1906 September 21st

SEPT.
2 1, 1906
THE
MOTOR CARS AND TAXATION.
(B!I
11
C:urrnp!Jiuhnt.)
Tm; Hcport of the Hoya.l Commission on Motor Cat·s
raises questions of tl.xation specifically, a nd it appears
desirable to pay special attention to that portion of the
Heport. It will be well to inquire, in the first place, into
the relation of motor cars at the pre::ent time to taxation,
and afterwards to sot forth the proposals of the Commis·
s:on. A distinction not wHhout importance is that
between a penalty and a tax or dut,y; and in this paper
attention wtll be paid chiefly to taxes ot· duties payable
ot· proposed on motor car:::.
.\t present eYery motor car on registration pays 20s.or :53. for a motor cycle-and e,•ery driYer pays an annual
licence duty of 5s. Furthermore, the carriage duty on
motor cars is the ord;nary carriage duty of 15s. for a
hackney, of ~ l s. for four wheels and one horse, and 42s.
for four wheels and two or more horses, and finally
an additional duty of 42.;. when it does not exceed two
ton unladen, and of 63s. if it does exceed that weight,
has to be paid. It will be seen, therefore, that at the
present time motor cars ha,·e to pay in the first year a
total charge, made up of registration, dri,•er, and dut.y
charges, of £5 9s. ot· tG 10s., according to the weight of
the car. After the first year the charge is 20s. less, as
registration is permanent. n is of some importance t o
add that the proceed of these duties are applied to the
expenses of local authorities.
The Commission now propose that the taxation of
motor cars shall be reYised, that the duty
shall not be an
•
addition to the carrio.ge tax, but that a scale of duties on
motor cars graduated according to weight shall be intro·
duced, and that the classification by weight shall be
amended. At present motor cars under one ton escape
the addition to the carriage tax. The scale proposed is
al:l follows :Motor cycles to pay 20s. a year.
Motor cars not exceeding 12 cwt. unladen to pay -12s.
a year.
l\Iotor cars exceeding 12 cwt. but not exceeding
15 cwt. to pay oas.
1\Iotor cars exceeding }.) cwt. but not exceerling
2:5 cwt. to pay .3 guineas.
Motor cars exceeding 25 cwt. to p1y ' guineas a
year.
Trade and public sen·ices m~tor ,·ebicles to pay one
hs.Jf of these rates.
It is necessary to add that at present carriages, in·
eluding motors, used solely for trade and industry are
wholly exempt, and stage carriages are pat·tially exempt.
Traction engines are subject to the L ocomotives Act of
1 08, and pay to the local authority 1:10 a year if the
weight is not abo,·c 10 tons, and £2 extra for every too
or p::~.rt of a ton aboYc that weight. The duties on
c.utiages aul motors, therefore, are now of a sumptuary
character, ba.sed on the assumption that a carriage is o(
the nature of a luxury. It must be observed that the
pt·oposals of the Commission a re on a t otally different
basis, as witness the insertion of t rade and other vehicles
in a list of duties.
Further, it is of much importance to add to these pro·
posnls that of paragra ph 74 of the report. "We recom·
mend," say the Commission, " that the moneJ· derived
from taxes on motor cars should be handed to some cen·
tral department or departments, and should be, by them,
appropriated in part payment of the cost incurred by the
local authorities, not in ordinary and customary repairs,
but in works which have for their object the creation of
more durable a nd less dusty road surftlces, and the re·
lllO\'al of danger to traffic, and that it should-in the
1irst instance, a t any rate-be devoted to the roads,
whether tr-chnically main roads or not, which are im·
portant arteries of tht·ough communication. We con ·
template that tbesP grants would be made both for pur·
poses for which rev~nue would be e~pended a nd ~lso in
o.id of more substant1al works for which a loan mtght be
sanctioned, the grant in this la tter case going in reduc·
tion of the loan liabilities. The proportion of the cost
which would be contnbuted in particular cases would be
a matter for the central department to determine. If the
motor car ta xes were dealt with in this way the quest ion
might arise whether all caniage licence d\1ties should not
also be appropriated to road purposes." It may be added
that the recommendations include that the fees for t·egis·
tration and for the issue of licences should continue to be
payable clirect to the registering and licensing authorities.
This part of the Report amounts to a proposal that the
carriage duties now transferred from the Exchequer to
the local t:~.xation account, in the licence duties, should be
withdrawn from that account and placed in the hands of
a central department for the improvement of roads. The
suw which miobt thus be set aside o.mounts to al.Jout
.t600,000 o. yea~ of which about £100,000 is deri ,·ed from
motor cars, and might pro,·e a growing fund ..
Confinin~ remarks to the fiscal and financial proposals
of this sch:me chief:ly, it cannot be said that, on recon·
sidct·ation, the scheme should be appro,·ed. Looking to
the financial scheme just sketched, the carriage duties
pltl.ced in charge of a central department, it would seem
that Lhe Commission have t a ken much too narrow o.
, icw of the subject, and that remark applies to t he whole
o( these fi scal proposals. The money to be placed in the
hJ.nds of a central department is now part of t he income
of local authorities for common purposes, and though the
quc.stion of these gmnts to local authorities is much in
11Ccd of l'e' iew and of check, it should not, and probably
,\ill not, be done in a piecemeal way such as this. These
special funds, in cha rge of special bodies, also are h.ighly
objectiona~le, and in this case would lead to t~1e ordinary
c~rc and the special care of the same road 10 a county
bcin~ placed in ch•l.l'ge of two authorities-a. reYersa.l of a
goolprinciple of ~Ir. R itchie's Act of 1888. Nor . do ~he
difficulties of the proposaJ end there. As legts1atl0n
would be required to put this in operation, the w.hole
question of the u1aintenaoce of roads would be rn1scu.
ENGlNE~R
:rhe Commission found that the dust cry resoh·es itself
mto the proper and suitable maintenance and repair
of the roads, and most peopl<: who consider will agt·ee
with the Commission that the weights wbicb motors and
bcaYy motor car:> bring upon them- the load may not
exceed 12 tons gross or eight tons on a single axle-are
such as main roads, at any ra.te, should be expected to
bear" (paragraph 56). Now it shou:d not be forgotten
that already county councils, in the death duty and licence
grants, are in possession of a considerable sum from
central resources in aid of their expenses. Not only is
there an objection to another independent fund for local
purposes, but such a fund would restore a sort of
t.uropike·gate regime special charges on vehicles for the
use of common roads, but would also add other question·
able feat ures of its own. Judging from Captain
Bingham's interesting report on roads on the Continent,
the idea of this special fund administered separately is
drawn thence, but on the whole, in finance, whether
local or central, we have little to learn from countries
abroad.
Some readers will agree, in theory at any rate, with
this criticism of the special fund proposal for the main·
tAnance and improYement of roads, but may not so readily
join in condemning the increase of duties which the
Commission proposes also.
This increased and
graduated scale of duties is intended, no doubt, to add
to the special fund just not iced. It might be pointed
out that t he two proposals are not int erdependent, the
improvement of the roads, the harder metal and closer
work required, might be entrusted to the local authorities
as usual, and the question of augmenting their fuuds
would then arise. They could also, as seems fitting,
attend t o the annual regi':ltration and annual issues of
licences to drh·ers, as suggested, and remain sole masters
of the roads. The increase of the duties on motors, and
abo,·e all the inclusion of trade vehicles within the scale,
open up large and important questions of principle in
taxation. Here, emphatically, it mo.y be repeated that
the Commission failed to appreciate the magnitude of the
question in hand, for it is of much more importance than
the questions per taining t o motors and the roads them·
se!,·es.
First of all a Chancellor of the Exchequer could not
help reg.,.rding such changes in relation to t he whole
system of taxation and the whole Budget. H e could not
regard roads only, except be desired to gi\'e a dole to
local authorities. 'fhat, again, would open up the ques·
tion of the grants from the Exchequer in aid of local
taxation. More specifically still there is an economic and
commercial objection to taxes such as these on carriages
and motors. For many years carriage makers have tried
to obtain the abolition of these duties, as they burden and
check their manufacturing industries, they would strike
the poor tradesman se,·erel,,·, they have always borne
so that the man of modest means has had to go afoot
often when he might have ordered a spring cart. I n
short, such taxes are a burden upon an Muportaot and
expanding industry. When t o this it is added that these
Commissioners favour the extension of the duties (as to
one·half) t o motors employed for trade purposes, it is
impossible to regard their proposals as other than retro·
grade fiscally and commercially.
Regarded thus, it will be observed that the question is
connected with large matters of fiscal policy, not to say
with matters of justice in taxation. We ought rather to
free industry from taxes than to add to its burdens. True,
it may be asked what in addition t o a destructive criti·
cism of these proposals is offered, and it may be replied,
candidly, that it should be a gain to point to directions
in which we should not go. 'l 'he confession is easy tha t
to strike out new a Yenues of revenue, just and of fruitful
yield, lea\'ing our enterprises a nd processes unhampered,
is not so easy as some would think. In this case, a · was
remarked before, the thought of the adequate mainte·
oance of roads appears as the motive of these objection·
able proposals. ::>peaking generally, the care and main·
tenance of roads should be a local matter. A great
student of local governmeut used to say that the true
principle in regard to roads should be that those who
profit or benefit by them, and not those who
use them, more or less casually, should bear the cost of
their maintenance. There are many who regard the
present system of grants to local taxation as unfair to
the general taxpayer; and, happily, the claims upon the
public revenue are so many and so heavy that there is
no prospect of an additional sum being imposed upon a n
expanding carriage industry, for that is what the motor
industry is. The problem of the due maintenance of
roads, even to bear heavy weights, will be solved, it
may be hoped, without extending false principles and
methods of national taxa tion.
THE FIXATION OF ATMOSPHERIC NITROGEN.
Tu F; thirteenth annual meeting of the German Bun eo
Society was held at Dresden from May 20th to 28ro, and
was attended by a large number of members of the
Society, including Nernst, Foerstcr, L e Blanc, and other
leading Gcmtan electro·chemists. The recently·held
International Congress of Chemists a t Home no doubt
interfered to some extent with the at.tendaocc at this
year's meeting of the Bunsen Society.
.
l'ollowing the plan adopted at last ) car's gathermg, a
number of pavers upon one of the more important ~ubjects
of sci· 'ltific and tecbmcal bterest at the present t1me had
been arra nged, the subject select ed for ~uis year's meeting
being ·· The Fixation of Atmospheric Nitrogen." These
papers were read and discussed a t the first business
meetina of the members, on 1\Ionday, :May 21st. As
this subject is of considera ble interest to chemists, elec·
t ricia ns, and engineers in all countries, the papers and
discussions upon it have been dealt with somewh at fully
in this report. 1\Iore detailed reports of these papers
285
and of the discussions upon them will be found in the
Zeilachrifl fiir Elektrochemie, the official organ of the
Society, in the issues for J une and July.
Professor F. Foerster, of Dresden, introduced the
subject, "The Fixation of Atmospheric Nitrogen," with
a lecture dealing with the chemical and physical pro·
perties of nitrogen and its oxides, and outlining briefly
the nature and difficulties of the problem presented
to elcctro·chemists for solution. It was pointed out by
the lecturer that nitrogen was one of the most inactive of
the elements at t he normal temperature, and that only
at very high temperatures did it become chemically active
and able to enter into combination with oxygen.
The importance of nitric acid and of its salts-sodium
and potassium nitrates-in the o.rts and industries was
next referred to, and the laboratory production of nitrogen
oxides by Cavendish and Pri.estltJy in 1780 by means of
electric spark discharges in air was described. Bunsen
also observed the formation of nitric oxide when
exploding mi>:tures of hydrogen wi th excess of air. The
experiment can be easily repeated, and the formation
of the brown l\ 20 4 obser ved, when direct current at 60
volts to 70 volts E .l\I.F. is allowed to spark in air, using
iron-wire electrodes. The oxidation or combustion of
nitrogen produces no heat, and in this respect it
differs from the usual type of combustior. The flame is
therefore extinguished unless fed with a continuous
supply of elect rical energy. The reaction is, however,
a t hermal and not an electrical one, and t he only duty of
the electric cunent is to maintain the nitrogen at the
temperature at which it becomes chemically active
towards ox,ygen. The fixation of nitrogen in the form of
nitride by passing the gas over heated cerium, boron,
titanium, magnesium, o1· calcium is another method of
great chemical interest. Tech nically, however, it is of no
importance, since the recovery of these elements in the
metallic state is too costly. The fixation of nitrogen hy
means of calcium carbide-worked out by Dr. Franksis a third method, of more promise. I n this case calciu111
cya.oamide-CaCN~-is produced, and the compound is
of direct value as a manure, n.part from its vnluc as an
intermediate product in the manufacture of nitrates and
ammonia. Professor Foerster concluded with some
figures showing the importance of nitrogen to the agri·
cultural industry. In 1900, 1,800,000 tons of Cbili
saltpetre were used; in 1905, 1,500,000 tons. Of this
enormous tot al Germany consumed about one·third. In
1900 the total world production of sulphate of ammonia
was 500,000 tons, to whi<:h total Germany contributed
150,000 tons.
