Documente Academic
Documente Profesional
Documente Cultură
E N G I N E E R I N G.
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FIG.
25.
J. E.
REINECKER,
CHEl\INITZ-GABLENZ.
FIG.
FIG.
26. TaE
fine examples of the Reh'lecker machines, that are it has passed t he experi mental stage, being in
second to none of German man ufacture. Messrs. successful use in many works.
Schischkar and Co. are exhibiting the first and
The idea which underlies t he design is this : that
Messrs. Pfeil and Co. the second , both situated at instead of a single bar being operated upon at one
the lower end of the Agricultural Hall-on t he time by a succession of tools held in a t urret, four
ground floor.
bars are being cut and shaped simultaneously by
We commence at the stand of Messrs. Schischkar four separate tools or groups of tools in the main
and Co., whose bnsiness premises are located at 1 tool-carrier. Supposing now that four successive
65 to 69, Stafford-street, Birmingham. It com- cutting operations are n ecessary to complete a.
prises ~ good collection of Ja.thefl, drilljng machines, piece of work ; the first., second, t hird, and fourt h
24.
E N G I N E E R I N G.
[Nov. 29,
1901.
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E N G I N E E R I N G.
733
tion last year was one of the most attractive in the arm by grh~ding to a circular column, the large .size
and width of face of the bull wheel that gears tnto
Champ de Mars.
The No. 4 relieving lathe of this firm- a very stiff the table rack, by which a return speed of 80 ft.
tool- is illustrated in Fig 26, page 731. In it reliev per minute is obtained smoothly; the flat tableing may be done on cutters having from 4 in. to ways, with setting-up strips in. p~ce .of vees, and
400 in. of lead. The swing of the lathe is 9tif in. the concession to possible preJudice 1n the shape
measured over the rest, and 39~ in. can be taken of a temporary bracket fitting, and upright to. the
in length. It is therefore well adapted for cut- overhanging arm, that can be used when work 1s no
ting and relieving worm-bobbing tools with spiral wider than the table.
A neat little full automatic screw machine of
grooves. Messrs. Reinecker have made a speciality
of this type o'f machine to meet the growing demand Continental manufacture at Messrs. Pfeil's stand
for correctly-shaped milling cutters. One of their is also worth noting. It takes a 14-milli~etre ro~,
devices is a means for timing the stroke of the re and larger sizes in other machines built on thts
lieving tool. Another has for its object the proper model, and contains several novel features. The
r elief of cutters sideways- that is, at angles other arrangement by which the belts are shift?d f<?r
than those perpendicular to the axiR of the cutter. quick reverse is interesting. . The mac~1ne lB
Another is the introduction of a push-key, by means stiffer than some of those bullt for cuttmg the
of which the lead screw is driven off the first back- smaller class of screws. We almost wonder what
gear pinion on the main spindle for very coarse becomes of all the screw machines that come
leads or pitches. The relieving motion may be into competition with the older ones year by
reversed by the movement of a lever, independently year, and where the countless millions of screws
of the direction of rotation of the cutter spindle, a turned out find their allotted spheres.
A small forming milling cutter machine also is
device necessary in relieving hollow tube-like tools
or face cutters. Another mechanism provides for interesting. It combines the use of a former, the
the relief of spirally-fluted cutters. Right and edge of which controls the movement of the grind
left-hand spirals are cut through the change ing wheel, with a pantagraph, by which a cutter
wheels and differenti~l gears. A copying de- can be made of a different size to that of the profile
vice is added for facilitating the making of pro- of the former used.
In conclusion, we think, as regards machine tooltS,
filed cutters. This particular type of machine
is not one in which English manufacturers have this year's Stanley Show contains enough of interest
shown to advantage. Not long since we saw some to repay a visit of a few hours. We expected to
relieving lathes in an advanced English shop occu- find little of interest, and have been agreeably
pied in cutter-making, and the proprietor informed disappointed. We have not mentioned all, but
us that he had no alternative but to go to Germany those only which seemed of special interest. As
before, all these tools are of foreign manufacture.
for good tools of this class.
The American Bilgram bevel-gear cutting machine, though sixteen years old, as yet is only
ENGINEERING V ALUATIONS.
known to many English engineers by name.
Visitors to the Stanley Show can now see one of
(Concluded from page 701.)
Reinecker's make at the stand of Messrs. Pfeil and
V A.LUATIONS :BY VENDORS AND PUROBASEBS.
Co.-the No. 2 size (Fig. 26, page 731), the maxiThe factors we have been considering chiefly
mum diameter of wheels which can be cut in this affect works which are fully or partially employed;
being 14 in. The Bilgram machine is one of the which are sufficiently remunerative to their owners
generating type, but it differs from others in the as to raise no question of sale; and which are
method of obtaining the tooth shapes. These are suffering natural decrease in value through user of
of necessity involutes, and the teeth are planed machinery, improvements in buildings or equipby a triangular shaped tool or cutter, the cutting ment of competing firms, or general conditions proflanks of which are at an angle of 75 deg. with the rooting removal of trade from the district. These
horizontal plane. The tool represents a rack tooth, force&, or in private firm s the death or ailn1ent of
the base of the involute system, and it cuts by its some of the partners, or in other instances . inflanks while the blank is rotated in a path corre- ducements offered or compulsion applied from
sponding with its pitch surface. The standard outside, may render the sale of the premise.~ and
type of tool, therefore, cuts all wheels, irrespective business necessary or desirable. An intended sale,
of diameter and number of teeth, with mathema- however, introduces new conditions which only
tical truth- several pairs of wheels are exhibited. come into force when such sale is contemplat~d, but
The depth of teeth in different pairs can be which have then to be carefully considered. It is
varied readily when desired, to avoid under- unnecessary to treat of values in the case of bankcutting in small pinions, a feature which has one ruptcy or liquidation. The prices then obtained
special application of value- that of cutting pattern are generally a complete sacrifice of the property;
gears for moulding from. No templet is used, sometimes because it is offered at a. time when
since all provisions are embodied in the construe- the market is suffering from depression in trade;
tion of the machine itself, and all the workman frequently because of the liquidator's ignorance
has to do is to set certain gauges to the instructions of the particular industry ; and al}Vays because of
We cannot attempt here the natural desire of the purchasers to make a
given from the office.
to give an account of the machine ; and, in fact, good bargain for themselves. Setting aside such
its mode of operation cannot readily be grasped forced realisations as ar.e induced uy insolvency,
by the aid of diagrams alone : but it was described and which are conducted by official recPivers,
in ENGINEERING, vol. xl., page 21. Various gauges trustees, or liquidators, there are three other
are supplied, and a set of .. about fifteen roll curves, forms under which sales may be contemplated,
viz., as a going concern; as an idle factory, either
with the machine.
Another speciality is a beautiful Reinecker uni- equipped, partially equipped, or dismantled ; and
versal cylindrical grinding machine, of the table- under compulsory powers exercised by a local
sliding type, with a very fine adjustment. It is authority, a. railway company, or other corporation
built on the lines of the well-known Brown and armed with Parliamentary powers. The problem
Sharpe model. Messrs. Reinecker have largely will also present itself in different aspects to the
developed this branch of t ho tool trade. In their vendors and purchasers, and the reconciliation will
own shops they employ fifty-five grinders of various ultimately depend on t he induce1nents respectively
patterns.
presented to them by the apparent advantages or
Two milling machines by the same firm are also disadvantages of the property. We may disregard
shown : one built on the plain '' Lincoln " pattern, the pressure sometimes exercised by the necessity
the other of the vertical type, with a swivel head, for realising the estate in consequence of family
for milling at any vertical angle, a device common arrangements : such negotiations can generally be
on the Continent. A circular table is made to bolt conducted in a sufficiently leisurely manner to
on the top longitudinal table. The lower spindle obtain the best market price; and when they have
bearing is provided with means for fine adjustment. to be hurried forward are seldom so disastrous as
Some Reinecker milling machines of the planer realisations in bankruptcy.
type are of very large dimensions. This German
As a going concern, the vendor will seek to
firm employs at present 1260 men, and operates obtain, at least, the value which appears in his
800 machine tools.
balance-sheet at the last previous stock-taking.
A "Billet er " open side-planing machine of Ger- This he ought readily to do, if the assets have
man n1ake is also exhibited at this stand. The been written down with a sufficient scale of depre4
utility of such machines is not yet so fully recog~ ciation. But in fixing the price which he should
nised as it will be in the future. We noted as special ask, it is necessary t o examine the previous valuafeatures in this, the casting of the column support- 1 tions, and carefully consider whether they have not
ing base in one with the hod, the fitting of the tool been reduced below the figures which a prudent
ENCI
734
E ER 1 N G.
[Nov. 29,
tgCt.
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E N G I N E E R I N G.
a.t applications for assistance, and auditors would worn machines may have been so renovated and 1
dwell on the danger of overvaluing assets. If the added to as to be really worth more than when new, I RB CONCILTATION WITH BooK-KEEPERS' VALUES.
directors of a limited company have in such a period but to the purchaser they are partly-worn machines,
"\Ve have already referred to the defects of bookyielded-and probably it would be wise to yield to and his interest is to decry them. Allowance must keepers' values, defects inherent in their method,
adverse influences-and written down land, build- also be made for the rapidity with which mechanical and which will equally arise whether they are fixed
ings, and machinery, it would be unwise, and, improven1ents follow each other in the present day. by the secretary or accountant of the firm, or by a
indeed, unjust to the shareholders, to give the Machines speedily become not merely partly worn, chartered accountant or auditor. It must., howpurchaser the benefit of such reduced valuations.
but obsolete, and no wise engineer will purchase ever, be admitted that the exigencies of joint stock
Again, the machinery has been automatically an obsolete machine because it is low-priced: he companies frequently induce the directora to adopt
written down to a margin of safety, but during a con- knows that it would not be really cheap.
an average scale of depreciation and consequent
tinuance of prosperous years such numerous renewals
Some advantage, however, arises from purchasing approximate valuation of assets. Probably the
and replacements have been debited to revenue a factory which has stopped working, from the necessity has been exaggerated; the shareholders
instead of capital as to render the balance-sheet facility with which alterations can be made. This, in most concerns would be willing to exchange a
value much less than it really ought to be. Here again, is limited by the future purpose to which it mere progression of figures for an annual revision,
again the estimate must be corrected by the vendor is intended it should be put. Should the purchaser so far as it could be made, if they were assured that
before he fixes his price for the works. It would, intend it for an inferior class of workmanship, or 1 the latter plan would more correctly represent the
however, be better in all cases of increment less important operations, he will certainly discount state of their property. But so long as directora
of value to keep the valuation accounts and very largely any price which may be fixed in the and financiers will imagine themselves compelled to
diagrams as nearly correct as human ingenuity a.nd vendor's books. He can always find in the market adhere to the present system, it is at least desirforesight can attain, leaving the financing considera- plenty of machines, some of them really good, able that the more correct method we have indicated
tions to be dealt with in the ordinary books of the which have been discarded by the more progressive should be adopted as a private record, and that an
firm, and an agreement effected between the results firms iu favour of improved types.
adjustment account should also be prepared. The
by means of a reconciliation account. If this were
When a factory i<J acquired by compulsory pur- following form will serve for this account:
done in all cases, and continuously, there would
be less difficulty in examining previous valuations.
The purchaser, or intending purchaser, natura11y
Difference
Value
at
DepreciaValue at
.
Deprecia- January 1 Additions
Between
regards price from a different standpoint to that of
tion
January 1 Addttions tion Written
per Valua- Written Plus or
Balance
per
Valuathe vendor : his object is to reduce by all possible
per Balance per Balance Off DecemMinus. Sheet and
tion
-Off
Detion
Sheet.
Sheet.
ber :n.
Valuation
means the amount he has to pay, and to discredit
Account. Account. oember31.
Account.
the quality of the commodities he has to acquire.
, s. d .
, 8. d.
, s. d .
, s. d.
In this he has a great advantage, from the fact,
8. d.
9. d.
a. d.
..
..
..
..
.. I
now generally acknowledged by political economists, L~nd
Buildin~ and wharfs . .
..
..
I
that prices are fixed by consumers, and not by pro- Steam engines, boilers, and furnaces
..
ducers. Dr. Willia.m Smart, of Glasgow University, Fixed plant and machinery . .
Small loose plant, patterns, and tools
in his '' Studies in Economics," says : '' Human Horses ..
..
..
..
.. 1
..
..
desire-carefully distinguishing the word from de- Preliminary expenses
..
..
..
sirability-is the only thing that can, in the last Goodwill
resort, confer value on any commodity. To put it
Total
in terms of the now dominant theory, value is mea----------------------~----------------~------~-------------------------- ---- sured by marginal utility, meaning by this the
particular utility or desirableness in the particular chase, the conditions are widely different. Primarily,
The balance-sheet valuations, additions, and decircumstances of provision or supply." In a nego- the price is eventually fixed by an arbitrator after preciation~, may also be plotted out on the diagrams
tiation for sale the purchaser is in the position of hearing such evidence as may be brought before in different coloured inks.
the consumer, and his desire, his measurement of him, if the parties are unable to agree upon it.
There is one additional way in which the valuamarginal utility, practically fixes the price-that is, Thus, although the vendor is compelled to part tion sheets and diagrams may prove useful, and
the value in the sense in which we use the term. with his property whether he desires to sell or not, that is in the correction from tilne to time of the
It is natural to suppose that he will, if there be he is protected against its being taken from him rates of percentage written off the book-keeper's
any bargaining, magnify the defects, and discredit without reasonable compensation. The "marginal valuation. Directors and auditors do not usually
the advantages, of the works; and in particular utility" is also fixed by the owner, the producer, fix these rates on a false basis through any desire
that he will, except in the case of the first advances and not by the purchaser, who is equivalent to the to deceive ; they generally err through ignorance
The human desire- the marginal of the true conditions which affect the problem
being made by himself, strictly inquire into the consumer.
reasons which induce the vendor to sell. If the utility- is, in fact, the particular utility to the Our readers will readily see that from the valuation
sale is that of a closed factory, then the inquiry vendor, who wishes to retain the property, and accounts and diag-A.am, curves, or a curve, of percenwill probably be directed to the especial motives '\\' ho has certain risks and disabilities forced upon tages could be constructed by which the directors
which have induced the stoppage of working, as him by being deprived of it. He has to consider might correct their financial accounts. Possibly a
well a~ to the general reasons for the sale. All the expense and trouble of removal, the damage short acquaintance with the engineers' calculations
these inquiries the vendor must be prepared to to plant and stock caused thereby, the cost of might induce them to abandon their own rule- ofanswer, and on the satisfactory replies he can give erecting new premises, and possibly the loss of thumb method.
will largely depend the measurement of marginal profit during the time his business is at a. stand.
It is hardly necessary t o say that these valuation
Much that is a loss to him will be no profit to the accounts and diagrams should be regarded as confiutility.
Some of the causes may be so radical in character purchaser ; but this is no fault of his ; he is under dential documents, and kept as strictly guarded
as to pro~ bit a sale, to any ~rudent investor, .for the duress in selling, and must be compensated for from observation as the detailed cost. accounts of
same business as has previously been carried on. what he loses, not for what the other gains. It is the firm. The diagrams might make a nice ornaIf the locality is unsuitable for the trade ; if it evident that these conditions make it desirable to ment on the wa1ls of the manager's private office,
became unsuitable through the development of produce very complete an~ detailed accounts to ~he prettily engrossed and neatly framed ; but they
facilities in other districts, whilst those around it arbitrator : careful valuatiOn schedules extendmg would afford too great an opportunity for observant
have remained stagnant; if the trade generally over many previous years will be a record to which criticism. Photographs of machines, bridges, or
hen a sum has other erections constructed by the company might
appears a decaying one in this country, and to be he will give great consideration.
migrating abro~d, it may probabl.Y be foun~ more been fixed, adequate under ordinary circu~stances be a good advertisement ; diagrams of values of
economical to dismantle the premises and dtsperse to compensate the vendor, he is entitled to a assets would be too c"ndid a revelation to the
the machinery than to keep it clean and in repair furt.her allowance for the compulsion exercised- visitor, especially if they at all varied from the
awaiting a possible purchaser. If, however, the 10 per cent. on the total is the a:mount which is balance sheet. They should therefore be retained
stoppage has be.en brought about by. ~ere financial usually allowed, and this percentage should in all under lock and key, and access to them permitted
blundering, which so often wrecks JOI!lt-stock e.n- cases be added by the owner in fixing the price for only to those few trustworthy and confidential
..
officers whose duties may from time to t.ime require
terprises in these d~ys, and not by any In~ernal dts- which he is willing to sell.
