of ~ -in.
pine, then a line of twine, and one thickness of paper
lapping 1~ in. on sill, then the ~ in. by 1! in. strips
with cross-pieces coming flush with the top of the sill,
then a line of twine on top ~ in. from the edge of each
sill, a thickness of paper, another line of twine, a
second thickness of paper, a third line of twine, and
then the final flooring of l :i-in. oak. All joints in
floorin g are white-leaded and caulked, as previously
described.
._-
.. ~........
730
E N G I N E E R I N G.
GLASGOW, vVednesday.
GlaSflOW Pig-Iron M arkct.-There was less business
doi ng in the pig-iron warrant market last Thursday foren oon. About 4000 tons of Scotch, 2000 t on s of Cle veland,
and a few lots of hematite iron changed hands. Parb of
the Scotch was done at 43s. 9d. per .ton on~ month fi~ed.
At the afternoon market there was httle.domg, and pnoes
were just ateady. About 40~00 tons of :::;cot<?h were de~lt
in includi ng one lot at 433. o~d. p er ton th1s week, With
a :~plant." The dealing in Clev~lan~ amounted to 3000
tons No transaction s in hematite tron were reported .
Pric~s all round were practically un~hanged at the close
from th e forenoon. The settlement pnoes at the close were
-Scotch iron, 43s. 7! d. p er ton; Clev~lan.d, 35s. 7~d.; 9umberland and Middlesbrough hf\mati.te non, respeott yely,
45s. 7~d. and 43s. !Jd per ton. A fair amounb of busmess
was don e on Friday forenoon. Some 3000 tons of .Sco~ch,
4000 tons of Cleveland, and 5000 tons of hel!lat1te 1ron
w~re sold, a. portion of the Cleveland sales bemg done at
36s 1d per ton three m onths open. The market was
fir~ in' the afternoon. Only about 2000 or ?OOO t ons of
Scotch iron changed hands, but the cash pnce rose 1~d.
p er t on from the forenoon, at 43 ': 9~. sellers. A good
businea 3 in Cleveland and homat1te 1ron was reported,
;\Dd the buying was said to come fro~ L_ondon:
Fully
6000 or 7000 tons of each were dealt m, m.cludmg 3000
tons of the former at 3Gs. l !d. and 3Gs. 2d. three
months open. "fhe cash price of Cleve~an~ made
an ad vance of 3d., and Cumber land hematlte tron 2d.
per ton from the forenoon. At the close the settlement
rices were-Scotch iron, 433. 9d. per ton; Clevela~d,
35s. lO~d. ; Cumberland and ~Iiddlesbrou~h hemat1te
jron, r espectively, 453. 10~d . and 43J. 9d. per ton. The
731
E N G I N E E R I N G.
LOC0~10TIVE
TANK
STANDARD
FRO~I
CONSTRUCTED
RAILWAYS.
THE V ICTORIAN
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T TIE H ooK OF' HoLLAND. - T he German Minister for ' twin-screw 18-knot steamers, to be called the Berlin and
Railways, Herr Shielen, has just decreed that through Amsterdam, and being vessels of 1700 tons measurement,
carriages shall be run on the trains called the "English they will be the largest passenger steamers running
North Expresses " between Berlin and the Hook of between England and the Continent.
H olland, in connection with the Harwich steamers. 1
They are to be new bogie corridor carriages of tbe latest
type, and it is hoped they will be ready for the Christmas
traffi c. The distance between Berlin and L ond on via 1 ELEYA1'ED RAILROADS AT NEw YoRK.- The business
the Hook of H olland is the shortest of any route, ancl the of the Manhattan Elevated Railroad of New York conconcession of the German Government is another proof tinues to make steady progresR. The number of pasof the favour with which this direct cheap English service E~en gers carried in 1892-3 was 221,407,197, as compared
is looked upon in Germany. T he Great Eastern R a ilway with 213,692,570 in 1891-2; 196? 714,199 in 1890-1;
Company have ordered for next summer's eervice t wo 185,833,632 in 1889-90; 179,497,433 m 1888-9; 171,529,789
tJ
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E N G I N E E R I N G.
733
ADVERTISEMENTS.
The char~e for adver t isem ents is three shillings for t h e first four
lines or under, and eightpence for each a.ddit.iona.l line. The line
a.\ernges seven words. P aym ent mu L accompany all orders for
single advertisements, other wise thei r insertion cannot b e
~a ran teed. T enns for displayed arher tisemcn ts on the wrapper
and on the in ide pages may be obtained on application. Serial
adver t isem ents will be inser ted wit.h all p ract.icable regulari ty, b u t
absolute regula rity cannot be j:.ruara nleed.
Advertisements Intended for Insertion ID the current week's issue must be delivered not later than
6 p.m. on Thursday. In consequence of the necessity
for going to press early with a portion of the editton,
alterations for standing Advertisements should b e
received not later than 1 p.m. on Wednesday afternoon in each week.
The sole Agents for Advertisements from the Con
tlnent of Europe and the French Colonies are the
AGENCE BAV AS, 8, Place de la Bourse, Parts.
--- -
--==-=-:.=.:.-~
---
-CONTENTS.
PAGE
H yd raulics of Fire Streams
(ltlustraUd ) ...... . . .. .. 717
The Amer ican Society of
Naval A rchitects .. .... . . 718
T he Sewage Disposal W or ks
o f the Columbian Exposi
tion (Illustrated) .. ... .. . 722
Double-Cvlinder Steam Fir e
Eogine for Callao (l llustrated) .... .. . ...... ... . 723
H ydraulic P assenger Elevator (I Umtrated) .. .... . . 723
Stand ard Rolling Stock on
the Victor ian Railways
(Illustrated) ..... . ...... 723
Cask-Making Machinery . . 727
Th e PhYsical Society .... .. 727
Refrige'rator
Car
(Banra han's System) at the
World 's Columbian Exposition tiUustrated) .... . 728
Double Plate P lamng Ma
chine(l llustrated) ...... 720
Not es from the Nor t h .. . 730
Notes from Cleveland and
the Nor ther n Counties .. 730
Notes from the South-West 730
Notes from South Yor ksh ire 731
M.JSCe 11an ea ...... ... ...... . 731
Battleship S team T r ials . :. 733
T he U nemployed : Ag enc1es
a od .Methods .... ...... .. 734
The Antwerp Exhibition .. 735
Directories and Annuals .. 736
With a Two-P age Enuraving
PAGE
Books Recehed . . .. .... . . 736
Notes .... .. . ............ . 736
Notes from the United
States ........... . .. . ... 737
T h e Vibrations of Steamships and t he Balancing
of Mar ine Engines .... . . 737
The Wat er Supply of Tene
riffe .. ............ . . .. . . 738
T he Elect rical Corrosion of
U nder t round Pipes ... . .. 738
T he Anc o rages of Suspension B ridges .... - ... ... - 739
T he Eigh t-Hours Day .. . ... 739
Patent Office Libra r y ..... . 730
Method of Taking Out
Str esses (l llttstrate4) . . . . 739
T he Efficiency of a. Cer tain
Heat Eogine . . . . . . . . . . . . 739
The Stab ility of A rmourclads ........ .. .. - ... . . 739
B.M.S. ccBlake" a nd U.S.S.
cc Col umbia" ... . . . . ..... 740
The Desig n of Air Pumps .. 740
The Br unsviga Cal culating
Mach ine (I llustrated) .... 'i41
I ndustrial Notes .... ...... 741
British Colon ies at the
World's Columbian Exp osition (Illustrated) .... 742
Boiler E x plosion at Iiindley 745
Launc hes and T rial T rips .. 746
" Engineer ing" P atent Re
cord (IUustrated) ... .... 747
VICTOR IAN
GOVERNMENT
tractors.
I ndeed, soroe of t h e vessels wer e
finished within two year s, and t he country may,
The New Cunarders .. CAMPANIA" and "LU- t her efor e, be assured th at so soon a~ th e L ords
CANIA ;" and the WORLD'S COLU M BIAN of t he Admiral ty and t h e Legislature d eterEXPOSITION OF 1893.
mine upon any new programme of ship construcThe Publlaher begs to announce that a Reprint is tion, the wor k will be carried throug h most
now ready of the Descriptive Matter and mustra- expeditiously.
tions contained in the issue of ENGINEERING of
Our purpose at pr esen t, however , is to analyse t h e
April 21st, comprising over 130 pages, with nine r esults obtained on t he steam t rials of the sever al
two - page and four single page Plates, printed vessels, with a view to a ccentuating some of th e i rr ethroughout on special Plate paper, bound In cloth, con cilable p oints in the comparison , as indicati ng
gUt lettered. Price 6s. Post free, 6s. 6d. The ordt some necessity for eith er g reater car e in acquiring
nary edition of the issue of April 21st is out of print. data, or a change in t h e method of establish ing th e
s team power or speed of our sh ips-of-war. In t he
NOTICE.
fi rst place i t may be inter esting t o indicate th e main
The attention of R e aders and Advertisers is featur es of t he design of t hese vessels and t h eir
drawn to the altera tion in the name of the machin ery .
This may be bri efly d one, since
Publisher.
we have already f ully en ter ed into detail, and
Owing to the retirement of Mr. Charle3 Gilbert,
communications for the Publishing Department h ave illustrated the t ype with the machinery
should now be addressed to Mr. C. R. JOBNSON, of t he R amillies, one of the most s uccessful of t he
class, and h ope later to publish illustr ationo of
Publisher and Manager.
--=--= =~~--~-====~=--===========~====~~ others. E ight of t he vessels are alike, and b elon g
t o wh at is k no wn variously as th e Royal Sover eig n
NOTICES OF MEETINGS.
T u& l NSTJTUTJON 01' C IVlL ENGtNBERS.-Ordinary m eeting, or R amillies class. The only essen tial di ffer ence is
Tuesd1y, December 10, at 8 p . m . Paper to be read with a view to that one of t h em, t h e H ood, is fitted wi th turret s,
discussion : "H yd raulio Power Su pply in London ," by Mr . E. B.
Elliogton, ltl. Inst. C.K-Students' m eeting, F riday, D~cember 15, whereas the oth ers have their large gun s fi tted CJ"
This has been done as a con cession to
at 7.~0 p. m. Paper to be read : "Continuous Automatic .Kail way ba1bette.
Brakes," by M r . H . J. Orford, Stud. I 11st. C.E. Sir Douglae the vie w still h eld by a few in favour of th e extr a
Qalton, K.C.B., F .H..S., in t he ch air.
itoVAL METROR.OLOGICAL SOCl'ETY. -Wednesday, the 20th inst., protection afforded by the t urret, al th ough in
at 25, G reat Oeorge-street, Westminster, at 8 p .m.
T he official circles t h e bar bette is m or e favo ured.
following papers will be r ead :
" T he Great Stor m of Practical experien ce in war can alon e d etermine
.November 16 to 20, 1893," by Mr. C ha rles Ha.rding, F.R.
Met. Soc.
" H.ainfall and Evaporation Obser vat ions at the th is as well as m ~ny oth er qu est10n s. The dimenBombay Wate r Wor ks," by Mr. s. Tomlinsoo , M. l ost. C. E. , F. R. sions of the vessels ar e: Lengt h, 380 ft . ; b r ead t h ,
Met. Soc. O n Changes iu the C ha racter of cer tain Months," by
75 ft . ; and a.t their loaded d raught of 27 ft. 6 in.
Mr. A. E. Watson, B.A. , F . R. Met. Soc.
Tns CnARTERED I NST11'UTK OP PATENT AG&NTS.-W ednesday , their displacemen t is 14,150 tons. F or th e details
the 20th inst. , a t 7.15 o'cl ock p recise ly. To discuss Mr. Fell's of con struction we may r efer our r eaders to
paper on "Anomali es of th e Swiss Pateut Law Admmis t ration."
To r ead and ditcuss a paper by Mr. F. Walsh, .for . M em., on "The previous ar ticles descriptive of the ships,* but
T rade Mar ks Amendment Act, New South Wale!!."
r efer ence may incidentally be made to t h e features
Ut.E'i'~LAND l NSTlTUTION OF E NGlNBKM.-1\londa.y evening, DeI n addition t o t he comp ound
cember 18, at 7.30 p recisely, io the hall of the Literary a nd Philo- in t heir d esign.
sophical Society Corporatioo-roa.d, Middlesbrough. Paper on armour of 18 in ., exten ding fo r about 250 ft. of t he
' ' ll:t.rbour Impr~vemen ls at Sunderland ; New Protecting Piers, " length of the vessel, wit h thwartsbip armoured
by Mr. G. T . Nicho lson, A. M. I . C. E. , Sunderland.
CuESTY.R.YJY.LO AND MIDLAND CotNTIY.S lNSTJTUTIO:s or E NGINEERS. bulkh eads forward and aft, ther e is an a uxiliary
-S:Ltu rd ay, Decem ber 16, in Un ivers ity Collega, Notti~gbam , at ar mour plating 4 in. thick fr om t his bel t right up
2. 3ll p . m. Tbe following papera will he ope n for d1scusston :
February, 1 03.-" A Portable Safet.y Lamp with Ordinary Oi l to t he top of the hull, affording p r otection to
lllumina ting Flame. and Standard H ydrogen F lame fo r Accurate th & deck from which th e large installation of
and Delicate Gas T esting," by P rofes9or Frank Clowes, D.Sc. 6-in. quick-firing g uns are fi red. The vessels h ave
F ebr uary 1893.-" Spontaneous Combustion in Coal Mines," by
Professor ' Arnold Lnplion . June, 1893.- ' ' T he Suppor t of Build a fr eeboar d which is exception ally high for a modern
ings," by Mr . Willia.m Spencer, F.G.S. July, 18!:J3.-' ' Descr ip- battlesh ip. In the matter of big g uns, t oo, th e
tion of an Improved Water Gauge," by Mr. A. H . Stokes. July ,
1803.-" Safety Lamp with S tandard Alcoh olic Flame Ad just~ent idea of con cen t ration in a few weapons h as no t
for the Detection of Small Percen tages of Inflammable Gas, by been followed, and there are two 67-t on g uns
Mr. A. U . Stokes. The foll owing p:lpers wi ll be read or taken as forwar d an d t wo aft ; while in t h e matter of
read : "The H y drogen Oi l Gas-Testing Safet y Lamp," by i>ro
ressor F rank Clowes, D. SC'. "Automatic Expansion Gt>ar in L'se auxiliary ar mament t he vessels are m uch m or e
at Bla.ck well Colliery," by Mr. Maurice Deacon .
effectively armed t han any pr eviously constructed
T m: SouTH STAFYOKDSII IRB 1 ~ 'TITUTE Ol'' I n.o~ .um STREL WOR.I\S B ritish battleship, m or e par t icularly in view of t h e
.M A~ \G &Rs.-Sat u rday, the 16t h ins tan t , at t he Inst..itute, Dud lt>y,
when Mr. R. Dou~las Mun r~ , M. I. Mecb . E., w ill dt-~1\ e ~. a. lec~ure par t t o be played in futur e warfar e by the torpedoon "Boil er Exp losions, t.heu Causes and P r even uon.