Of this tot al world production of artificial nitrogen
compounds, either in the form of nitrates or of ammonia,
agriculture absorbs 75 per cent., a nd the total value of
these artificial manures in 1900 amounted to 270,000,000
marks, or £ 13,500,000.
Professor Nernst, of Berlin, then read a. paper upon
" The E quilibrium and R eaction Velocity Ratios for
ritric Oxide Formation." A proof of the thermal nature
of this reaction is found in the fact that the union of
nitrogen and oxygen is obser ved as an explosion pbeoo·
menoo with the mixed gases. The chemical laws of
mass reaction can therefore be applied to the problem
involved in the calculation of the ratios desired.
Both of these constants are of the highest importance
for the technical industry, since it is requisite to obtain a.
concentra tion of nitric oxide as high as possible in the
final gases, in the minimum of time. For calculation of
the equilibrium ratio the usual equation
1{ =
( ! 0)2
(0 2l (Nyl
can be applied. ln this equation K is a constant inde·
pendent of the mass of the gases, but dependent upon
the temperature ; while the chemical symbols within
brackets represent the pressures of the <:omponent parts
of the gas mixture. The larger the value of J{, the
greater will be the amount of !\ 0 obtained from the
same gas mixture. It is important for technical pw··
poses to calculate the point at which increased value
of K ceases to be remunerative, owing to the increased
cost of the electrical energy required for producing the
higher temperature which causes it.
In order to obtain the data required for calcdating this
value, Nernst led air through a. platinum 01 iridium
crucible maintained a t the desired temperatures t y means
of an electric furnace. The gases passing through the
crucible were led through a platinum capillary tube, in
order to obtain rapid cooling of the gas mixture, and
were then analysed to ascertain the NO contents. This
rapid cooling is of importance, since otherwise portions
of the already formed NO would be again decomposeda result due to the declining value of K as the tempera.·
ture fell.
By rapid cooling of the gas mixture, however, there is
what may be called a " freezing in" of the value K, and
the composition of the cooled gases is practically the
same as at the moment the,y issued from the heated
crucible. F rom the data obtained by this method the
\'alue of K can be directl v obtained.
Another method used for checking the results, rests
upon the observation of the influence of pressure upon
the time of explosion and temperature obtained in
" Knallgas " explosions.
For calculating the s peed of reaction ra tio the follow·
iug equation was used : K = ~ = /,·, = j_~O)~
~
112
k~
(02) (l\2)
in which 7.-1 and k~ represent the constants for the speed
of combination and dissociation of NO. Now k1 can be
calculated, J( is known , a nd thus 7r2 can be ascertained ;
and from these data the general equation log. ~ 1
= AT
+D+~
was obtained.
At high temperatures
the last member of this equation disapperu'S, and one
thus obtains a straight line ratio between the value for
1•1 and the tempernture. Dy u£c of this method one can,
•
•
t'lcreforc, obtain the time required for the p1·oduction of
a gi' en amount of ;\ 0.
l' sing r t~ denote the percentlge o[ N 0 in the exit
gasc~ for vanous temperatures, the following value were
obt_\tned : -
-
-
Yalues of .•·.
,
"--
Cnlcu la tod.
Observed.
-
I
Iotorpolnted
1-
T.
d lliZ.
1:.oo
.
I '00
:WOO
:DOO
3000
--
·'·.
T.
-
"le~.
1 11
1 11
·10
.;H
• 61
I · i9
3·!'i7
--
2()~;j
:lO:H
:.!19.1
:l:>, O
:.!575
-
-
- -
..-r,
·35
. 12
. 43
·5~
·tH
. 61
·67
•• I
. !) '
.,-
2-05
~. 2:3
-
2·01
·> a·,)
-.
The following are the \'alues obtained for the establishment of a state of half equilibrium; for complete
equilibrium, infinite time is, of course, required.
T.
desz.
1000
.. ...
... ...
... • • •
. . ...
~:;oo
... ••
m o . ...
1500
19CO
2100
SEPT. 21, 1906
THE ENGINEER
2 6
A·•·
lO
37, 00
!1 -06 -10''
1·40-10"
:J-37. 101"
.'1 -07 · 10• ~
I.
... ...
... .
... ...
... ...
... ...
. ...
M·6 vcars.
1-~ day~.
1·~
minute.,.
5 · 06 secoorl".
1-06-10· -z second~
- IQ
:H.i-10·
second:>.
From this table it is seen that the time required
diminishes enormously with the increase of temperature.
It is nevertheless impossible in actual practice to obtain
:1. gas containing more than ::3 per cent. of NO, for the
cooling of the gases cannot be completed quickly enouob
0
entirely to prevent dissociation.
In the discussion upon Nerost's paper, the question
was raised whether o. gas mixture containing 50 per cent.
each of oxygen and nitrogen would yield better results
than ordinary air for KO production.
K ernst replied that by this plan the yield could be
improved by_20 per cent., but that the cost of preparing
such a gas mLxture would not be balanced by the gain in
output of ::\0.
Profestsor F . Foerster, of Dresden, followed with a.
paper upon "The Technical Methods for Carryina out
the Combustion of Nitrogen." The author comm~nced
by . ~ating that theoretical considerations clearly indicated the lines upon which the technical methods must
be developed. The gas mixture m ust be hea ted to the
highest possible temperature, and then must be cooled
·yith the greatest possible rapidity.
Muthman and Hofer had found in their ex-periments
hat the yield of NO decreased with the increase of
:lectric energy put into the arc. Hesearches by Brode
helped to explain this anomaly. The electric arc consists of
a very bot inner core, and an outer "aureole" of flame,
of lower temperature. This halo increases in extent.
however, with increase in the electric energy put into
the arc. Now NO ·is only formed in the inner flame;
the temperature of the h&lo causes its dissociation.
Therefore, increase in the extent of the halo
causes increased dissociation.
F or this t·eason better
results were obtained in the early trials with spark discharges- as in the case of these, the second zone of
flame is of small dimensions.
. But an enormous number of sparking points is required,
smce each represents a. very small amount of electrical
ene;~· Bradley and Lo\·ejo~ atta~ed this number by
desunung a drum covered w1th po10ts, which revolved
slow~y inside another drum similarly provided on its
inner surface.
With this apparatus they obtained
gra.mmes HN08 per kilowatt hour, and a concen·
tration of 2 to a per cent. ;\ 0 in the issuina gases.
l" iog current at 10,000 volts pressure the apparatus
required only one ampere, a nd attempts to use a larger
cur_rent. only produced the halo of lower temperature,
which tt was necessary to suppress. To obtain a. laroe
amount~£ nitric acid from the air by this method would ha~e
required, therefore, the construction of many hundreds of
these revoh;na drums ; and as they were complicated
and costly, the Bradley and Lovejoy process failed.
A sparking process for the manufacture of nitric acid
might be worked with the aid of condensers, but hitherto
electrical condensers have not proved durable when in
constant use. Inventors in this domain hM-e therefore
turned to .. flame-arcs 11 for provision or the heat required,
the essent ial condition of thi<; use beina that the a rc
!>hould be continually in movement·, or E"hould be rapidly
extinguished and re-made. This condition can be hest
nttained by means of a magnetic field, and by use of
alternating current for forming the flame-arc. By this
method of working the fiame-:~.rc is made to take
the sha.pe of a disc, and it has been applied practically to
X 0 production by l\Iessrs. Dirklaud and Eyde. Their
npparatus or fu rnace consists o f a case 1 m. high and 1 m.
broad, within which, by means of no alternating current
and a magnet, a disc of flame 2 m. in diameter is pro·
duced. The whole interior of the case is, in fact, filled
with a sea o f flame, and into this the air to be consumed
is led. The fu rnace takes f>OO kilowatts of electrical
energy, 10 per cent. of this being required for the
production and maintenance of the magnetic field.
The fiame-arc is produced by an alternating current at
5000 volts ; z;; cubic metres of air are led per minute
through the flame, and a concentration of 2 per cent.
::\0 is thereby attained in the issuing gases.
F rom 70 to ttJ grammes H NOMper kilowatt are obtained
with this furotlco in constant work, t his being equh·alent
to JOO to 600 kilos. per kilowatt year. 1'aking the cost
of the kilowatt hour a.t · 60 pf., this is equivalent to
• .ZO marks (3 ·-td.) for the electrical energy required to
produce 1 kilo. o f nitrogen in the form of nitric acid;
wborcu!.l in sodium nitrate- tb:) Chili sanpetre of com·
merce-the same amount of nitrogen cost s 1 · 2J marks
(l s. 3d.)
In Korway, the nitric acid is com· e1·ted into calcium
nitrate, or into the basic nit,·o.te of lime, the latter com·
pound ha,·ing proved a good fertiliser for agricultural
purposes. The annual consumption of 1,500,000 tons of
nitrate of soda would require 2,500,000 horse-power to
produce by the method just described; but the waste
gases of the blast furnaces now in operation in Germany
alone would generate 500,000 horse-power if utilised for
this purpose.
The author then discussed the theory of the above
methods for producing nitrate from the air, and stated
that from the results of experiments ca.nied out Ly
himself, with direct and alternating cw·rents, be had
concluded it was the "amount " of electrical energy and
not the manner of discharge that influenced the r esults
obtained. H a.ber bad calculated that with a tempera·
turc of 4200 deg. Cent., and rapid cooling of the
final gases, o. yield of 212 grammes H N0 3 per kilowatt
hour might be attained; while with a temperature
of 3200 deg. Cent., only 93 · 5 grammes were attainable.
The former figure of 212 grammes is, in the author's
opinion, too 'Ugh ; but the lower limit o f 93 · 5
grammes has already been nearly attained in practice,
and an increase of this ~;e)d will only come by use of
methods which can communicate a higher temperature
to the air sent into the furnace. Further progress in the
industry is, therefore, a question for electricians r ather
than for chemists, although by use of a 50 per cent.
mixture of nitrogen and oxygen, under pressure, a slight
increase in the yield might be obtained.
Such a 50 per cent. mixture of oxygen and nitrogen
might be won by the distillation of liquid air, a.nd the
residue of pure nitrogen could then be utilised for prc·
paration of calcium cyanamide by the F rank and Caro
process.
Bodensteil1, Eskales, Nerost, Brode, and ~tavenhagen
joiued in the cbscussion on this paper.
T he next paper of this series, upon " The Fi..xation of
Atmosphel'ic Nitrogen," was contributed by P rofessor L e
Blanc, of Karlsruhe, and dealt with the estima tion of
nitric oxide-NO- in air. T he author stat ed that the
literature upon this subject was scanty and inaccmate.
T he method of estimating NO, usually described, was t o
lead the ga mixture through water, and to determine the
nitrate and nitrite present after the absorption. According to the authorities, equivalent amounts of nitrate and
nitrite would be produced, as shown b~· the chemical
equation : N~O,
+
H~O
= HKO~ + H::\ 0
3•
The author had found, hO\\ ever, that several conditions influence the results obtained, and that the character
of the flame, the length of time during which absorption
is occurring, and the nature of the absorb~nt each influenced the proportion of H::\ 0 9 to HNOs, obtained in
the final solution. Although the difficulties in the way of
obtaining n. correct estimation are therefore great , by the
choice of suitable conditions for the absorption a
quantitath·e estimation of the nittate present in solution
is possible. The author finally gave reasons for believing
that N 20 8 and NO~ are also present at times, in the gases
pressing from the inner zone of the arc.