Formerly corporations and other local authont1es them to refer to costs and valuations.
order in the trade Itself, then the restarting of the
works under sounder auspices and management may were in little, if any, better position with regard
prove the commencement of an era of prosperity. to compulsory purchase than railway or canal comThe overloaded capital account, onerous agreements panies ; but it is impossible to overlook t~e trend
THE NEW VICTORIA STATION AT
for commissions, and unremunerative agencies will of modern ideas to take any property req m red for
NOTTINGHAM.
have been got rid of, whilst the foundations and public improvements subject to the payment of
(Continued from page 674).
very
moderate,
if
not,
indeed,
inadequate,
payother accessories to machines will remain, ready
HAviNv described the general arrangement of
for use and with their utility proved by previous ment to the owners. The baleful effects of the
~orking.
These considerations will, however, Electric Lighting Act may be observed bot h in the station- the joint property of the Great
Central
and
Great
Northern
Railway
Companiessubsequent
Acts
of
Parliament,
and
in
the
treatpresent themselves in. different aspects to .the two
parties : the vendor wtll see the errors whiCh have ment which municipal officials mete out to the we now come to that important item in the strucbeen made and the methods by which he imagines public. It will be important to engineers to re- ture--the wind screen at each end of the several
they can b~ remedied: the purc~aser
remember member that in preparing evidence for arbitrations spans of the main roof. Here again we may confine
the certain failure in the past wh10h has Induced stop- in which local or Government authorities are con- ourselves to the central screen, which is, of
paae and the uncertainty of the future producing the cerned there is more probability of obtaining a. course, typical. The. total area of . this screen is
ra:o~rable results optimistically pre~ict~d. ~t is reason~ble allowance for buildings, machinery, and 3000 square feet, it 1s 53ft. deep In the centre,
and
some
idea
of
its
importance
may
be
suggested
plant
for
which
vouchers
can
be
produced,
t~an
for
almost certain that the item of good will w1ll entirely
disappear in effecting a sale, .and t h.at machinery, aoodwill or prospective increase of profit, wh10h are by the fact that ~8 tons of steel have been work~d
into
it.
It
presents
a
handsome
appearance,
w~tle
~ot
only
speculative,
but
by
many
officials
deemed
if stopped for any length of trme, w1ll sell {or less
at the same time being workml\nltke. Ddatled
than the vendor has valued it in his books. Partly- inimical to the public interest.
.I
'V
wp1
737
E N G I N E E R I N G.
drawings of it are reproduced this week on our two- York-street b ridge it was not n ecessary to build
page plate (Figs. 56 to 86).
such a roof. The height from platform lev.el to the
The main structure or support consists of a line top of the awing roof is about 20 ft. 6 1n. The
of girders built 20 ft. from the bottom of the screen platforms arc on varying curves, and thA roof follows
(Figs. 60 to 67), -and to this the whole frame is the curves and narrows to suit the decreasing width.
suspended, while at the toE there is an a.pex girder of The awning roofs do not cover the bays or docks
the plate type, 2ft . 6 in. deep, with !-in. web, and at the ends of the platforms. They are built .in
3-in. by 3-in. by !in. angles at top and bottom, to pairs, one on each side of the bays, but a latt1ce
give a finished appearance and to afford a means airder stretches right across the bay at the same
of securing the ends of the purlins (Fig. 68), while intervals as the columns, and thus binds the whole
along the bottom edge there is a simple lattice girder stru0ture over each platform together (Fig. 87).
15 in. deep (Fig. 86), which follows the line of the The columns, along with their foundations and
arch formed in the centre to assist in improving the brackets and the drainage arrangements, are illusgeneral effect. The cross-section of the screen trated on page 738 (Figs. 88 to 103). These columns
shows these several members, and indicates also are spaced along the platforms at ~O-ft. cent~es.
that the main girder in the centre of the depth, The height of each at the north end 1s 16 ft. k 1n.,
although of lattice construction, represents a rect- and at the south end 17 ft . 2! in. The r oof is
angular or box section, 6ft. 10! in. deep, the front horizontal : this was necessary owing to its conand back members being 6 ft. 9! in. apart, with nection with the wind screens. The difference in
horizontal and diagonal lattice bracing at top and height of columns is due to the gradient of ~ in
bottom.
528, at which the rails are laid through the statwn.
The supporting of this girder was a somewhat The platforms follow this gradient, but for facility
difficult matter, and for the purpose the colun1ns in construction it was decided to make the columns
at the ends of the platform buildings, where the at the north all alike in height and those at the
screen is built, had to be greatly reinforced. The south equal with each other. The difference is
columns at this part are 43 ft. 4 in.
height and made up by sinking the foundations further into
their section was increased to 14 in. by 12 in., the ground according to the gradient. The columns
being made of two plates 14 in. by i in., two plates (Fig. 94) are built of two plates, 8! in. by ! in., and
12 in. by t in. se.cured to~e~her in a ~ectaugle ty fo.ur angles 3~ in. by 2t in. by! in., braced ~iagonally
four angles 3! m. by 3i 1n. by ! In. It was w1th bars 2! m. by i 1n. The base-plate 1s 3ft. by
decided to make not only a strong column at 2ft. by ~ in., and the connection with the stem is
the outer corners of the buildings, but also . strengthened by ~-in. gussets. rhere are riveted
in
( To be oontin ued.)
Fifl 87.
By
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to the axis of the subway, and sufficient length erected in 1892 to commemorate the fourth cent ury enormous traffic at this r oint was n ever materially
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E N G I N E E R I N G.
740
thus necessitating h eavy and careful underpinning.
The latte r operation was carried out in t he following way: Two shafts, 50ft. apart, 6 ft. square and
25 ft. d eep, wer e dug on the n orth and t he south
sides of the eastern foundation. When these had
gone d own 3 fli. below the floor of t he subway,
they were connected by a heading 6 ft. by 7 ft.,
t he roof of which was formed by the concrete
footing of the old foundation. The east side of
t he drift was in the same plane as the west line
of t he subway. A layer of con crete, 2 ft. thick,
was next placed on the drift, which, when har.iened,
received the 12-in. by 12-in. beams which support
the roof. From the cen t re of the drift outwards,
rubble masonry was built up, enclosing t he strutt ing
beams, and forming a retaining wall for the ear th
beJow t he foundation of t he monument, and preventing at the same time lateral pressures against
the western sid e wall of t he subway, and strengthening the portion of the foundation directly under
t he monument.
A part of the foundat ion of the pedestal had t o
be partly cut away, t he remainder being suppor ted
while the work was in progress, and finally allowed
to rest on t he roof of t he subway when fin ished.
To effect t his, a horizontal 6-ft . drift was excavated
through the foundation of the pedestal, having its
roof 4-ft. below the upper surface of the subway.
It was carried 6 ft. in advance, where vertical
columns 12 in. by 12 in. were inserted for the support of t he roof, the drift being continued on one
side so as to reach th e western line of the subway.
At a shor t distance from the ends of the drift,
trestle bents were set up from the concrete floor of
the subway, which bents were formed of beams
12 in. by 12 in. After this op~ration, two steel
girders, 30 in. high and 35 ft. long, were passed
through the drift, one on each side of the vertical
props, and set on t he wooden trestle bents, as shown
iu }i'igs. 56 and 59. A cushion plank was next laid
on the upper flange of the girde1s, a .. d all irregu .
larities between t hese and the roof packed wit h
iron plates. When all the weight of the foundation of the pedestal was safdy carried by the t wo
steel girders, the lower part of the old foundation
and also the verliical props were r emoved. The
subway excavation was then begun. As soon
as the foundation level was reached , the concrete bed was laid, the steel bents set up, and
arches of t he side walls and roof constructed. On
the roof of the s ubway, corresponding to the
pedestal, a pier of rubble masonry was erected, and
titted on too
.. with two
. courses of cut stone with
steel wedges driven in between them, in order to
t ransfer part of t h e load from the girders to the roof
of t he s ubway, the interstices between the wedges
being filled in with cement. This was followed by
t he removal of the two steel girders, and the filling
in with rubble masonry of all the vacant ~paces
left between the old fou nd ation of the pedestal and
the roof of t h e subway. The trestle bents were
also removed, their place being taken by the panels
of t h e steel bents, after which the subway was
rapidly carried on to completion.
Compressed air is used for motive power throughout the section. The plant of the company is
erected on a. vacant lot at the Circle, fron ting 59thstreet and Broadway. I t consists of four r eturntube boilers, two of 100 horse - power each and
two of 125 h orse- power each, consuming 8 tons of
coal per working day of eigh t hours . There a re
three Ingersoll straight-line air-compressors, two
of them h~ving cylinders 22 in. by 22i in. by
24 in., each with a capaci ty of 960 cubic feet of
free ai r per minute. The third comp ressor has
cylinders 24 in. by 24!s in. by 30 in., and a capacity
of 1225 cubic feet. 'l'he air is delivered at a pressure varying from 75 lb. to 80 lb., th rough an 8-in.
pipe to a cylindrical bteel receiver, 54 in . in d iameter and 12 H. high. The compressed air is
carried in a.n 8-in. main from t he rccei vor to the
btreet, where it bifurcates : one pipe- a. 5-in. onegoing south a distance of nearly 3000 ft.: while the
othe r- a 4-in. pipe-goes t o supply the north end
of the section. 'fhe !Jipe line is provided with connections, 50 ft. apart, so t hat power may easily be
taken wherever needed for the work. The plant is
run by three men-an engineer, a fireman, and a
helper--in a shift of eight hours . It operates thir tyfive drills, four cable ways, and nine derricks.
The drills employed are of t he Ingersoll type ; t he
cableways situated along t h e trenches have been
supplied by the Carson Lidgerwood Company, and
have g iven great satisfaction. The stiff-legged
derricks are provided with t hree r opes-viz. , the
F ro . 7.
STANDARD
BociE.
thi:5 extra. work is underta ken for lhe ea.ke of " hat is
t ermed " finish. " That is to say, to make more ornamental certain erlges of members of the underfrarues
of goods wagons- edges that are turned inwards
and which one would neYer see unless one crept
underneath, or t he wagon were turned over. The
makers themselves acknowledge that the stamp
iogs are hotter for practical use as they come
from the pre~s than when "finished." W e did not
see in the Americl.n works the same elaborate installation of hydraulic slot t ing presses and grind ing
machinery for t he purpose, and we don bt if the
American firm would do the same work even jf asked.
1 n this matter BriLish manufacturers might d isplay a
litLle more common sense. \ Ve have heard a gocd
deal lately about the cheapness of foreign locomotives;
and this has Leen attributed by a. good many English
engineers to the inferior nature of the work done
abroad. H owever far this may or may not be t rue
of essential details, there is undoubtedly a. great deal
of expensive work done in this coun t ry which handicaps contractors in regard to price, and cont ributes
nothing towards efficiency. ' " e a re a.11 proud of t he
British t radit.ions of honest engineering wmk but
superfine unnecessary finish and superfluous orn~men
tal ion are things indicative of decadence.
Trusting our friends will forgive us this mild criticism of their most excellent work, we proceed to deal
with the wagons illustrated. Figs. 1, 2, and ~ on
p9.ge 743, show an elevation, plan, and oross-secti~n of
a. high-sided steel bogie-wagon, with pressed steel
under frame, this wn.gon having a carrying capacity of
70,000 lb., and. being of a type of which 150 wagons
have been bmlt for the Imperial :M ilitary r ailways
of the Trt~.n.svaal Colony. Fig. 4, on page 746, is
a. reproductiOn of a photograph of one of these
wagons. As will be Eeen, theEo wagons are fitted
~ith r.: vacuum brakes.
The length over head-stocks
1s 3o ft., between centres of bogies 24 ft., and
over buffers 38 ft. 2~ in. The inside width is
7 ft. 9 in., the dep t h inside is 4 ft., and the height
to centre of buffers 2 f t. 11 in. unloaded. 'l'he
NOTES FROM THE UNITED STATES.
weight of the wa gon empty is 29,000 l b. ; the length
PniLADELPlliA, November 2 1.
of wheel-base of each bogie is 4 fli. 9 in.
I NDU TRIAL conditions throughout the, tates maniThere is one door in the centre on each side with
8 H. leng th clear in the opening. This door i~ only fest increasing vigour, and trade is in a general way
2 ft. 9 in. high, EO as not to come too near the ground of larger volume. As regards iron and steel inter ests,
when swung down ; but there is a movable door or the general tendency is in the direction of a hi gher
partition,. abov~? to clo~~ the opening thus )eft. This ran ge of values. The real purpose of the managers
1s shown m the tllustrat10n. The side and floor plates of the great steel interests is to prevent an upward
of the body are itr in. thick, with ~-in. rivets. The break which they believe would have a demoralising
influence upon values in general. It would be the
wheels are 2 ft. 9 ~ in. in diameter on tread.
A ~imila~ typ~ of ~agon, of which we give a per- easiest matter in the world to advancl3 prices 10
sp~cttve new m Fg: 5, on page 746, has been or 15 per cent. Buyers are willing to pay that
butlt for the Caledoman Railway; thirty of these advt1nce for the sake of assurances as to dates of
having been recently ordered. These are 30-ton coal delivery. P roductive capacity is sold so far ahead
wagons, allowing 40 cubic feet to the ton, and have that those consumers who have not yet fully provided
been designed for carrying locomotive coal. S ix of themselves are quite willing to pay an advance for
these were standing in t he sid ing at t he time of our the sake of being able to r ely upon suppliAs at a
given time. The over-sold condition now around the
visit, and made quite an imposing train.
In Fig. 6, on page 746, is shown the underframe of t rade is worse than at any time in our history.
the Ualedonia.n wagon mounted on i ts wheels and Inquiries are still coming in for very large quantities
carrying a weight of 90 ton~, in the shape of steel of material, and in a few cases contracts have been
blanks for stamping bogie frames. We refer to this made within the week for the delivery of material
again later. In Fig. 7, paae 740, is shown a Caledonian next autumn. The latest development in the affairs
car bogie, practically
the fame design as that of of the United States Steel Corporation is that it has
the Field ~orce car illustrated in Fig. 4 ; th ere being opened a Bureau of Mines and Mining at Pittsburgh,
only an ummportant difference in one detail- it is in for .the purpose, as is believed, of entering the coal
fact, the standard bogie of the Leeds Forge Compa~y. ~usmess on an extensive scale. This corporation, as
Annexed to Fig. 1 we give a diagram of the results 1s known, h_as become the owner of very large mineral
of the t est of the underframe before referred to. areas, part10ularly the Pocahontas district of West
This test was made in order to meet the require ments Virginia. This move shows that this great corporation
of the contract, although the load was about three proposes to develop its coal in terests upon a scale
times that specified. Mr. J. Falshaw Watson, the commensurate with its fuel requirements. The plans
inspector for the purchasers, certified that with 83 tons have not yet been set forth.
The new steel combination to which r eference has
distributed, and an additional 7 tons in the centre,
the max imum deflection of the underframe at the been. heretofore made is slowly taking shape, but no
centre was ~ in., and of the bogie ! in. After the d~fimte results have yet been reached. Its territory
removal of the load there was no permanent set in the wlll be east of the Alleghany Ivlounta.ins. Meetings
underframe or any other part. The result is certainly of steel managers have been held several times recently
remarkable, and shows how well long trucks con- a.t the Waldorf-Astoria. There is also a rumour of
structed on this principle can be trusted to carry their another combination which will abs?rb brass furnaces
load under any conditions of service. The thickness steel w?rks, ir~>n and ~oal pr?perties in Pennsylva.ni~
of metal of the outeide members or sole-bars is i rr in., and Oh10, and 10 certa1n port10os of the lake regions.
and of the centrallongitudinals is ! in. As shown, The Republic Iron and Steel Company has r ecently
the greatest depth is in the middle, and the deepest contracted for the deli very of nearly 100 000 tons of
flanges are also at the central part, where the stres~es Tennessee forge iron at 10.25 dols. atSouth~rn furnaceP,
Other large contracts have been enterei into for the
are naturally greatest.