Chaa to boat, for there are on board t en 6-in . q uick-firers,
be taken at 7 p. m . p rompt..
T ilE SURVEYORS' l NBTITUTION.- Mond ay, December 18, when a sixteen 6~pounders, an d t wenty-two machine guns,
pap er will be read by Mr. E. J . Castl e, Q.C. (Associate), entitled, besides m eans fo r launching seven t orpedoes si m ul"The Valuation (Metropolis) Bill , 1893." The chair t o be taken taneously.
at eight o'clock .
B ut it is with the m achinery that we have for
NORTDEAST COAST I NSTITUTION OF ENGINEERS AND SBTPBUILDBRB.
- Wednesday , December 20, at 7.40 pm. , in the lecture-ball of t h e m oment most concern , an d it would be idle
the Subscriptiou Liter a ry Society, Fawcett-str eet, Sun derland .
The discussion on Mr. W. H ok's paper "Oo a Meth od of Com- t o pretend t hat t hor oug hly satisfactory r es ults
The success is
par ina Steamship Perfor mances and of Estimat ing Powers and have in all cases b een attained.
S peed s of Ship s" will be reHumed. Disc ussion on Mr. Joseph a r elative qu an ti ty.
The
ships
and
engines
were
Nodder's paper .~On t h e Dangerous Wor king Heat of Mild Steel
and the Effect of Annealing and Air-Cooling," will be r esumed. designed so th at t he power developed would
P a per " On Cer tain P rincipl es of Motion, as T aught by the P en- b e 13, 000 indicated horse-pow~r and t he speed
dutu m and as Illustrated by the Resistance of Ships, and other
Now in n o case h as this p ower b ee n
Bodies 'movie~ throug h Fluids, together with a b rief sketch of the 17! knots.
attained for even t he sh or t stipulated p eriod of
Pendul um Speed-Power Meter ," by Mr. Frank Caws.
four h ours, an d although t h e speed in m ost cases
was 17t knots or over , with less p ower d evelop ed,
the d isplacement in such cases was consider ably
less than it would be when t h e vessels ar e fully
equipped. The story is the familiar one of leaky
FRIDA Y, DECEMBER 15, 1893.
tubes, t he evils and r em edy for which h ave b een
====================-========--:-=-===============:=::;-- so ex ha us ti vel y discussed in our scient ific societies,
a nd in t h e columns of E NGINEERING, and we h ave
BATTLE SHIP STEAM TR IALS.
t h er efor e n o inten tion of enter ing into th e q uesTnE ten b attleships constr ucted u nder t h e Naval tion. After i t was foun d that t he boilers of the
Defence Act h ave n ow completed th eir steam t rials, first vessel tried, the Royal Sover eign , could n ot
a nd th er e is every pr ospect t hat b efore t.h e current withst~nd the air pressure necessary to develop t h e
fi nancial year terminates in M ar ch they will be contract power, the Ad miral ty d eter mined th at
fitted with th eir armam ent a.nd b e r eady fo r com- n on e of the other vessels should be subj ect ed t o
m ission. This fac t alon e is matter for congr atula- the 13,000 indicated h or se-power test, but that
tion since it indicat es t hat th e work of b attleship 11,000 indicat ed h orse-power would be r egarded as
con; tr uction can b e expeditiously carried out in sufficien t . It is wit h t h e results of th e t est s for
t h is country, a mat ter of consider able importance this reduced power t hat we h ave to d eal. The
at t he p r esen t t ime. These ten battlesh 1ps were eng ines for the eig ht battleships of th e R oyal
order ed towards th e latter end of 1889 - six S overeign class ar e alike in gen er al dim ension s.
from t he D ockyards and four fr om pr iva te estab~ I n n o case has any gr eat var iation been m ade in
lish ments - and th ey have ther efore been com- t he d esign. S om e sligh t al teration s in d etail have
pleted within t hree and a quarter year s of com- b een intr od uced by the r esp ective firms constructm en cemen t n ot with standing, too, t h at an unus ually large numb er of cr~iser~, &c., wer e at t he
*See . ENGINEERING, vol. li. , pages 251 and 283 ;
same t ime under con struct 10n 1n the D ockyards, vol. liii., page 531 ; vol. li v., pa.ge 197 ; and vol. 1v. ,
and the completion of t hose d eliver ed by con~ page 716.
NOTICE.
ENGINEERING.
E N G I N E E R I N G.
734
ing the machinery, but these are not material.
Moreover, there were only four contracting firms.
Messrs. Hum~hrys, Tennant, and Co., London,
fit~ed the engmes to all the four Dockyard-built
shtps- R oyal Sovereign, Empress of India Hood
and Repulse; Messrs. Palmer, J arrow-on-Tyne t~
the R evenge and Resolution ; Messrs. Thom;on,
Clydebank, to the Ramillies, and Messra. L9.ird
Br~thers ~o the R oyal Oak.
The cylinders are
40 1n., 59 1n. ~ and 88 i~. in diameter respecti Yely,
the stroke be1ng 4ft. 3tn. As a rule, the cylinders
are separate castings, and ~re braced together by steel
rods. The fra.me work dtffers from that ordinarily
adopted, the cylinder3 being carried on turned
pi1lars, with the usual A -frame at the back the
cros3head slipper guides being formed in the l~tter.
The condensers, ~ith 14,000 square feet of cooling
surface, are enttrely separated from the engine
frames. As to the boilers, we have already illustrated those of the Royal Sovereign* and Ramillies.
There are eight, single-ended, with a total surface
in tubes of 17,016 square feet, and in furnaces of
3018 sq~are feet, giving a total of 20,034 square
feet, while the grate area is 718.6 square feet. The
a~ea through tubes is 97 .6 square feet, and the
dtameter of tubes 2~ in. The furnaces are divided
into pairs, with a combustion chamber for each
J:!1ir. ~n ~he forced draught trial of the Royal
Snveretgn 1t was found that during the fourth hour
of the run the tu be ends commenced to leak the
air pressure throughout the three hours had been
1. 6 in., and the mean power worked out at 13 312
indicated horse-power. Thus it was that the ve~sels
subsequently tried were only subjected to an 11,000
indicMed h orse-power test.
'l'he natural draught trials are all on the same
basis ; perhaps in some cases the fans were worked
at a higher speed, affording a greater air pressure,
which may account for the differences in power;
but on comparison a great variation in the relation
between power and speed is noticeable. vVe have,
in tabulating the results, given t he exact displacementon trial, without which no comparison could
be accurate. The Royal Sovereign, for instance,
was loaded to her full designed draught., and displaced 14,262 ton3, and with 9661 indicated horsepower, had a speed of 16.375 knots. The Empress
of India, on the other hand, had 1000 tons less displacement, with only a slight reduction in power,
and yet her speed was only 15.25 knots, more than
a knot less. The Repulse, on the other hand,
had 2000 tons less displacement, with practically the same power, and her speed was 17.78
kno ts. It is pretty evident, therefore, tha.t all
three cannot be correct, especially as n one of the
vessels experienced abnormal weather. The H ood,
too, shows a variati0n, but seems to bear out the
r esults of the Royal Sovereign. The Ramillies,
R esolution, and Itoyal Oak seem to agree fairly
well, but the Revenge, with a similar displacement,
but slightly l ess power, seems to ha.ve got more
than half a kn ot more speed.
The forced draught results show still more remarkable results. We have not thought it desirable to give the air pre~sure of the forced draught,
a<3 in no instance was any effort made at uniformity.
In some cases, indeed, the variation was from considerably over 1 in. to } in. There is, of course,
grelt variation in the mean air pressure and the
p ower, but we do n ot think that this need at the
present enter into the comparison. Careful stoking
and supervision certainly insure a high _evaporative efficiency, and consequently a eat1sfactory
power for the air pressure recorded. Moreover,
c.u aful workmanship always affects the result more
or less. The Ramillies only required a mean air
pressure of
in. to get her power, and in a
subsequent run, when on her way to the Mediterranean where she is n ow flagship, a steam trial
was unde~taken with res ults which corroborate this
r ecord. The R evenge worked with a mean pressure
of .46 in., while the Resolution, by the s!lm~ firm,
r equired nearly double that pressure, and did n?t
m1.torially add to the power. The _Empress. of. Ind~a
and Royal Oak required about 1 1n., b.ut 1t 1s satd
in the case of the latter that the stokmg was bad.
th
f th R
1
0
The mean air pressure tn
e c~se
e ~pu ~e
wa~ . 91 in. The Royal Soveretgn took 1. 6 tn. atr
ressure to develop her 13,363 indicated horseP
d raug h t mad e 18 k no t s,
ower,
and
at
her
load
P
which
seems to demonstrate that so far a3 the
d the deductions of
f h 1
mode1 ? t e sup was c~ncer~e
ed a m~rcrin for
11
the destgncr were accura e, an a ow
o
* See ENGINEERING, vol. 1v., page 700.
Draught of We.ter.
Ships.
Forward.
R ?yal Sovereign
R oyal Sovereign
1Iood
{ 4 runs M.M
.,
Ramillies
Resolut.ion
R evenge . .
R oyal Oak
centurion,.
Barfleu r *
N.D.
F. D.
N.D.
J!'.D .
{ N. D.
. F. D.
N.D
1~'.
D.
N . D.
F. D.
i' N. D.
> 1<'. D
N. D.
I<' . D .
N.D.
F. D.
N. D.
li'.D.
{
i N. D.
{ F. D.
f c. 10.
27 0
26 8
27 0
27 8
25 4
24 11
22 5
22 5
25 6
2i 3
21 3
24 3
2! 4
23 10
24 2
2l 1
24 6
24 4
25 0
25 0
2L 6
22 0
Aft.
ft. in .
28 0
2~ 0
28 0
2d 0
26 4
25 9
25 9
25 9
27 4
27 4
26 1
?6 1
25 9
2~ 8
25 9
25 8
25 6
25 5
26 0
26 0
25 6
25 6
Indicat ed Horse-Power.
Displacemeot.
14,260
14,150
H,260
H,26)
13,210
13,070
12,100
1 2, lOO
13,580
13,500
12.800
12,800
12,730
12,530
12,680
1'3,610
12,690
12,610
10,590
10,590
9,500
9,650
Starboard.
4928
6653
4879
4935
4762
5!>78
5000
5997
4636
5694
4718
5847
4592
5683
4614
5694
4477
6689
4785
640 L
5003
6580
SpEed by
Log.
Port.
Total.
4733
7710
4597
4844
4746
6647
4688
5518
4903
6752
4725
5721
4G56
t718
4563
5830
4744
6882
49 18
6773
4931
6583
9/61
13,363
9,476
9, 779
9,508
ll ,625
9,588
1J ,315
9,539
11,446
9,443
11 ,571
9,2 18
11,401
9, 177
11,524
9,221
11,57l
9,703
) 3, 17!
9,Q3!
13,163
knots.
16.375
18
16.82
16.77
16.25
18
17.78
18.~
15.75
16.9
16.75
17.25
16. 73
17. 9~
li. :1i5
17.5
16 5
l .27
17.5
18. 5l
17.1 65
17.537
* The Centurion and Darfl eur are of a different type to the others, as iodi cated in the articlE>.
N.D. mea os natural draught, and F. D. forced draught, t he d u rat ion of the trial under the former condition bt>ing
eight houre, and under the latter four hours.
E N G I N E E R I N G.
the other. The follow ing are the several meanings as forty unions give out-of-work ben efit; in t~e
explained in the volume : Work ers on short engage- building trades twenty-three societies ; in the texb.le
ments who are out of work in the interval between trades for ty-one, in the clothing trades thirteen, ~n
finishin g one job and en tering on another ; those the printing an d bookbinding trades ninetee~ , 1n
b elonging t o tr ades in which the r olume of the various furnishing trades, &c. , twenty e1ght,
work fluctuates, or is seasonal, and who are unable and in the mining indust ries ten. Some of th~
to get work at other trades in the interval ; work- newer unions boast of being fighting unions only,
men in \ arious trades which may be termed oYer- and in th ese there is no provision for out of work,
stocked, in which there are more workers than except on strike. Those agencies are t he best in
work ; those below the standard of efficiency, and the whole kingdom which give unemployed benefi t.
who only obtain work when trade is busy. In reality, I t preserves self-r espect., encourages industry, rethe chronic unemployed belong to the latter chss lieves the rates, and prevents privation and suffermos tly, including in the category the large maz:s of ing among the workers.
L:1.bour bureaux, or employ ment r egistries,
men who have n o rell industrial training in any
kind of industry whatever- men who pick up a job occupy about 38 pagfs. These agencies can scarcely
now and then, and are content to exist upon the be considered as bona ticle institutions of a permaprecarious earuings of occasional employment, eup- nent kind. Hitherto t hey have been in bad odour
plemented by the earnings of their wives, and dules with labour organisations, inasmuch as they are
of charity in times of exceptional distress. In the associated with the idea of supplying what is called
present instance the mass of r eal unem ployed was " free labo ur " during a strike in some impor tant
largely increased by the gr eat coal dispute, which industry. Recently, however, t hey h ave become
has thrown out of employment vast numbers in a a little more popular. During last winter 25
variety of trades more or less dependent upon the labour bureaux wer e established in this country,
uae of fuel for manufacturing purposes. Of course, 15 being temporary, and 10 are described as pert he latter con tingent of unemployed was exceptional manent. The temporary r egistries wer e opened by
during the strike, but every one will admit that vestries and other local bodies, mainly for local
the condition of the labour market is, and has been purposes. I t is found to be expedient to register
for some time, immensely influenced and affected on ly those of good character and fitness for work,
by this cause. This fact is n ot d ealt with in the or the "office, will be shunned by employers.
vol ume, though the dispute existed nearly four This method of registration is nat urally r estricted,
months, and has a most impor tant bearing upon the while other methods, such as registering all corners,
actual state of employment, in most of the industries only becomes a cent.r e for casual labourers and lads
to which reference is made. If we are to deal with for odd jobs. Those at Ipswich and E gham are
the unemployed problem in any effective manner, give n as examples of good agenc-ies. The former
all the causes that contribute to it mu ~t b e fa.ced ; found work fur 33 per cent. in permanent situanot one of them can be justly ~hit k ed.
tions, and 31 per cen t. in temporary situations.