The paper by Professor J(i aud~·, of Vienna, was upon
"The Technical Methods for Converting the Nitrous
Gases into Nitric Acid and its Salts.•· The a uthor stated
that the res\1lts obt ained in regular work by the larger
installations for nitric acid production h-om the air gave
a concentration of 27 grammes NO per cubic metre of
air. This was equivalent to 21 ·6 litres of NO per 1000
litres of au·, or 2· 16 per cent., and corresponded to a
temperature of 2600 deg. Cent. in the interior of the
furnace. This yield of N 0 corresponds to 600 kilos.
H N08 per K.W. year; but owing to t he dilution of
the escaping gas, only a portion of this total can be
recovered as nitric acid.
In Norway, the K.\\'. year in certain localities can be
obtained by water-power for 20 M. (£ 1), while in Switzerland and Austria it costs 40 M. (.£2), and at Xiaaara
80 M. (.£4). Power gas installations and sma11 w~ter
powers cannot, therefore, compete in this new industry,
although blast furnace gases may have o. future. Taking
the above figures as basis of the calculation. the author
finds that in X01·way 1 kilo. of nitrogen in the form of
N02 costs only ·15 l.\I. (1· d.), while in the form of
sodium nitrate or nitric acid it costs from 1·15 l\l. to
1·90 M.
Pt·ofessor Franl<, o f Cba.rlottenLurg, was to have read
the last papet· upon this subject, dealing with the Frank
and Ca~·o meth o~ of fixing atmospheric nitrogen by means
of calcmm carb1de. P rofessor Frank, howe,·er did not
a ttend the meeting, and below we give an abstra~t of the
paper he delivered on the ~ame subject at Rome a
fortnight earlier. Calcium carbide is formed in the us~al
manner by ~eating lime ~<1 co~e in the _electric furnace,
and over this product, while st1ll hot, mtro<>en obtained
by t~e fractional distilla tion of liquid air is passed. This
gas 1s absorbed by the hcawd calcium carbide with
formation of u. rompound having the formula. CaCX ., ,
an~ known a calcium cyanamide, or •· Kalkstickstotr.i·
~hu; ~roduct conta ins nitrogen in a form which renders
tt ava.il~ble for other chemical reactions, and it can be
used directly upon the oil as a chemical manure or as
the raw mo.tetial of se,·eral secondary manufa~tw·e~.
Amoo~ ~he s~ latter, t~e production of pure ammonia,
pure n!trt? actd, ammoma salts, cyanamide, dicyandiamide,
urea, mdigo, and a new compound for hardenina s teel
"Fer;o-diir," may be named. Dicyandiamide ha'; bee~
u~ed m the mo.nufactmc of powders for rifles and cannons
wttb good effects, since it reduces the combustion tern·
peraturc, and, therefore. the wear and tear on the tiflinn
of the gun.
o
As regards the indust1io.l de velopment of the Franl<
a_nd Caro process, three works have been planned for opera·
t10n on a large scale in connection with water power
developments in It&ly, and the first of these, located at
Plain d'Orte, is already in operation. Other works are to
be erected in France, Spain, Switzerland, and Xorway,
at a n early date. As r eaards yield, the best result-;
obtained so far representea the fixation of 330 kilos. of
mtrogen with the expenditure of one E.H .P. year; but
it is hoped. as more experience is gained in the practical
working of the process, that this yield, equal to 43 per
cent. of the maximum possible, will be greatly increased.
IRISH RAILWAYS.
No. 11. ..
now to the present day, it may be stated tha t
all responsible authorities admit that most railway
officers do th6il· best for the public, compatible with the
duty they. owe to their shareholders. Ther e are still
many points in which possibly improvements could be
made, but they no longet· lay themseh·es open to the
charge made by the All port Commission, who said, " Y\' e
may sum up the opinions we have formed as to the
present management of the I rish railways by saying that
it appears to us to exhibit a considerable want of enter·
prise and of business qualities, coupled with a. too narrow
view of its own interests." A spirit of enterprise is
abroad through the land. More comfortable caniages,
with lavatory accommodation, hsxe been provided, some
of these being of the corridor type. Breakfast cars are
run by the leading lines from Dublin and Belfas t, which
return as dining cars by the evening trains. The mail
trains remain the best trains of the day, but these still
leave Dublin at inconveniently early hours. They are, by
the way, subsidised by the Government. There are,
however, other fast trains now. There s till remain some
traces of the former insular state of affairs when each
company studied its own interests. Express fares are
yet charged for tht: mail trains on the Midland Great
Western, and third class passengers, except those for
England, are not carried on the Great Northern mail from
Dublin to Belfast in the morning, and the conesponding
return train in the evening. Through rates between I rish
towns are not so common as in England and Scotland.
Again , although there is now a circular loop round Dublin, there are no through carriages between Belfast and
Cork, the two leading cities in Ireland outside Dublin. Rates
and fares are still high, and a more frequent service of
trains would meet o. public want. These, we are satisfied,
are deficiencies that cannot be mended without a greater
tax on the companies than they can afford, that is as they
exist to-day. T here are still long distances between som e
of the stations. This must rob the railways of many
possible passengers. T his, we think, could soon be
remedied, as "halts ., might be provided which do not
require s.ny station staff, nor signals to protect them,
whilst rail motor cars would greatly improve the
sen·ices. Much of this backward state of things is duo
to the Irishman's natural character-the happy content·
ment in which he exists, altogether indifferent as to his
sw'l·oundiogs, or to the cit·cumsta.nces that make up his
daily life. One almost en vies this careless frame of
mind.
The same indifference was reYealed in the Iveagh
Pirrie motor car scheme already referred to. This was a
great opportunity fot· improYing the t ransportation facili·
ties in Ireland, but it was not possible unless the wain
toads were improved, a nd some of the county councils
did not see their way to pay for the improvements and
bettet· maintenance that were requit·ed to carry the
motor traffic ; n.nd so the scheme was wrecked, and the
whole nation suffers in a more or less degree. The larger
railway companies in Ireland are very enterprising in
offering facilities for visiting the a t tractions on their
lines. They have provided hotels for which combined
railway and hotel coupons can be supplied ; they issue
cheap tickets to seaside and other resorts, and some,
more enterprising, have working arrangements with
the proprietors of char-a-banes for circular tours that
include drh·es. The Tow·ist Development Company with
its "Yisit I reland " has done much by its hotels, the
opening up of the S hannon, and other good work.
It is no use denying t he fact that, whilst it is pleasant
to see in one's mind's eye such pictures as those painted
in Charles Lever's works of the happy Irishman contented
with his surroundings, howe,·er wanting they may be in
comfort aud cleanliness, yet tha.t is as near as one cares
to get to the r eal thing.
If Ireland is to prosper, it can only do so from two
directions- fhstl,v, by the attraction of visitors to its
beauties, of which there are no finer the world over, and
secondly, by the development of its agticultw·e, fishing,
and, to n. less degree, its mineral resources, and the placing
o f its products on the English market, where they can
compete with the foreigner. Much, as has just been said,
has been done to provide fot· the tourist, but more must
be douc in the shape of improving the hotel accommoda.·
tion and the facilities for getting to ple.ces onJy accessible
by road. 1\luch also has been done as regards agriculture and Irish products through the exertions of Sit·
Horace PlunkeLt and the Department of Amculture
and Technical Education, of which he is the head. In
the last annual t·eport of the Department testimony is
borne to what the Irish railways are doina. As to the
~arriage of fruit, th~ repor~ ays: "The p~cipal places
1~ !reland fro'!l wh1ch fru1t ~vas despatched by rail were
n l'tted by the mspectors durmg the season. but little or
no complaint was made as to the a.rranoements
for the
0
transit of the produce. In the Armagh district, where
strawberries are extensi,·cly grown, the railway company
c~ntinue to _pro,•ide sp~cial faci~ties for speedily dealing
wtth the fnut a t the railway sto.t10.1s and for its conYeyance to the market." Similar wstimony is then borne t o
what the cowpanies do as regards the fish traffic runnina
special t rains and making the earliest connectiod possibl~
with the steamers. F urther on in the r eport it is stated
that under the powers they possess the Department dealt
COMJKC
• ~0.
I. Bppo'\rod AUg>ISt 24th, lll(kl.
I
EPT.
21' 19 0 6
with fifty cases of complaints from traders against the
railways as to want of through rates, al!eged excessive
rates, or overcharges. As a resulh of correspondence
~vith the companies, certain through rates were fixed ,
m some cases rates were reduced, and in certain
cases r efunds were made by the companies. The pamph_let already referred t? as having been issued by the
lnsh Reform Assocahon says on the subject of
a.gricultural industries:-" In the progress which has
been made by Denmark and B elgium the Irish people
may find encouragement if they will apply themselves to the problems of small culture, market gardening, dairy farming, and general indus trial development
with all the aid that science can lend them, and will
realise that, although ch eap transit is necessat·y, they
wust make their products good and uniform in quality,
and plan a system of co-operation, so as to facilitate
transportation." It will be admitted by all who know
the cit·cumstances that during the eighteen or nineteen
years that h ave elapsed since the Allport Commission,
ther~ have been improvements in the Irish railway
servtces.
The companies, we waintain, do the best they can as a
rule. Expenses cannot be readily reduced. For instance,
fewer trains wouid lead to still greater inconvenience.
Through rates to England and Scotland are determined
less by the Irish companies than by the cross-channel
steamships and the English railway companies. Labour
gives more trouble than it used to do, and leads to higher
tt·affic expenses. This class of agitation is likely to
become more acute, as the Amalgamated Society of Ballway Sen1 ants ha,·e sent their most energetic secretary to
take command in Ireland. This, then, being the position
of Irish railways, what is to be done? That, of course,
is the question that the latest Commission has to answer,
but a consideration of the state of affairs may be
helpful.
One of the se\'eral diffi.c~1 l ties lies in the large amount
that has to be spent in administration, due to the number
of independent companies. I reland has a mileage of
o296 miles excluding sidings, or 4214 miles including
sidings. These belong to thirty-three separate companies, who have 230 directors. It is true that many of
these are simply small owning companies who h ave
leased their lines, but there still remain sixteen working
companies in Ireland. It can then readily be imagined
what large sums have to be taken from t he receipts to
pay the fees of the directors, secretaries, &c., of the
thirty-three companies and the whole of the administration of sixteen companies. This absurd condition of
affairs becomes the more remarkable when contxasted
with English railways, of which there are four each with
a larger mileage than all the Irish companies put
together, a nd not only that, but the receipts of these four
companies are from two and a-quarter to three and
a-half times as much as from the whole in Ireland. It
is obvious then that a single administration for Irish
railways is possible from an operating point of view, and
such an arrangement would not only secm-e a wholesale
red uction in administrative charges, but it would etl'ect
economies all round. More use could be made of the
rolling stock, as there would be no foreign goods wagons
to be returned to the owning company, anc.l there would
be no Irish r ailway clearing house with its attendant
exp enses. Such a scheme would not be possible in
England, nor even in Scotland, as it would stifle competition, but in Ireland the only competition is between
the Midland (Northern Counties) and Great Northern
for the English traffic to the North of Ireland, and fot· the
traffic for the South of L·eland through Dublin or via.
Fishguard and Rosslare. The only other competitive
traffic is between Dublin and Waterford and Belfast and
Newcastle (Co. Down). What is here suggest ed is the
purchase by the Government of all the Irish railways,
but not that they be worked by the Government, but
leased to a company, who shall work all the railways for
a fixed agreed sum. The complete nationalisation of
Irish railways is h ardly possible. The present st ate of
Imperial politics forbids that, for one thing. It is very
easy to foresee the influence a Nationalist m ember could
bring to bear. On the other hand, were the lines leased
to one company a t a fixed rental, to whom all the net
receipt s a fter payment of the rental would belong, they
would be encouraged to develop the lines in order to
create traffic. P art of this suggested scheme is the
creation of a Railway Commission on the lines suggested
in the Allport report, who should control the leasing
comp any and prevent abuses, and they should be
responsible through the I rish Secretary to P arliament.
The Government would have to fix a schedule of maximum rates, and on this the terms of the lease would have
to be based.