A good deal has been said of late-some of it delivery of foundry iron, in some cases running all
foolishly-as to the desirability of int roducing the big through next year. Bess~mer iron is still in good dewagons, or freight cars, of America. into this country. mand. The Wabash Ratlroa.d Company have just
No doubt the 8-ton wa gon could be improved, but ordered 40,000 tons of rails, and the Illinois Cenliral
many difficulties stand in the way of running 35-ft. or ~a.ilroad 50,000 tons. There has been a scarcity of
40-fli. cars in regular service on British railways. The b1llets f\)r mon ths past, and there is no sign of relief.
chief of these are the arrangements at the collieries, The Ca.rn egie Steel Compauy have j ust booked an ord er
aud at the shipping ports. So far as curves are con- for 19,000 tons of structural material for one of our
cerned, the long bogie wagons are even in a better easte~n roads.. ~arge or~ers for rails will be placed,
position than the ordinary standard truck, for the as ratlroad bmldmg nqutrements are assuming larger
8ton wagon has a wheel-base of 9ft., whilst that of and larger proportiont~. The car shortage heretofore
each bogie in the 30-ton car is but little more than referred to is still a very serious matter, and some
half this. We s1.w one of these 35ft. wagons taken fur~aces have been shut. dow~ and others may be
round a quarter circle curve of 80 ft. radius without obl~ged to. There w~s qUlte an m orease of production
any grinding of the flanges of the wheels ; but that of tron and steel dur:mg October, but, notwithstanding
that fact, consumers m many cases are short of material.
is no more than would be anticipated.
A large number of these long wagons have been Th~ demand for shipbuil?ing material has become quite
supplied by the Leeds Forge Company to the Indian an .Important feature owmg to the policy of most shipand Colonial railways during the last ten years; a nd butlders to promp.tly ord e~ all the supplies necessary
the company has bad two 40-ft. wagons constantly in to c~ver construction reqturements as orders are taken.
use for two years bringing coal from collieries to the Adv10es fro~ .int~rior points indicate the prevalence of
works. The wagons need not, of course, be turned, ~nusual aot1vtty m all manufacturing and commercial
so the question of turntables does not arise, as with hnes. The industrial situaliion could not well be much
locomotives. Weighbridges are not long enough to better, and distributive agencies are being severely
take the whole wagon, but that is got over by putting taxed to keep the wheels turning. There are no evione end on at once. This method g ives accurate results, dences .of. depression, or of weakening of prices, or of
as was shown by some trials made at Derby. No a. substdmg dema~d. . Everything is. being run at
doubt tipping, and, in some cases, loading, are the htgb pressure, and 1t will be a long t1me apparently
chief difficulties, and here we shall have to possess our be~ore producing capacity will meet the general resouls in patience until appliances are altered at the quirements promptly.
shipping ports and collieries. In the meantime there
is a good deal of work that might be done, and
TRAIN RESISTANCES.
p~rhaps, now tha~ a .substantial example has bee~
AT the ordinary meeting, 01;1 Tnes~ay, November 26,
gtven, the use of btg mmeral wagons will extend .
The pressed-steel underframe is, we understand Mr. Charles Hawksley, Prekudent, m the chair the
read was "Train Resistance )J by l'v{r J A F
mad~ up ~f about a fourth the number of parts that ar~ paper
M.
Inst.
C.E.
'
'
'
Aepinall,
requued In a channel-bar trussed frame, and it would
This. paper dealt with the result9 of experiments carried
probably be about 3000 lb. lighter than the latter, if out
wtt.h a d~namoD?eter car on the L~ncashire and
of the same strength. Naturally there would be fewer Yor~htre Ratlway, m an endeavour to arrive at the
rivets in a case when parts in different planes are traott ve effort reqlllred to haul modern rail way carriages
stamped out of the solid, in place of being built-up with The author stated that a long series of exper1ment:a, th~
ot
741
E N G I N E E R I N G.
JOUrney.
The method of coupling engine and dynamometer-oar
by a. rigid coupling was described, and details were given
of the testR of the drawbar-springs. Modern bogiecarriages fitted with oil axle-boxes had been used for the
experiments, the number of carriages being varied, and
the results being recorded in each case. Di~ra.ms showing the wheel-bases, illustrations of the axle-boxes and
journalg, and a statement of the weights of the vehioles
were given in the paper, so as to show clearly the nature
of the stock experimented with.
T ests had been made at speeds v~rying between 5 and
50 miles per hour on the railway running between
Wigan and Southport, this line having been chosen as
it was almost straight and had easy gradients. The
trials had been conducted in the following manner :
The po3ition of the regulator and reversing gear on
the engine was marked for each trial, these positions
being governed by the speed ab whioh it was desired to
run. After the regulator and wheel ha.d been set, they
were left in position during the whole of the ran, the engine
being allowed toacquirewhatever speed it could, and ateam
pressure being kept a.s constant as possible. Both the oub~ard and return journeys were made with the engine set
tn exactly the same position. This was judged to be the
bes b method of ascertaining the traoti ve force required to
haul the train at different speeds, as the acceleration which
would have been caused by altering the position of the
re~ulator wa:s en~irely elimi.nated ; an~ the gradients
bemg very shghtJ, It was posatble to obta.m readings ab a.
constant speed for a mile or more.
The author drew attention to apparanb d~orepancies in
the results of several experiments, and suggested the probable causes thereof. The mean result of these tests
however, was embodied in the formula
'
R = 2.5 +
3
50.8 + O.U27d L
V the
E N G I N E E R I N G.
742
Pig.57.
.f'4J.58.
Fig.56.
ELEVATION
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744
::--
E N G I N E E R I N G.
'
GLASGOW, Wednesday.
Glasgow P ig-Iron Market.- The warrant market was
flat la.stJ _Thursday forenoon. Upwards of 7000 tons were
sold, chtefiy Cleveland iron, one lob being done at 43.3. 2d.
three months fixed. Scotch fell ~d. per t on, Cleveland
l~d., and hematite iron ld. per ton. At the afternoon
market 4000 tons were dealt in, and prices were without
further change, and Cleveland was again sold ab 433. 2d.
per ton three months. Scotc,h warrants were not quoted
m the afternoo~. The close was : Cleveland, 433. 1 ~d.
per ton cash, w_htle Scotch and Oumberla.nd hematite iron
were nob ment1oned. At the forenoon markeb on Friday
some 6000 tons were dealt in, and the tone was flat.
Cleveland fell ld. per ton; but subsequently it sharply
advanced, the net gains on the day being 2d. per ton
Scotch and 2d. per ton on Cleveland on the day. In the
afternoon about 8COO tons were dealt in and prices were
firm. The settlement prices were: S~otch. 55s. 7i d.;
Cleveland, 43!. ; Cumberland hematite iron, 57s. l i d. per
ton. The market was very idle on Monday forenoon
only 1000 tons changing hands, one lob each of Cleveland
a'!ld hematite iron. The former was l~d. better at 43s. 4i d.
per ton cash buyers, and the latter ld. up at 57s. lld. per
ton sellers one month. Scotch warrants were called ab
55s. 9d_. per ton cash buyers. About 6000 tons changed
~ands m the afternoon, all Cleveland, the price finishing, as
m the forenoon, at 433. 4!d. per ton cash bu yers. Scotch
warrants were quoted at 55s. lOd. per ton cash buyers and
56s. 3d. sellers, being an advance o( about 4~d. o~ the
day. The settlement prices were: 55s. 9d., 43s. 4!d.,
and 67s. 1Qld. per ton. About 7000 tons were dea.lb
in on Tuesday forenoon, including some lots of Cleveland
at from 43s. 3d. to 43s. 2d. p er ten three months; hub,
fina.llr, Cleveland was d own l~d. per ton. At bhe afternoon
meetmg of the b rokers a moderate amount of business
was done, and prices were weak, Cleveland having lost
3~d. per ton on the day. Cumberland hema.tite iron
changed bands at 57s. 7!d. per ton cash and one month.
The settlement prices were: 56s, 43s. 3d , and 57~. 7!d.
per ton. The market this forenoon was steady, and
aboub 90CO tons of iron were dealt in. BusineEs was confined to Cleveland iron, the price of which left off ab
43s. ld. per ton cash buyers. About 5000 tons ohan~ed
hands in the aftErnoon, all Cleveland, the price fimshing, as in the forenoon, 43s. ld. per ton, the lowest
quotation for a considerable period. The settlement
quotations were: 56s. 3d., 43s. l~d., and 57~. 3d. per ton.
The following are the quotations for No. 1 makers' iron:
Clyde, 66s. 6d. per ton; Ga.rtsherrie, 67s.; Calder-out of
the market; Langloa.n, 69~. 6d. ; Summerlee, 71s. : Ooltness, 71s. 6d. per ton-all the foregoing shipped ab
Glasgow ; Glen~a.rnook (shipped at Ardrossan). 66s. per
t on ; Shobts (sb1pped ab Leith}, 703. ; Cnrron (shipped at
Grnngemoubh), 67s. 6d. per ton. There is a large
amount of business doing in Cleveland iron from day
to day, the probable turnover during the week amounting to about 30,000 tons. A number of tired holders, eviden tly discouraged by the keen competition in Canadian
iron, made up their minds a few day~ ago to realise, and
the "bears" took ad vantage of the opportuniby, the consequen ce being that the price receded to 43s. O~d. cash
sellers per ton. The number of furnaces in blast is 83,
against 81 ab this time las t year. 'he stook of pig iron
in Messr&. Oonnal and Co.'s public warrant stores stood
yesterday at 57,319 tons, as compared with 56,612 tons yesterday week, thus showing an increase for the week
amounting to 707 tons. Private advices from America
report a strong demand and aoti ve business, chiefly for
immediate requirements.
F inished Iron and Steel.-Private cable ad vices received
rom America. last Friday state that the business doing
in the i ron and steel trades far exceeds the most sanguine
expectations ; the report for Scotland, however, is nob so
brilliant. Hema.tite iron d elivered ab the steel works is
quoted ab 62~. 6d. per ton, and there is a certain degree
of briskness in the demand for it ab the price. Shipbuilding and bridgebuilding steel is in fair demand at the ourrent prices, and finished iron id in somewhat! brisk d emand,
and prices are fairly well maintained.
?f the _Yorkshire col_lieries is having the effeob of stiffenmg prices. There 1s less hard coal b~ing consumed ab
many of the large works, and common o:>al is plentiful
and rather cheaper.
Card~ff. -The
E N G I N E E RI N G.
MISCELL Al\TEA.
I N the year 1880 there were altogeth er 163,&99 p ersons
en gaged at the German blast-furnaces and iron work s ;
in the year 1900 the figu re had risen to 5,336, !)04 p eraons.
745
A tlantic fleet of the North German Lloyd . S h e was
then sh own on her m aiden voyage to N ew York, and s he
carried on board t he apparatus for a series of anima t ed
p hotographs, the resulting pictures from which were
shown in L ondon on Saburday last. T hese pictures
are of a hig h d egree of merit. a re very inter esting as
sh owing t he life on b oard, an d are graphic eviden ce of
the t err ific weat her she encoun ter ed whilst crossing t he
Atlan t ic ; they n umber some t hirtr subjects and cover
the voyage from t he sbar b from Brem erha ven to the
arrival and d ocking ab New York.
For elevating t h e refuse from the sbamp m ills ab the
L~ke Linden mine, owned by t he Calumeb and H eola
Mining Company, a very large sand-wheel b&s been built
to t he designs of Mr. E. D . L ea vitt. This wheel is 65 f t.
in diameter, and has 520 teeth, the teeth beins- milled t o
sh ap e. Ronnd its edge are buck ets, which p1ck u p t he
taihngs from a shallow pit below the wheel, and deliver
them a t the top t o a trough. The wheel m ounted, com plete, weighs 1,000, 000 Hi. The axle is of K r upp steel
32 in. in diam eter by 27 fb. lon g, and is h ollow, th ere
being a 16-in. hole from end t o en d . T he sp ok es are steel
r od s 4 in. in d ia meter , t ighten ed up by n uts, as in the
oa.se of a bicycle wheel. A n electric m obor is used for
driv ing the wheel by means of gearing, and is capable of
exer ting750 horae-power.
Much to the disappointment of all concerned , t he long looked for armour trials on bhe armoured coast defence
sh ip Belleisle h ave h ad to be p ostp oned. They were t o
h ave tak en p lace on Tuesd ay last, off t he eastern end of
the I sle of Wig ht, and early in the m orning bhe Belleisle was to wed out to th e moorings which h ad been laid
d own for h er off B embridge. V ice-Adm iral D oug las and
R ear-Admiral May r epresented the A d m iral ty, and a t
9 o'clock they proceed ed out t o Spitbead in the E nchantress. By the time t he y acht h ad reached the Bellei~le,
however, haze had con siderab ly thicken ed, so that it wa9
impossible t o see clearly for more th an half a mile. There
was also a strong n orth-east erly wind and a heavy sea., to
add to the diffi culty. In the circumstances i b was felt
unsafe t o carry ou t firing, and the trials were there fore
order ed to be post pon ed.
In a paper read b efore the Tenne3see Good R oad s Con vention, M r. Hunter M cDon ald r emarks that i t is often
a more difficult task to make a good road out of an existing bad one, than t o b uild one ab i nitio. First-class roads,
h e con.siders, should ha ye n o g!ad~ents exceedin g 3 in 100,
save m very m ountamous dtsbn ots, wher e 6 per cen t .
~ades may b e employed. The h eaviest railroad g ra d ien tJ
10 the Sta te is, he states, 1 in 24, and has to be worked
by m ean s of p ush er engines. S imilarly, if a road has all
i ts gradients but one of 3 p er cent., and that on e is 6 per
cen t. , a wagon er will be unable to haul over the en tire
line a greater load than he can take up t he 6 par cen t .
gradient, unless h e can d ouble his t eam. O n second-class
roads 5 p er cent. gradien ts may be ad mitted, and on t hirdclass roads 9 p er cent. in extreme oases, bu t in gen eral nob
greater than 6 per cent. Mr. M oDon ald holds t hat i t is
bad policy to build a wider road than the travel req u ires.
For road metal hard stone sh ould be used, b u t when t his
is purchased r eady brok en. and the work is d on e by h and,
ther e is a risk of soft, easily-b roken st one being provided .
H en ce Mr. M cDonald considers that hand-brok en s tone
is n ob so good as machine-brok en. The largest dimension
through any piece used should be 2 in. O n most roads a
6-in. layer is sufficient. In making repairs i t is impor tan t t o
loosen up the old macadam befor e spreading the n ew metal.
~
... .
~
aS
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~~ -oc::
"0
...
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-8
Ql
c 1> 0
pected t o last much longer, it is anticipa ted that they ~ :::
Ql
C.J
a..
...
0
.
Q) ~
Q.
"0
Ql
will prove cheaper in the end. The holes for the fencin~ ~ I:Q ~cr. ~
~
m
~
m
~
10
a.
m.
m. P.
wit h concrete feet.
1 11.8 1.5 407.0 1 61 132 .432 }
In hie speeoh to bhe s hareh olders of the B ritish W est30.779
ing house Company, Mr. W eatingh ouse etated that ib was 2 , ll.18 t 6 I 401.4 2 3.6 29.126 }
} 31.067
31. 35 &
expected that they would be able to s tart actual manu31.300 " t ~.
3
11.28
1.7
4H
.
2
1
.
n
.
450
4
7.
2
33
.
532
}
}
facturing ab Manch ester early in 1902. 'be works inoo mea.31. 6 16
I
clude a machine-shop 430 ft . wide and 900 fb. long. The 4 11 38 1.3 403.5 2 2 29 508
sn r ed
} 31 .3681
m le.
iron foundry is 170 fb. wide by 500 fb. lon g, and the oth er
3 1.1{)2
foundries, the pat tern-shop and the for ge occupy an Qbh er 6 , ll.47 1.3 408.5 l
31. 315 "
H. 438
buildin~, 170ft. wide by 580 ft. lon g. Special a t tention is
t o be p aid t o the comfort of the employ es in the m atter of 6 1 11.67 11.1 403.6 2 0 130.0301
beating, ventila tion, and lava tory accommodation ; and
h ouse accommoda tion, wi th electric and gas-heating app liMeans for the three hours' trial , 230 lb. steam ; 64 lb. in first
an ces will be provided near the works for such of the intermediate receiver, 13 lb. in second intermed iate receiver
20.8 in. vacuum ; air pressure in stokeholds, 1.3 in.; mean revo~
workmen as care t o take them.
lutions per minute, 404; mean speed during three hours
In our is m e of September 27 h st, we g ave an illustra- 31.121 knots; indicated horae-power, 6450; coal consumption 0 ~
tion of the Kronprin z Wilhelm, the latest nd c} ition to the the t hree hours' continuous run, 1,97 lb. per horse-power.
1::
Cl)
--
Cl)
E NGINEE RI
N G.
[ N 0 V.