There is speci!il significance in the fact that Egham found employment for 76 per cent. of the
among the permanent agencies dealing with the applicants. The experience afforded by these
unemployed, the action of trade societies occupies bureaux leads to the conclusion that work can be
the first and most prominent place. These societies, fo und for a large number if the applicants are of
when well managed, are the most extensive and good character, trustworthy, sob er, industrious,
effective agencies at present dealing with the and both capable and willing to do the work found
problem, so far, at least, as r egards their own for them. But it is a remarkable fact that skilled
members. The modes in which t he best trade men are, as a rule, absent from the list. The
unions deal with this question are: (1) By assisting larger pr opor tion consists of labourers of various
the ms mbers in finding employment for those out grades, clerks, charwomen, and persons who do
of work, (2) by the payment of their fares to situa- odd jobs on emergency. This is shown by th e
tions away from their homes, (3) by travelling relief lists, where lists are given, in places where such
in search of employment, and (4) by a weekly registries have been opened, both in L ondon and
allowance for a long but definite period while out of elsewhere.
work . The least satisfactory of these four methods
Various other agencies are enumerated, such as
is Lhe third, but tramping in search of work is now societies for finding work for seamen, soldiers, disvery much r estricted in most of the unions. The charged prisoners, women, and girls, and also newssalutary effects of trade union action are distinctively papers as an employment agency.
The Charity
set forth in comparison with other agencies. The Organisation Society and its eighty-eight branches
members ke13p a watchful eye upon each other, in or independent committees are dealt with at some
order to prevent fraud and "malingering." Cases length. The cr;ntral idea of this organisation is
sometimes occur in which fraud is practised, but dealing with distress in localities, rather than by
fi nes or expulsion constitute a wholesome check class. Its efforts are directed rather to pP-rmanent
upon members who may be inclined to use the removal of the causes of distress than its r elief,
funds as a means of liviog in wilful idleness. There except temporarily with a view of permanent
is another wholesome check which is the outgrowth benefit. The social wing of the Salvation Army is next
of better education and a cheap press. The names dealt with, including its national labour exchange,
of the idle malinger ers ar e published in th e night shelters, two workshops, and the farm colony
monthly returns when such are found out, so that in Essex. The table given shows that out of
t he officers in other districts are able to refuse 10,743 applicants at the bureau, 6654 were dealt
further assistance, and the members d ecline either with, of whom only 421 found permanent employto help or work with the unscrupulous idler. No ment outside the Army's workshops. Of the
other agency, not even the Charity Organisation total number r egistered, 1272 are described as
Society, is so exacting in its conditions of relief, clerks and warehousemen, 3968 general labourers,
and that, too, wh en the member is part contributor and 1165 unspecified ; total, 6905 out of 10,743.
to the fund by which he is r elieved. The condi- I he remainder includes 810 d escribed as engin eers,
tions are h ealthy, while the r elief is substantial.
shipbuilders, and metal-workf'rs, and 721 building
The " unemployed benefits" of trade unions are operatives. In the skilled trades th e proportion
dealt with at eome length, considerably over 100 of men out of work appears t o have r eached the
pages being given to the subject, more or less in level of 1887, that is, about 10 per cent. The
detail. The weekly amounts paid to members out of lowest point touched was about 2 p er cent. in 18UO.
work vary considerably, from an initial payment of The various attempts to grapple locally with the
3s. 6d. per week , to as high as 183. per week in one unemployed are given in some detail. Out of the
society, the Coachmakers. Many of the best unions 673 local authorities to whom application was
pay 93. or lOa. per week for a quarter, and then made, only 73 took action. Of the others, 527
less for another quartt r in the year. This is stated that there was no exceptional distress, 19
described as the average scale. I n 1891 some 202 stated that ' 'distress was observable, " and 54
societies, with an aggregate of 682,025 member~, ignored th e question altogether. The dangera of
paid 222,088l. in the year to out -of-work members relief works are alluded to, and especially that such
alone, irrespective of all other benefits. In some works would scarcely touch the r eal difficulty of
societies the member 's weekly contribution is de- tempor ary distress caused by depr ession in trade.
ducted from the pay ; in oth ers the weekly contribuF oreign agencies are also dealt with, as well as
tion is remitted during lhe time he is in r eceipt of the "Mansion H ouse scheme," and some historical
benefit. The member out of work must sign his examples are quoted . Part V I. of the volume is
name in a book for the purpose each day at the devoted to a "concluding summary." . The whole
society's house or office. That being done, h e can problem of dealing with the unemployed is in the
seek for work, and he is bound t o accept an eligible experimental stage, while most of t he agencies,
~ituation if offered t o him. In the engineering, except trade unions, have been in existence for t oo
non, steel, shipbuilding, and cognate industries, short a. period to form any satisfactory judgment as
735
to th e final results. The con clusion is that th?se
agencies rather t ouch the frin ge of the questiOn
t han go to the h eart of the evil. It is suggest ed
t hat ther e shall be mor e direct co-operation by .all
t he aaencies that the out-of-work proVIsiOn
shoull' be e:X:tended among trade unions ~ that
labour bureaux should carefully select apphcants.
Farm colonies on the German system suppress
vaaabondaae and help to r elieve society of
va~rants :x~prisoners, and the like, but do not
soh,e th~ unemployed <1uestion . . It is stated t~a.t
76 per cent. in the <;ier~an co~on1es have b.een ~m
prisoned and there 1s h ttle eVIdence of the1r bemg
r eformed. Temporary relief works ar e n ot cornmended.
The economic deteriorat ion of t he
casually and insufficiently employed must b~ met
by preven tion rather t_han cu.re, and the pubhc are
caution ed against any 1mmed1ate r emedy on a large
scale. Further reports are promised on some of
the points merely indicated in the vo~ume. ~ho
r eport is useful , on the whole, for th e mformatwn
brought together, but w~ are left with no s.olut ion,
n o suggestion of a. solubon. The concluswns are
neaative rather than positive, but t hey may help to
sober down some of the advocates of wild schemes,
the eff~cts of which would be t o pauperise large
masses of the population .
t N G I N E E R l N G.
indep endent exhibition to be h eld by the Antwerp
Royal Society of Fine Arts.
The classification of the Antwerp Exhibition is
simple and compreh en sive. I t is arranged in 22
groups and 68 classes. The first gr oup includes
Fine Arts, which, as just stated, will belong t o
another organisation. The following list gives a
general idea :
~r "'me.
urn ber
G roup.
J."\..,
ofNClasses.
Fine Ads . ..
. ..
.. .
.. .
4
Education . ..
.. .
...
...
3
L iberal Arts...
...
.. .
. ..
4
A rt Industries
.. .
...
. ..
4
Mineralogy .. .
. ..
. ..
. ..
7
G.
Engineering Construction
...
~
7.
Small l\Iechanical Industries . . .
3
8.
Electricity ...
...
...
...
2
9.
Textile Industries . ..
.. .
.. .
4
10.
Clothing
.. .
.. .
.. .
.. .
5
11.
Building and H ouse lc~urnisbin g
7
12.
L ocomotion .. .
.. .
.. .
. ..
3
13.
Chemical Industries
.. .
.. .
4
14.
Industrial Food P roducts
...
5
15.
Civil Engineering . ..
...
. ..
1
16.
Navigation ...
.. .
.. .
...
1
17.
T rade...
...
...
...
...
3
18.
The Arb of War ...
.. .
...
1
19.
AgriculturA .. .
. ..
.. .
...
1
20.
Forestry
. ..
...
.. .
.. .
1
21.
F isheries
.. .
.. .
.. .
.. .
1
22.
Horticulture
. ..
.. .
.. .
1
This Exhibition should prove a very attractive one
to English ma nufacturers; on account of the commercial importan ce of Antwerp ; because of the
cheapness and facility of transporting goods ; a nd
because it would a ppear from the publish ed r egulations, that the restrictions imposed on exhibitors
are unusually easy. For these r easons we may
hope t o see the British section well filled by two
classes of industrials : those who exhibited at
Chicago, and who can at once t ransfer their exhibits
with but little expense, and stor e them free of
charge within the buildings ; a nd t h ose who
abstained from showing at Chicago on account of
d istan ce, cost, tariff, and for other reasons, but
who can do so cheaply n ext y ear . Time for pr eparation is so sh ort that we would urge on such
exhibitors that t h ey sh ould display articles of
current m anufacture, rather than t hose s pecially
manufactured. The facilities that will be given for
sale of objects in the Exhibition, should prove a
great benefit t:) exhibitors. Our own Government has favourably recognised t h e Antwerp
EKhibition, and h as appointed as CommissionerGeneral for G reat Britain Mr. Perry, H.B.M.
Consul at Antwerp.
In ord er t o promote
the welfare of the British section, t h e Right
Ilon ourable t he L ord l\1ayor, in con j unction
with Mr. Perry, has formed a comm ittee of twelve
members, to be called the Antwerp Committee,
meeting in Antwerp and at the Mansion House.
The fo rmation of this committee is such as to be
a guarantee t o exhibitors t hat their inter ests and
w elfare will be closely watched ; their functions
a re, of course, purely h on orary. In addit ion Sir
A . R ollit and the L ondon Chamb er of Commerce
have formed a large and influential committee
to secure exhibitors ; t his sh ould be a p owerful
oraanisation, which, in conjun ction with t he
A~twerp Committee, sh ould command as full a
meas ure of success as the limited time available
will permit.
F or the benefit of intending exhibitors, we may
give a very brief summar~ of t h e mo~e important
general rules and regulatiOns pre~~n.bed by t he
Exhibition authorities. Goods arr1vmg by the
Belgian State Rail ways will be r eturned free at
the expen se of the Exhibition authorities . This is
a point of little interest to E nglish manufacturers,
who will, of course, avail them~elves of_ t~e ch e.ap
and efficien t n avigation companies, but It IS of Interest to France and Germany, b oth of which countries will exhibit largely.
The Exhibition authorities undertak e the handling of goods within the
Exhibition free of ch arge, up to weigh ts of 1! tons.
This includes t h e delivery of packages on the space
allotted and the eventual r eloading on rail way
truck! ~ithin the Exhibition limits. The arrangements 'for storina empty cases will be satisfactory
and cheap the fixed charge being 2s. per square
yard, b ut ~pecial ter.ms will b~ arra.nged for" hat~d
ling goods a nd s tormg empties w~th all countnes
officially represented." FoundatiOns, and what
may generally be called fixtures, w.ill be at ~he
expense of th e exhibitor ; as also will the serVI.ce
connections for steam, water, gas, compressed au,
and electricity. A charge per ~quare foot of space
1.
2.
3.
4.
5.
swns g1ven.
1804.
BOOKS RECEIVED.
Elementary T'rigonomet1y. By H. S. HALL, M.A .. and
S. R. KNIGII'l', JYI.B., Oh. B. London and New York:
Macmillan and Co. [Price 4s. 6d.]
Notes on Cylinder Bridge P iers and the Well System nf
Foundations. By JOHNNEWMAN, Assor.. M. Inst. C.E.
New York:
Spon
~Iacmillan
and Co.
London :
Kelly and Co., 182, 183, and 184, High Holborn, W.C. T he Progress of M a'rine E nginee'ring, f1om the T ime of
[Price :12s.]
Jfatt until the P1esent Day. vVith sixty-seYen illustraT111s is th e ninety-fifth annual publication of t his
ttOns. By T. MAIN, ~I. E . New York : The Trade
Publi hing Company.
Directory, a circumstance which at once establishes
its value. It is an immense volume, including T he Design of Alternate Current Tran sformers. By
R . W. \V EEKES. Illustrated. London : Biggs and Co.
official, street, commercial, trades, Jaw, Cour t,
[Price 2s.]
Parliamentary, postal, City, clerical, con veyancing, H a=ell's Annual for 18Dt : A Cyclopn dic Record of Men
and banking directories ; a nd not only ar e t h e
and T opics of the Day. With seven maps. L ondon :
Hazell, 'vVatson, and Viney, Limited.
L ondon firms included, but the provincial firms
who h avo offices in the metropolis . When one Elerncntary L essons in Steam M ctchinery and the lllanual
Steam Engine. By Staff- Engineer J . LANGMAIJJ
reflects on the fact that practically all t h e large
R.N., and Engineer H . GAINSFOnD, R.N. Ne~
manufacturing firms have n ow their L ondon oftices,
Edition. revised and enlarged. London and New
it will at once be appreciated that within the
York : ~Iacmillan and Co. [Price Gs. net.]
volume before us one may rely on findi ng the most The M ine Foreman's Handbook. By RoBEnT MA t'CHLINE.
New r~vised an~ enlarg.ed Edition, illustrated by 114
r epresentative firms in t h e kingdom in every branch
engravmgs. Philadelphia : Henry Carey Baird and
of industry. Taking the case of marine en gineers
Co. ; L ondon : Sampson Low, ~larston, and Co .
as example, we find that on e-h alf of the firms named
Limited.
ar e manufacturers in the provinces. As to the L e Cuiv're. P ar P AUL W F.ISS. Paris: J . B. Bailliere et
F ils. [Price 5 fr.]
accuracy of the compilation-a most essential
feature- it is almost un n ecessary to write. Past I ndectors: 'Pheir Thcorzt, Con struction, and W orking. By
W. \V. }"". Pt'LLEN. U pward li of 100 illustrations.
experience testifies. As in former y ears, too, there
M:anchester: The Technical Publishing Company.
has been an effort made to bring the information
up to date. Thus we find t hat the n ew commission
of Lieutenancy of th e City of L ondon, gazetted on
N 0 TES.