The I veagh-Pirrie sch eme sh ould be considered in connection with this, so that a vote might be made towards
the cost of improving the roads, and there are numerous
oth er directions in which Imperial funds might be profitably expended with a view to increasing transportation
facilities in Ireland. T here are, for instance, the millions of
acres of peat, which cover one-seYenth of the areaofireland.
What a boon t his might be to the poor in D ublin could it
be carried at a lower rate. In the Irish Reform pamphlet
reference is made to wh at h as been done in D enmark : "Denmark is about half the size of Ireland, and, owing to
its systematised industry and cheap and quick communication, it h as driven Ireland out of markets which should
be her own. The story of Denmark's dairy de velopment
is full of interest, and illustrates the manner in which
Danish produce- once its quality was placed a bove
reproach-has displaced that of I reland in British
markets. In 1903 £16,796,495 worth of butter, b acon,
eggs, &c., were delivered in the Unit ed Kingdom from
D enmark, as contrast ed with £3,618,337 in 1872." H ere,
(~gain, we see where our foreign comp etitors have an
advantage over us. They go in for co-operation-a lesson
to be taken to heart, not only by I rish farmers, but by
English , too. W e should hear less of preferential rates if
the English farmers in a g]Yen district would work
THE ENGINEER
together to send their butter , eggs, and produce under
systelllatic conditions, when they would find the railway
cowpanies only too read y to assist them.
The subject of the unification of Irish railways will be
more difficult to deal with now than at the time of the
All port report. One reason is that Irish railways now pay
good dividends-better than the average of England and
Scotland. Another reason is the fact that English railway companies have now a deep financial interest in
Ireland. The London and North-Western own the
Dundalk, Ncwry and Greenore Hailway, and has invested
a large sum in the Dublin, Wicklow and Wexford. The
Midland own the l3elfast and Northern Counties, and
will shortly be part owner of the Donegal, and the Great
Western is part owner of the llosslare lines. lt is not
suggested that the English companies will want to reta in
their property. On the contrary, it is expected that they
will be only too glad to realise on it, as it is very questionable whether the investment pays-an inYestment
they had to make in self- preservation in most cases.
T hey will, however, be more formidable parties to deal
with than the I rish companies, and when the question of
through rates is deaJt with they will again have to be
conctliated, not only on account of the English proportions, but for those for the cross-channel journeys, which
will be made in boats belonging in nearly every case to
English railway companies.
That the Go\'ernment ownership of Irish railways
would in time be a source of profit to the nation is beyond
doubt. The Committee of experts in 1868 so 1·eported, and
their opinion was confirmed by the Allport Commission.
In Mr. John Morley's speech on the Indian Budget on
July 20th last, he said : -
the scope of a work by its first two volumes. Chapters I.
to V., Vol. I., do not strike us as very Yaluable. The
model specification, Vol. I., Part I., Chapter V I., so far
from being" too complete," as the authox appears to fear,
is really a skeleton which in practice would require a
large amount of clothing, none of the special features
shown on the elevation being described in the speci6cation. In passing we may note the student is referred to
a wrong plate for this section. The various plans re!lrOduced and the chapter on planning contain ma.ny hints
which would be useful to a student. In the practice of
planning, however, hard work and constant use alone
confer skill, and printed help avails little. The section
upon foundation work, Part III., is good and useful, and
the elaborate chapters on brickwork may, we think, constitute an advance upon other handbooks . To state,
however, that kitchens require a chimney opening fro111
3ft. to 4ft. 6in. wide indicates a fa int-hea rted suspicion in
the author that the student who relies upon the book for
his experience is not lil<ely to be called upon to execute
work of any magnitude. Masonry is presumably to receive
more attention in the futw·e. The chapters on carpentry
are useful , although of necessity what they say has
been said before; but the inclusion of block fireproof
partitions in this section indicates want of care in
compilation.
Vol. II., Part I., t reats oftown buildings, and here agai1J
the plans reproduced of fl a ts, houses, and shops are of
value to a s tudent. P art II. contains a type specifwat.ion,
which fails because a type specification is bound to faiL
It does not show a student how to describe original detail
in a clear and simple form . Five chapters treat of
quantity surveying, and of necessity cover again oftcovered ground. Part IIL : The chapters on joinery are
sound, and contain ideas of a more modern type than is
usually given in the h andbooks, and the remaining
chapters on constructional finishing haYc all o( them a
,·alue for the student.
Mr. Middleton, no doubt, has good reason for collecting
this mass of heterogeneous information into one publication, but we confess it would have appealed to us far
more if issued in the form of separate text-books.
In India the State undertook not only railways but gigantic
operations for the direct development of the economic resource~ of
the country. Under the three heads of railways, canals, and
forests, the net revenue five years ago was only £2,750,000, whereas to-<lay these Socialistic operations yielded £5,109,000. The
I ndian railway system included nea rl y 30,000 mile,;, and was growing at thg rate of 1000 miles a year. In 1905 250,000,000
passengers were carried, and 56,000,000 tons of goods, and the
average charge for paS~ongers was one-fifth of a penny a mile,
and the average charge for goods was a halfpenny per ton. The
heads of departments in this country-the Board of Trade, for
instance-mtght consider whethar they could reduce railway rates
and charges to something like these figures. Twenty years ~o the
Von J osEF
lo~s to the State on the national railways was four millions. Then Hiljsbuch j ii1· Dampjmascltinen-Techni ker.
it fell gradually, till in 1889 and 1900 they paid to th e extent of
H RABElC
Fourth edition. 4to. Three vols. Berlin:
£70,000, and in 1905 and 1906 the profit amounted to two millions.
J. Springer. 1906.
He asked the House to consider the economic anti beneficent effect
of this. They had been able to promote migration, which was of I N this new issue of his well-known tables for determinpeculiar importance to India, where some districts were poor and ing the leading dimensions of steam engines which have
others less poor ; and further, there was the rapid and satisfactory now been in use for nearly a quarter of a century, tho
increase in commerce, in the value of exports and impor ts, and all first edition having appeared in 1882, the veteran author
these commercial increases would have been impossible except for has, while maintaining the original division into practical
the railways. There were also other advantages, political and
and theoretical volumes, added a third, dealing specially
social, \~hicll were due to the extension of the railwny system.
Then in Germany, where rates and fares are low and the
accommodation good, the railway s made a profit during
1904 of £31,000,000.
In conclusion, let the financial side that would be
invoh·ed be considered. The paid- up capital of the Irish
railways at the end of 1904 was as follows:Enrning nn a ver~e
£.
rate of intere;ot of
Debent11re stock
10, 71, 16
...
3·97
4 -07
J..,oan.s . . . . . . . . . . ..
306,002
...
6,239,403 . .. . .. . .. . .. 3. 95
Guaranteed stock ...
Midland Deb. and Con.
Perp. Pref. for B.
·'·
an d N . C. . . . . . . "~, ·)19
, -1·•6
~ .;o
Preferential
... ... 6,193,054 ... ... .. . ... 3-55
Ordinary ... ... ... 14,801,823 ... ... ... .. . 3·94
t}
•• •
• ••
• ••
•••
"
The average being 3 · 94 p er cent., Government stock at
3 per cent. would no doubt be accepted by the holders,
and the amount required to redeem the fixed charges
would be £33,962,733. The total net revenu e for 1904
was £ 1,583,014, and the total interest on loans, debentures, and guaranteed and preferred stock was
£ 1,0 18,882, leaving £564,132 net revenue. If twentyfive years' pul'chase be t ak en as a fair price,
the amount for the latter sum would necessitate
a capital of £14,103,400. T hen there are certain loans,
debentures, guaranteed, preferred and ordinary stock,
which receive no dividend, and it is suggested that these
should be replaced by Government stock at a lower rate,
viz., 50 per cent. on £68,100 loans and debentures, 50 per
cent. on £846,509 guaranteed and preferred, and 25 per
cent. on £ 1,734,312 ordinary. This would bring up the
required new capital to £48,957,000, three p er cent. on
which would be £ 1,469,000, and as the net revenue is
£ 1,583,000 there would be a n01ninal profit to the nation
of £ 114,000 per a nnum. This makes no allowance for the
r eduction in working expenses that would a rise, which , if
~hey were swallowed up by reduction in rates and fares,
could not but lead to greater business. However, every
well-wisher of Ireland-and she has no enemies unless
they be those of her own household-will hope that the
results of the labours of the present Commission will lead
to an era of greater prosperity for that country.
LITERATURE.
ltfodenL Buildings: Their Planning, Consl1·uction, ana
Equipment. By G. A. T .llliDDLETON, A.R.I.B.A. London:
The Caxton Publishing Company, Chm House, Surreystreet, W.C. Six Yols.; price 10s. Gd. each.
T BE first two of sLx promised volumes by Mr. l\Iiddletou
have now appeared , and we confess to a fear that the
labour of production is in inverse ratio to the number of
students likely t o profit by it. Something more than an
elementary text-book and less than an exhaustive work
on any of the subjects of which it treats, the book
appeals to a very limited class-chiefly to architectural
pupils-who would in the natural course acquire much of
the information in their office training. The idea of six
volumes, each divided into three parts and cbaptcred
separat ely, does not appear to u s to make for cleamess or
ease of referen ce, though perhaps it is not fair to judge
with the two subjects of engines using highly super heated steam, and blowing engines both for blast furnace
and Bessemer steel works use. The steam tables contain
the computed horse-power for engines of all classes and
sizes, from 6in. or 7in. to l Oft. cylinder diameter, and
45lb. to 200 lb. pressure, reduced to the uniform standard
of 1 m . piston speed. In the section on superheated
steam the four conditions of moderate, 50 to 80 deg.
Cent.; medium, 80 to 120 deg. Cent.; high, 120 to !GO deg.
Cent.; and maximum, 160 to 200 deg. Cent. above saturation temperature are considered, and the fuel and feedwater consumption resulting from each are compared
with those shown in the earlier volumes which are computed for saturated st eam. The blowing engine tables are
based upon the unit tuyere delivery of the blast furnace
in one case, and of the perforations in the converter bottom
in the other ; completely worked ~xamples are given
showing their application in either case. In 1904 the
author published a volume on the " Theory and Practical
Calculation of Superheated Steam Engines," which, with
considerable additions, apart from those on blowing
engines, makes u p the new supplementary volume. In
the preface the author invites the users of the work to
co-operate in its improvE-ment by the communication of
new facts and methods developed in practical use, and
for this purpose h e has thoughtfully provided a very
liberal allowance of squared and bla nk paper at the end
of each volume, which we hope will be freely utilised in
the mann er desired.
SHORT NOTICES.
'l'he Slide Rule: .I P1·actical Manual.
By C. N. Pickworth, Wh.S. Tenth edition. L ondon: Emmott and Co. ,
Limited, 118, Chancery-lane. Whittaker and Co. , 2, White
Hart-street, E.C. Price 2s.-The fact that this bo<'k has now
reached its t~nth edition is testimony that it has fulfilled the
demand for such a work. Th is edition has been reYised, and
much new matter has been added. The most notable addition
is a brief consideration of the general theory of the instrument,
so written that most users of the slide :ulo will have no
difficulty in following the reasoning.
Ind1calo1· Diagra111s for Ma1·ine Engines. By W. C.
!IIcGibbon. Glasgow: James Munro and Co., 40, Jamaicastreet. London: Simpkin, 1\larsball, Hamilton, Kent and
Co. Price 7s. 6d. net.-Many looks h ave been written on
the subject of indicator diagrams which deal with cat·ds
taken from various types of engines. In the volume before
us the author has confined his remarks solely to those
obtained from marine engines. He commences by giving a
chapter on the origin of the indicator, and describing a few
of the better-known types of indicating instruments.
Diagrams of work are next considered, after which the author
explains the use of indicators, and how diagrams should be
taken. Then follow a few chapters, in which are explained
the laws relating to pressure and volume; the e1Iect produced
on diagrams due to sequence of craul;s; and Zeuner valYe diagrams. The remainder of the book is for the greater part
devoted to criticisms of diagrams obtained in actual practice.
Good, indifferent, and defective cards are giYen, and their
defects or peculiarities fully considered. Tbe subject ~
treated throughout in an original manner, which is both
instructive and lucid. Students in marine engineering will
find the de: cript.ious readily intelligible, ar<l the ntlmerous
engravings clear.