C 0 N T RUC T E D
BY
THE
LEEDS
F 0 R GE
C0
~IPA
N Y,
2 9, I 90 t
LIMITED,
LEEDS.
FIG.
4.
BoGIE WaGON
(70,00 LB .
CaPACI TY) FOR THE l MPERUL l\iiLTTARY R Arr.wAYS oF THE TR.A NSVA AT
Fw. 5.
FIQ.
6.
UNDBRFR.<ti\1.& AN.L>
BOO I ES
OF
Oio'
90 To.N
ENGINEERING,
NovEMBER
29, 1901.
THE VICTORIA STATIO N AT NOTTINGI-IA lVI OF THE GREAT CENTRAL AND GREAT
RA ILWAY COMPANIES; DETAILS OF WIND SCREENS.
NORTl-IEI~N
Fig. 56.
HALF INSIDE.
HALF
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OUTSIDE. E.LE.VATION
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SECTIOI<
747
E N G I N E E R I N G.
PAO P.
228
ZlJ
2-ll
2:12
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SUBSCRIPTIONS, BOMB AND FOREIGN.
---
;..__
CONTENTS,
I
PAOK
M 1chine Tools at the
El eo ~ rio R ailway Co:nmu oiStanl fy Sllow ( l llus. ) .... 781 1 cation within the M ~tro
Engineering _Yalu.tions . : . . 733 1 polis .. .. . . .. . . .......... ~~0
The New V10tor1a Stat10n
Notes ...... ..... ... . .... 1o2
at No~ting h a m (l llus.) .. 786 Gy roscopic Action a'lil t he
Th e New Subw~~.y in Ne w
Loss of the 11 Cobra" .. .. 762
York City (J llus. ) ...... i37 " The Architt>o ural Side cf
Large R'li lway Wagons (ll
I En ~ inee ring" ... ... ... ... ~6J
ltt8lrated) .. .. . ..... . .. 740 M. .Ma bot's Tes t of a Gas
Notes from t he United
Producer and a G.1s
Stat es .. .. .............. 741
E'lgi ne ...... .. ...... .. 753
Trai a Resietances ..... .... 74 1 Balancing Locomoti ves .. .. 753
Notes from the Nor t h .... 744 }loment of Resistance . .. . 76'!
Notes from South York
The Royal E ngineers .. . ... 763
shire .. .. ........... .. . .. 744 Industrial Notes . ......... 75J
Notes from Cleveland and
The Balancing or Locom?the Northern Counties .. 744
tiv ~>s (l llust.rated) . . .. . 766
Not es from the SouthThe Physical Society ...... 767
We~t ...... ...... . .... .. 744 Royal Meteorologica l SoMiscellanea .. .... .......... 746
clety .. .......... .. .. .. .. 767
Electric Haulage on RailThe Discharge of Sewage
ways . . . .. .. .. .. .. .. 747
int o a Tidal Estu!l.ry .... 758
Eogioeeriog Schemes in
Lannohes and Trial Trips . . 758
Parliament . . . . ..... ... 74 8 .. Eng ineering " Patent ReTorpedo-Boat Destroyers . 749
cord (lll1t8trated) ....... 759
Wi th a Two-Pagt E ngraving of T HE VI O'l'ORIA STA T I ON
A T NOTTING H A H Oli' THE GR EAT CEN'l'RA L AND
GREAT NORTHERN RA I LWAY COJIPANJE>; DET AI LS OF Wl l\D SCRE ENS.
.
PAO F.
--
NOTICE~
OF MEETINGS.
--
ENGINEERING.
FRIDAY, NO V E!J1.BER 29, 1901.
ELECTRIC HAULAGE ON RAILWAYS.
THE inaugural address of Mr. William Langdon,
before the Institution of Electrical Engineers on
Thursday, the 2 lst inst., dealt largely with the use
of electricity a'3 the haulage power on railways.
Mr. Langdon is convinced that the steam locomotive has seen its best d!lys, and that in the futurethe comparatively near future- it will be replaced
by the electric motor. As a rail way man himself,
he k nows the great vis ine)'tiP3 which characterises
the Boards of our leading lines, and he is aware
tlnt they are not likely to undertake immense
expenditure as long as the slightest doubt
exists as to its being profitable. But he warns
them that there are such persons as rail way
engineers whose business is to construct railways,
and that these persons will seek to find opportunities for work, and will not be deterred by any
consideration of t he injury their schemes may
inflict upon established interests. "Railways, " he
says, " hMe to face the fact that electricity as a
motive power is before them. That if it is not
applied to the existing systems, it wi ll come independen tly, ani in competition with e.xisting io.
E N G I N E E R I N G.
at a profit. Speed is undoubtedly expensive,
whether obtained by steam or electricity, and the
desired reduction in freight rates can never be
obtained if t he speed of the trains is to be increased.
Electric motors of any desirable power can be
obtained by coupling two or more together under
the con trol of one driver, and trains of any length
handled ; but this cannot be done economically at
high speeds. Mr. Langdon saya : " Let us assume
that in shortening these slow and heavy trains we
are able to run them at a speed of not less than
40 miles an hour. As there would be n o shunting, for the reason that, with the exception of the
express trains, all would be moving at about the
same speed, it is clear we should practically double
t he capacity of the line, and that without increasing, the labour charges ; because although we double
the trains, we halve the time. The number of
trains that would come under this category would
probably be 75 per cent. of the entire number, and
if the method would admit of the acceleration of
the exprec:ses also, it may well claim an increased
c1pacity of 100 per cent. In other words, such a
result would avoid that duplication of t he lines
which is now unavoidable, and which is adding
milli01u, year by year, to the capital account. "
Apparently Mr. Langdon would have only two
speeds on the line : expresses at the higher, and
goods, mineral, and stopping passenger trains at
the lower. There is a charming simplicity about
this ; but we doubt if it could be attained in
practice with economy. Electric traction will
require an enormous capital outlay, and it will
need to earn interest on this, chiefly by econ omy
in coal, added to a number of petty savings which,
insignificant severally, may be considerable in the
aggregat.e. But if the goods trains are run at
40 miles an hour, where is the saving in coal to
be obtained ? And if the number of locomotives for
a given traftic is to he doubled, where are the
smaller economies to be found ? The fact is that
lines having a very mixed traffic on one set of rails
do not offer a favourable field for electric traction.
If a company cannot secure a larger traffic, it will
scarcely see a return for its outlay, and a larger
traffic can only be got by increased facilities. The
merit of electric traction is that it enables a quicker
and more frequent service to be given, and this
means that the line will be fuller. With double
roads this presents no great difficulty ; the fast
traffic can take one, and the slow traffic the other.
But if both classes of trains have to run on the
same metals, there must be constant shunting and
delay.
It is worth while to point out that the threephase system of traction does no ~ req uire all trains
to run at one speed. It is quite easy to wind
motors to run at any speed within limits for a given
periodicity of current, while with geared motors
further varieties of speed can be obtained by using
different ratios of teeth. At the present time there
are several varieties of engines on all lines. Expresses are not run by the same ~ngines as stopping
trains nor are fast goods t ratns drawn by the
same i ocomoti ves as mineral trains. Each engine
is designed for a given speed on the level, and it
would be a g reat advantage if it could maintain this
speed on gradients, for it would save much delay.
\Ve hold n o brief for the alternate-current system ;
indeed, for the Metropolitan railways we have
taken a decided position against it ; but we are
strongly of opinion tha.t there is a field before it in
which it shows to great advantage. The matter at
issuE.\ is to decide what are its limitations and its
capabilities. It looks as if some of our rail ways
of second rank would have to come to a decision
on this point in the near future on very insuftcient
evidence. I t is quite possible that one or more of
them will have to undertake to apply electricity to
a part of its line~ in order to . prevent the co~
struction of a rival undertaking, and that It
will either have to take a leap in the dark or
else adopt a more expensive sy;;tem for the
sake of the assurances of safe working which it
can afford. It would be wor th the while of the
t hreatened companies to co~b~n~ to carry o ~t
complete experiments at their JOIDt expense, m
order that both they and the world migh t know the
exact truth. If electric working over a fairly long
distance did not offer the advantages claimed for
i t they could then oppose outside schemes with
s~ccess; wh ile if it were favourable on t he whol~,
t hey would know where they stood. In .any casd,
t he money would be well spent., and Parltamentar_Y
Committees would no lon ger feel t hat the oppos1-
ENGINEERING SCHEMES IN
PARLIAMENT.
THE engineering schemes to be submitted to
Parliament in its next session do n ot promise any
special activity in the matter of railway construction-at least so far as the principal companies are
concerned. For t his there is probably more than
one reason. In the first place the ITouse of
Commons last year treated in a very cavalier
fashion Bills promoted by certain of the companies
on the ground that no adequate measures were provided for in the Bills for the re housing of those to
be turned out of their d welliogs by certain of
the proposed works ; although the technical
advisers to the Board of Trade were of the
opinion that these works were highly necessary.
Such action is pretty sure to turn the attention of
railway directors to the question as to whether they
cannot, by a reconstruction of their rolling stock
and changes in their present methods of operation,
do a good deal to avoid the presen t necessity for
much of the new construction, and thus give Parliament no opportunity for the exercise of its somewhat short-sighted philanthropy. Apart from this,
the fact that during the past twelve months dividends have declined to an alarming degree must
also ha,e its effect in rendering directors chary
of still further increasing their capital account
by new extension~, the more especially as in
many cases they may have to meet the competition of a number of light railways constructed comparatively inexpensively and capable
of being worked at a much cheaper rate than a
line subject to the whole of the restrictions imposed on railroads proper by the Board of Trade.
In this connection i t has to be n oted that more
than one company is seeking powers to adopt
electric ..traction, and quite possibly this but foreshadows modifications in the working of rail ways
which may have nearly as great an effect in
stimulating passenger traffic as had the inauguration of the steam lines in the early part
of last century. At present, though an excellent service is provided between the larger
centres of population, the train services to t he
smaller towns and villages are infrequent and slow,
so that, including t ime lost in waiting at stations,
it often takes as long to complete the last 10 miles
.
of a 100.mile trip as to run the first 90.
Coming to the schemes for which Parliamentary
sanction is sought, we n ote that the district
lying east of Sheffield and south of Doncaster
is coveted as a feeder by more than one of
Thus the North - Eastern
our principal lines.
Railway Company propose in their Bill the construction by themselves alone, or in conjunction
with the L~ncashire and Yorkshire R~il way, of
three lines cantering in Maltby- one branch is to
run south to Dinnington, a distance of 3! miles ;
a second, 3 miles long, north-east to R avenfield ;
and a third, 17 miles long, through Potteric Carr,
near Rossington, on the Doncaster and Retford
line, and thence to Doncaster H.acecourse, beyond
which the line is to be continued to Thorne
Junction on the Doncaster and R elford line.
There will be a junction with existing lines at
Black Carr and also with the authorised Dearne
Valley line, near the same place. Ot~er li~es
will join up the proposed racecourse statwn '!Ith
,Joan Croft Station on the Doncastor-York hne,
and with the Lancashire and Yorkshire R ailway
at Shaftholme and at Heck Stations. The Bill
also provides for the purchase of the Isle of
Axholme Lioht Railway and of the Goole and
Marshland Lioht Railway. This purchase and the
construction ~f the lines proposed would extend
the southern range of the company considerably.
The other work proposed is of minor importance,
and consists of junctions at North Benton, Northumberland between the company's Blythe and
Tyne line, ' and their Newcastle. and Be~ wick line,
and also with the P onteland Ltght Ra1lway. In
Yorkshire they propose to construct at Altofts
a junction between their line and ~ha.t of the
Midland Railway Company. The prmCJpal proposals brought forward by the Great Northern
[Nov.
2 9, 1901.
E N G I N E E R I N G.
749
in one Bill to purchase the Southport and Cheshire thorpe, Doughton, Haughton, and West Drayton, junction at Ca.stleblaney, between t he Dunda.~ and
lines extension rail way ; whilst iu a separate Bill to Ordsa.ll, where there will be a junction with the Enniskillen line and the company 's N o. 1 R&Ilway
po V~~r3 are sought to construct a new line, about Great Northern and with the Great Central. The of their Act of 1900.
A glance at a railway map of ~ou~h vVales leads
4 miles long, from Ra.wcliffe, on their existing total length will be about 25 miles. At Farnfield
railway, through Airmyn, into GooJe, where j unc- there is to be a j unction with the Midland Rail- to the impression that there IS h~tle. roo!ll for
tions will be made with t heir existina line there way, and at Bough ton with the L1ncashire, Derby- additional railway development. This v1ew IS not,
however, shared by the companies operating there,
1\nd with the metals of the North-E!lste;n Company. shire, and East Coast line.
In Lancashire the company propose furth er widenThe chief feature of interest in the Bill of the as seldom a session passes without a fight ~etween
ing work, in addition t o that brought forward in Metropolitan Railway Company lies in the fact th e different rail way interests, each a.ccusrng the
t heir Bill of last year. Thus the Preston extension that power is sought to equip for electric traction other of endeavouring "to poach " by the conline is to be widened at Walton-le-Da1e, the Bolton lines over which the company havo running powers, struction of new lines. This year, h owever, no
and Preston line at Euxton ; whilst in Yorkshire such as the "\Vest London extension and the Ham- heavy work seems in prospect. ~he Rhymn~y
the vVakefield and Goole line is to be wid ened at mersmith and City line. The Knott End R~ilway Company propose to build a new lme from thetr
Whitley Bridge. Apparently, as last year, these Company are promoting a Bill to revive the powers existing one at Gelligaer to Bedwellty, where
granted to them in 1898, and to extend the limit there will be a junction with the Powell Duffryn
widenings o.re mainly station improvements.
The Great Western Company are apparently of time for the construction of the line in question. Colliery Jines. From Bedwellty a line is to be
"ca'ing canny, " though they are concerned in The Plymouth, Devon port, and South- Western carried to a junction at Rh;ymney, with the sidings
three Bills. In the one they merely seek powers to Junction Railway Bill aims to constitute the Bere, of the Tredegar Coal Company.
The Barry Company, the Liskeard and Love
make a deviation in the line between Charlton, Alston, and Calstock Light R~ilway and part of
~Iackrell, and Tomerton, authorised in Acts of the East Cornwall mineral line a separate under- Railway Company, and the Yorlcshire Vales Rail1898 and 1899, whiht their second Bill is designed taking. The Hastings Harbour Railway Complny way Company seek to raise addit ional capital. A
to prevent damage to the famous Crumlin Viaduct seek a revival of powers and extension of time for ne w company is promoting a Bill for the conby mining operations. To this end it is proposed the construction of the works already authorised. struction of a line from Neath to Brynaman viu
to purchase the mineral righ ts for a breadth of 16 The Lincoln and East Coast Railway and Dock Corn- Portardawe, a distance of 10 or 12 mi!es. J uncchains along the line of the viaduct. In a third pany and the Bexhill and Rotherfield Company tions with the Great Western are proposed at
Bill powers are sought to vest in the company the are each promoting Bills to ab~ndon the powers pre- N eath and Brynaman and at P ortardawe with the
undertaking of the Brynmawr and vVestern \ Talleys viously granted them. The Furness Railway Corn- Midland Railway. Another new company propose
Railway.
pany desire powers to run steamships from Barrow the construction of a line from Swansea to Clydach
The London, Tilbury, and Southend Company and Fleetwood to Ireland and the Isle of Man. and Llangiwg, having junct ions with the Great
seek powers for widenings at Poplar and West A Bill has been promoted to vest in the Metro- Western at Coedfrank, and with the Midland near
Ham, and to construct a j unction at Bromley with politan, Great Western, Midland, Great Central, the Sisters' Pet sidings on the Swansea Vale line.
t he authorised line of t he Whitechapel and Bow and London and North-Western Companies the The Taff Vale Company merely propose a new
Company, and with the North London line in the undertaking of the Midland Counties Railway Corn- line at Egl wysilan, connecting their main line with
same parish. In connection with the former junc- pany, who have powers to construct lines from Railway No. 1 of the Cardiff Railway Act, 1897.
tion we note that the company propose to adopt Stratford-on-Avon to Evesham and Redditch.
The Scotch Bills are neither numerous nor imelectric traction.
TORPEDO-BOAT DESTROYERS.