N ovember 28, are given in the City section.
FOUNDATIONS IN QUI CKSAND.
Admiral Sir Anthony Hiley Hoskins an d Admiral
A NOVEL method of making foundations in quick
Sir Michael C ulme Seymour, who were gazetted
G.C.B. and K.C.B. r espectively on N ovember 17, san d was described by Mr. F. N eukirch, of B remen
are so described in t h e Court and Official section. at . the International Congress of Engineering;
The b ook, in view of its great size, therefore, is a Chicago. The sand on which the foundation is to
proof of expeditiously executed wor k. A word of ~est .i s conve.r ted into solid concrete by blowing
high commendation is merited for the g reat 1nto It, .by air pressure, dry cement in powder.
strength of t h e binding; while t h e mounting of F or this purpose a 1!-in. pipe is used which
the map of London on cloth is a welcome change. is drawn t o a point at its lower end, and h~s t her e
~hree or more ~ -in. holes. This pipe is joined at
T he Railway Diary and O,(}icials' D irectory for 18D4. Its. upper end by a rubber tube to an inj ector,
London : McCorquodale and Co., Limited, Cardingw h10h IS connected to a source of compressed air,
ton-street, Euston-square, N. \V. [Price 1s.]
In addition to a conveniently-sized diary, there is a~d is fed with dry cement. The sinking of the
in t h is p opular annual publication, r eady reckon- p~pe to t h e depth required is facilitated by blowing
ing tables suitable for a ll the calculations carried air through it during its descent and setting it in
out in railway offices, and lists of the directorate motion . Depths of 16 ft. to 19 ft. can t hus be
This done, the cement is fed in,
and officials of all t he leading railway companies quickly r eached.
in th e k ingdom, with information regarding capital, and is carried into the sand by the air, which,
traffics, a nd divid ends in past y ears, which make b~iling up ~hrough the former, insures a thorough
the work interesting and valuable for refer ence m1xture of It an d t h e cement. The t ube is then
not only to railway officials, but also to share- slowly wit hdrawn, the supply of cement beinO' continued t ill it reaches t he surface.
The co~crete
h olders.
formed in t his way takes several weeks to harden,
T he R oyat Enginee1ing College. Cooper's H ill. Calendar
f or 18D34. London: W. ll. Allen and Co., Liu::ited, and requires some months to attain its full str ength.
The whole area to be treated is divided into a number
13, Waterloo-place.
This publication, issued by authority, gives details of of small areas of about 1 square foot each, and the
the Indian s~rvice, of the curriculum of the college, t ube is s unk s uccessively in all of t h em. I t is
and of the examinations which must be passed for found that ~he mixture of cement and sand pr oentrance to the I ndian service. We h ave on pre- duced occup10s less space than the sand alon e did
vious occasions referred to the admirable education before t he operation. The method has been, it is
given at this institution,* while at the same t ime stated, successfully applied t o the water-tightening
of an iron cofferdam. a~ t he harbour of Vegesack,
Bremen, and to a similar purpose on a sewer laid
* See ENGINEERING, page 149, ante.
T he P ost O.Uice London D irectory for 1894.
In a paper r ecently read before the Civil Engin eer s' Club of Cleveland, Mr. Wm. Sabin describes
the forms of fireproof flooring m ost comn1onJy
adopted in America. The oldest m ethod was t o
place fl oor beams about 5 ft. apart, a nd turn a
4 in. brick arch between them, the b eams b eing
tied together t o r esist the thrust of the arches.
The space above the arch es was levelled up with
concrete, in which were bedded strips of wood for
the flooring . The plastering was applied directly
t o t he b ottom of the arches and over the flanges of
the s upporting b eams. \Vhen exposed t o a fire,
h owever, it soon cracked off, and a special tile
skewback is n ow used. Such a floor weighs about
70 l b. per square foot, exclusive of the weigh t of
the floor beams. Its cost in America is about
1.44 d ols. p er square foot. A s imilar floor in
which t he brick arch is r eplaced by one o f corru gated ir on has also been tried, but as t h e m etal is
exposed to the h eat it h as n o advantages. I ts
weight is 70 1b. , a nd its cost 1. 39 d ols., p er sq uaro
foot . The n ext improvement was th e use of iicl.t
arch es of t erra-cotta. In t his case the b eams were
placed 6 ft. to 7 ft. apar t, the tiles being 10 in.
deep, and the weight of the floor was r ed uced
to 40 lb. per square foot, and its cost to 1. 34 dols.
A furthe r r eduction of weight was effected by
t he use of porous terra-cotta, obtai ned by mixing
sawdust wi th the clay. The weight of floor wa
t hus broug ht down to 35 lb. p er sq ua re foot, whilst
its cost was 1. 36 d ols. In a test made at D enver
an a!'ch of por o us terra-cotta 4ft. wide, a nd having
a spau of 5 f t. , bore a l oad of 15,145 lb., with a d eflection of 0. 65 in., and it took 11 blo ws of a weigh t
of 134 lb. falling from a h eigh t of 6 ft. to 8 ft. to
e ntirely d estr oy the arch . Both systems of terracotta 11oor have successfully wit hstood sever e fires.
In a method of construction n ow be ing largely
adopted, the span of the fl oor is increased to 12 f t.,
and it is s upported by 12-in. ! -beams.
B etween
these b eam s is strained a gal vanised wire n et, said
to be capable of carrying 1000 lb. per sq uare foot.
A centre board is fixed below this n et, and t he
space b etween it and the t op of the floor fi lled wit h
a very light concrete m ade wit h crush ed coke, cork,
cement, and a little sand. This floor is 8 in. deep,
the b ottom flanges of t h e I- beams being protected
by carrying t he cement r o und them. I ts weigh t is
only 18 lb. p er sq uare foo t, and it has b een tes ted
with a load of 580 l b. per squar e foot, t h e deflection b eing only t in. Its cost is about.!. 05 d ols. per
square foot. In connection with the ab ove prices, it
should perhaps be n1entioned that !-beams are very
costly in t he States.
TuE vVR E cK L1. T.
The boisterous weather of the past few days
creates interest in the wreck lis t j us t isl:!u ed by
Lloyd's R egistry of Shipping. It d eals with the
three summer months, and yet indicates that
224 vessels have been lost, and these r epresent
130,465 tons-equal t o a good month's work of th e
thousands of artisans engaged in the shipbuilding
and cognate industries of the U nited l{ingdom .
The fate of twelve sailing vessels and their crews is
shrouded in mystery. N othing is k nown of them,
n otwithstanding t hat news had been a waited for
many months even before h ope was abandoned.
Again, 25 vessels, of 13,045 tons, almost entirely
ships again, were abandoned at sea, and of this
number, as in ships missing, N orway h as much
more than her proportion. Ships, again, accoun t
mostly for the number of vessels brok en up or
condemned, the total b eing 35, of 18,532 tons.
Peculiarly enough, t oo, ships burned are m ore
numerous than the s team ers meeting that fate, for
of the total of eleven, nine were sailing vessels, the
average tonnage being 1000. When we come to
collisions, h owever , we find that steamers predominate, so far as tonnage is concerned. L arge
ships give each oth er a wide berth ; but steamer s
have less need of doing so, con sequently a false
move often involYes collis ion.
The tonnage of
steamers lost in collision is 11,842 ; of ships, 3013.
In wrecks, steamers escape best, partly due to
their m odernity ; but s till 25 steamers, of 24,546
tons, were wrecked in the three m onths, against 80
737
E N G I N E E R 1 N G.
ber ed that the " Teatern P ennsylvanian steel rail interests arc not in harmony with maintaining_ any agreement with other mills at this time. There 1s not room
for more t han one-half th e existing r ail mill cap acity,
and it will be a "fight to the finish " bef?re.the matter
is settled . Inq uiries have been made w1tlun a day or
two for large lots of r a ils a nd plate and structu.ral
material for building operations. The bar m1lls
throughout the country are making less iron than
ever, and prices have sunk to 1.30 to 1.40 cents p~r
pound at mill. The nail manufacture.rs have ~g~m
entered upon a bitter cont est for the little remammg
t rade, and a r e offel'iug strong inducements for the
retail dealers to stock up now for the spring distribution. Pig iron is dull, and prices arc weak. 'fh e whol~
situation is disappointing, and will remain so . until
the question of tariff is settled. The bridgcbml?ers
have had inq uir ies from railway managers as t o bndge
work, and it is probable that a few large contracts
will be placed in January, for material t o be delivered
a nd erected in the early spring. 'The Atchison Company ha ve placed one order for seventy locomotives
with the Bald wins, of Ph iladelphia; a number of other
systems n.re iu g reat n eed of additional motive power;
but the economic mann.gement of the past year will be
continued un til the skies clear ; then heavy orders
THE GROSS EARNINGS OF R AI LWAY P ASSENOER
will be placed . There ar e immense quantities of old
CARRL\.O'ES .
iron and steel rail, and all ldnds of scrap, a vailable,
There are in the United l{ingdom 40,079 railway but as t here is no demand, prices are merely nominal.
carriages for th e conveyance of passenger s onl y ,
sc1 that probably about 3i million p eople could
THE VIBRATIONS OF STEAMSHIPS AND
travel at t he same m oment. If these carriages were
THE BALANCING OF MARINE ENGINES.
placed in one train, they would extend from L ondon
'0 THE Emron. OF ENGINEERING.
t o Berwick, a distance which r epresents a sixth of
Sm,- Tbe growing interest atta-ched to-day to this
t he total railway m ileage of the United IGngd om. question leads me to send you the following deductions,
It may t her efore be said that the rail way traffic is which may have some interest for some of your readers.
To begin with, I must recall some well-known facts
conducted with a fa irly small number of carriages. The number of passenger j ourn eys, ex- and principles, laid down in a ma~te rly manner in th ~
well -known work of Professor Rad inger, "Dampfcluding t hose made by the million and a. h alf of maschinen mit hoher Kolbengeschwinrligkeit " ("Steam
season -ticket holders, was 864} m illions, so th at Engines with Hi~h Piston , 'peed "), and shall t ry to
each carriage in the year took over 23,000 pas show bow these prmciples can be put into practice.
If a steam engine runs infinitely slow, th e pressures,
sengers. The exclusion of th e season -ticket h olders,
however, g r eatly r educes the r ecord of work. P er - acting in opposite sense, of the steam shut in between
the piston and the cover or the bottom of the cylinder
haps the passenger r eceip ts m or e fa ir]y indicate respecti vely, will completely neutralise one another in
the avera ge of work d on e . It is inter estin g, first, the beam or framing between th e C\ylinder and crankshaft
to n ote that ther e are, as near as possible, t wo car- bearing-.
As soon, however, as the engine has acquired a certain
riages for each mile of rail way in the U nited l{ ingdom, and that this proportion has b een steadily speed, the moving parts of piston, piston-rod, connectingrod,
and
crank,
take
up
at
the
beginning
of
the
stroke
increasing , for ten years ago t he ratio was 1. 73 part of this steam pressure for th E;ir own starting and
per mile.
There are 3000 m or e carriages n ow acceleration, and return, towards the end of the stroke,
than there were t en years ago. Each carriage seems th e energy stored up in them to the crankshaft. The
to take more passengers ; but the fare paid by pressures upon cover near bottom of cylindE\r no longer,
each passenger is less, so that the earnings per at every moment, exactly correspond to the pressure
upon the crank bearing. As a matter of consecoach are less in all parts, excepting Scotland. exerted
quence, a horizontal engine shows a tendency to move to
Each carriage t hrough out the kingdom in 1883 and fro in its seat. In a. vertical engine there will be no
earned about 7H69l. , and last year th e total was shifting, but only a variation in the load to be supported
ab out as low as it h as been for ten y ears, having by the foundations, or a sort of verti cal pulsation. For
been 75481., 100l. lower than in 1891. In England this reason the vertical engine will stand more firmly and
and \Yales the d ecrease has n ot been so gr eat, but more steadily than the horizontal engine.
Before proceeding further I should like to introduce a
it h as been pretty steady- fro m 8087l. 18s. to few symbols. L et
7613l. 16s. - which is proba bly due to the large
P =the weight of the reciprocating parts in kilo
number of travellers formerly of th e hig her classes
grammes.
n o w going ' 'third. "
r = radius of crank, l = 2 'I' = stroke of piston in
metres.
A verage E arnings of Railway Passenger C01rriages.
n = number of revolutions per minute.
2ln = mean pts
. t on speed 10
. metres par second.
v
=
1889.
I 1883. 1886.
1891.
1892.
sailing vessels, of 39,339 tons. One-third of these
were Norw egian vessels. Indeed, al t;hough N orway has only one-seventh th e total tonnage of t~ e
U nited Kingdom, h er losses are n early as g r eat 1n
tonnage- 28, 071 tons as against 38,076 tons; while
the nu m ber of vessels is 54 against 36. Of the
principal maritime countries, Britain has t~e
lo west rate of loss- . 33 per cent. on tonnage, Russia
and Spain being less. Norway is highest, 1. 64 p er
cent. In t h e B ritish colonies it is 1. 05 per cent. ,
principally owing to the losses of s mall ships.
The U nit.ed States has a rate of .85 per cent.,
France of . 67 per cent., Germ any of . 52 per cent.,
Italy of . 76 per cent. , and D e nmark of . 66 per
cen t . In p oint of t onnage the ship losses are
d ouble those of steamers, but in r espect of number
4! ships are lost for each steamer- du e to th e large
number of small craft lost by Norway, France,
Germany, and the United States. Those four
nations are respon sible for five-eighth s of t he s hip
losses. M ore than half of th e vessels lost are of
wood or composite build, a third of iron, a nd o nly
seven, of 12,753 tons, of steel.
60
rela nd
..
united Kingdom
8087.90
6695.66
8887.17
7968.81
w =
f=
Q=
q=
2r1r n
.
= mean Circumference speed of crank in
60
metreR.
piston area in square centimetres.
total pressure of acceleration.