288
THE ENG1N:it~R
they subsequently built the Carpathia. of 13,500 tons, and
CUNARD EXPRESS STEAMER MAURETANIA. the Ultonia of 8056 tons.
I In another part of the Wallsend shipyard two co,·ered·
\\ utu the l<~.unch, ou the 7th ,J uoc this year, from the in berths of much greater length, breadth, nod height were
'' ~11-kno\\ n stocks of the Clydeba.nk shipyard-the birth· constructed, and it is upon one of these that the grel\t
place of m.1ny previoui Cunarders-of the Lusita.nia, the Cunarder Mauretania has been brought into being, and
fi rst of the couple of express ocean le,·ia.thans for the from which she was yesterday consigned to the wnter.
('untu·d Company, in which the whole travelling and engi· The two sheds are 740ft. long, with a clear inside width
neering world may be said to be interested-formed a not· of about l OOn. each, and a. height of 114ft. The glazed
t\blc event in Clyde shipbuilding annals, the "send-off," t·oofing has enabled work to proceed independently of the
yesterday, of her sister ship, the 1\lauretania, from the weather, and the system of arc lighting installed has
Wallsend yard of Swan, Hunter, and Wigham Rich:nd· pro' ided efficient at·tilicial illumination when natural
!IOn, Limited, certainly constitutes an e,·ent or the light was found capricious or insufficient. T he electric
~eatest interest and significance in the history of T_yne· cranes over the berth have pro,·ed iO\·aluable in the
-;ide industry. For a number of years past the shipbuild· work of raising and transporting structural iteo1s to their
i ng and engineering skill of Tyneside, which has been so destined places in the hu"e vessel. The rails on which the
I mg and so particularly associated with the production cranes traverse the full length of berth form part of the
d shipping, has quietly but surely been forcing its way to lower booms of longitudinal girders suspended from the
recognition by dint of actual achievement, in the do· tt·ansverse members which support the roof principals.
main of the highest class of shipbuilding, both naval and As may be gathered from the engra,·ings given in our
mercantile.
impression of December 8th last of the framework of
.\s Wallsend was the birthplace of the Parsons marine the vessel-se,·eral of which we again reproduce in a
!-team turbine, it is fitting that the Tyneside borough Supplementr-there a re several or these tracks in the
should also be the rradle of one of the mighty vessels width of berth for electric cran~~:>.
SeYen cranes
with turbine engines from which so much is expected. altogether were put into use, some of £,•c tons
Incidentally, also, it may be remarked that the employ· o.nd others of three tom: lifting capacity and
went of the marine steam turbine in the largest vessels great speed of tra,·erse. In each case the jib of the
the world has seen coincides in point of time and to a crane is suspended from the carrit\ge. and works hori·
nicety that is striking, with the initiation of steam naviga- zoo tally. The jibs of the t~ree-ton cranes are at a slightly
tion. Xext year, when the Maureta.nit\ and the Lusitania lower )e,•el than the carriages of the adjoining five-ton
will bP plying on the greatest of ocean routes, will mark cranes. For lifting heM·ier weight!l up to 10 tons the
the hundredt h annh·ersary of the placing into daily cranes were so at-ranged that two could be made to sen·e
~EPT.
21, 190G
direct to the building ber~h, and in this connec~~on there
are electric cableways wtth t elphers from the Jib of the
derrick crane at the sidings, which transport ma·
terial to some of the vard at·ea and shops with great
celeritY. These cable~vays tr8.\·erse a total distance of
about 7.30ft., and are capable of lifting about fiye tons to a
height of SOft. above the yr.rd Je,·el. Electricity is, in
fact. found everywher<', both for drh•ing machinery and
for lighting. The current is three-phase, and is supplied
from the adjacent Cal'\·ille power station of the ~ ewcastlc
Electrical ~upply Company, and enters the wor~s at
three point->. The ,·olto.ge is 440 volts at one pomt of
entry, and at two others more distant from the source of
... upply it is .;.;oo volts.
.
.
:::>o far in these notes little ha.., been ~atd of the des1gn
and technical features of the two remarkable Cunarders,
and this has been pm'Posely a\·oided, as from that point
of view perhaps as much as requires to be stated, or as
much as is known with any grea.t accuracy, has already
been gi'' en in connection with the Lusitania. And after
all it is in connection with the trials for speed of the two
'essels that the fullest and most trustworthy inform'l.tion
may be expected to emerge. It is also at the speed trial
period that details us to the iotemal equipment and
grandeur may most fitt ingly be looked for and dwelt
upon. The aim in this account is to treat the .Mauretania,
not so much from the shipowning and management
standpoint, as from that of the shipbuilder and engineer,
and to comment upon structural features, working
methods, ~\:c.
In our impression for December th last year general
dimensions and particulars which arc common to both
•
•
THE CUNARD
service, by F ulton on the Hudson, of the pioneer steam·
s hip Claremont.
The works of Swan and H unter at Wallsend, and the
closely adjoining Neptune Works of Wigham Richardson
and Co., which since 1903 have been combined under corporate commercial ma.na.gement, have a total area of about
se,·enty-eigbt acres, and a river frontage of some 4200ft.
There are, in all, sixteen building berths, the maximum
length of these being 900ft., which may be easily extended
to the round figure of l OOOft. whenever this call is made
upon the resources of the establishment. When in full
operation the works-shipbuilding and engineering-give
cmplo_yment to about 8000 bands, and their output
capacity approximates to between 100,000 and 110,000
tons gross register of shipping per annum. The depth of
water along the yard frontage, which, m 1860, when
Xeptune Yard was founded by Mr. Wigham Richardson,
ranged from 5ft. to 6ft. only, is now 30ft. at low tide, and
the depth 8.\·ailable at the time of the launch was
probably 36ft. to 37n. The width of the river in a line
proJecting straight across from the yard front is only
some 780ft.-5!t. less t han the length of the vesselbut the line of berth and launching ways being at an
angle to the line of channel, makes about !250ft. of" run"
a vailable-mucb more, of course, than is retJUired. It
utay here be added that a. great amount of piling was
done to render the site of the berth thoroughly sound
and stable for the superimposed mass of the Mauretania,
"ho~c launching weight was at least 16,500 tons.
It is now some ten or twelve years since the firm of
Swan and Hunter-as the result chiefly of close personal
~;tudy on the part of its able chairman, Mr. G. B. Hunter,
of systems of building berth equipment in use in America
- erected huge lattice girder standards, carrying electric
cranes and glass roofing o,·er two of the largest berths.
I n one of these electrically-equipped berths the firm built
in 1898 the twin-...crcw Cunard liner h-ernia, 600ft. long
and of 14,000 tone; gro...s register. For the same owners
EXPRESS TURBINE STEAMER
MAURETANIA
in conjunction, while several could be so concentrated on
a single load as to deal with as much as 40 tons. In the
earlier stages of the vessel's construction jib cranes were
carried on the vertical standards, and made to suspend
and hold to their work the hydxaulic gap riveters by
which much of the heavier riveting in the double bottom
and outside shell was accomplished. A very large proportion of the topside riveting was also done by hydraulic
power, the hemispherical points being finished off with
admirable smoothness. In the interior work and
about the arch of the keel in way of t!:e propeller, and
generally where the position was awkward for hand or
hydraulic riveting, a. proportion of this work was done by
pneumatic tools, a full installation of which the firm
possesses for riveting, caulking, and drilling.
Alongside the Mauretania berth, for the greater
port ion of her length, machine sheds were laid down at a
\'cry early stage in the work of preparing structural
items. Here ace installed the most powerful punching
a nd shearing machines, planing machines, bending and
straightening rolls, countersinking machines, ,\:c., render·
ing this portion of the Wallse'1d shipyard self-con·
tained and well capable of dealing \\ ith the whole of
the iron and steel work of the Cunarder and other large
merchant ships or battleships which may follow.
Another group of machine sheds laid down since
the Cunarder was ordered contains all the most
up-to-date appliances for handling frames and floors
of the largest dimensions. H ere are furnaces, 70ft.
in length, heated by producer gas by an arrangement
which enables a uniform temperature to be obtained
throughout the entire length. For lifting the frame bars
and beams from the scrive boards and bending slabs and
depositing them on trucks, which, in turn, place them
under the overhead electric cranes already referred to,
special overhead electric cranes were installed. Railway
sidings having direct connection with the ~orth-Eastcro
system enabled material arrh·ing by rail to be brought
Yessels were gi,·eo, so that it is scarcely necessa.ry here
to state these in anything but the barest way possible ;
the Wallsend ship is, however, 6in. greater moulded
depth, which moreases her gross tonnage by 700 tons.
Her principal dimensions are :Length overall . . . . . . . . . . . . . . .
i 85ft.
Length between porpendiculurs
760ft.
Breadth, extreme
... ... .
.. ...
ft.
Depth, moulded . . . .. .
.. . ..
60ft. 6in.
Gross tonnngo
.. . . . . . . .
. . . 33,200 tons
...
11.900 ton~
X et tonnage .. .
Ma ximum draught . .. ... ...
37ft.
Displocemont nt m:uimum draught
... 43,000 tons
The Cunaruers are 160ft. longer than the Campania and
Lucania of the early nineties, and to proYide the requisite
accommodation and speed it was found necessary to
exceed the dimensions of the Kaiser Wilhelm II.-the
present holder of the ·• Blue }{ibbon of the Atlantic " by some HOft. in length, 16ft. in beam, and 8ft. in depth.
while the displacement has been increased b.'' 14,000 tons.
The 3 ,000 horse-power of the German record-bolder will
have to be exceeded ~y about 60 per cent. to ensure
nn increase in Rpeed of at least one knot per hour.
The conditions laid down in the agreement entered
into in 190:~ between the British (lo, emment a.nd the
Cunard Company involved the construction o£ two steam·
ships "capable of maintaining a minimum a\·erage speed
of from 24 to 25 knots-say 27 to 29 statute miles per
hour in moderate weather." To maintain this speed
between Queenstown and New York- a. distance of 2835
miles -to carry sufficient coal for the voyage, and to provide ample and luxurious accommodation for the required
number of passengers, together with stores and baggage,
all represented a problem, or series of problems, which,
as is well known, a commission of experts in,·e ti·
ga.ted. They solved it with the help o£ the experience
which the Clyde firm and the two Tyneside firms
entrusted with the arduous commission are now
•
SEPT.
2 1 , 19 0 6
.
TH· E ENG I NEER
putting into prac Lice, with, it is greatly to be hoped
lhc conspicuous success ~lcsired. Of the long and very
careful system o[ expenments and tests entered into
by tbe respecti,·e builders and engineers it is not neces·
sary to say much at this time wh~n actual results are
within met\surable distance of being ascertained. A
statement which has been circulated in some quarters
th1.t the vessels would have to wal<e one complete trip
out and home at the contract speed is without sound
foundation. The Cu~ard. Company, as well as the builders,
are well aware that ill v1ew of the uncertainty of Atlantic
weather, to insist on such a condition would be seriouslv
to in convenience the passengers, if not actually to endao0crer
the ship.
The scantlings of the hulls of the Cunarders were de·
termined by most painstaking calculations and investicratioos to ensure the maximum strength with the mioim~m
weight being obtained. These calculations were made
by the builders of, the .two vessels, and approved by the
experts of Lloyds Reg1ster, the Admiralty, and the Board
of Trade. The problem of rendering the worluuanship
not only as perfect as humanly possible, but of fixing the
arrangements by which safety against accident at sea
would be secured, has ent ailed both great skill and
increasing vigilance. 'Excluding the lower holds there arc
G6rman liners are also equipped. In an emergency every
door c!lln be promptly closed by hydraulic power by the
officer on the bridge, or at one of several positions
tht·oughout the vessel.
To re-open any of the doors
thereafter, this can only be done by anyone who may
chance to be in eitbet· of the compartments from which
through-communication has been t'J..ken away. Even in
such a contingency, the door closes again automatically
by means of a float and gear, but only after sufficient
time has passed to enable the irupt·isoned one to pass
through.