The South-Eastern and Chatham Companies pro- portant, and they will be considered by the Special
A VERY instructive return has just been issued
pose a further extension of the widening work now Commission appointed under the Act of 1899, which
in progreEs in the Metropolitan district, seeking obviates committee investigation at Westminster. as a Parliamentary paper at the instance of Sir
powers to widen the L ondon to Greenwich line In connection with a new harbour and dock, with Edward Reed. It gives the names of all the
between Bermondsey and R otherhithe. At Hast- basin, on the shores of the Firth of Forth a t various torpedo-boat destroyers which have been
ings the Ashford and Hastings line is to be Cockenzie, near Prestonpans, several railways built for the British Admiralty, and states the
widened, whilst a new bridge, in substitution for to adjacent collieries in the counties of Mid- dates when they were launched, the number of
that now used, is to be built over the S wale on Iothian and Haddington are to be constructed, trials made, and the dates when they were accepted.
the company's Queensboro' line, and at Sheerness having connection with the North Briliish system, F or the earlier 27-knot boats only the number of
a couple of dock lines are also proposed.
and this company propose to acquire the harbour official trials is given; but for the later 30-knot
The London, Brighton, and South Coast Rail- and rail ways. These lines are in the parishes of boats the preliminary trials are also enumerated.
way, in their omnibus Bill, propose the widening Inveresk, Duddingston, Liberton, Newton, Dal- There are 113 of these little vessels in all. They
of their Bognor branch between Barnham Junction keith, New battle, Lass wade, and Cockpen, in Mid- have all been built by contract, the orders having
and Bognor, and seek powers to extend their Iothian ; and Preston pans and Tra.nent in Hadding- been distributed between 15 firms, the numbers
station premises in a number of towns. No hint tonshire. The North Brit ish Company propose to each ranging between 19 to Laird's and one
is given as to the proposed electrification of their several lines in Leith and district around Pteston- to the Thames Iron Works. Next to L'\ird's in
Brighton lin e, which is now under the considera- pans and Cockenzie, Tranent, and Gladsmuir; but point of numbers come Thornycroft's and Palmar's,
tion of Major Cardew and Mr. Philip Dawson. none of then1are of great importance. Land at various each of which have constructed 12 boats. The
On the other han.d, the Bill for the proposed points is scheduled, and the company are purchasing Clydebank yard has turned out 12. Hawthorn's
electric express railway has been deposited. This a 1-mile !-furlong line built by the Corporation of and F airfield, 9 each ; the Barrow yard, 8 ;
line is to have a terminus at Ranelagh-road, Pimlico, Glasgow in connection with their gas works Doxford's, 6 ; Yarrow's, 5 ; Earl's, 4 ; Armstrong's
and, crossing tho river on a bridge, will proceed in the east end of the city. The West Highland and "\Vhite, of Cowes, 3 each ; Hanna, Donald,
to Brighton via Streatham, Croydon, ~1erstham, Railway stock is to be converted into North British and Wilson, 2 ; and, as stated, the Thames Iron
Reigate, Horley, Cuckfield, and P~:Ltcham, and debentures, the Lauder Light Railway is to be Works, 1.
Doubtless for a good many of the firms named
will closely parallel the existing line throughout.
taken over, and the company seek powers in a
The Liverpool and Manchester Express R ailway separate Bill to work the steamers on the Clyde the tale is told, for it is by no means a simple
Company have also a Bill in which certain altera- hitherto run in connection with the railway from thing to get 30 knots from a vessel of about 400
tions in the arrangements at Salford, already sane- Craigendoran, but owned by an allied company. tons displacement, even when the drawings are
tioned, are proposed. These will involve the con- The Caledoni~n new works are in connection with completed, and the boat has passed the ordeal of
struction of a new street between Ordsall-lane and the Lochearnhead, St. Fillans, and Cornrie Rail- Admiralty inspection during construction.
The return bears evidence to this. Some of the
the point at which the line will pass under Tatton- way, which is being constructed across Perthshire,
street, and another new street between the west aud connects the East of Scotland with the Callan- trials have been of a most. protracted nature. Someend of R owland-street and the east end of Mount- der and Oban line. Deviations aro proposed at times, in the latter boats, this may have been due
ford-street.
Balquhidder to form a more convenient connection, to labour troubles, but we think the big strike did
In Derbyshire a new line is proposed by the and the new line will be purchased by the Gale- not greatly influence the result. In the column of
Clay Cross R ailway Uompany, which has been in- donian Company. The old Buchanan-street Station the return marked '' Particulars of typical cases
corporated to construct railways connecting up the in Glasgow is at last to be rebuilt., and land is to where those t rials have been exceptional in number
Clay Cross Collieries with the lines of the Lane~- be bought between the station and the canal for and have extended over considerable periods "
shire, Derbyshire, and East Coast Railway Company. this extension, Pulteney-street being closed. The there is some instructive reading. As our readers
To this end they propose to take over t he powers new P aisley and Darrhead line is also to be ac- are a ware, the boats that had originally locomotive
acquired by the latter company for the construction quired, and an extension of time is sought for to boilers have all been refitted with water-tube boilers,
of .Rllilway No. 1 of the Wingerford branch, and to carry out the Oallander and Oban \Vorks, the Ran- although the Havock, by Messrd. Yarrow and Co.,
make a new line starting in a junction with the frew and District Railway, and the Prince's Dock the pioneer of the class, had locomotive b oilers,
Lancashire, Derbyshire, and East Coast metals at branch railway in Glasgow.
and successfully passed her trial with them . It
In Ireland, railway enterprise seems as slack as will doubtless come as a surprise to t he majority of
Chesterfield, and proceeding south to WingerworLh, and on to 'fupton, Pil ley, and Morton. in the larger island. The Fishguard and Rosslare our readers to find the Poplar firm so low down on
The lotallength of the line pr0posed will be about Company have a Bill to take over the undertaking the list as regards number of destroyers supplied
of the Cork Electric Tramways, to construct a few to the British Navy. Considering t he important
8 to 9 miles .
The London and South-Western Company's Bill sidings and dock lines in Cork, and to adopt electric part taken by Messrs. Yarrow in the construction of
contains litble of interest, save that an extension of traction on certain of their lines. They also seek to torpedo craft from the earliest dayE~, and the great
t ime is sought for the constructioa of the Meon abandon the construction of the Cork and Fermoy success of their craft built either for our own Navy
V alley line authorised in 1897.
line. The only other Irish rail way Bills are two pro- or for foreign Governments, it appears a matter for
A ~ew scheme of some interest i3 the proposed moted by the Kingscourt, Keady, and Armagh Rail- regret that more vessels of this cla~s have not been
Notlimgham and Retford line, which will p~ss way Company. ln the first an extension of time is supplied by them for the British Navy.
throug.h the still little developed region of the sought for the construction of the line, and for
The first vessels of thi, class built appear to
Duker1es. Tho promoterR desire accsss to the Joint power to entel' into an aareement
with the Midh\nd haYe passed through the ordeal of official trial
0
station at Nottingham, and will have a. junction with Great vVestern Rnilwa.y, authorising the latter corn without difficulty. It will be remembered that
the Great lforthern at Arnold. From Arnold the line pany to subscribe capital and work the line. In four vessels were ordered as a commencement in
proceeds north through Calverton, Farnfield1 Bils- the second Bill powers are sought to construct a. 1892-two ft~om Thorn ycroft and two from Yarrow.
E N G I N E E R I N G.
750
[Nov. 29,
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Q,) liS
ao I
,D -
E
~o ~
N urakuwo
.
1897
1899
May 7, Mar. 14,
Ditto
Shira.wui
1897
1899
Kagerou
..
Ditto
May 6, Aug. 23,
1898
1~99
1\le.y 6, 1 Jan. 16,
Ditto
Usuguwo
1898
19oo
Q,)'O
Q,)
.c ..
~~
Q,)
oQ,)
~a
A<
1 Dec. 24, 2
1898
1 Feb. 1, uil
1899
1 Mar. 10, ,
1899
1 May 6, .,
1899 1
1 Nov. 14, ,
1899 1
1 Feb. 9,
1
1900 1
II. - TorpedoBoat Dtstroyt?'S for I mperial Japanese Navy, Built by Messrs. Yar1ow and Co., P oplar.
TABLE
.........
~
Name.
c:
Cll
bD
j::Q
.C'O
...
Q,)
Q)
Q)
..d
~f
...
IISO
CII 'O
..d
'-0
OQ
Q,)~
~<IS
IISH
Ditto
Apr. 30, July 8,
s azan1m1 ..
1899
1897
July 1, Oct. 5,
Ditto
Oboro
1899
1898
July 1, Deo. 16,
Ditto
Nij i ..
1898
1899
lE
:>
ClltD
..
c.. .~
IJ)
o __
s.. -
Q,) ...
.cE-i
-z o
.:~-
~
! j -
c:
QJ'O
-8
0>.
......
.s:~
~ Q)
c.
~ce
.O Q
QJO
.. 0
liS<
s_s
-....
~-
3 Feb. 23,
1 1899
1 Apr. 25.
1899
1 July 3, 1
1899
1 AU!!. 2c.
1 1899
1 Nov. 1,
1899
1 J a.n, 1,
1000
3
1
1
1
1
1901.
E N G I N E E R I N G.
75 1
street Station for the City end, and for this at H ollybush-hill, with a power station alongside
purpose seek powers to widen that part of the the Midland Rail way at Hendon. Again, t he
existing tunnel under the River Thames ; the new J.Jondon United Electric Railways Company proline, beginning at the L ondon Bridge end of t he pose a line from Shepherd's Bush and HammerBorough High - street, extends almost due east smith and Charing Cross, as well as one from CJapto the well-known inn known as the Dun Co w, ham Junction to the Marble Arch, the generating
in the Old l{ent-road. I t will thus be seen that station being at Chelsea, near to the Grosthe re!-tion immediately north of Lond on Bridge, venor Canal. The line from the Victoria Station,
which is more or less the centre of the great com- Pimlico, partly along and under King's-road to Eelmercial traffic of the Metropolis, will have at least brook Common, Fulham, is to be extended under
eleven lines radiating from it, and embracing the river to High-street, Putney, and a circular suball the points of the compass ; for in addition way is p roposed at the Victoria-street end which will
to the City and South London, a further line connect the pavements of Buckingham Palace-road,
to the south-west is proposed from under Cannon- Victoria-street, &c., with all the stations in this
street, through Wandsworth, to Wimbledon. The busy rail way centre. From Victoria Station a line
route of this ne w project is across the Southwark was p roposed last year extending to beyond K enBridge-road, near its junction withMarshalsea-road, nington Oval, aad now it is proposed to carry this
by Kennington-lane, Lavender- hill. High- street rail way t hrough P eckham, Deptford, and Hatch am,
\Vandsworth, to a termination in Harttield-road, t0 Greenwich, with a generating station at CamWimbledon.
berwell. An agreement is anticipated with all
Similarly, Charing Cross, with Piccadilly-circus, the South London railways for the exchange
is made the hub of a series of lines to all parts. of traflic at the points where this tunnel, travelThe B~ker-street and Waterloo Company seek an ling east and west on the Surrey side of the
extension of t ime. The Charing Cross, Euston, Metropolis, intersects those existing lines. 'l'he
and Tiampstead Railway is to be extended south- company which secured powers in 1899 for the
ward from its terminus near St. Martin's Church construction "of a deep-tunnel line from the Marble
to the Charing Cross Station of the Metropolitan Arch to Cricklewood, under the line of thoroughRailway ; and, although there will be no rail- fares beginning with Edgware-road, now seek an
way connection, here, as elsewhere, passenger extension of time; and here it may be remarked
hoists, &c., will be provided, similar con- that the London County Council propose to conveniences being arranged for to the South-Eastern struct a 3!-mile tramway along the same line of
Station.
A slight deviation is proposed at thoroughfare up to Shoot-up Hill.
Hampstead Heath, and an extension of time for
And this brings us to the London County Couu
the completion of t he work is desired. The Picca- cil's proposal for a subway from Southampton-row
dilly and City Railway, which was promoted in to the Emb~nkment at Savoy-street, where the
the last session of P arliamen t , and is i n 1etentis, level is considerably below that of the Strand.
is to be modified, although it will still have to The greator length of the subway will be under
con1pete with the proposed St rand line of the the new street from Holborn to the Strand,
Great Central Railway. It is proposed this year so that it will be easy of construction. One
to make the Lowther Arcade t he starting point of of the advantages of the subway will be that
a n extension which, passing through Aire-street, the County Council will require all corn panies
at Piccadilly - circus, will extend along !{nights- supplying gas, water, electric energy, &c , to make
bridge, through Kensington Gore, on to Hammer- use of it for the reception of pipes and conductors,
smith, where the terminus will be in the Broadway just as the Metropolitan B pard of Works a rranged
there, close by King-street ' Vest. But a connection for similar subways in several new streets. There
will be made with the H ammersmith Station of the is this difference, however, in the present case : that
Metropolitan District .Railway. A subway is pro- the County Council propose to lay electric tramposed for foot passengers at Hyde P ark Corner, ways through this latest subway, with stairways,
and a station site at the new street from the Strand &c., at various points for the ingress and egress of
to H olborn is coveted ; while property on the passengers. It will be remembered that the Great
river side of Hammersmith, with wharfage, is Northern and City deep-tunnel railway traverses
under the new street, and the County Council seek
scheduled for a generating station.
Another line, continued from last year and largely powers to repeal or alter any part of the provision
in opposition to the project we have just described, and powers of that company's Act passed in 1899
goes under the title of t he Charing Cross, Hammer- which may be inconsistent with the carrying out of
smith, and District Railway ; but their route is to their proposal for the subway.
be slightly changed. The beginning of the line
While writing on the subject of communication
is to be at the corner of Adam-street, in the within the Metropolis, it may be said that the
Strand, an arrangement which will enable opera- L ondon County Council are applying for powers
tions to be carried on from staging in the river, to construct something like 29 miles of street
with a shaft and tunnel up to th~ main driving. electric railway within t he Metropolitan area, and
The line will pass on by P all Mall to Hyde P ark several of these are of considerable importance.
Corner, a station being formed at Cha.ring Cross, A 7-mile line will be laid from Chelsea to Woolwich
with a subway uniting footpaths at the Grand Hotel, Arsenal, with several branches, including one to
Trafalgar-square. &c. Fron1 Hyde Park Corner the Eltham High-street-partly through a new road
line goes along K ensington-road to near the river at to be made by the County Council at that southHammersmith, with a subway to Barnes, where the eastern suburb. A 5!-mile t.ramway, commencing
generating station is to be situated. The Metro- at Putney, at the eastern boundary of the county,
politan District Company do not propose any exten- will extend to Clapham Common, and there join the
sion of their permanent way, but an imp.ortant clause main line to Tooting. The route of this tramway
is introduced into their Parliamentary notice which will be through West Hill, High-street, Wandsmay have far-reaching effects. They seek powers to worth, East Htll, the north side of Wandsworth
electrify several lines connected with their system, Common, along Battersea Rise and across Clapham
as, for instance, that from Turnham Green to Rich- Oon1mon. A 2i -mile extension will connect the
mond, and from Fulham to Wimbledon on t he London existing Camberwellline through Denmark Hill to
and South-Western Railway; the East London line L ordship-lane. A 3~-mile line will extend from
and the Hounslow and Metropolitan Railway. At the county boundary at Shoot-up Hill, down Edget he same time they seek running powers over the ware-road, to near the Marble Arch. There will be
Whitechapel and Bow line of the Tilbury Company. a 2-mile line from H ammersmith, along Queen'sThey are arranging to supply many of t he proposed road, to Fulham, over the Putney Bridge, and thence
lines with electric current ; but it is scarcely neces- to the Lower Richmond-road. A 1!-nlile t ramway
sary to specify them all here. The area of land to is to be laid along the river side at Grosvenorbe compulsorily bought at Chelsea for the power road from Chelsea Suspension Bridge to the
station has been considerably increased. The Vauxhall Bridge, and a line of similar length is
Earl's Court and South Kensington line, as has threatened along the Victoria Embankment from
been already stated, is to be transferred to the Westminster t o Blackfriars Bridge. New short
lines at Stoke N ewington will connect t wo existBrompton and Piccadilly Company.
There are several lines in the west and north- ing lines, and the Hampstead-road Tramway is to
west of London which, although they have no be extended down Tottenham Court- road, pract idirect connection either with Charing Cross or the cally to Oxford- street. The Streatham line is to be
City, will never theless, through other lines, bring carried 1i miles to the county boundary, and the
several of the outlying suburbs within a short New Cross Tram way to Lewisham ; while t he
journey of these centxes. Thus, a new line is pro- Blackwall Tunnel will be connected with the system
posed from Edgeware through H endon to joi? the east of London Bridge by a line 1! miles long. In
Charing Cross, Euston, and Hl\mpstelld Ra1lway the sam'3 Bill the County Council intend to legalise
'
752
E N G I N E E R I N G.