_g_ = the force necessary to effect the change of
9 '1'
spheres only, reqmred, for _the purpose of starting, 3 kil og~ammes per square ?ent1m ~ tre, 1t would, at the beginmng of the stroke, be.1mposs1ble to transmit any g reater
power t o the crankpm. ~t the highest position of the
?rank, when w = 90 deg., th1s component becomes 0 that
1~ t? sar. no pressure is sp~nt in accelerating the ~ass.
Tbl'3 w1ll at once be reoogntsed, for then the piston &c
must h.ave a~tained the same speed as the crankpin.'
.,
It w11l ea.stly be u~derstood ~hat in a hori?.')nta.l engin~
E N G I N E E R I N G.
the component tending to produce reciprocating motion
may b e neutralised by means of a balance-weight, acting
in the opposite direction, suitably attached to the crank
or to the fl ywheel. There would remain the vertical component pushing and pulling against the resistance of
the foundation bol ts of the bearing of the orank~haft.
If the bolts are too weak, the bearing will vertically
jolt out of its seat. In gen~ral, however, the weight of
the. shaft and of the flywheel will suffice to keep the
eng-me s~Ea1 y.
Tbe matter bec0mes much more difficult in the case of
a locomotive. True b..1.lancing of the m oving parts is here
most essential, lest the relatively w~ak framing b ecome
overloaded, and the engine b f'gins t o roll. If we go too
far in n eutralising the horiz:mtal compon ent, the vertic1l
component may become t roublesome. Whilst directed
downwards, this vertical component will increase the
pressure on the rails, a fen.ture not to b a desir ed when
trains are crossing bridges at h igh sp eed ; and whilst
directed upwards, the component will counteract gravitation, which may cause the engine t o leave the
rails. This would occur when lf = Q, that is,
when the centri fugal forces of the counterweights become
equal to the adhesion weight of the engine. For this
reason it is customary to balance in locomotives only
about half of the pressure c f acceleration. Otherwise we
must limit the speed of the engine too considerably, and
have the remainder of the pressure ab30rbed by the
framing and the bulk of the engine, where they would
give rise to a milder sort of rolling.
We are, moreover,
anxious to make the m oving parts as l ight as possible.
Engines not properly designed, with heavy rods and
large balance-weights, are n ot unlikely t o run off the rails
when at high speed. \Ve see here already that high-speed
engines req uire as light and smooth a set of r ods as p ossible. The conditions are much more favo urable f or the
vertical stationary engine. Such engines do not, as a
rule, require any balance-weight:i t o keep steady. On the
contrary, the addition of balance-weights would call forth
the very defect we wish to guard against, masmuch a s
the horizontal component of the centrifugal force would
have free play. In the case of the vertical engine, we
have to take care that the engine, togGther with its bedplate, be so hE-avy, and the m0ving parts of so light a
construction, that there can be no jumping or tearing off of the engine. It must be acknowledged that
our stationary vertical engines are not yet by any m eans
p erfect in this respect. But in the case of light highspeed marine engilles, to which I shall refer in a m0ment,
the real isation of our aim is not so far removed as is generally a~sumed . In :1.n engine of a weight of, e.g , 3 kilogrammes per square centimetre of pist on area, the b edplate would tend to lift itself from its foundation as soon
as a speed corresponding t o an acceleration presc;ure of
3 atmospheres ha3 been reach ed. For thE"re would, wh en
the pist on co mmences to descend, be 3 atm ospheres more
pressing upward on the cover of the cylinder than downward on t he bearing of the crank. If the mo ving parts
bad a weight of
~ = .3
/
[DEc. 1 5, I 893.
modern marine engine weigh only a fifth, and even a and framing of the sh ip, n o free forces likely to produce
tenth, of those of a stationary engine, if referred t o unit vibrations can arise, and the engine should work absoarea of piston.
lutely steady and without vibrations, even at the highest
Progress can, therefore, be made only by increasing speed.
the acceleration pressure in the low-pressure cylinder.
We p erceive now why steamers with engines whose
This can be achieved by dividing the big low- pressure cylinders are far apart, and connected only by tu bes or
cylinder into two smaller ones, joined each in tandem to light braces, are so subject to vibrations. The leverage of
a high-pressure cylinder. The triple-expan~ion engine the reciprocating centre of pressures is Yery great. Bewould then have two high-pressure cylinders, two for sides this, the upper flange of the girder has simply been
low pressure, and on e for middle pres~u re, with the usualj cut in two. Such a system can have no int~rnal stabili ty.
three cranks at 120 deg. \Ve can n ow increase the piston The lower flange alone, and the wrought-iron bedding
speed in the large low-pressure cylinder by utilising the I which supp"'rts it, cannot do much towards rPlieving
high-pressure steam. 'rhus we safely realise the highest strains. Such an arrangement can only be fatal t o the
piston speeds. The initial pressure in th e m ean-pressure engine and the steam~r. It is l ittle use in such an instance
cylinder will always be great enough not prematurely to t o strengthen the bed plate and the intermediate members,
limit the piston speed.
the Llocks on which the cylinders rest. One neat girder,
Our modern big marine engines work with pist on speed3 with a strong truss below and above, easily transmits any
of about 5 metres per second, equivalent to 1000 ft. per strains. A heavy cast-iron beam with bulky, he~vy interminute. 'rhe arrangement just explained enabl es us to mediate parts, scarcely connected with it, does not dego higher still. But there is one additional point to be serve the name of a girder, and is incapable of absorbing
considered. It has been explained that the maximum the sli ghtest strain.
velocity will ha ve been reached aldo when the steam
Yet many of our largest modern engines for high est
pressure necessar_y for starting the moving parts becomes speeds are co~structed af~er this fashion. .we can. o~ly
equal to the we1ght of the engine itself. For at that account for th1s by a ssumlDg that the necess1ty of bUildmg
speed the engine might be lifted from its foundation, if it an engi ne as one whole, strong in itself, has not been
were not for the foundation bolts.
sufficiently recognised. The old-fashioned notions wilJ,
To the weight of th e engine we have, in the case of however, no longer avail when still higher speeds are de~ta~ionary engines, to add the weight of the stone foun- maJ?de~. We are approa ching the limit, and we. are
dat10n down to the depth of the bolts. As the weight of begmnlDg to become aware of th e fac t. If we contm';le
a stationary engine is relati vely much greater than that to proceed on the old path, we may have to face other st1ll
of a marine engine, these considerations have at present, more pernicious consequences . . I need h~rdly recall here
and will have for some time to come, little importance in the sudden breakdown of the C1t~ of Pans.
their case. But we have already triple-expansion ILarine
I am, S1r, yours truly,
engines with a total weight of ~or 1.5 kilogrammes per
R. A . ZIESE.
square centimetre of pist on area of the low-pressure
cylinder. If the moving part~ weigh .1 kilogramme, the
whole engine 2 kilogrammes per unit area, the engine
THE WATER SUPPLY OF TENERIFFE.
would simply tend t o jump out of its bed at a piston
To THE EDITOR Ob"' ENGINEERING.
speed of 6.2 metres p er second, 1 metre stroke and about
SIR,-All those who have any acquaintance with the
185 revolution'3 respectively at 4 m etres per secoc. d, Canary I sla nds know that their great want is an adequate
.4 metre stroke, and about ~00 revolutions. There would supply of wat er for irrigation purposes. T enE:l riffe forms
result an upward s trese:, immediately followed by a down- no exception. This beautiful island, with its splendid
ward stress corresponding to the double load, and the capabilities, is famishing for a supply of that water
engine bed, light in itself, and the whole hull would which th e hidd en caverns of its grand mountains conta in
undergo a periodical trembling and vertical vibrations.
in possibly unlimited abundance.
The permissive limit is given by the general equation
Here, th en, is tbe water imprisoned. H ere are th ou 2
sands of acres of some of the most fertile ground-in the
G = F = ~ p 3!... , the letters retaining their previous m ost p erfect climate in the world- waiting for water to
l
yield their increase.
values.
may here state that the existence of water is no mere
It is manifest that these vibrations have nothing or little suIrmise.
It was my pri vilege recently to accompany
to do with the construction of the bull and of the proa gentleman who is one of a syndicate formed for the
peller. On the contrary, they should be at least as strong express
purpose of making an attempt to tap the source
when the propflller is removed, and it has often been at the base
of th e Cauadas. Their efforts, in spite of unproved by experiment that this is so. For similar con- skilled workmen and the inadequate m eans employed,
siderations stays can be of little use, unless they are put have in a measure been rewarded with success.
in with a full understanding of the causE's and direcFinding indications of water in a barranco, they traced
tions of the stresses. Balance- wei ~ hts have been recom - it to the almost perpendicular walls of the mountain,
mended from various quarters. But even if we assume under which they have run three tunnels, varying in
that rotating balance-weights would call forth horizontal length from two to four hundred yards. In my opinion,
stresses which probably would prove as unpleasant, if tbe longest was extended another hundn:d yards, suc
and that devices with vertical movement require special cess would crow n thei r efforts. At the present time
mechanisms, such a solution of the problem can hardly there is a considerable flow of water from the tunnellings,
be approved of by the marine engineer. We take but to get it has cost so much money, time, and labour
the greatest pa.ins to dispense with every avoidable that the syndicate are discouraged, and feel that they
kilogramme to realise the maximum possible speed and are n ot working on the r ight lines. It is their opinion
etfi ciency, and we are to render all we gained illusory by that it wants a skilful Englil: h engineer t o bring matters
adding several tons of balance-weights. There are better t o & satisfactory is5 ue.
m eans of obviating these troubles.
I went up the dark tunnels as far as it was possible to
We have first t o bear in mind that the limiting values go, and the steady drip on all sides seemed t o con vey the
given above are applicable only to one and to two- idea of a leakage from a large subterranean body of
cylinder engin e&, th e latter having their cran ks at 90 deg. water not very far a way. A fter coming out again into
In the modern three-cylinder eugine, with three crank s at dayli ght, I was more than ever con vinced that the true
120 deg., the inertia forces neutralise on a another, since modus operandi for this work was to be found in d rillmg,
the sum of the three cosines is equal 0. This would apply and not blasting. I have little doubt that steady work
in practice with mathemat ical a ccuracy, if, firstly, the with a diamond drill for three months would accompli h
three rods were of exactly the same weight, and if, more than the present method would in eighteen months.
secondly, they a ct d in the same plane. The first condi- A fortune-and that a large one-awaits the man who
tion can almost be fulfilled. The second cannot be ful- can successfully bore the mountains of these islands and
filled. As a consequence, the bed plate is lifted by the one liberate the liquid treasures th ey contain. The effort
cylinder at the commencement of the dE'scent of its already made is most praiseworthy, and it now remains
piston, at the same time when it is depressed, though for an Englishman to bring it to a successful issue, which
with half the force only, by the two other cylinders. would not only bring him renown and fill his p ockets,
This gives ri~e to internal bending strain~, and to a vary- but earn the gratitude of thousands who now find no
ing distribution of th e loads at the ends of the plate, employment through the lack of water.
whilst the total pressure, the load upon the bottom of the
I remain, Sir, yours,
shio. does not vary.
A vVELL-wrs HER ol!' THE CaNARY I sLA NDs.
We see, therefore, that although the triple-expansion
engine does not in general require any balance-weights,
inasmuch as there is neutralisation of th e inertia effects
THE ELECTRICAL CORROSION OF
owing to the arrangement of the cranks, y et vibrations
UNDERGROUND PIPES.
are set up because the centre of the pressures mo\es in a
fore-andaft direction.
Many suggestions have been
To THE EDITOR OF ENGINEERING.
made to prevent these vibrations common t o fast steam ers
SIR,-In the interestin g descriotion of the Marseilles
and S t. L ouis Electric Railway, Dr. Prellermentions, on
with powerful engines.
But as the sole cn.use of these vibrations, given cranks page 564, the danger of electrically corroding underground
at 120 deg., is to be found in the reciprocating m ovement pipes and cables by driving the current through th e rails,
of the centre of pressure of the moving parts, this move- wh eele:, car wiring, trolley connectione:, and overhead wire
ment being in the direction of the longitudinal a xis of the rather than in the more usual overhead wire t o rail order.
engine, and due itself to the cirou mstance that the three In this country we have had an experien ce with such a
rods do not act in the same plane, it is clear that our first method of operation in Cambridge, Mass., one of the
aim must be to bring the three cylinders as near to one suburbs of Boston. There the wires, pipes, and house
another as possible lengthways, that is t o say, t o con- connections in the earth disappeared in a remarkably
struct an engine of the least possible length. Further, short time, and the tramway company was forced to
the three cylinders have to be connected to form one reverse the direction of its currents in consequence.
Even when the current is sent out from the p ower
strong whole, and to be provided with suitable stays for
the bedptate. The mass of th e three cylinders now stations through the overhead wires, we are having conhelps to counter act the changes in pressure, a nd the siderable difficulty with electrolysis. In Boston and
whole frame of the eng ine, together with the cylinders Brooklyn the trouble has genemlly been with the lead
and the bedplatP, forms one e.tiff girder, with a strong coverio g of the t elephone wires, although in the lattf'r
truss above and below. With proper arrangement all city the water pipes are also affected. In Trenton, N.J.,
stresses should neutralise one another in this girder. If Columbus, 0 ., Saginaw, Milwaukee, and Sault Ste. Marie,
this system, firm in itself, is further connected horizontally Mich., L os Angeles, Cal., and Hamilton, Ont., electroand lengthways by strong stays with the deck plates lysis of the wa ~r pipes, both lead and iron, has been
lt==================
E N G I N E E R I N G.
observed, and in moot of the cities the officers of the
water department or of the railway have kindly sent me
careful descriptions of the corroded pipe, and such local
conditions as enable an opinion to be formed as to the
nature of the corrosion. It seems perfectly certain to me
that the electrolysis occurs as follows :
The return current through th e rails and supplementary
wires, if the latter are employed, reaches some point
where the earth and the pipe3 embedded in it ha.'e less
resistance than the m etal ctrcuit. Consequently the electri city follows along the pipes until the rails a~a.in offer
a better path, when it returns to its theoret10~l path.