Sol.lle of the views we give in two Supplelllents will
enable the reader to gather a fair idea of the construction
of the double bottom, and others convey information abouG
the main framing, beams, &c. The flat keel is composed
of three thiclmcsses of plating, each of these varying in
thickness from lin. to l;i-io. These plates, as assembled,
bad the holes for the rivets formed by electric drills, one
thickness being used as a template to secure regularity
and fairness. As already indicated, the riveting of the
keel, centre l<eelson, side longitudinals, floors, and
intercostals, as well as the plating of outer and inner
bottoms up to the upper turn of bilge, was done by
powerful hydraulic tools. To make the outer plating
better lend itself to the utilisation of these tools the
289
appertaining to the doubling portions of plating is that
there are two complete straps over Lhe butts, and these
in all ca~es lie close against the continuous plate, with
two tbiclmesses of continuous plating supporting t!.se
butt joint. The coal bunker casings are, as has been
stated, caul ked water-tight, and are so placed relatively to
the side of the vessel as to contribute -with the f;ystem
of heavy tube pillaring which is arranged to be in line
with the bunkering and the plate air ebafts-very
materially to the strength of the vessel a~ainst hogging
straius and an~ ,·ibraLul'.\ uJIIucJJce... t I. ere 111 ;~ be. In
the struc~ural dcsigu und >-C. nLl iu ~ of dcd< h !JUI'\c lt·onts,
&c., ruucb care uud :skill ll, vc l!ccn t''"~ ' ci-ed in safe
guarding upper works t~lld erecLioO, 1rv1u tile ,.,bucks of
the sea. l'hl:j thickness and st1tfemug ot a nuwbet· ul
these features about the forwtwd portions of the vessel
impress the onlooker with the thoroughness of the building firm in providing against all possible contingencies of
this description.
In Tse EKGINEER for September 29th, 1905, reproduc·
tions were given from photographs taken in the shops of
the Darlingten Forge Company of the heavy forgings and
castings connected with the stem, stern·frame, propeller
brackets, and rudder,:which we again include in the
present account. The stem bar (is of forged ingot steel,
•
\
..-
•
\
J
I
..
-
.
-
•
.
•
•
/
THE BOILERS OF T HE MAURETANIA
nine decks, Se\'era.lly named the lower 01·lop, the 01·lop, the
lower, the main, the upper, the shelter, the promenade,
th~:: boat, and the suo deck. The decks with state·room
accommodation for passengers are 9ft. in height, but
wherever there are saloons a nd other public rooms the
height is from l Oft. to 11ft. For a considerable length
amidships, however, there are only six decks. H ere
are the boiler and turbine rooms, with side bunkers,
equivalent to about 420ft. of the total length of the hull,
nnd. the depth from the main deck to the tank top. 'l'ho
depth between the inner and outer bottom is 5ft. at the
middle line, and the inner bottom is carried to an unusual
height up the round of the bilge. This and the. 9aulking
of the side coal bunker plaLing, and other feo,tures, have
ueon arranged wiLb a dew ~o mi~1uto .sub-division
of the hull according to spec1al s t1pulatwns of the
Admiralty.
There are fifteen tr!llnsverse water-tight bulkheads
throughout the length of hull, these being closer s.p~ced
forward and aft where there is greater chance of mJury
from collision or from groundincr. Sub-division is so
attended to that two even of the lt~rgest water-tight com·
partments might be flooded by the inroa.ds of the sea
without in the least imperilling the great vessel and her
Jivin<Y freight. Besides all this the bulkheads, almost
thro~ghout, arc fitted "ith the now well-known system
o£ SLouc· Lloyl1 doors, with which Lho fas Lcs t of the
carve! system of fitting the strakes was pretty freely
employed, the strakes being narrower than is adopted as
a rule, thus adding to the number of landings and the
strength of the shell.
The framing of the sides of the ship consists of
channel bars and deep·web frames, the latter, of course,
being more closely spaced in the region of the machinery
spaces. The channel bars, as will be gathered from
some of our views, extend from the margin plate of the
inner bottom to the shelter deck, some of them having a
total length of 55ft., and an a\·enige weight of three·
quarters of a ton. 'While on the bottom of the vessel,
what we have said of the muTow strt\kcs and Ct\rvol
lapping ohtn..iu ~, ~ till, on Lbc whole, the number <1ud
weight of boiLs and O\ Cl·laps h<wc been miuimiscd by Lhc
nuwber of very la,rgc plates employed. In tbo shell
and on the decks Lhe length of vet·y many of the plates is
34ft., and they weigh 2~ to o tons each, whilo iu
some instances the length is 40ft. and the weight 4 tons
to 5 tons, a. record size for ship plates of this heavy
scantling. One of t~ese huge plates we illustrate.
Another notable fact regarding the plating of the
Maw·etania is that in the top parts of the vessel-the
four sheer strakes and on the top decks-there are
many doublings, and the quality of steel employed is of
the high tensile order, having an ultimate strength of
from :JG Lo 10 lons pet· H jll'HC inch. .\.n a~h·::wla,gc
connected by a steel casting to the centre keelson and
the keel, and with the shell plating rabbeted into it. The
stern-frame ana propeller brackets are of cast steel, of
special construction, and weigh 150 tons, the main piece
of the stern-frame alone weighing very nearly 50 tons.
This is in the form of an arch, and is designed to enable
a free flow of water passing to the inner and aftermost
propellers. Abaft these propellers there is eYen a more
rapid fall in the arch to meet the main support of the
rudder. To this main casting tbe two brackets for tbe
inner shafts arc connected by strong rivets put in by
hyclraulic power. The hro.ckota for Lhc wing or outer
slnt[ts arc connected by mc<J.ns o{ la,rgc 11(\,ngos Lo Lhe
nmin s LrucLuro o( Lhc s hip. Tho shafL brackets had to
be o[ vory large size, both to gi,Tc Lhc required s LrcngLh
and Lo provide for their being s h~ped to miniUlise
oddy·making when the Ycsscl is progressing at top
speed. Tho rudder weighs 65 tons, and is of the
balanced type made up of a series of three castings
bolted together with heavy ribs. The rudder head is
of forged ingot steel, and 26tin. in diameter. There is
only one gudgeon on the stern-frame, and the pintle
for this had to be made of very large size, although in
double shear, its weight being over 1:} tons. The design
of the gudgeon is such that it will be possible to with·
draw the pintle and replace the bushings without discon·
uccLiug any parL of Lhc rmldcr or the s teering gear, which
THE ENGINEEE
290
s of Brown's make, of Rosebank Ironworks, Edinburgh.
Of other auxiliary gear on board the great vessel,
mention may here be made of );a.pier Brothers' steam
windlass and capstan gear fitted on the forecastle; the
immense anchors associated with this gear; and the great
chain cables by Brown, Lennox and Company, of Pontypridd; the largest yet made for the usP. of a ship, each
link measuring 2:.!tin. long, 3~in. diameter at the smallest
part, an d weighing 160 lb. These links have been tested
to 370 tons tensile strain, or about 100 per cent. abo' e
the Admiralty proof-strain.
Before proceeding to deal with the propelling
UPTAKES AND
FUN I'<E L 'S
the side or down through the open h awsehole at the bow,
to be duly, not to say fearfully, impressed with the
great height of the ship.
Through the courte,;y of the builders and o" ne1·s we
are able to reproduce several photographs-see Supple·
ment-taken only three days before the launch. when
most of the staging, &c.. was remo,·ed. These gh·e a
,·ery clear idea of the form of the fore body, which will
strike one with its finenes-< of entrnnce, about the load
water-line particularly. A view of the stern end sh ows
the bossing and position of the prop&llers, the form and
housing of the rudder. &c.
OF
THE
MAURETANIA
SEPT.
21, 1906
and readers who were pri,·ileged t o inspect the a fter body
of the Lusitania at Clydebank may possibly ga.the1· what
some of these points are from the view above refened to
of the 1\lauretanis. Roughly, while in the forme1· ship
the two wing and in-turning propellers were about 70ft.
in front of the two inner and out-tuming screws, and the
disc areas n either vertically nor transYersely O\'erlapped,
tber~ nppears to be slight O\'erlai ping in the latter ship:
but, on the other hand, the distance aoart seems to be
greater by some l Oft. o1· 12ft. The diameter of the pro·
peiJers at·e closely in the neigbboUL·hood of 17rh., while the
surface area. of the blades strikes one ns greater than in
the Lusita nia. The weight of each propeller is about
20 tons, composed of n. cas t steel boss and manganese
bronze blades.
'l'he four shafts of the 1\Iauretania, cany iog each its
single propeller, arc all of hollow bore compressed steel,
and they will run at from 190 to :.!00 re\·olutioos p< r
winute. The two inner, ot· low-pressure, turbine shaft:-;,
as llas been stated, are in -turning, and the two wing, or
high-pressure, turbine shafts are out-turning. The total
p)wer transmitted equa.ll;y through the four shafts is com·
.uted to be 68,000 indicated horse-power, as in the case
of the Lusitania.. The go-astern turbines, one on each
low pressure shaft, but a part ft·om the low-pressure casing!',
a re designed to transmit about two-thirds of the power
Ud\'eloped in the go-ahead turbines. The immense cot •
... nsers are installed nbaft the turbine enaines, and ou·.
side of the inner shafts.
o
Our illustration on page 296 is reproduced from a photo·
~raph of one-half of the turbine installation as erected
m the tine shops of the Slipway Company. An astern
turbine is seen in front of the immense exhaust port of a
low-pressure turbine behind it, anJ bc.>yond this again is
0:1e of the high-pressure turbines. The group illustrated,
together with the bcarmgs and adjustment accessories,
ta.kes up a length of about 140ft. of the length of shop,
but the cngt·M·ing gives but an inadec1uate conception c;,{
the length and massi,·eness of the installation.
The high-pressure turbine casing struck us as being
quite 25ft. long, and in internal diameter at the exhaust
end it seemed about l Oft. The total length from one end
of low-pressure casing to the fw·tber end of the astern
;asing, with the adjustment block between, of course,
wa~ about ~Oft. _The intern~! diameter of the low-pressure
casmg at 1ts w1dest end ts about 16ft. 6in., and the
rotating mass in this cylinder, together with that io the
astern casing, must approach 200 tons . Notwith sta.nclino
tbis, the dummy at the end of the casing and the adjust~
meut block are so accw·ately arranged, that an allowance
so minute as a~in. is readily possible. The need for
this important item in the installation can also be a ppreciated from the fact that a peripheral speed of lO,OOOft.
to ll,OOOft. per minute in the hi~>h . pressu re rotor is
attained, and is associated w~th a. cle~rance of only 'oin.
betwe~n the blades and their proximate surface of ;otor
or casmg.
T he casings for all the turbine" are of cast iron, and
wet·c supplied in some cases by Fulla.rton, Hodga1 t,
and Barclay, of Paisley, wb.ile the rotors are of \\"hit·
worth compressed steel. 'I'he disc whcelt:; of the rotors
are also forged of the same material. but the dum11aics
machinery built by the \V all send Slipway and Engineer·
The problems connected with fixing the position
ing Company, Limited, it will be in order to refer diameter, form, surface, &c.. of the propellers were, of
to the an-angements in connection with the launch· course, very vital parts of the task before the builders and
ing of the vessel as gathered from a. pri,·ileged inspection engineers. C\ en after the general design of the two vesseh
of her while on the stocks some days before that event.
had been determined upon by Mr. Hain nod others of the.>
The launching weight of the Mauretania as she reste:l Cunard staff, and of the Ad,·isory Committee of ex-perts
on the ways and bilge blocks prior to the actual da.'· of T he firm of Swan and Hunter for a considerable time
the launch was estimated at between 16,500 and 17,000 e\'< o b efore the technical characteristics of the twc
k>ns, 1000 tons of which figure represented shafting, deck, \'C! sel-. were finally agreed upon, had put al:loa.t a 47ft.
nnd auxiliary unchinery connected with the propulsi,·e elet tric launch , in all es>enti'l.!s ns to under water form
arrangements. The standing and slidinrr ways, which
were about 6ft in width. and supported the ~essel through·
ou~ about 6 . Oft. of her length, thus bad a superimposed
we1ght of shghtly over two tons per square foot of their
surfac~. They seemed to be tra.ns,·ersel.Y n.pa1 t n~arly
two-th1rds of the vessel's beam, and this brought the
poppPtJ or cradle upti~hts under the "boss " or swell in~? I
of t~e rim ?f the ves~el for the wing shafting, the poppets
ha.nng a. RhFtht Rlor e outwarJs towards the line of runninl-!
wa~s. f:'or":a.rd the cradle poppets, a~ D?ay be gathered
from a v1ew 1_n the supplement, had a stm1lar lateral slope,
and ~ubstanlta l bracket knees were riveted to the vessel's
e~ trance to tak~ the beads of the poppets in a way resem·
bhng the pra.ct1ce adopted at Clydebank in connection
with the Lusi!ania. There was also a. somewhat similar
system of cross tieing the poppets underneath the keel to
ob,·ia.~e :1.nything l1ke In. ~era! spread, owing to the grca t
supemnposed weight. The keel or the Mnuretania war:;
la:d wiLh n mco.o declidty of slightly ovtt· ~in . per foot.