NOTES.
D tiSSELDORF EXHIBITION , 1902.
gmeenog.
glass-ware.
,.
X X. Schools.
X. Wood and furni,
,
XXI. Saoitary nod social
ture.
X I. Fancy goods and
iostitutions.
,
X XII. Sport.
haberdashery.
,
XX III. Horticulture.
:xrr. Textile industry.
, XX IV. Agdculture.
x nr. Clothing.
, XX V. Arts aod craft.
I c is intended to make t h e &h ow worthy of t he indust ry of Rhineland, Westphalia, and t~e n eighbouring districts, and also of German ~atwnal a rt,
and it is quite certain t h at t~~re w1ll be much
there which it is desirable BritiSh engineers and
m a nufacturers should s ee.
11
11
[Nov.
29, 1901.
dt~ respec-~1vely.
L~
d t'-
= Fu -
m,
(To )u - m T I u ,
: = F ,. - rn (Te ).: - m T 1l
d Ld 2 lf
t~
cl
Z +G..: + G 1: = 0 ;
l (y Z - z Y) - h G1!/ = 0;
l (z X - x Z) - h G 1.x = o,
in which X , Y, Z are the external forces a::ting on the
elements of the body. In the presen t case these forces
are:
.
f b
1. The action of gravity on the rotatmg part o t e
t urbine.
2. The action of the steam on the blades.
3. The resisbances offered by the prop~ller screws 17ltts
the internal resistance of the t urbme.
4. The additional forces - m T ., and - m, TI referred to
above.
S upposing that the couple t ending to produce motion
be just equal to the couple resisting motion! then tb~e
forces annul each obber, and there only remam the actton
of 12ravity and the ~dditional forces - m Te and :- m T 1
The above equations can therefore now be wnoten as
follows:
- ~ n1. (Tc ).c - l 1n T lx + G;~; + G 1x = 0,
- l 1n (T o )tJ - l m T'!l - p + Gu + G't' = 0,
- l rn (T 11 ) .: - .l 1n 'fl.: + G. + 0 1.: = 0,
- ~ [.'' rn (To ).: - '= rn (r o )!, l - "l LY m T J.: - 7 m,T lu J +
"1 P - h G 'u = 0,
- l [z m, (To ):c - x m, (Te )z ] - l [z m T 1.:
h G' _
x - 0,
xm T 1:
] -
E N G I N E E R I N G.
IDE OF
so. \Vhat I said was thab I believed one more pier migh t
have been allowed, and the width of bhe arches diminished
proportionally, t~ithout any real inconvenience to the
river traffic, while the appearance of the bridge would
have been greatly improved thereby. 1'he Thames Conservancy, who tequired the minimum of pier~, are not
infallible, and look at only one side of the question.
You have misunderstood the motif of my design. It
might have been said, and was urged in some quarters,
thab a bridge which was really a concrete bridge should
be lefb obviously as such. On the obher hand, it was
replied thab concrete was a bare and raw-looking material
for a monumental bridge. The granite therefore was an
ornamental facing to conceal the concrete. My sugges.
tion is- in that case, give it a fl ab treatmenb like an ornamental casing. The escutcheons and wreaths which
seem to hurb your feelings are merely an ornamental
detail to relieve what would otherwise be a bare expanse
of stonework, in a manner familiar to all who are ac
quainted with Renaissance architecture.
Bub when you declare that Sir A. Binnib's design is
far more logical than mine, pray, what is to be sA.id of his
monstrous column with nothing to supporb bub a lamp
standard? The projection of the pier of a bridge is a
buttress, not a colunm to support vertical weight which
d oes not exist; in the days when medire val bridges were
built with frank and simple construction, the projection
was alwayd treateri as a buttress. Ibis the modern engi.
neers who have introduced the absurd notion th at it is a
place to plant immense columns on, whioh carry nothing,
like those ridiculous things ab Blackfriars Bridge, which
are the la.ughing.sbock of every artist.
As to the coar~eness of the mouldings and other details,
in the County Council's engineer's design, it would be
useless for me to say anything, because those are points
bo which engim-ers never give any consideration, nor do
they yeb appear to have recognised thab there is any such
thing as propo1tion and scale in mouldingt~, or t hat architecbural detail is a thing which requires special sbndy to
handle it properly; and until they have recognised thab,
they will ( unles~ they confine themselves strictly to pure
construction) continue to produce work which will mova
bhe laughter of artists.
Yours faithfully,
H. HKA'l'UCOTE STATBAM.
[\Ve certainly shall not exercise the option Mr.
Statham gives us of calling a. three-hinged arch a pair of
linked brackets, as it is nothiug of the kind. Statically
con&idered, the three - hinged arch is nob essentially
different from the builtUP ma'!onry arch; a.nd, indeed,
in Germany voussoir arches have been constructed
with three vertical binges, strips of lead being inserted a~ the crown and springing joints to this end .
With respect to the Forth Bridge, we fear we cannot
a.cquib Mr. Sbabham of lackin g mechanical instinct,
as the following quotation from his article in the
E-nginec?'ing 1l1agazine for October, 1807, will show: "It
is characQteristic, too, of the spiri t of modern engineeri ng
that the curved member, to sa ve trouble in .fitting, was not
made to a true curve., The words in italics show that
t heir a.ubhor was of opinion that the matter was solely
one of expense, whereas in truth such a construction
would have been hopelessly wrong from a statical point
of view, and therefore most painful to an educated
eye. With respect to the Vauxhall Bridge, the outcome has shown that there can have been no practical difficulties in constructing it entirely of granite,
since this material being much stronger and bub little
heavier than concrete, the limit ing span is necessarily
g reater. To us, however, ib seems a perfectly legitimate
construction, either in the case of a pier or an arch, to construct the general ma~s of c:>ncrete and to face the latter
with a better weathering material, such as granite. S uch
a. facing, it is necessary to add, is in no sense a. facing
merely ; but carries ab least its fair share of the load.
Indeed, sinca its elastic modulus is greater than thab of
concrete, ib will probably carry somewhat more than is
proportionately its due. We should really like to find
some common ground of agreement with 1\~Ir. Statham;
but, a.s mattera stand, architects conceive that they know
proportionately more of engineering than the engi neer
does of architecture, whilst the engineer's opinion is
exactly the opposite.-E o . E .]
753
mentioned in line 24 is presumably that of the gas enginP.
In lines 16 and 17 "lb." should b3 "lb. per equa.ra inch."
- Eo. E. ]
BALANCING LOCOMOTIYES.
To THB EDITOR OF ENGINEERING.
~IR,- \Vibh reference to P rofessor Dalby's lecture on
b!Llancing locomotives, and the discussion thereon in your
issue of the 22od insb., one or bwo points occur to me
which may possibly be of interest.
1. With regard to the amount of reciprocating weight
bo be balanced. Thie, if wholly balanced, makes the
engine all right in a foreand-a.ft direction, but clearly
has a disturbing effect in a vertical direction, the obvious
compromise, therefore, is to balance only half the reciprocating weight, and this should be equally distributed between the wheels.
2. As to balancing a. six-wheel coupled inside cylinder
engine, with the outside cranks placed opposite to those
inside, say, firstly, that the revolving weights are
balanced, and these balance weights are placed on the
middle or driving wheel (at the proper angle) on the ea.me
side of the centre as the outside cranks, but on the leading and trailing wheels opposite to the outside cra.nks .
Secondly, divide the part of the reciprocating weight to
be balanced, equally between the wheels, and this, of
?Ou.rse, most be placed on all the wheels opposite to the
mstde crank; consequently, on the leading trailing wheels
the revolving and reciprocating balance weights are
opposed to, and neutralise, each other, and the former
should be reduced accordingly, or, if they are equal, the
balance weights vanish.
. This reduces very considerably the weight on the dri vmg, or middle, wheel from what ib would be if the whole
of the reciprocating balance weight were placed upon it
and the engine, as a whole, is equally well balanced.
'
Yours truly,
November 27, 1901.
LIBRA.
MO!YIENT OF RESISTANCE.
To THE EDITOB OF ENGINEERING.
SIR,-Textbooks appear to disagree on the question of
moment of resistance of beams, girder~, &c. In some
oases text. books give the following equation:
lVI
= R = k I.
e
= ...! ,
c
R ussu.
t~ND
754
E N G I N E E R I N G.
INDUSTRIAL NOTES.
[Nov. ~9,
90!.
The balances in band at the end of 1892 amounted sion for the future when they can. Rderence is made reported t o be unemployed, as compared with 3.5 per
to 1,619,689l.; in 1900 they amounted to 3,766,625l., to the Barrow dispute, which led to the expulsion of the cent. in the previous month; the record therefore is
or from 35s. lOd. to 65s. per member. From 1893 to union from the Trades Congress ; the secretary of the nearly level. In the engineering branches, one reports
1900 inclusive the increase has been continuous, and union declares that the Parliamentary Committee kept trade as bad, one as good, and ten as moderate;
in 1899 and 1900 especially very large. These large the union officials ignorant of the charges made against toolmakers, patternmakers, ironfounders, smiths and
balances must not be regarded wholly as a war-chest, its members, and never called upon them for an ex- strikers as moderate; boilermakers as good. Emavailable for labour disputes. Many of the larger planation. v\Tith fewer members on unemployed ployment generally at West Bromwich is good ; at
unions, providing important provident Lenefits, have benefit, the finances of the union continue prosperous, Covent ry and R edditch moderate : in the cycle and
in recent years set apart large sums as a special and the balance in hand has increased. The council motor industries it is quiet. Electrical workers
guarantee for the payment of superannuation benefit, have been able to invest a further sum of 3000l. The of all grades are well employed. The brass and
so as to ensure to aged members the amounts due; total balance at date was 18,557t. 18s. 2d. The union copper trades are fairly employed. In the lighter
but apart from that provision, provident funds are paid lOOl. as accident benefit in the month, and a metal trades employment is from good to fair in
like amount last month, in addition to sick, funeral, all sections. In the other iron, steel, and metal
safely guarded.
E N G I N E E R I N G.
755
i.e., the vertical component of the centrifugal force due 60 miles per hour ; then from equation 6 of the previous
to m.
a be the instantaneous value of t he angle between
the line of stroke and the radius of the balance
weight qr~.
r the crank radius in feet.
w the angular velocity of the wheel in radians per
second.
Then
. a. lb!:!. wetg
. ht
w = m gw 2 r sm
(tS)
artiC'le,
1v
Pis15,
.
RESULTANT
8 ~--~----1----+--+~ ~--f.----~--4---~
1'-~~~----~--~--~~~--~----~--~
Fie-12.
7 FEEr,
EXPReSS PASSENGER
1G
DRIVING
TRAILING
..........
'\
2~~~-----~~-----~~~-----~~--~~~
t:t-
~ 60
20
LBS.
,.
1114.K.
~""i-t.:r---~
~ 4 1--+-
-f---llo.L--...;::
8~---r-------r---~-+
""1.
Then, if M is the maas of the recit>rocating parts per and D the diameter of the driving wheel in feet, concrank-pin, and q the fraction of this wh1ch is to be balanced,
5280 X 2
la
.
h
'
.
.
h
b
ta10mg t e a nee weig b, w = D
.
ubs tit u t mg
the magnitude of the balance weight m is given by
3600
q NI 1 ~~
this in 4, and dividing by 22!0 to obtain w in tons (m is in
2
m
k
+ j2 pounds. . (3) pounds),
0. 00012 mr V2 .
(6)
Knowing the three dimensions i, j , k ; m may ab once
10 =
])2
SlD a.
be calculated for any given value of q and M. The
numerical value of the an~le of di rection is given by
EXAMPLE 3.
LBS.
LO CO~iOTIVES. *
'-+--
-t
(1}
and the magnitude of the balance weight for unity mass
from
CA 1 1 2
.
(2}
~- = - """' + )~
~
~ 41-+--+----f.- -1---+
Pi.fJ-14.
WHLS 4 ; 8- DIAM.
E N G I N E E R I N G.
I
(1)
the cranks.
ARTICLE 16. Distribution of the ReoiJJ'rooating M ass
R being the radius of the driving wheel, slipping will Bettveen the Cowpled Wheels.-A way of decreasing the
occur.
vd.riation of rail pressure in coupled engines is to divide
ARTICLE 14.-Value of w1 the Resultant Variation.-The the balance weight used to balance the reciprocating
resultant of the two balancing masses is equal t o a single parts between the coupled wheels. The effects of these
mass placed on the prolongation of the line bisecting the separate weights on the engine frame add up to the
angle between the two cranks (Fig. 16, page 755), and same horizontal effect as that dne to the single balance
equal in magnitude to the square roob of twice the square weight m, in the driving wheel. The variation of rail
of the part of the reciprocating masses balanced. If M is pressure is reduced a.t the driving wheel; a proportional
the mass of the reci{>roca.ting parts per cylinder, and variation, however, being introduced a.b the coupled
the fraction q of this 18 balanced, the magnitude of the wheels to which part of the balance-weight is transmass which is the resultant of the R. and L. balancing ferred. There is also a redistribution of pressure a.b the
masses for the reciprocating parts is
horns.
To illustrate this, consider Example 2 (page 728 ante)
1.41 M q pounds
.
(2)
again. Fig. 17 shows the crank circles drawn out, with the
acting at 135 deg. with the direction both of the L. and R. balancing masses, shown in black, already found for the
cranks. The maximum value of the force due t o this is
completebalanceof the revolving parts and two- thirds of the
2
reciprocating parts. To find what part of the driving wneel
w1 = l.4l M q x w rlb. weight=0.00077 qMn2r tons weight(3) balance weight balances the two-thirds of the reciprocating
g
parts use formuJ re 2 and 3, Article 10. The value of equawhere n is the revolutions per second, g being introduced tion 2 is 0. 76 for the example in question. The mass of the
to give the force in pounds weight or tons weight, as the reciprocating parts is 551 lb. The value of m for q = j is
case may be. The value in terms of the angle a., a being
0.76 X 551 X 2
.
= 279 lb. placed m the L.
the angle between the line of stroke and the radius of the therefo.re
3
resultant m~s, is w1 sin a.. This will be + or - accord18
ing to the sign of sine a. The couple resisting slipping is wheel at an angle such that tan 8 = '41' Therefore 8 =
therefore
(23 de g. + 180 deg.) measured from the L. crank direcR{ W 1 - 6..:0~07; Mn~ si~
4)
tion. This angular position is shown by the line 0 Q in
the driving wheel (Fig. 17). The parb required for the
in terms of the variable ar.gle a. The maximum value of revolving
parts on the driving axle is 2-!8lb., placed as
this expression occurs when a = 270 deg., and the mini- shown by the dotted circle. Draw lines 0 Qh 02 Q 2, in
1
mum when a = 90 deg. It being understood tha.t the the leading and trailing wheels respectively,
parallel to
a ngle a is measured counter-clockwise, shrting from an the radius 0 Q in the driving wheel, and place onethird
initial line to the right.
of the 279 lb.-i.e., 93 lb._:.ab each wheel, remembering
that it is at 13.in. radius. Reduced to 10-in. radius-the
ExA :\fPLE 4.
radius of the balance weights already found for the reARTICLE 15.-To further illustrate this p oint the actual volving parts in the leading and trailing wheels-it bedriving effort is compared with the couple reaistin~ slip- comes 120 lb. Considering the leading wheel, the 120 lb.
ping for a complete revolution (Fi~. 12. page 765) m the due t o the transferred ma~s combines with the
case of a. Lancashire a.nd Y orkshue four-coupled bogie 317 lb. already found to form a. resultant balance
express passenger engine, running at 65 miles per hour, weight of 218 lb. ab 10-in. radiuEJ, placed as shown
two-thirds of the reciprocating parts being balanced. in Fig-. 18. Considering the driving wheel, the 218-lb.