F rom co rre~ pond ence and personal observation of the
effect of this fickle behaviour of the return circuit, I am
p -etty certain that the electrolysis occurs at the points
where the current lea,es the pipes to return to the rail
circuit, a1 might naturally be expected. The effect of
the current is first t o eat a series of lit tle cavities in the
surface of the pipe, which gradually enlarge until the metal
may be completely d~troy ed around the entire circumference. A remedy that I have known to be applied successfully in a number of cases was to connect the pipes
where corroaion was noticed with the rails of the tramway, so a~ to have a complet e m etal circuit. The leading
ramedy is one wLich the railways are slowly adopting as
a mat:er of economy, without any reference to the wants
of the water works, telephone. or gas engineer, viz , the
b j t ~er bonding of the rails. The connection illustrated by
Dr. Preller on page 499 is not considered the best practice
i n th is country to-day, although it wa'! two yea.rd ago,
when good bonding was not r c?garded as so import ant as
n ow. In the single track illustrated the cross section of
the two raih is about 10.8 square inches. which is cquivale:l t in conductivity t o about 1.6 sq uare in cb e.~ of copper,
spsaking approximately. T o bond this single track, there
are two c:>pper and two iron wires, each 7 millimetres
in diamete .., which have a t otal conductivity of about
0. l4 square inch of c::>pper. T hat is to say, the cond uctivity
of the bond is only about a t enth of that of the rails. In
thi s cou ntry we are now making the bo nd ~ heavier, and
t~us try to prevent the watts from straggling on their
return home.
Yours truly,
JOHN M. GoonELL.
W orcester, M!),ss., November 21, 1893.
W ..T. S.
s"
739
Brace&.
Stress on A W = z. sec 0
AB= A W - P I. sec 0
B c = A B -P2 SEC f)
,"
CD= sB C - P 3 sec 8
"
&c.
Flanges.
S tre3s on A L = W A. cosine 8
BR= AL + cosine 0. AD
"
C~1 = B R +cosine 0 B C
"
S D = CM + cosine 0 D C
"
EN= S D + cosine 8 'D }1;
&c.
F rom the above it will be seen that to take out th e
stresses on each brace you have only t o multiply a constant number (sec 0) by the load on each brace, and take
it from the previous brace stress, and in the flange3 to
multiply a constant .number (eosin~ fJ ) by each brac~ stress
in order, and add It t o the prev10us flange stress. Of
course, a fter p1ssing the centre, the stresse~ on each brace
increasP, and decrease on the flanges . Thts formula can
be applied to evenly loaded as wel~ as partl y loaded
~irders, and is ?f great help when movmg loads are taken
mto consideratiOn .
I should be glad to know if anyone has ever used thia
formuh.
Yourd truly,
B unNRT .An.urs.
November 14, 1893.
( Whil~t we do not remember having seen exactlJ the
same method of determining the stresst.s in \ \ _arre_n
gi~ders as is gi v~n by our cor.r~pondent, we .questton 1f
it ts ne w. Certamly a very stmtlar m ethod w1l1 be found
described in Burr's "Roof and Bridge Trusses" (New
York : J oho \Viley and S ons), wbil~t it is also gi Vl n
in Rankine's " Applied Mechantcs. "-En. E. )
{ (
;~)
'Y
- 1 }
(1)
W = Kp r1. 1 - (
- I' } .
~~)
'Y-1l
'
Lab:>ur ''by Mr. James Keith .. We thmk, 1f th1s 1~ the
t
'
'
'
,
R
:
s
way in which h istory is made, 1t ~1ust be very unre~ table,
T
u
H = Kp .,.1 - r o ( ~l ) 'Y j
V
(4)
and we feP;l certain that Mr. K e1th ha~ not pub htmself
10
Hence the efficiency is
in c >rrect possession of the facts wh1ch he now puts
fo ward.
.
Mr. Keitb state~. in reference t o the etght- ho~r~ ~ystem,
(5)
that Mr. \Villia.m Allan, M.P., wa,s the first to tmtlate the
p
Q I
0
;
syst em in engineering work~. . "~essrs: J ohnston, of
t
t
y
i
It appeal's, therefore, that the ideal efficiency of such
London followed "&c. Thts 1s enttrely mcorrect. Our
p'
P''
P'
.1914
an. en gme is indepEndent of th ~ temperature of the
employ~rs, Messr~. S. H . J ohoson and. C.o. (S. H. J oh~son
and C. C. Hutchinson ), not only or1 gmated t~e etght- given, and perhaps might save some of your readers un- b01ler or heater. M oreover, the engme, though not working
a closed cycl_e, becomes, according to (5), absolutely perjct
hours movement in the engi neering trade, but first com- necessary trouble. The formula is as follows :
when the b01ler pressure is incrE>ased without limi t. ~till
menced the division of the homs of labour that have been
B ow's notation is used, each line being represent ed by further one obser ves that the efficien cy nmains constant
adonted by the other firms m entioned, who h ave follc,wed th e respective lett~rs each side of it.
for nxed values of p 1 and r 0 , irrespective of the amount
..ubetr
. ex an p ,.e.
.
h
of work done, and preserves that value in th e extreme
0 =angle made by a brace with a vertical line.
'!'oey anu ounced their int ention of adoptmg th e etg tcase where the work done is zero. Zero work correY and Z= reaction at abutments.
hours sy~tem to us about April, 1890, and after c~>nsulta
sponds to an arra.ngeruent whereby the workin~ cylinder
A B, B C, &c. =stress on A B. stress on BC, &::.
tion with us with respect t o the hour of startmg and
p 1, P 2, p :;, &c. =distributed weights on girder.
simply performs the operations of the pump lDvenely.
finishing work, meal times, &c., inaugurated the scheme
ri+r
)' -
740
E N G I N E E R I N G.
Since, however, the boiler t emperature cannot be less contend that it remains for th ose who d eny this t o spethan that of the pump d eliver y,
cify what th ey consid er m eet s the case.
Again, in the light of the Victoria's midship structure,
'Y - 1
" N. A . " might, perhap3, be good enough to show t ha t
injury in this r egion would be at leas b equally disastrous
(
'Y
>
as at t he ends.
H en ce
Had ' N. A. " r ead my previous letter car efully, it
would h ave been unnecessary to direct m e t o obser ve
E <1that, in th e event of in j ury, the loss of buoyancy not only
affected the trim, but at the same t ime reduced the staand the second law is satisfied.
I shall now sh ow that for fi xed t emperatures the engine bility. This had b een expressed already in somewhat
can b~ designe~ first for maximum work p er pound mass different language, and was m entioned because I have,
o f flu1d taken m a~d exhausted, or, seoondly, for max i- for some ti me, fear ed this has no t been dnly a ppreciated
mum power per umt bulk o f eng ine. I t is worth remark in fixing the load -line of merchant steamers-more parthat these things meohanical form more or less close ticularly so, si nce p apers have beGn read on this subject
leaving t he stability queRtion untouched, taking account
analogies t o certain things electrical.
of the effect on trim, and ratio of extrem e draught t o
. If the ratio of the culJic s pace swept by t he working only
p1ston to that swept by the pump piston in the sam e t ime depth of vessel.
Reser ve buoyancy can only be of value when coupled
be denoted by a, then
with initial stability, a nd even then d epends on its disposition. It surely is needless t o say that its virtues are
only apparent so long as the ship remains unda)maged,
(6)
'To
and that principally to increase the range of s tability,
due t o the freeboard it g i ve~. When, however, as in the
Eliminating by (G) from (3) the rtl.tio p 1/p 0, one finds
case of the Victoria, the whole side was ruptured, this
reser ve buoyancy possessed no value whatever in avertW
KP { T 1 + 'T0 -a'T 0 -~ }
(7)
ing the disaster. 'l'he loss of the 110-t on buoyancy above
the p rotective deck t o the original water line, being, in
'\Vith fi xed limits of t emperature the work W done by fact, the only c.tfective buoyancy the vessel had und er the
the engine p or p ound mass of air deliver ed will be maxi- circumstances, rend ered the upper structure useless for
mum when
pu r poses o f increased range of stability and completely
des troyed its influen ce.
a = '\1-'T-;
(8)
(9)
at pleasure, and probably as safely.
I
H o wever, "N. A. "says that when th e Victoria bad
(tO)
H = Kp ('Tl- "'T1 T 0 )
11
1 n ft. metacentric height she was unstable.
Yet the
and
Minute declares this heig ht would have p ermitted the
. (11)
E = 1 - J'TO
vessel to incline to 30 d eg., and still re:tained a righ ting
'Tl
moment of 6000 foot-tons. This gi ves a leverage of about
When the pump and working cylind er pist ons make 7 in., equal to that of a n ordinary cargo s t eamer loaded
str oke for stroke, the combined Yolume of pump and homogeneously t o Ll oyd's load -line at her maximum
angle of s tability. The reconciliation of these two statecylinder will be per pound mass of air dealt with
ments, whi ch contai n wholesome morals, does not come
Vll (1 + a) .
within the limits of t his letter.
The assert ion that the Victoria would not have foundered
where vo is the volume of 1lb. o f air at atmospheric pres
sure. 'l'he work done per unit of combined volume per was basE:d upon the actual cond ition of m erchant vessels
which run continuously with an initial stability no
double stroke will be
g reater -and very often less-when intact than th a t
specified for the seriously-wounded battleship. The
_ KP
{'Tl +'TO - Ct, 'TO- 'Tl f)
vo (1 + a)
a
range of stability in both instances being equal when undamaged, tells enormously in favour of the war- vessel in
And this expr ession is maximum when
the event of collision.
That the exist ence of reserve buoyancy which" N. A."
a = 7 1 + J2 7 1 ( 7 , +'To)
(12)
(15)
~): )
~:-
[DEc. I 5, I 893.
combus t ion chambers in each eight-furn ace boiler, one
chamber being common t o two furnaces from the same
end, a similar desig n to the boilers of H .M.S. Edgar,
whi ch wer e hi ghly successful on trial.
Mr. Cramp did not choose triple screws for the Columbia , and h is recorded opinion that no more than
12,000 indicated horse-power can be efficiently t ransmitted through one scr ew is ther efore not t o the point.
Even if this view bad been shared by the act ual de ~
s igners, this could have h a d nothing to do with their
d ecision in this case, as with twin screws the maximnm
indicated horse-power expee:tPd through each screw would
have been less than 12,000. The following quotation from
the r eport of the Chief of the Bureau o f Steam Engineering at Washington for the year 1890 will show the
reasons that influenced the actual r esponsible designers of
the machinery :
'N.
E N G I N E E R I N G.
THE
BRUNSVIGA
CALCULATING
I
) I
I
11 ....
Irt l . -
1-i.g.:l
MACHINE.
Fig: B.
-~
1
l':J I
I
741
~ --~ I
1
,r--'
It. -
-... . .
.Fig.4:
.t., ..
I
I
~-
il,.-.,jl
,; - I
r .
.-:-.~ ,,...,...,.====='"':-=-:d - - -
Ir. 1 1'
'
1I I
J
'
f I
,~,
', __
.. .., ., ,
- " I I
' ___ .,., '
\
'
J---_.j
'
opemngs.
'V
Fiy. 1.
THE com pact little arithmometer which we illustrate on this page is now being introduced into this
country by :Mr. Charles Bradbury, of 249, High
Holborn, London, W . C. It is the invention of ~fr.
'Villgodt Odhner, of 't. Petersburg, and is known as
the Brunsviga calculator, being manufactur ed by
Messrs. Grim me, N atalis, and Co., of Brunswick,
Germany. It performs mechanically the first four
rul es of arithmetic, viz., addition, subtraction,
multiplication, and di vision, but, like all other
machines of the class, is best adapted for the two
latter. It will give products not exceeding thirteen figures, or dividends not exceeding eight figures,
in much less time than it is possible to obtain them
by ordinary calculation. Its general appearance is
well shown in Fig. 1, whilst the details of its construet ion will be easily understood from Figs. 2, 3, and 4.
Like all machines of its class, its operations are based
on mechanical addition. Thus, to multiply by six, the
quantity in question is added six times to itself. The
handle shown to the right of the machine turns a small
spurwheel which gears with a second, keyed on the
main shaft of the machine, on which are also k eyed a
number of discs marked a in Figs. 2 and 4. Of these
discs there are nine, corresponding to the nine slots
shown in the upper pa rt of the frame of t he machine
(F ig. 1). Throug h these slots project levers, one to each
of the nine discs already mentioned. The handle being
at rest in its normal position, if a lever is moved opposite any one of the numbers at the side of its slot, a
corresponding number of teeth are caused to project
from the previously smooth edge of the disc to which
it is attached. If now the handle is turned round
through a complete revolution, this disc revolves with
it, and the projecting teeth move one of the number
wheels below into such a position that a figure corresponding to the number set by the lever appears at one
of the openings shown below. T o mult iply by 2, the
handle is turned round twice; by 3, three times, and
so on, the number of revolutions of the handle made,
being registered at the small openings shown on the left
of the machine, To multiply by27, the handle is turned
INDUSTRIAL NOTES.
THE coal di.spu te in Scotland is at an end, the
men having returned to work on the masters' terms.
The effect of the strike of the Scotch miners h<i.s
been to keep up prices, and even to raise them
above the level at which they stood within a week of
the conference at the Foreign Office. In addition to
the further hardships for the poor at this season of the
yenr, the state of trade is kept in dangerous suspense,
and numerous works have either been stopped or
partially laid under the obligation of short time. The
action of the Scotch miners was different to that of
the English miners in this respect: the former s truck
for I s. per day ad vance, whereas the latter struck for
t he old rates at which they had been paid.
The state of trade generally in the engineering
branches is anything but encouraging.
In the
Amalgamated Society of Engineers, with 73,746 members, there n.re no fewer than 11,035 on the funds,
under the heads of donation, 6567 ; sick, 2112; and
superannuation, 2556. To meet the cost of 46571. 3s.
requires an expenditure of nearly 1s. 8d. per member
per week. It appears that there is an apparent
decrease in the number of unemployed to the extent
of 256, but this is due to the fact that the report of
the American branches is late, so that, reckoning
those, the total out of work would be about 7000, or
160 more on donation than last month. The proportion out of work reaches 9 per cent. for this benefit
tLlone. The worst feature in the case is that there are
no signs of revival ; indeed, the anticipations are that
things will be worse as the winter advances. The
members are urged to use every effort to find situations
for those out of work, and to keep their contributions
and levies well paid up, so as to be able to meet the
pressure and strain like brave men, and thus help to
tide over the difficulty. Reference is made to the
effort to induce the Government to introduce and
carry into effect the system of 48 hours per week in
the Government e3tablishments. The deputation to
E N G I N E E R I N G.