To check the " way " on the 'esse) when a fioat about 500
t ons wei;..tbt of chain cable on each siJe were arranaed
in
0
f<>ur eroups. nod so connected "ith each other
And with the four check ropes on each side-" hich in turn
were attn.ch~>d to p.tlms and pins, at distauces 11.part of
about 34ft. , along the vessel's forebody -ns gradually to
bring the m t xi111u1U retarding effect on the way of the
vessel. Aq_Rlre.~rly <;t~ ted there was n. "launching run "
of. so. ll ':l 12.10ft. m ,\J •eh to check the huge •esse], an 1
tbu hkc .••lithe other a ra~gem e nt~ was most sati~fotctoril.}
a.ccompbsh •.1. A quant1ty of the ship's own immense
ca.bles, a.lr, •1-•I.Y refen·ecl to, wa<J employed for the purpose
of J rag-<: . . The1·e _wer~ no bnri~u anchors employed for
the checkl0_!7, wh1ch 1s a pract1~c now being gi ,·en up,
IJecJ.use of the severe manner 111 ''bich 1t puni'< h es the
tmrfacc ground piling l\nd cross·pilin"- of the buildi ng
berth, and cnd.1ngers adjacent sta~dn.rds and other
erections.
'Whe_n going round the 1\In.uretania, imp2cting the
la uocbmg arrangements, &c., some observations, of
course, \Vcre nlso possible in connection \\ ith the position
PLATES F OR THE MAURETANIA
t
and form of the propellers, :md \\ ith the "Cncrnl lines of
the hull. .\ s will be seen, howc' er, from a" nUJnbcr of our
1!1 ustra tions,. the inte~-positi on or th~ g reat a rray of s taging n. replica of the model they hacl subu1ittcd to th e Cunard
arc of c·nst iron. The •·otors were Innchinefl ouL of ~
t re sties, sp~cmlly de' 1sed by the bUJ!dcrs, a nd which hn, c Compau~· ·
With this little 'esse) an cnona1ons nunabcr solid ingot . The mnchinc on \\ hic h Lhi:; worl\ \\' ll"1
formed an Important feature in the constructional methods of expcnu1cnts were, and continue slill to be mndc in
ell?ployed, militated against a su.tisf11.ctory Yiew of the !!fea t ~onnection with propeller problems. Altogether, from done is n. 'el"j not~tblc tool, at one cn<l of the \\'a.Jh..e)l(l
sh1p as a. whole being taken, and it is in1possible toogive tirst to las_t, some. t we_nty-li ve or thirty ditTereot pro- erecting l!hop. of \1 hich a fc\\ pal'ticulu.r... \\ ill nftcrwanl,
an adequate idea of her undoubted grace nod symmetry. pellers ha.\'lng modifica tions as to form, size of blades a nd be gi,·en.
~o pr~,·ide for longitudinal expnnsion , the turbine
The upri ~ht standards of the shed, the tracery or' fore-and· cones, relati' e positions and planes for the four screwsaft, •tnd t .. an ~ verse runners high overhead, ~s weiJ as the and especially their distance from the sl<in of the ship ca.smgs will ? oly be fixed to the beds-very rigid ~:true·
stacks of tte~:~tl es just mentioned combined t o take from and ft·om each other-htwe been carried out, and accu· tu res on the mner bott?m ~f the vessel-o.t one end, being
n.nd minimise the c;tupendousn~ss of the vessel's bull. mte records made both by the stafl' of the builders and left free to move long•tudma.lly in slipper guidEs at the
One hnd to mount to the shelter deck-electric lifts for thl_\t o~ the engineer;;. . This ~a-;. of c~mrsc, led to special other. Fm·ther to P!'O\ idc for this quality of elasticit.v
wo1 k111:m and their tools facilitating thi" nnd peep O\'Cr pomts m the generA.) des1gn hcmg mod1licll or nccenLuatcd. and freedom, all bearmg.:; are sphcrict\1 in Corm, and the
"eats nrc proYided with adtu;;ting p ieccq for taking up the
•
SEPT. 21, 1906
wear a t the s iues and bottom. By this means the
b earings can be re-set without the shaft beino lifted
for the renewal of the white metal.
The :xha.ust
ports and leads h·om the low-pressure casing to the con denser is t\n iron casting o f immense size and massiYely
stayed.
\\'bile paying our visit to the \\'ullscnd shops all the
casinas o.nd rotors were on the floor in ' 'a.rious sta<>es of
compietion, and the high-pressure rotors were in p:'acess
of being bladcd-a highly intereHting, as it is important,
feature of turbine work. ln this important part of the
WallsenJ underto.kin~ Mr. P arsons has collaborated
w_it.h Mr. Laing o.nd oth~t:s responsible in the provtston of the do.tll. reqmtnte for the sizes. spacing
formo.tion, angles of setting, &~ .• of the bladino to be
determined.
ln the matter o£ the metbnd ad;pted for
fixing or " rooting " the blo.dcs to both rotm·s and casings,
a deviation from the general practice hitherto followed
by the P arsons Company-and from that which has up
till recently obtained in the works a.t Clydebank in connection with turbine m a:hinery-has been made from the
outstart in the Wo.llscnd worl<s. This deviation, adopted
after most careful and searching inquiry and experiment on the part of 1\fr. Laing a nd his staff, is largely
based upon the Willans - Sankey method devised
n.nd followed in the turbine practice of Willans and
R obinson, Rugb~·· I ndeed, for most part, the blading for
the l\laurctania turbines has been supplied, although in
a partially completed state, by the firm uamed. H ere,
however, it should be made cleat· tha t while the supply
and the method of rooting ar~ matters for which the
Rugby firm s hould ha.Ye full credit, this does not apply
to the methods of lacing or shrouding the points of the
blades. The plan ndopted is the side lacing and brazing,
as in the Parsons practi<'c. The blades are proYided in
annular segments of from about 2ft. to 3ft 6in., according to the di11.metet· to b o compassed. The segments
consist of the foundation ring with the blades set, and
securely set. into slots therein. These slots h a ve been
carefully machine-dividc:l and milled simultaneou sly
in a special automatic \Vhitworth tool, which is one of
many tools of note in the new blading shops at
'\' allsend.
This gives the utmost accuracy iu the pitch of blades,
which are fitted into the foundation ring by hand, the
foot of the back edge being turned over more effectu ally
to fix them in the slots, while the binding and lacing is
at the same time arranged near the points of blades. In
the ca~:;e of the blades nt the wide end of the low-pressure
turbines these arc 22io. to 23in. in length, and there
are three rows of lacings in the depth. The se~ments of
foundation rings, with their comb-like assemblage,b f projecting blades, are fixed and held securdy in position in their
annular groo,·es by means of side caulked strips, which are
in one or two layers , according to the depth of the groo,·e.
T his appeared to ow· repre!leotative to be from about
,:io. in the short high-pressure tl about l in. in the longer
blades of the low-pressure tur ¥ioe. An obvious ad,·antagc of the t wo caulking layers consists in theit· enabling
nay tendency of the blading to "tilb" in a. fore -and aft
direc tion from the true normal of the rotor or casing
surface to be rectified and adjusted.
The general assembling and fitting of the foundation
rings with their blades by the segmental method has
ob,·ious advantages O\'er the method hitherto followed in
the l'arson s practice of fitting each l>lade separately. The
workmen installed each ring of blades with remarkable
facility. The saving in time and labour alone is \'ery
considerable, while, of course, the accuracy o.nd lasting
quality of the work must also IJe greater. For joining the
segments by the point l~tcing two or three blades are le ft
free at the end~:;, and these receive the lacing from the
segment next adJoining. Thus the only soldering to be
done in position on the t·otor ot· casing is that required for
connecting the four ot· six unlaced blades a t the ends.
One matter of much intm·est in connection with the
l\Iauretanio. turbines consist !:! in conducting the steam
which may leak pas t the dummy grooves, not to the condenser, as in smaller units, but through a leak-off pipe
nnd through one of two or th ree vaiYes into the turbine
casing itself at ,•arious points on its length and stage o(
expansion. But of this and other small but vital matters
connected with the accessories to the turbine machinery
we defer detailed description until the machinery is
n earer the stage of practical every- do.~- work.
To furnish steam for all purposes on board the Ma.ureta.nia there arc twenty-five cyliodrica.lreturn-tube boilers,
twenty-three of which arc double-ended, with four
furnace> at each end, and two single-ended, each with
four furnaces, making 192 furnaces in all. The doubleenders o.re 17ft. :lin. in diameter, and 21ft. long, and are
to generate stc!lom of 1HO lb. working pre~sure, reduced
to 160 lb. at the turbines. Tbey o.t'e all to work under
the Howdcn system of forced draught, the Fans all being
dri ven by electric motors . The total grate area is close
upon 4000 square feet, and the total beating surface
160,000 square feet. Our illustration on page 289 sho~~;
the whole installation of twenty-five boilers erected 111
the boiler-shops of the W allsend Slipway and Engineering
Compan y, e,·cn to the extent of having a ll nccessori~s
fitted just as in the vessel's l>oiler. comp~rtm en ts 'Yben m
place. There, howc,·er, they will be msta lled m four
groups , el\ch in .n. sep1.u:o.tc cot;npart.mcnt. The first or
e.ftmost group "111 constst of stx botlcr_s, three on e~ch
side of a widdlc stoking puss.tge runomg ~thwartsh!P :
t he second group will be the s.uu c, nud so wt~b the third.
while in the forcutost co111partment the two smgle-enders
\\-ill be placed in front of the fi,·e remaining doubleenders. The upt ake:. of each gt·oup will be led into one
funnel, there being four funnels, o,·a.l in sectio~, the fo~e­
and-aft a.'Cis being 23ft. Gin., and the athwartshtp 17ft. 6m.
The tops of the funn els will reach to 155ft. above keel.
or 120ft. a.bo,•e t he normal load water-line.
Following our customary practice, 'Ye have not, in ~he
foregoing account of a great undertakmg, made II?ent1on
o f nnmcs and pnrsom~litie fl: but before concludmg we
UIUSt express our sincere thanks to 1\Ir. (L B. Hunter, the
'f H E
E N G I~N E E R
•
291
esteemed ch o.irman of the 1\Iid-Tyne combination of shipbuilding a nd engineering industries: to Mr. Edwin de
Rusett, l\I. Inst. C.E ., ~I. Inst. ~.A., the naval architect
to the Swau and H untet· branch of the amalgamated
concern, to 1\Ir. Andrcw Laing, 1\I. I nst. N.A .. of the
Wa.llsend ::llipway and Engineering Company, whose
Clyde experience a nd successes bid fai.r to be suitably
crowned by his latest performance on Tyneside; to Sir
W. H. White, K.C.B., a nd finally to the Cunard Company
itself, for their coul'lesy and assistance in affordit1g
facilities for the preparation o r this description.
11oatwg crane which hth been des1gncd to get rid of tho
dra\\ backs referred to. This is the floating crane for 14.0-tou
and 20-ton lifts wh1cb has been supplied to tho order of
Mcssr,. Swan, Hun ter .md Wigham Ricbardson, L imited,
Wallsend-on-T~ nt•, by the D uibburger i\Iaschiueubau-ActienGe-.ell~haft-hleb~>t'b. Bcchen and Keetman-Duisburg-onRhi nc, and was shortly referred to in our account or the
recent \'ibit o{ E lectric,,\ Engineer.. to the Tyne in our impre,:.ion of July ~Oth.