Cylinders 18 in. by 26 in. ; wheels 7 ft. diameter. The required for the balance of the revolving parts combine
ordinates of curve No. 1 (Fig. 12) show the value of the with the 93 lb. lefb for the reciprocating parts to form a
driving effort, or torque, on the dri ving axle; those of resultant balance weight of 324 lb. placed as shown in
curve No. 2 the couple resisting slipping. Ib will be Fig. 18. The trailing wheel masses combine similarly
noticed bow nearly the two values approach for crank posi- to the leading wheel masses. Thus Fig. 18, page 755,
tion 1. If this bad been a single engine. a little more shows bhe balance weights assuming two-thirds of the
steam, and curve No. 1 would have cut No. 2, slipping reciprocating parts to be balanced by ma~ses equally disbeing the inevitable result. In the case in question, the tributed between the coupled wheels. Similarly, Fig. 19
shows the balance weights, supposing the whole of the
coupled wheels would come into play and prevent i~.
reciprocating parts to be balanced. In this case m =
The method of drawing the curves is as follows:
(a) Find the neb driving pressure on the piston from 419 lb., the part in each wheel to be combined with the
the indicator cards by taking the intercepts between the revel ving weight is 140 lb. at 1:3 in. radius = 182 lb.
steam line of one diagram and the exhaust line of its ab 10 in. radius. These weights balance the whole of the
fellow. The shaded parts of the diagram (Fig. 13, page reciprocating masses, and at the same time the maximum
755) show the width to be taken for the left end . These variation in the rail pressure is reduced from 7.8 tons to
are plotted in Fig. 14, curve No. 1 for both ends. 2.6 tons. This is unquestionably the best way to deal
The diagram i~ ca.librate.d to give .the. tote.~ pressure ac t- with whatever proportion of the reciprocating masses is
ing on the p1st1on. (P1ston 18 m. m dtameter.) The balanced, w far as the permanent wa7 is concerned; and
numbera on the horizontal axis are those corresponding to with regard to the variation of bract1ve effort, the whole
of the reciprocating masses may be balanced without
the numbers on the crank circle (Fig. 16).
(b) These pressures are modi6.ed by the forces req~ired introducing too great a. variation of rail pressure.
In the case of a sixcoupled engine, in which there is no
to accelerate the motion of the p18ton. These are qu1okly
found by using Klein's construction. The curve repre- separate small leading wheel or bogie, the division might
senting them (No. 2, Fig. 14) is plott.ed to the same sca~e be made in a different proP.ortion, giving three-eighths
as the n et driving pressure o~ the p1ston. The effec~ JS each to the driving and trailing wheels, and the remainto decrease the pressure actmg to turn. the cran.k dur!ng ing quarter to the leading wheel if the leading wheel were
the first part of the stroke, and to mcrease 1b durmg lightly loaded.
If this method of distributing the reciprocating masses
the second part 'fhe widths of the shad~d figures therefore give the value of the force operating to turn the is adopted, ib is only necessary to include in the schedule
crank for any given ora nk angle. These ha. v~ been r~ of the leading wheels the one-third of the reciprocating
plotted in Fig. 15. Notice how much. more umform thlS mass assigned to them, acting at two imaginary cranks,
parallel, and the same distance from, the reference plane
force is made by the effect of acceleratiOn.
(c) The crank effort diagram is constructed in the as the crank from which the mass has been transferred.
usual way. The curve marked L. in Fig. 12 is the For example: Schedule 4 would contain two more planes
crank ffforb curve corresponding t o the E_ressures of 18 in. and 43 in. from the reference plane, the correspondFig. 15. The curve correspondiog to the R. crank i~ ing maeses being 140 lb., the masses 1011 in Sohedule 1
V0 -
D2 W
[Nov.
All the revolving parts and bwo-thirds of the reciprocating parts are balanced on singleexpansion engines of the
ordinary type. All the revolving parts and threequarters of the reciprocating parts are balanced on the
V a.uclain compounds. The weights balancing the reciprocating parts are distributed equally between the
coupled wheels. One-third of the connecting-rod is included with bhe reciprocating masses and the remainder
with revolving parts. The mass of the coupling rod is
distributed between the crank-pins in the proportion
which they respectively support of its weight. The parts
are balanced as though the1r respective mass centres re.
vol ved in the same plane.
EXAMPLE 5.
ARTICLE lB.-Eight-Coupled Engine, Class E, Baldwin
Company.- Fig. 20 (page 765) shows the arrangement of
the wheels.
The ma-ss of the reciprocating parbs. including one
third of the connecting-rod, is 1170 lb. Of this two-thirds
is balanced, which, distributed equally between the
coupled wheels, gives 195 lb. per wheel,
The mass to be balanced in each wheel is made up as
follows:
Wheel Numbers.
(w,
_a} . . (
29, 1901.
No. 3.
No. 4.
No. 6.
No. 6.
lb.
lb.
lb.
lb.
195
195
195
195
184
2l4
90
20!
46!
265
275
2i2
106
86
20 l
62l
703
1471
591
53 l
cos
1267 !
508
Revolving parts :
Two-thirds conneotingrod
Coupling-rod ..
Wrist-pin
..
Crank-hubs
At 14 in. radius
169
73
- I
E N G I N E E R I N G.
757
train of prisms. The collimator and obser ving telescope of sulphur may be attributed to t he uncertainty in the
THE PHYSICAL SOCIETY.
are fixed, and adj ustment is made by a double tangent values assumed for the expansion of porcelain. In the
AT the meeting of the Physical Society, held on N ovem- screw which moves both the prism~. Two other types, present paper the a ubho.r examines .the way .i n which
ber 8, Mr. T. H. Bla.kesley, Vice-President, in the chair, constructed on a. similar principle, were described, of t heir re~ults would be modtfied by the mtroduct1on of the
a. paper on '' A Voltam,ete-r for S'UJ,ll Ctllr'rents " was read which one had one prism and t wo speculum mirrors, and dilatation deduced from the experiments of Messrs.
by Dr. R . A. Lehfeldt. The instrument consists of a. the other had two refracting prisms and a reflecting ri gh t- H olborn and Day. It follows from t he introduotion of
capillary tube about 2o centimetres long, completely angled prism. The adjustments of these instruments are the new values that the boiling point of sulphur d educed
filled with mercury, with the exception of a. buoble of simple and their power great. By a small movement of from experiments with a porcelain reservoir. thermometer
merourous nit rate solution about 1 centimetre long placed an adjusting screw the observer can produce great changes would be lowered from 445.2 deg. to 444.7 deg., a
n ear the middle of the tube. Connection with the two of dispersion by passing from one to another of the series number very close to that obtained by Callendar a.n.d
Griffiths. In a. second pa.rb of the paper, Dr. Obappws
mercury columns is made by means of platinum wires of spectra which are produced.
passing through t he side of the tube. T o use the inst ruP rofessor J . Perry asked if the third form of spectra has recalculated the divergencies between the uncorrected
ment, it is placed in a. vertical position, t he anode being scope, in which there is total internal reflection, had been nitrogen scale and the theoretical scale, and find~ that! the
a.t the top, and the quantity of electricity which pa.~ses tried experimentally. The amount of light lost ab total difference between these values and those gtven prethrough is mea<Jured by the change in volume of either internal reflection is muoh less than at reflection from viously is too small to be of any practical im~ortanoe.
The Secretary read a letter from Mr. A . E . Tutton, in
electrode. In a test experiment the change in volume mirrors, and he bad found that the chief difficulty in
was measured by means of a micrometer, and agreed using mulbiple reflections from mirrora was t he great which he said that he was working ab the expansion of
within 0.6 per cent. with the amount deduced from the absorption of lighb.
porcelain, and hoped to present a communicatton to the
known value of the current. It is necessary that the
~Ir. T. H. Blakesley asked if there was any confusion ~ucieby shortly.
currents should be smalJ, so as to avoid complications due due to overlapping of the spectra.
P rofessor H . L. Ca.llendar said that he was highly
to _polarisation.
Mr. R. T. Glazebrook said be would like to know gratified to see that the application of the correction
The Chairman pointed out that t he presence of air in whether the author had any measure of the relative for the expansion of the bulb of Dr. Chappuis' gas
the tube would render the readings inaccurate, and asked brightness of the first and last spectra.
thermometer, deduced from Holborn and Day's results,
if it was necessary to apply any temperature correction.
Mr. W. F. Stanley said that by using three prisms gave a value, 444.7 deg., for the boiling point
Dr. L ehfeldt said that it was quite easy to seal the tube instead of two, it would be possible to substitute in the of sulphur in such close agreement wit h the value
withou t admitting air, and the temperature correction first form of speobroscop~ total internal reflection for 444.5 deg. deduced by Mr. Gr1ffiths and himself in 1890.
wa-s negligible. A note on a paper by Professor ~,laming normal reflection ab a silvered surface.
The agreement wa.s really much closer than appeared at
and M r. Ash ton, entitled " On a ModeL 'Which I mitates the
The Chairman suggested a possible way of improving first sight, because the remaining difference of nwo- tenbhs
Behaviowr of Dielectrics,,, by Dr. J . B uohanan, was read the third arrangement by using two prisms with their of a degree in the results was almost exactly accounted
by the Secretary. The action of this model d ep ends on apices outwards, refracting at both faces, but not in the for by the scale difference of the constant pressure and
the viscosity of a liquid, and the diagrams derived from position of minimum deviation. Twen ty-five years ago constant volume thermometers according to the theory of
it show by their form that the motion of the pencil which the present Astronomer Royal suggested the use of half- Joule and Thomson. It was also interesting to remark
traced them approximated closely to what may be ex- prism spectroscope~, and although they are often described that the corrected result found by Dr. Chappuis was in
pressed by the term "motion of a viscous fluid by dif- in books, they are seldom actually used. The advantage very close agreement with that deduced from their own
fusion." In other word@, th-:> displacement curves ob- of using total internal reflectionJ is well known, and is observations by Messre. H olborn and Day. Dr. Chappuis
tained from the model, and their derived velocity curves, exemplified in binooular3, in some of which there are eight had nob referred in the J>resenb note to the work of Bedford
are of the same form as the graphs of certain solutions reflections from the object -glass to the eye-piece. He on the expansion of Bayeux porcelain, which he had
congratulated the author upon the mechanical arrange- criticised in a previous paper. A comparison of results
of F ourier's well-known equation ~ = K d'J v . L ord ments used in his st:ectroscopes.
would show that Bedford's results agreed very fairly,
dt
d X~
Professor Cassia said that there was no confusion of allowing for the difference of material, with Holborn and
Kelvin has shown that the p otential and the current at any spectra due to overlapping.
Day's from 200 deg. to 600 deg. Cent; and that both
point in the wire of a cable can be expressed by approWith an ordinary Bunsen-burner sodium flame a series differed from thoso of D r. Chappuis between 0 deg.
priate solutions of this equation; and in t he s!.l.me manner of about five spectra are easily observed with dispersion and 80 deg. when extrapolated in a precisely similar
by the use of solutions of this equation, the diffusion of ~quivalent to direct transmission through ten full-sized manner. It was quite possible, ss he (Professor Calelectricity into or out of the dielectric of a condenser prisms. The loss of light ab the reflections limits lenda.r) had p reviously suggested, that the expansion
can be treated. Ib :>.ppeara therefore that the motion of the number of t ransmissions that can be used ; but he of porcelain between 0 deg. and lOO deg. wag anomalous.
the model, and the diffusion of electricity in a dielectric, believed that no other spectroscope with only two prisms It appeared certain t hat some anomaly in the expansion
are subject to one and the same mathematical law. The would give dispersing power and resolving power in any a.b 800 deg. was indicated both in the experiments of
author suggests that the inventors should obtain hysteresis way approaching the instrument described.
Bedford and also in those of Holborn and Day. It was
diagrams by cyclical loading of the springs.
also clear that Dr. Cha.ppuis' results for Bayeux porcelain,
Profeesor
W.
Cassia
then
read
a
paper
on
"The
Mea
P rofessor J. A. Flaming said that he was glad thab Dr. swement of Young 1s ModultM." The apparatus described when extrapolated, would agree with Bedford's ab a temBuoba.na.n had drawn attention again to the model, be- consisted of a horizontal needle (a. bar of large moment perature a little above 100 deg. Cent., or very nearly ab
cause there were p oints about ib which might be a m- of inertia) supported by a bifilar suE-pension made of the t he same point ab which his results for Berlin porcelain
plified with advantage. A fter giving a shor t description wire of which the stretch modulus is to be measured. agreed with those of Holborn and Day.
of the apparat us, he said that Dr. B uchanan had shown The periods of the pitching, rolling, and bifilar oscillaMr. R. T. Glazebrook said he had felt for some time
t hat mathematically the theory of the model was the same tions of this system are observed, and an expression for that ib was of importance that the difference between the
a~ that of diffusion in a cable, and he suggested that the stretch modulus is obtained, which involves no results of Callendar-Griffi the and of Chappuis and
there might be something more than mathematical me~urements except the weight of the needle and the Barker should be explained, and he was glad that the
analogy. Professor Flaming referred to the discussion periods of the oscillations. l'he necessary adjustments agreement was now so satisfactory.
on the original paper, in which Prof&sor Ayrton asked and the means of eliminating residual errors of adj ust
The Society then adj ourned until December 13.
in wha.b resp ect the model served its purpose better than ment were described for two forms of the apparatus.
a twisted wire. A twisted wire cannot represent the One form also affords a simple means of statical measureproperties of a dielectric, because if twisted beyond the ment by hanging a small weight on the needle at measured
ROYAL METEOROLOGICAL SOCIETY.
elastic limits there is a permanent set. There is n o per- distances from the centre, calculating the difference of
TR~ opening meeting of this Society for t he session was
manent set in the present model. He should like to know tension produced in the wires, and observing with a
held on Wednesday evening, the 20th inst., at the Instiif a. dielecbric Las a true conductivity, and suggested that mirror and scale the consequent dip of the needle.
tution of Civil Engineers, 1\IIr. W. H. Di nes, B.A., Preexperiments should be made by subjecting a dielectric to
Dr. Chree said that it would be possible to get a check
constant elecbric pressure at constant temperature, for on the theory by placing t he movable weights at various sident, in the chair.
A paper by M r. A. Lawrence Rotch, on " The Explorayears if necessary, and observing whether the curve of positions on the needle, a.nd observing the times of swing
current becomes asymptotic to the zero line or to a line for pitching and bifilar vibrations. The ratio of the tion of the Atmosphere at Sea &y Mea;ns of Kites," was
parallel to ib. The model could be made to represent a squares of these times should remain constant. It was read by t he Secretary. The a uthor has for some years
conduction as well as a displacement current by so ar- difficult to say exactly what the appa.ratus measured, and past devoted his attention to the use of kites to obtain
ranging the bottom piston that it could descend, but nob he would like to see numerical results before expressing meteorological observations ab the Blue Hill Observatory,
1\IIass., U .S. A., and he has successfully carried on the
return. The fact that the movements of the model were an opinion upon it.
work of exploring the air there to a height of three miles
similar to the diffusion of current in a cable sug~ested
Professor J. Perry said it would have been interesting by several hundred kite flights, executed in varied weather
thab the process of conduction in a metal was aimtlar to
to have had results from the apparatus so that they could conditions, whenever the velooi by of the wind exceeded
that of displacement in a dielec~ric .
M r. J. Macfarlane Gray read a. "Note on the N wmerical be compared with those obtained by other methods. In 12 miles an hour. Certain types of weather, however,
Value of the' Characteri3tic ' of Wate1." The author re- the bifilar vibration there was a small twist in the wires, such as anti-cyclones, accompanied by light winds, can
ferred to a paper on thermodynamics which he published on account of which the torsional rigidity of the material rarely be studied. l\llr. Rotcli now proposes the employtwenty years ago, and in which he supported the theory affected the time of swing. He drew atten tion to the ment of kites carrying meteorograpbs on steamships,
especially on vessels cruising in tropical oceans. He has
of a gra.nular ether under enormous pressure. This necessity of having the tensions in the two wires equal.
Mr. R. T. G laze brook, referring to the arrangement for himself demonstrated the practicability of this scheme,
theory explains the properties of bodies. There is a
numerical characteristic for every substance in the state clamping the bifilar at the top, pointed out that a small as on A ugust 22 last he ratsed a kite to an elevation of
of vapour. This characteristic can be deduced from an slip would modify the whole of the theory. An advan- half a mile from a tow-boat in l\Iassacbusetts Bay, when
analytical expression in volving certain physical data tage of the apparatus lay in the fact that the wires used the velocity of the wind ab sea-level varied between 6 and
which must be experim~ntally determined. His original were shorter than those necessary in other me thods. It 10 miles an hour. Ab the end of the same month, when
number for water was 25.33776, hub later experiments by was an interesting and ingenious application of theory to crossing th e North Atlantic from Boston to Liverpool on
the steamship Commonwealth, be was able to raise kites
Lord R~yleigh on t he weight of hydrogen have altered the methods of measuring Young's modulus.
M r. Whipple asked bow the rolling and bifilar vibra- carrying a meteorograph to an altitude of 1800 fb., on
this num ber to 25.306!)3. The author's value for Ranfive days out of the eight. The chief feature of these
kine's absolu~e specific hea.b of water was 42!,960 "mms. tions were e~perimentally sepa.rated.