742
the Secretary of State for War elicited the fact that
the Government was favourable to the scheme, but it
cannot yet be said that it is adopted. The Portsmouth School Board have passed a resolution to the
effect that any contractor or sub-contractor shall pay
the standard rate of wages in each class or branch,
and also recognise the normal hours of labour and
the general conditions in the district. Trade is bad
in all the chief branches of engineering at home and
in our colonies, and also in the United States of
America. It cannot be said that it is much, if at all,
better on the continent of Europe.
The report of the Ironfounders is scarcely more
encouraging than that of the Engineers. Out of
15,0i6 members, 3097 were on the funds, as against
3085 last month. Of the total, 1726 were on donation,
and 198 on the trade funds, beside~ 58 on dispute. Of
the remainder 451 were on the sick list, and 664 in
receipt of superannuation allowance. The total cost
of relief under these beads was neally 1002l., while
the balance in band was 36,69ll., as against 46,437Z.
last year at the same date. The report states that
trade does not manifest any signs of improvement,
and that the members on donation do not by any
means indicate the real state of trade, because of the
large numbers on short time that do not come on the
funds. It is expected that the lowest level is about
reached, but there are no signs of revival in the
immediate future, certainly not for several weeks to
come, in the worst of the winter season. An examination of details indicates that the actual change in the
situation is a little better, due, perhaps, to the close
of the miners' dispute. In order to meet the pressing
emergency of bad trade, the Ironfounders' Union has
resolved, by a. majority of 5181, to grant 5s. per week
to members out of work whose donation benefit has
ceased by the lapse of time provided for in the rules.
This is a most salutary and wise provision. It is also
suggested that, instead of higher contributions in bad
times like the present, the rates shall be raised, so that
the good times may the better proYide for the bad.
The report of the Ironmoulders of Scotland is a little
more reassuring, for t he total number of members in
work exceeds the number last year at the same date
by 250 members, though the actaal number in work is
slightly under that of last month. The total number
working was 4142, while 628 were in receipt of idle
benefit, and 371 were out of work but not on benefit,
and 254 were on superannuation allowance. The
a ctual income and expenditure would balance very
nearly, except for two extra items in the latter of lOOt.
to the miners, and lOOt. as accident benefit, gi\en t o a
workman at Montrose.
The report of the Associated Black smiths shows only
a trifling increase in the number of unemployed, the
tota l being 307, while those on the sick list and in
r eceipt of superannua.tio~ were only 140. The state .of
trade in the cotch d1stncts has been very much disorganised. by labour disputes in the co~l .trad~ a.nd in
the shippmg trades, the latter by the JOmers ~~spute
on the Clyde. The report urges a more concihatory
spirit at the present time, and it adds, "Labour has its
duties, and capital its resp.ons~bilit.ies." The claims for
the unemployed in the Smiths SoCiety have been la~ge
during the present year, the total for all benefits bemg
nearly 4802l.
---
---
[DEC. I 5, I 893.
over again in those branches of industry, but the
employers, not the men, are respone.ible for that state
of things. He then urged that the architects and the
workmen's associations should co-operate in order to
insure technical training, to make up in some degree
for the abolition of apprenticeships. This also had
years ago been urged at the Association of British
Architects. The difficulty has been to secure cooperation.
The suggestion has also been made to
endeavour to revive the systtm of apprenticeships,
but for a shorter term, say from three to five years,
instead of seven years, as formerly. The latter
cannot be revived in the building trades, but a
shorter term might be. 1'here is a demand for higher
skill. The old days of jerry building are passing
away. The evils of that rage for cheap houses are
being felt by the decay of the buildings of some
thirty or forty years ago. In all trades a higher
degree of skill and excellence will be conducive to
better employment and more regular work. Employer and employed may well co-operate to bring
about a change in this respect. Those who require
work to be done, especially in repairing and re-decorating, hesitate to undergo all the inconvenience with
the possibility staring them in the face of slo\enly
work, of structural injury, and of some disarrangement in existing conditions, which may inYolve
further expense. Architects are often to blame for
passing bad workmanship.
--
DEC.
Is, I 893]
E N G I N E E R I N G.
743
sheep having increased from 6,119,163 in 1860 to 1_6,308,585
in 1870 t o 35 398 121 in 1880, and to 61,831,416 1n 1891rates of incre~se ~hich unmistakably prove the re?lark~
able suitability of New South Wales for the breed10g: of
merino sheep, and the production of t.he finest menno
wools.
Holding, therefore, the premier position in the world as a
fine-wool producing country, her ende_ayour was to ma~e a
display at Chicago worthy uf t hat pos1t10n, and we beh eve
that she has done so on t his occasion to the fullest extent;
for both as regards the number, v~riety, and ex_cellenoe ?f
her merino wools. and the attract1 ve a nd practiCal way m
which they were shown, it is allowed on all bands that it was
t he finest and best arranged display of merino wools that
has ever been made by a. single country.
A large, commodious, and very suitable well-lighted
courb was secured by D r. Renwick, the able executive
commissioner for the colony, where the wool was shown t o
best advanta~e. It consisted of 200 fleeces from the lea:d~
ing pure-brea flocks of the colony, and 197 oommerCJ al
bales select ed by the Sydn ey wool brokers from their
constituents' clips. Each of the fleeces was exhibited
under glass in a well-arranged and well-lighted separate
compartment, and the bales were shown in lofty arches
supported on handsomely constructed pilla rs of excellent
des1gn erect ed around the court, while inside there were
several trophies formed of Lales of wool and decorated
with curtains and flags. The whole of the bales were open
at the ends, a nd in this way the pillars, arches, &nd
trophies appeared to be constructed of solid wool, which
could be handled by manufacturers and others interest ed
in the staple; and where the bales were oub of reach,
samples of the wool were taken out and shown under glass,
so that the wool of every exhibit, whether in the fleece or
bale, could be properly handled and examined when
required.
While referring to the wool ex hibited by New South
\Vales, the sheep which produced this grand exhibit,
the sheep which produced this-the Austra lian m erino
-and their orig in and history call for more than a
passing notice.
High-class merino sheep were first introduced into Australia in 1797, when a small number of pure- bred Spanish
sheep, a portion of a lot presented by the King of Spain
to the Dutch Government, were brought from the Cape
of Good H ope t o S ydney.
Of these, Captain Macartbur, afterwards of Camden
Park, near S ydney, secured three rams and five ewes,
and it was t o the care he bestowed, a nd the skill and
ability he displayed as a breeder, that the colony is indebted for the est ablishment of what hat-: been, and still
is, the leading industry, not only in New South Wales
but also in all the other Australian colonies.
'
Captain Macarthur was exceedi ngly jealous of the
purity of his sheep, and the only instance in which fresh
blood was brought into his Spanish merino flock was in
1804, when he imported ten rams and ewes from the
merino stook of George Ill., the original of which had
been presented to him by the King of Spain.
From that time till the Camden flock was sold in 1854
the Camden sheep were bred strictly within themselves'
and there is scarcely a flock of long standing of any not~
in any of the Australian colonies which d oes not trace
its est ablishment to the Camden ~beep. The very few
which d o not are of Sa.xon ex traction.
But while t his i~ the ca~e, <?Onsiderable numbers of highclass German mermos, prm01pally Saxon, have at various
times been introduced in to New South Wales. These
im portations, which commenced about 1803 were comparatively numerous from 1815 to 1830, wh en 'they began
to fall off, and very few German sheep were introduced
until wit hin the last three years, when several small lots
were imported.
The pure-bred sheep in all the other colonies which had
their origin from th e same source, the Camden fl.ook had
also mo~e or less of t_be German blood, especially th~se in
Tasmama, from whtcb a very large portion of the stud
sheep required in the eastern colonies of Australia. are
now drawn. A few rams of t he Fren ch merino blood
have also been introduced from the Rambouillet
fle ck.
Bome 25 or 30 years ago a small lot of American merino
rams were imported, and ten y~ars back, importations of
these sheep were resumed, wbtch have since been continued, till p erhaps 1200 or ] 300 h ave within that time
be_en intr<?du_ced in New South Wales: They have been ob~
tame~ prmo1pally on account o! thetr density, fulness of
covermg, and yolk but as theu wool, as compared with
that of_ the Australian m erino, i~ wanting in several d
th~ pomts of excellence for winch the Australian is so
umversally not ed, and the defects show in the progeny
of the A merican rams, the question as t o whether the
introduc~ion of the American blood is to prove advantageous, 1s yet t o be settled.
lb_ wi~l thus be seen that the high-class Australian
mermo ts of the purest and bluest blood. Their style and
character, a~ well a~ the wool they produce, confirm this,
th~ A?stra.han.D?ermo w<?ol to-day bringing the highest
pnce 1~ the Bnttsh, Contmental, and American m arkets
and bemg unapproaohable for the qualities which the manu~
factur~rs d esire, such as softness, silk iness, lustre, br jghtness, ti~en~~s, strength, trueness of fibre, elasticity, freeness, pha:bthty, length of s_taple, evenness in the length
and qu~hty of the . wool, l1~htnees of wast e in scouring,
a~d spmnmg quahtr. Th1s m ay be consid ered a very
h~gh charact er t o glVe Australian wools, but ib is no
h1gher than they really deserve, for not only is it confirmed by the excallence of the competitive fleeces shown
bJ:' New South Wa~es, ~ut it is so, even m or e th oroughly
st1ll, by the splendtd d1splay made at the instance of the
wool brokers of Sydney of wools from the ordinary flocks
in what are t erm ed " commercial bales ; " for the wool i~
these bales, t ak en as a whole, is of very great excellence,
COURTS.
-.....r
~
~
...
,_... . . ,_,
- ~--....
-.
- '+':""!""
- .
r .,, '
1.1.
:..-.
----- -
...
:~
e"
tr1
: ;f~-~-;::::::::::::::::
...::
........
"~
Fio. 5.
MINEs .AND
IVhNrnG
E x HIBIT,
NEw SouTu
F ro.
vVA.LEs.
7.
tr1
tr1
~
........
z
0
, ..
,.r - .
.
,,,.
I
~ i
. .. ...'
I. '
/fl
...
' t '
'
tl
11
'
't
'
'
e
tx1
()
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....
H
00
\0
Fro.
6.
NEw SourH
\VALES .
--
- -
- -
- - --
FIG.
8.
-- - -
- -
--
--
DEC.
E N G I N E E R I N G.
Is, I 893]
Agricultural Building ...
...
1,684
Manufactures ,
...
1,350
Women's Building
...
540
27, 574
The Ceylon Pavilion was beautifully situated on the
north side of the grounds, not far from the German
Building, and facing the lake. Its design was simple,
rectangular in plan, with a botd octagonal rotunda in the
centre. There were entrances at the centre of each end
and at the front and back. The object of the architect in designing this pavilion was to introduce as much
native work as possible, which was copied from monuments, some of which are of a. date prior to the Christian
era.. The smaller courts-those 10 the Agricultural,
Manufactures, and Women's Buildings-thougl:i, of course,
much less
ornate, were conceived and executed in the
same sp1r1 t.
As already said, the primary jnducement to exhibit at
Chicago was the wish to make known Ceylon tea in the
United States; it followed naturally that everything
should be made to reflect the importance of this growing
industry. Ji~ven in this country few people realise bow
~reat has been the development of tea planting in an
tsland whose staple product, we are accustomed to believe,
is coffee. As a matter of fact, however, this latter industry is in decadenee, having been a few years since
irreparably damaged by disease ; the consequence of this
disaster was that coffee planters started on the culti vation of tea. The first imports were made to this country
in 1873, when 23lb. were sent over; in 1880 this had
grown to 162,575 lb., in 1885 to 4,372,000 lb., in 1890 to
745
45,799,000lb., and in 1892 to 71,809,000 lb. At the pre_sent time no less than 265,000 acres ar~ under tea cultivation and it is worth noting that while the profitable
limits~ coffee cultivation are fixed bet~een 2000 ft. and
5000 ft. above sea. level, tea plants flouns~ from near sea
level to 6000 ft. above it. the more dehcate and lesser
yields coming from the higher elevations. .Th~ crops v~ry
from 350 lb. to 700 lb. per acre, though th1s nses as htgh
in some cases as 1000 lb.
The exhibits other than those referri ng to the tea.
industry of Ceylon, contained i? the .P~vilion_, and th~
small courts in the several roam butldmgs, illustrated
admirably the agricultural, mineral, and industrial r~
sources of the country, a.s well as the means of communication and the educational system in operation.
(To be continued.)
E N G I N E E R I N G.
]for
mspectwn remove the bandholes at both ends of the tubes
and by holding a. lamp at one end and looking in at th~
other, the condition of the surface can be fully seen. Push
the scraper through the tube to remove sediment or if the
scale is bard, use the chipping scraper made fo; th~t J?Urp ose. W ~ter through a hose will facilitate the operatton.
In repla01ng handhole caps, clean the surfaces without
scratc~ing or bruising, smear with oil, and screw up tight.
Examme mud-drum, and remove the sediment therefrom ."
. The feed supi?ly, which, according to the CommisS10t;ters, was !auly good for the purpose, consisted
ma10ly of ram water, collected on the mill roof
though this was supplemented when necessary
water from a. brook. Mr. Atherton, who was formerly
the engineman, but was now a director of the company, sta.ted in evidence that he had frequently expressed his disaP.proval of the manner in which the
cleaning of the botler wa.s being C'arried out, and bad en
deavoured to obta.in a sight of the interior of the boiler
whilst the caps were removed, but he had nob succeeded,
as they were genera.lly replaced when he wenb to the mill.