:Mr. A. Campbell suggested that the difficulby of records was the rapid change of temperature with height.
lifb at Paris." The recent experiments of Callendar
A paper by Professor J. ~lilne, F.R.S., on "Meteorogive 426,230 for the specific heat of water at 60 de~. Cent. equality of tensions in the wires could be reduced by
logical Pherwmena in Relation to Chalnges in the Vertical,"
According to the au thor'tt t heory, water commences to using longer wires a greater distance apart.
Professor H. L. Callendar said he had found that the tor- waa also read by the Secretary. When resident in Japan
freeze ab 95 deg. Fahr., and the abnormal variation of
the specific heat of water at low temperatures is due to sional effect in a bifilar vibration was negligible, and that some years ago, t he author carried on numerous observat he latent heat of ice molecules. The formation of ice the fl.exure effect was not important. The aosolute rigidity tions by seismographs for ascertaining changes in the
vertical, and foun d that the more important displacemolecules also explains the peculiar changes in volume of of the fastening ab the top was the greatest diffi culty.
P rofessor Cassia said his object bad been rather to menta of the horizontal pendulums are of three typeswater aa ib cools to the freezing point.
The Chairman asked if this theory was consistent with describe and exhibit the apparatus than give numerical viz., "intermediate," "long," and " short" period wanthe f~ob that water can remain liquid below 32 deg. Fa.hr. results, although he had obtamed numbers agreeing with derings. During the last five years P rofessor Milne has
those got by other methods. The mirrors for observing had continuous photographic records of a horizontal pen1iir. Macfarlane Gray said it was.
the vibrations were so placed upon the apparatus that dulum at his residence at Shide, I sle of Wight, and he now
The Society then adjourned until N ovember 22.
eaoh one was affected only by the particular vibration makes a comp arison of these records wit h the weather conditions prevailing during the first six months of 1901. He
which it was designed to measure.
AT the meeting of the Physical Society, held on NovemA paper entitled " Notes on Gas-T he11nometry : Part eays that, assuming that a locality can be chosen where the
ber 22, ProfessorS. P. Thompson, P resident, in the chair, II.," by Dr. P. Chappuis, was read by Dr. Harker.
diurnal wa.ve and effects due bo rain and desiccation are
Messrs. Holborn and Day have published recently in a small, which his observations indicate a-s p ossible, records
Professor W. Oassie read a paper on "Multiple Tra;nsmission Fixed ANn Spectroscopes."
research on the air thermometer the results of a new of whab appear to be the effects due to barometrical
The simplest form of spectroscope shown consisted of two determination of the expansion of Berlin porcelain gradients may be obtained. When t hese are large and
half prisms silvered on the back, between which a. beam between 0 deg. and 1000 deg. The author has already appear suddenly, the movements of the pendulum may
of light goes backwards and forwards with a slight up drawn attention in a former note to the fact that part of be marked. At Shide, the westerly displacement of a
ward inclination. The result in dispersing and resolving the divergence found between the results of Callendar and pendulum has for several years past been regarded as
power is equivalent to direct transmission through a long Griffitbs and of Harker and himself for the boiling point mdioating the approach of bad weather.
E N G I N E E R I N G.
THE DISCHARGE OF SEWAGE INTO
A TIDAL ESTUARY.
[Nov. 29,
1901.
On Saturday, the 16th inst., there was launched successfully from the yard of the Londonderry Shipbuilding
and Engineering Company, Londonderry, a cargo steamer
named the Neritea., built to the order of Mr. G. L. Premuda, of Trieste. The steamer is 365 ft. in length by
46 !t. 10~ in. breadth by 28 ft. depth moulded, and IS
destgned to carry over 6200 tons dead weight on a light
draught. The steamer is to be towed round to the Tyne
to receive her machinery, which has been constructed by
the North-Eastern Marine Engineering Company, and
ha~ cylinders 24! in., 4~ in., and .57 in. in diameter by
45 m . stroke. Steam will be aupphed by two large sin~le
ended boilers worked under forced draught ab a. workmg
pressure of 180 lb.
The s.s. Foxton Hall was launched on Wednesday. the
2~th. inst., by Messrs. Joseph L. Thompson and Sons
Limtted, of the :tforth Sands Shipbuilding Yard, Sunder~
land. She has been built to the order of Messrs. C. G.
Dunn and Oo., of Liverpool, and is the third vessel built
by this firm for these owners. The principal dimensions
of the vessel are: Lengbh over all, 381 ft. 6 in. ; breadth
extreme, 49 ft. 6 in. ; and depth moulded, 29 ft. 6~ in.
The engines and boilers have been constructed by the
North-Eastern Marine Engineering Company, Limited, of
Sunderland, the sizes of the cylinders being 26 in., 44 in.,
and 72 in., by 48 in. stroke, supplied wibb steam by three
large multibubular boilers working at 180 lb. pressure.
Recently there was launched from the yard of Messrs.
Allsup and Co., Limited, Preston, the steamer Holland,
the second of two powerful twin-screw tugs built for the
London and India Docks Company, the first being the
steamer Scotb, which was launched some five or six weeks
a.~o, from the same yard. The following are the chief
dimensions: Length between perpendiculars, 90 fb. ;
breadth moulded, 21 fb.; depth moulded, 12 fb. The
vessel will be fitted with water-tube boilers of modern
type, working at 200 lb. pressure, and two sets of com
pound surface condensing engines, with cylinders 19 in.
and 40 in. in diameter by 24 in. stroke, working ab 120 lb.
pressure, and capable of developing 1000 indicated horsepower.. The a.~r, circulating, an? feed pumps are separate
and driven by mdependent engmes. The vessel will also
be fitted with powerful fire pumps. The launching oere
mony was gracefully performed by Miss Allsup.
E N G I N E E R 1 N G.
759
20,576. J. A. Fleming and Marconi's Wireless Tele cooduclied, perhap~, in from two t o four " s tages," a portion of
graph Company, London. [1 Fig.) November 14, 1000. the compressed air passing through the eyetem being blown off at
- In H.er tz wave telegraphy and when employing powerful t he termination of each cc stage., In the four-stage cooler described
alternat10g currents operat ing through the medium of a serlee of
Testa coil a nd discharger sets, in order to avoid interrupt ing t he
COMPlftED BY W. LLOYD WISE.
first circuit a t t he completion of eaob signal, the apparatus Is
BBI.J<JrED ABBTRAOTB OF REOENT PUBLISHED BPEOIFIOATIONB organised in such manner tha t an a rc (instead of a stream of
AGRICULTURAL APPLIANCES.
17,636. J. E;. Ransome, Ipswich. Haymaking
Macht~e.
<
\
c._
...
>
~
: :
" ~
~
..
.. ~
:>
IJ
sparks) is nor maJly produced at the firat spa rk gap, and means
a!e pro~ided uy which the arc discharg cl may be ohaol(ed into t he
~1 sru pt1ve or spn}k discharge when a signalling series of impulses
IS desired. An au blast may be used for this purpose, and the
first ~l~im ie l! mite~ to this means. of cbao~ ing the discharge, the
r_emam10g clat~ bemg for. "The Improved apparatus for signal
hog by electl'lo wave w1reless telegraphy substantially as de
scribed." (A ccepted Septembe1 25, 1901. )
July 31, 1901. - This invention relates to wireless telegraph apparatus of the kind in which t he receiver comprises a microphon e
throu~th which current from a local battery passes to a telephtme,
tbe microphone being also included in a connection from an aerial
r eceiver of Hertz waves to ear th. Wit h this disposition of apparatus during t he time t hat Hertz waves pass through the micro- liquids ar e used In bbe intercha nge of hmt, Lbe liquid in the coil
phone, its resistance becomes slightly less to t he local battery t u be box for t he last "stage , being t hat of t he gas in treatment
under smlll compre88ioo. (Accepted Oc:tober 9, 1901.)
Ftg.1.
I
Fig. 2 .
"
Fig ..3.
'00'-
'\
,
1
.::;:
14-':l'Z
t}G3G.
.....-
-- - -----
- ,-
Frg.1.
.3.
. 4.
ELECTRICAL APPARATUS.
13.300. A. Nodon, Parts. Storage Batteries. June
26, 1901. (Convention date, December 1, 1900.)-According to t bie
Invention oxide paste for storage battery spongy lead or peroxide
plates le in part converted in to lead silicate, which t reatment, it
Is stated, r enders the for med active matter hard, porous, and
elastic. Twenty grammes of alkaline silicate in solut ion is made
into a paste with each kilogramme ot lead oxide, a nd t he g rids,
when pasted wit h the mixture, a re exposed to t he air for a day
and t hen immersed in a solution of alkaline silicate, and after
wards are again dried, then bei n~ su bmitted to the action of
weak dilute sulphuric acid, after which t hey are "formed" in the
usual way. It is stated t hat plates made according to t he loven
tion do not readily disintegrate under conditions of mechanical!
ebol'k, or heoause of high rates of c harge and discharge. (A ccepted Octvber 9, LOO'.)
......
I .....
MINING,
METALLURG~
AND METAL
WORKINu.
11,933. B. S. Blackmore, Mount Vernon.. N. Y.1
U.S.A. Reduction of Metals and Production 01
Alloya. June 11, 1901.- Accordiog to this invention refractory
metallic oxides a re reduced by t he agency of a carbide while combined with a flux. In an example of the process it is stated that
aluminium may be reduced from its oxide when t he latter ie die
c: :
solved in a mh.t ure of fluid sodium-aluminium fluoride and
lithium fluoride at a temperature below the normal meltin~ point
of t he oxide, and by means of aluminium carbide. Oar b1des of
other metals may be used when alloys are desired, or oxides of
other metals may in such case be added to t he bath . (A cupted
October 2, 1901)
22,408. P. M. Justice, London. (B. Talbot, Pencoyd,
Pa., U.S.A .) Manufacture of Iron. December 8, 1900.According to this invention, and as providing a useful moditlca
tion of the process described in British Patent Specification
No. 3810 of 1898, there is used in the puddlin$' proce88 of refining
iron a primary furnace worked cont.inuously m eucb manner t hat
metal may be transferred in a more or less refined condition from
t he primary furnace to feed the puddliog furnace while still maintaimog a r eservoir of metal in t he primary turonce. Molten
cinder is re moved from t he puddling furnace to the primary fur-.
nace from time to time for t he purpose of reducing t he iron oxides
-
contained in eucb cinder, a nd a t t h e same t ime in order to allow
.
recovery of the phosphor ic acid present, in combination with
-calcium derived from lime, which is added to t he molten cinder or
slag when it is t raosfHred to t he p rimary furn ace. The metal
th e primary furn ace may be allowed to cool before it is
vaporising apparatus t he combination of an ext ernally-heated from
horizontal or approximately h ori?.ootal tube, which is preferably added to the puddliog furn ace. (A ccepted Octo!Jer 9, 1901.)
11,832. R. Dletrich, GeisweidonSieg, Germany.
charged with coke or the like, and in which oil is vaporised, a perforated tube of floe bore arran'ted in t he said externaUy-heated Producing BtghlyCarburtsed Steel. October 5, 1901.
tube and chambers con taining respectively water and oil, which - Steel whfch, it is stated, is suitable for being made into
are forced under equal pressures into the said externally-heated tools or which can be used in c rucible steel manufacture ie made
tube and t he said perforated tube r espectively, substantially as according to tbie invent ion by pourio~ small quantities of molten
iron into tar or other liquid hydrocar bon. I t is said that a de
described." (Accepted October 9, 1001.)
oxidiei.ng action takes place at t he same time as the carburieiog.
15,511. C. Joly and E. J. Richardson, London. Tbere 1s one claim, as follows : " A process for the production of
Liquefying Gases. [6 F 1'gs.] July 31, 1901. - Tbis epeoiflca steel blocks with large carbon contents from fluid iron, or from
tion appears to relate t o and to broadly claim the liquefaction of fluid steel of low carbon contents, consisting in pouring the fluid
gases under and by means of pressure less than t hat necessary or liquid metal into tar or other liquid substance, or substance
for direct liquefaction. The first claim ie in t he following l.erms : t hat becomes liquid in beating having a oarburieing aotion or
" The continuous liquefaction of air and other aeriform ftuide pouring together both the ftuid metal and the liquid oarburising
whose critical temp erature is below the ordinary temperature of substance, substantially as described.'' (.Accepted October 9, 1901.)
the atmosphere at comparatively low pressures, and any pressure
whioh does not exceed t hat which ie required for the coodeosaRAILWAYS AND TRAMWAYS.
tioo at t he critical temperature." The apparatus comprleee beat
~1,799. G. E. BeylDia, Warring ton, Lancs. Trolley
interchange devices by means of which a large quantity of air
moderately compre88ed is blown off in order to reduce a por tion Conductors. [6 Figs.) November 80, 1900.- Trolley con
of t he same to liquefying tE'mperature. The cooling operation ie ductorll, specially adapted for overhead usE', according t o thiJ
----- - - -
;6o
E N G I N E E R I N G.
invention comprise in one form a cr escent section strip of copper Dltrr olasl3, n.n outlet tap is fixed at the lowest part of the
clasped around a steel wire, or upon an extension of like section uptake or down-comer passage, and a stopper whtch may be
from or upon the edge of a flat, curved or girder-sh aped strip of lowered to close the upper opening o.f ~he sa.id passlge is provl~ed . To use ~b e apparl;'tus, when 1t 1s d estred to empty the
b01ler t he water 1s first dramed from t he drum and header t hrough
t he outlet, and t hen t he plate covering 'the manhole is removed
and the plug inserted by hand into t he drum and placed in the
upper end of the uptake passnge. The cover plate is then ra
Fig. 2 .
F~.1.
Pig.3.
F's. -2.
Fig.1
-C1
Flg .4
! shaped. externally as a hotizontal cylinder with a verticallydependmg cylindrical part at it s centre has in thia part a close.
topped fi rebox, from which t he fi re ga~es pass through tubes to
covered spaces at t he ends of t he horizontal cylinder, and from
thence return through other tubes to a smoke box within the boiler
0'
--
00000
00
Q
0
Fig. G.
steel. Such a str ip of sttel may be provided with one two or t hree
crescent s~oti~n strips of copper. I t is stated th~t a c~nductor
of the etnp kmd more perfectly follows a curve t han does an
ordinary t rolley wire. (Accepted October 2, 1901.)
22.478.
::::.D
rc.z::zn
&.:
20,379.
W. Schmtdt, WUhelmshohe.
Germany.
Superheater f o r Fire Tube B o ners. [6 Figs. ) November 12, 1900.-A compact form of locomotive boiler with super -
t t
,.....
1-o-1
(
'
1-
r~r'----r---~--~----r---~
r-
Jl ~:.ns.
heater according to this invention comprises t he boiler wi th
some large fire-tubes, into which project from one end turned
out, it may be guided back in to the working posi tion. The superheater tubes, fastened at their ends to a removable attachbrake strap mechanism is fitted at t he upper part of the cable ment on the s mokebox interior. (A cceptefL October 9, 1901.)
wheel, and comprises two straps connected to a'different ia.llever,
20.468. D. B. Morlson, Hartlepoo l, Durham.
which may Le tightened either on the right hand or on th e left ,
Boner-Feed. [4 F igs.] November 13, 1900. - In order
and is operated through a bevel rack and wheel or a worm rar.k Steam
and worm, and is controlled by a band-wheel th1ough a worm and to deaerate and cleanse from oil feed-\\'ate1 for boilers, appa.ratus
according to this invention comprises a separat ing vessel of in cog-wheel. ( Accepted September 25, 1901.)
verted cone shape at it s upper par t, the discharge orifice for nir n.nd
oil being situated at the apex ther eof. The shape of t his vessel
STEAM ENGINES, BOIIERS, EVAPORATORS, &c. allows accumulated air and .oil to be discbar~ed from time to
time with but little w:1ste of water, and at the same time its shape
19,845. B. Jewson, East Dereham~ Norfo~. T~r
blnes. [2 Pigs.l No\'em ber 5, 1900.-Accordmg to th1e mven~1on
a steam turbine is actuated hy the impaot of a small jet of b1gh-
F01
a firegrate of large size, and means to allow of stoking the same
on two or more sides. The grate-bars extend from the baok or
dead wall of the furnace in the direction of the fi re-doors through
which they are stoked. Fireclay tiles supported by t he tu bes are
used as baffles. (Accepted October 9, 1901.)
TEXTILE MACHINERY.
~.z.