The tubes, it wa.s further stated, ha.d given considerable
trouble from time to time, and several of them had failed,
one a.s early as May, 1889, although the boiler had only been
put to work the previous February. New tubes bad been
supplied in place of those which bad given way, and it
was one of these, put in on July 30 last, that bad burst,
a.nd led to the present inquiry. The boiler was insured in
theN ational Boiler Insurance Company for 800l. , and thab
company bad made frequent recommendations as to the
importance of cleaning. On one occasion, in October, 1890,
it wa.s pointed out that some of the tubes were lammated
and fractured, and that in places the incrustation was from
1 in. to 2 in. thick. No special notice seemed t o have
been taken of these reports, and their contentR were not
communicated to the engineman. The chairman of the
company {Mr. Makinson) informed the Commissioners
that th~ directors were aware that the tubes had failed at
various times, but it had never occurred t o them tha.t this
was due t o overhea.ting, and they attributed it to the
iron being bad. The method of cleaning adopted by the
engineman was to remove some of the caps every three
m onths and clean the tubes in sections ; in this way the
whole of the tubes would be cleaned once in twelve
months. He only remo ved the caps at the front end, and
pushed a. wire brush up the tube from the front, being
sa.tisfied that ib had gone through by "hearing the rod
bump against the cap at the back end." He expected
that the scale thus removed would drop through the backend'' headers " into the mud-drum, and that it could then
b e easily taken away. All the experts who had examined
the boiler since the explosion, viz., Mr. Hiller, the chi~f
engineer of the National Boiler Insurance Company, Mr.
Bond, his assistant, and Mr. Hewett, one of the inspectors;
Mr. Wisha.rt, engineer surveyor to the Board of Trade ;
and Mr. Slack, of the Babcock and Wilcox Company, gave
evidence to the effect that the explosion was due to over
beating owing to the back-end " header " being choked
by deposit, the circulation in the tube being thereby
arrested, and overheating of the plate resulting.
At the close of the examination of witnesses, 1\Ir. Gough
submitted the following questions for the consideration of
the Commissioners :
1. Whether the Pla.tt-la.ne Manufacturi ng Company
intrusted the management of the boiler t o compet ent
persons?
2. Whether the water used for feeding the boiler was
suitable for the purpose?
3. Wh ether the boiler was properly and sufficiently
olea.ned from time to time, and was it examined by a competent person after cleaning?
4. Whether on September 18, 1890, and on April 26,
1892, the attention of the company was particularly
direct ed to the necessity for cleaning the tubes ; and, if
so, were proper measures taken by the company to insure
that they were properly cleaned ?
5. W ere proper mea.sur~ taken by the company to
ascertain the cause of the tubes giving way, and as far as
possible to prevent it ?
6. How frequently were the tubes cleaned in 1892, and
were lthey properly and thoroughly cleaned upon each
occasion?
7. \Vas the boiler worked at a pressure above that
a.llowP-d by the insurance compa,ny's p~licy?
8. Did the Pla.tt-lane 1\Ianufacturmg Company take
proper and sufficient measures to }~?sure that this boiler
was being worked under safe cond1t10ns?
D. What was the cause of the explosion and loss of
life?
10. \Vhether blame attaches to the Pla.tt-lane Mannfac
turing Company, to Mr. Makinson, and t o :Mr. Cha.r1es
H. Roberts, or either of them ?
Mr. Howard Smith, in giving jud~ment, recapitulated
the facts of the case as elicited durmg the inquiry, and
stated that the explosion was caused by overheating, as
pointed out by the scientific witnesses who had been
called. The Court did not consider that lVIr. 1\-Iakinson,
the chairman of the Platt-lane Company, was personally
to blame, except than he did not call. the at~ention of the
enginema.n to the reports on the b01ler whtch had been
sent in by the insurance company. The syst em adopted
by the owners of the boiler seemed to have been very lax,
a.s practically little notice had been taken of those reports.
Mr. Atherton, one of the directo~s, seemed to have sho.wn
aomea.nxietyon the subject, and Wished to replace the b01ler
by one of the "Lancashire '' type, but the board appeared
never to h ave even tried to ascert~in the _cause of the
failures of the tubes wh ich had from ttme to t1me occurred.
Further no member of the board seemed to have exercised a~y super vision of the cleaning, and no one bad
been present when the front caps were off, the matter
by
Roberts, the
engmema.n, with whom good t estimonials had been received. Roberts was seriously to blame. He had disregarded the printed instructions bung in the engine-house
as well as the instructions received from the insura.n~
com.pany, ~nd the boiler had ne~er been properly prepared
for mspect10n. Roberts bad htmself stated that he did
not remove the caps at the back end, being satisfied to
bear the cleaning-rod bump against the back end. In
the opinion of the Commissioners what he had baken to
be the back end cap was, in many instances, bard scale,
and the brush had probably not been through the tubes
ab all. The Court were, therefore, bound to find that he
had seriously neglected his duty. He had nothing to do
but to look after the engine and boiler. They could not
sar that. he ha~ erred from ignorance, as he bad the
prmted mstruct10ns~ already referred to, to guide him,
bnt he had disregaraed them. The explosion was due to
his negligence, for which he had been severely punished
by the loss of his son. For the negligence of the engine
man the Court must find his employers, the Pla.tt-lane
Manufacturing Company, to blame, but the Commissioners wished to add that in a case of this kind the company should have had skilful ad vice.
On this finding of the Court, ~fr. Gough asked that the
Platt l~ne C_om~any sh?uld be ordered to pay the costs
of the mvestigatJOn, which, he stated, amounted to about
125l.
The Chairman of the company addressed the Commissioners, and whilst admitting the fairness and justice of
the judgment, asked for leniency in the matter of costs,
as the company wa,s not in a. flourishing condition financially at the present time.
After deliberation, Mr. Howa.rd Smith ordered the
Platt-la.ne Manufacturing Company to pay to the Board
of Trade the sum of 50l. towards the costs and expenses
of th e investigation.
---
747
E N G I N E E R I N G.
"ENGINEERING" ILLUSTRATED PATENT
RECORD.
CoMPILED BY
W. LLOYD WISE.
21,029.
1 892 . -Tbl~
_C a rtridge
t?ven.tlOD r elates to
metallic cart ridge cases in which a paper hmog IS adopted to
reduce the powder chamber and to protect t he powder fr om contact" ith metal. A strip of pap er is coiled to a dia.!Dete~ leEs
than that of the neck and the coil is slipped into t he 1ntenor ~f
thl' ca.~e through the ~ecked part. The coil is then expanded 10
position withi a the powder chamber. ( .Accepted N ovember 1,
1893).
22 585. A. J. Boult, London. (U. Ma ,.ga, Brussels,
5020.
GUNS, &c.
G. Bookha m , Blrming:t;ta;m.
.Fig.
Fig. 1.
. ig .7.
.Fig.4
Fig . 1 .
Fig .1
Fig .Z.
Fig .3 .
.....
B. The track rails X res~ on the fl:~.t upper sur face of t he end
pieces B. A securing key D fits into a. h ole Dl at the end of the
cro9spiece. When t he par ts are put t ogether the track rail X
is clamped bet\\ een the r ibbed brace B1 of the end piece on its
outer side, and the offset A' of the crosspiece on its inner side,
the parts B' and Al fi tting snugly over the outer and inn er
flan ges of the rail r especti vely. ( A ccepted N ovember 1, 1893).
24,163. J. H. F. Roussel, Parts . Engines. [3 Fi,qs.]
December 31, 1892.-Tbis invent ion relates to means fo r applying
a loromotive engine to operate as a stationary one. The friction
discs a are in two pairs, each keyed on a. shaft, and so mounted
that the tr eads of the rails c are tangential to the hi~rhest point of
their peripheries, t he rails being interrupted to give passage to
the fr iction wheels so as to admit of the two pairs of dr iving
free link, which it raises against the stops on the centre link. The
whole can t hen be lifted free of the d raw-hook b, and brought
back from it, by pulling ba.ck the chain f and shackle e connected
to the back end of the centr e link. To couple the wagon t he
.. jib" is brought for v.:a.rd to ~aise the fr ee link , an~ if ~he cor.r esponding d rawbook 1s sufficently far away, t he hnk 1s earned
forward and lifted by the universal action of the hand lever over
the book and then lower ed on it. (~ccepted 1/ovember 1, 1893).
Fig.Z
ment of the hook with the r im of the cartr idge rase and with a
small spring holding t he case in pos_ltio~ until it com es in co~t~t
with the cartridge extractor El, whlCh 1s bracketsbaped , ~hdm_g
r eely between the ring B and the bolt, and so contnved ~hat 1t
does not t ransmit to the bolt the shock caused by its backward
motion. (.Accepted N ovember 1, 1893).
Fz.g. 1.
'
''
'
''
'
1J 60
Fig . 2.
IIISCELLANJCOtJS.
164. J. Morlson, Dalkeith, Midlothian, and A.
Kesson, D. Campbell, and S. Potts, Hamilton,
Lan.a rks, N.B. Washtns ~nd ~eparattng Coal, &c.
U 9f
2f/6JA
RAILWAY APPLIANCES.
wheels with which the engine is p rovided, resting directly on them,
22 267. B. S. Maxim, B exley, aud L. Silverman, the rails bei ng also continued sufficiently close up to and between
Crayford, K ent. Wheels. [2 ft"igs.] D~cember ~. 1892,- t h e two pairs of discs to permit. the engine to be run on and off.
Each shaft bas keyed upon it a toothed wheel/, these wh eels being
in ~ear with a wheel g on a countershaft lt, common to both, and
wh1eh is in turn geared by a pinion with the ring of teeth i on
t he barrel of t h e wind ing engine. When stcured, the engine is
incapable of moving either backward or for ward, and t he rot ation
E N G I N E E R I N G.
22,185. A. Govan. Glasgow. Looms. [12 F igs.] Decem
ber 3, 1892.-This invention consists of a method of instantaneously stopping the pattern barrel mechanism by the action
of the weft fork when the weft thread breaks or runs out, and
before the stoppage of the loom, so as prevent the necessity of the
pattern barrel being turned back. When the weft thread breaks,
the driving surface of the cam on the wiper shaft is accelerated,
eo that the burel will not begin to move until the mechanism has
acted, the latter acting when the weft b reaks or runs out, and
preventing the barrel f rom turning the tooth which the weaver
requires to turn back. Tbe cam which operates the pattern
b:urel is mounted loose on its shaft, and a movable clutch is provided, which is shifted out of gear by the weft fo rk when the
thread breaks. On the lower end of each of the pattern pendant
le,ers a loose pawl lever is fitted with a weighted and dis
engaging tail which falls into gear with the cross-tail banging
levers. Means are provided for turning the Dobbie pattern barrel
back the card for the two shots it has run without weft. (Accepted
N ovember 8, 1893.)
22,176. J. Mactear. London. Raising Liquids.
[5 Figs.] December 3, 1892. -Tbis invention relates to apparatus
for raising liquids. Air in minute bubbles is injected into the
lower part of a column of liquid, which, at its lower part, is in
communication with the supply to be raised, so as to cause the
g ravity of the column of liqwd to be lessened relatively t o that
of an equal column of the supply, the surplus gravity of the latter
being thus rendered instrumental in raising the column of commingled liquid and air in a continuous stream to the desired
l evel. A delivery pipe is arranged within t he well, descending to
the necessary depth below the surface of the water. At its lower
end the pipe is fitted with an inlet adapted to mechanically direct
the supply to within the deli very pipe, the inlet being in communi
cation with a compressed air reservoir, which is kept charged by
a connected air compressor. (.Accepted N ovember 8, 1893).
22,409. J. E. Carter and s. A. Wrlght, Halifax.
Turning Nuts. [2 Pigs.) December 7, 1892.- This invention
r elates to apparatus for turning nuts. The lathe is set in motion,
a nut placed u pon the mandril 6, and the tools 27, 28 on the
compound slide-rest 26 are b rought up to and turn the face of the
nut 8, and at the same time chamfer it; a grooved cam 23 on the
upper side of a wormwheel 22 operating the elide rest, the
chamfering tool being caused to remain st~tionary fo r a short
time to put a better finish on the nut. As soon as t he nut is
turned, the cam withdraws the slide rest, another cam 36, on the
under side of the wormwheel 22, being so timed as to operate a
,.
Fin.
1.
~
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.--
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_______..,.
_. ; ...
..
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.Fig. J.
23901
Fig . 2.
I~
i.I. I'}
@)
\i Ii
11
--
Ff&.J
37
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_.. , _
rod 37, and, by a le\'er 38, connecting rod 39, lever 40, the sneck
15 in t he lever 14 within the g roove of the c~utcb boss 10 eng~es
with a sneck 16 thereby stopping the rotatJon of the mandril 6.
at the same tim~ d rawing the nut against the serrated face of ~be
bush 5 the latter causing the nut to rotate, and tbu~ unscrewmg
it fro~ the mandril. As soon as t he cam has done 1te work, the
clutch boss 10 is d rawn against the spindle end and the unso~ewed
part of the mandril is caus"d to project throu~h the ~ush m the
7.) 17 8
spindle nose. As the slide rest recedes, the nut 3~ 1s brought
against the screwed end of the mandril, and is thereby screwed these straps a further cord is attached, which extends to the dept h
the hoist has to work. Around the liftin~ pulley is an endless
on. (Accepted November 1, 1893).
band a to which are fixed the oages. By pulling the cord attached
19.388. B. Simon, Manchester~ Cleaning Wheat. to the straP. OD the small drU!DS, ~be larger . wheel is c_aused to
[4 F igs.) October 28, 1892.- Tbis in\entlon r~lates_ to a method work the hfting cord more rap1dly m proportion to the s1ze of the
of clearing the air from dust so as to render 1t avatla~le for COJ? two pulleys, and at t he same time wind on the other cord for the
t\nuouslv repeated use in cleaning t he grain. A onestded f_an JS return journey. (.Accepted N ovem ber 1, 1893.)
a rranged to draw air in at a central aperture and to blow 1t out
21,427. B. Slmpson. Liverpool . Arresting the
by a narrow passage at the ci rcumference. This passage leads to
an annular pocket, forme~ in t~e c~ing of the fan, through Motion of Navigable Vessels. [12 F tgs. ) November 2i,
wbiob the air is carried 10 a dnect1on fi rst fonvards and then 1892.-This invention has reference to apparatus for suddenly
causing a large increase in the resistance to the motion of
r._.
?
...Clf} -
..
Fig . 1.
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...
_._.-
....
.......
,,,._,,.., ..,
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---