'l'his appliance, "hich ha ... been gi,·en the name of Titan,
has no'' not on ly been put through all official te~ts-one of
the>tC \\ ith a test load or 17!; tons being illustrated below
but has been cmplO) ed in executing e\·ory-d:ty practical work, much or it or a kind which would have tax€d to
their utmost tho appliances and motbodsordinarily availablr.
In at least ono case, if not in sc,·cral, the floating and self140·TON FLOATING CRANE.
propelling crane hns enabled tbo heaviest machinery t' bo
installed on board ship by bringing it from tho engine
F on floating cranes, hitherto, the l!hcer-leg btyle o! crane works at'a distance, rather than t~hiftiug the steamer h ers3H
construction has been preferred. On this system the feet of from tho:borth at which she lay to the engine works, or to
the fore-legs rest upon, or are housed at, tho pontoon gun- where :existing stationar~· crane facilities were available.
•
·
FLOATI NG CRAN E JIB
wale and the load 11 ~s to be passed bctwc~u the legs. This
arra~gemcnt has considerable disadmutages :-FirsL, the
loadb to be handled must uot exceed cort~in dimensions
limited by tho sloping po~>i ti on of the foro sheer-le~::;:
secondly, the outrc.lch or tho cran" from tbo turn ing point of
RA ISED
Another striking instanc · o£ the power and adaptability of
tho Titan crane is the cfliciont manner in which tbo
mammoth cross-legs wore li[tod into position in the overhead
transporting !iystem above ono of the building berths in the
P,\l roer work~ at J ;urow.
•
,
F L OA TING CRANE--..116
the leg<~ to tho middle of the book cannot be used to its full
extent, fore\ on at. n. small inclination the legs will come in
touch wi ~h the Kidc of high ships: thirdly, the leg!>, O\\ing
to the great length this last drawback entail!~, become heavy
a-, well as clum-., and expensive.
.\ ho\ c, an cl on page ~:n, wc illu ~tr;Ltc a coustructtou of
LOWERED
wall bo s~cn frcm the dnwi ng given on p:age
2tn, noel st 11l bott<'r from the engrnving~:> n{ the nctnnl
crane given above, the turning points of ths jib are
kept sufficiently far back from the gunwale of the
pontoon to lca.\c in fwnt of them ample space for
t.~J.. ta ag up the Lbang~ to he llftcd. The latter do thus not
As
•
SEPT. 2 1' 1906
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THE ENGINEER
292
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\Vith <\ breadth of pontoon of 77ft. , a free space o( about
25ft. remains on deck, in front of the jib, for carrying and
attaching the weights to be lifted.
The crane is driven by a two-cylinder steam engine, the
diameter of the cylinders being llin. and the stroke 17!in.
The motion of the engine shaft is conYeyed to the main shaft
by me:\ns of a pair of spur wheels baYing machine-cut teeth.
Three change gears, arran ged on a system of the cranebuilders' own, corresponding to the three lifting gears, ;uc
arranged on tho u1ain shan. The be,·el wheels of these
change gears are made o[ Kru pp's close-grained cast steel,
having machine-cut teeth of a special character . These
bevel gears have proved very satisfactory in numerous plants,
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that the whole jih can be of lattice work, thus securing
requisite strength, with a rela.th·ely small weight. It will
nlso, of course, be understood that the lattice work construction enable:. one or more sections of · the jib to take an
angular dt rectiun, thus obviating the great length- and
consequently jlreat weight-needful in the case of ordinary
strajgb & she• r-1. g cranes.
The ruaximu111 outreach of the Titan jib is for the large
140-ton hook SOft. and for t he smaller 20-ton hook 100ft. ,
these distances being measured from the middle of the hook
to the turning points of the jib. The lifting gear for tho
lnrgcr book is capable of CMI') ing fiO tons at !:lOft. radius, and
for the small b ook 110 ton~ at 50ft . radiu~. The smallest
working rAdius is !Ht. for th e li::-ht lift nnd HifL. for the hc1w~·
and afford every gUarantee for the safe working of tho crane.
The first change gear, counting' from the bow of the pontoon,
drives th e large lifting gear for 140 tons, the second is used for
dd\'ing the screw spindle for adjUllting the jib, and the third
is employed for putting the small 20-ton lifting gear into
operation. Both of the lifting gears are prodded with change
wheels in order to obtain two different working speeds. Thus
the large hook lifts loads up to 70 tons at 6~ft. per minute,
and load~ o f from 70 to 140 ton~ at S\ft. per minute. The
small hook lifts loads up to 10 tons at 50ft. per minute, and
loads from 10 to 20 tons at 25ft. per minute.
The l:ugo book cMrics the lo!!ds in ten falls of rope, the
small boo~ in- four _falls. ~bo lifting rop~s ha."e. a safety
fa.ctor n:!amst break m~ of ctght to lcn. 1 be !tflin~ gear"
•
Se
permit. of the ends of both ropes being wound up simultaneously, for which purpose the lifting gears a re provided
wi th two separate rope drumo;, B oth hooks are arranged
with ball bearings, an d that for the HO-ton load is of specia l
con!'truction, and pto,·ided with two joiob. Bach lifting
gear is fitted with a brakl• o( appro,·cd construction. The
mechanism for adjusting the jib consists o( spur a.nfl bevel·
wheel gears, and two screw spind.lcs. a U of iemens-M:~.rtin
steel. Generally all the toothed wheels arc made of cast
steel, and the toothed pinions o( wrought steel, wh ilo tbo
t eeth of the quick- running wheels are all machine-cut. All
turning pnrts are fitted with lubricating arrangements, and
protected where necessary. The controlling of the driving
engine, and of the change gears , a:. well l\S th e working o f
the brakes, is done from the attendant's stand on the front
part of the jib, as seen in our illustrations.
Besides the lifting gears for 20 and 110- ton loads, a further
independent lifting mechanism , of special construction, is
situated on the deck o( the pontoon, bct\\een t h e sides of tho
protecting frame. This lifting gear, driven by a special
ro,·ersiblo twin steam engine, actuates a small crab of 5 tons
lifti~ capacity, the track for \\hich is arranged underneath
the jib from the knee to the top of the crane nose, having in
all a. length of about 56ft. (17 m.). The purpose of this
arrangement is the shipping of small loads from the deck of
the pontoon , or from a. skid lying between the pontoon and
the ship. without needing to adjust the hca\1' jib. A special
de' ice or the respective Lifting gears makes it possible to
m O\'e the load on the hook ahY;tys parallel to the existing
position of the lower section o£ the jib. This small, hand y
Lifting mechanism is controUed from the elevated platfom1
already mentioned, as is t he case with the other lifting gears.
Coming to :-.peak of t he pontoon it. elf which carries the
crane-and, as a lready indicated, carries within itself propulsi,' e power-it has a length of 90ft. , a breadth of 77£L.,
and a depth at side of 14!t. The material used in its construction is all Siemens-Martin steel, in com-pliance ";th the
conditions of, and tested by, the German Lloyd. Carlings
are provided beneath the rails of the t rucks in front of the ern no
bridge, so that heavy parts of machinery up to 140 ton ~'> weight
can be carried. The deck surface consists of smooth steel
plates having overl apped longi tudinal seams and butts. Two
longitudinal bulkheads, carried the whole length of the
pontoon, divide it into three compartments, and at the sam e
time serve ns crane foundations, while two furth er trans,·ersc
bulkheads dh·ide the pontoon altogether into nine compart1 ments, the two end series being used as ballast tanks. Tbo
middle compartment contains four vertical non-condensing
two-cylinder compound engines, all of which are employed
for propelling purposes, and two of them also propel the
pontoon in a trans,·erse direction. In the engine-room also
there i ~ a bingle-cylinder ccn tri fu~;ll \)tmlp for filling and
empt nng t h e bnlla:-.t tanks . Pron:-.1011 '" made for a fresh-
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require to be placed hetween the crc1nc legs, aud. therefore,
ma.y be of any size. Masts, funnels, aud other long parts of
t he vessd may without difficulty be placed on board ship,
and work o( this nature, as is well known, is sometimes with
great difficulty accomplished when the usual sh eerleg crane
is em ployed. Incidentally, of course, the distance of the
t urning point" at the foot of the jib from th e gunwale of tho
pontoon obviates an y contact of the jib with t h e vessel's s ide.
The pontoon can be brought close up to the ship's side, and
the jib, as Car as the scrc\V spindles admit, can bo brought to
the vor tical, or rather as fnr as may be n ecessary in the circumstances, to prevent fouling the vessel 's side. Constructionally
also this type of sheer-'<>g crnne has a fu rther ad\'antage, in
27.500
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F R A 1\J E A N D B Lt A C K E T S
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water tank for feeding the boilers. ~imply furnis~ed l ivingr ooms consisting of Gleeping-room, 111ess-room, kttch cn, and
pantr): are pro,·idcd for the stall in the middle compartm~nt
on the port side. The boiler-room is o_o deck .. and conLtuos
two cylindrical two- furn ace marine bo1l~rs, bUilt for a ~vor~­
ing pressure o f 150 lbs. p er square mch ~( mater1~l. m
accordance with the conditions of L loyd's Reg!ster of B nt1sb
and Foreign Shipping. A coal bunker i .... prondcd at the nH
end of boiler-room.
Two wa les, or fenders, of solid pine, fitted between steel
angles, run round the whole pontoon, and strong bulwar_k
railings a rc fitted along both r;idc~ and nft. 'fhc pontoon IS
steered by two r udder!;, the tillers of which nrc connectet~ by
means of a coupling-rod. These arc actuated from t he !1use_d
bridge by the aid of a winch with h and gear. \\'arpmg ts
efJccted with the h elp of four steam capbtans, each of three
tons traction effect, and suitably d istributed on ~ock. Four
strong double bollards are fixed :m neck for moorm~ the pontoon, and smaller bollards and hawse pipes are provtd.ed where
n ecessary. On the deck forward a stea~ windlass !s ~tted,
by m eans of which t he stocklees anchor 1s h oused w1thm. the
h awse h old in such a. way that no part of the anchor proJects
beyond the side of the pontoon.
Reverting again to the storage spacc-a~~mt 25ft.-on the
deck of the pon toon, in front of the crane Jib, for acco~o­
dating the loads to be shipped or wh ich have been uush1pped,
an Arrangement is h ere provided wbi~h renders it possible to
store and lift the loads from each stde, although the crane
b ook is only movable in the vertical plane. T~is arran~e­
m ent consist s of two t rucks, c.'\ch being sot upon _etght r~nnmg
wheels, and in connection with a chain couphng wh1ch can
be driven by one of the four steam capst ans. T hese two
trucks can bring th e load to each side f!om ~dern~~th the
crane b ook or take it t h ereto from each s1de w1 th fac1hty.
Of course, the full utility of this appliance . will be
demonstrated-as it has from th e first been des1gned to
do-in t he work of lifting the machinery on board the
Mauretania. now that great vessel is aftoat. As to the
propulsive cap abilit y of this "crane ship," she has already
propelled h erself at G knots, and she has b~~ manreuvred
t ransversely and obliquely with all needful fac1hty.
For the information embodied in the foregoing, as well as
for the illustrations given, we have to express indebtedness
to t h e courtesy of the designers a nd builders of t he craneMessril. Bech em and Keelman, of Duisburg, facilita t ed by
the assistance of Mr. August Relchwald, of Finsbury Pavem en t House London , the sole agent in th is country for the
firm na.med : ~either should we omit to mention th e
assistance of the firm of 1\Iessrs. Swan, Hu nter and Wigbam
R icbard!lon, to whose order th is novel appliance has been
installed on the Tyne.
•
T II E
EN G INEER ·
couctwiLict.. or com·exities-that is, patterned surfaces could
be produced. I n fact, thC' demonstration s~owed that the
possihilitiC'' of the milb-trans,·ct·se. and Ulli\'Orsal-may_ be
regarded as 1_nanifold , not _the least 1mportnn~ fca.Lu~o. ~c!ng
the prepnrat10n of blanks 111 the transverse 1mll _for fn~u;hmg
in the universal mill ; but what th o demon stra.t10~ fntled to
do wa,., to throw any light on Lhc broad~t· quest1on of the
su<'ccc:sful practical employment of the ~mlls. . In_ fact, the
modt•l was •carccly adaptC'd for .... bowmg tb1s 1mportant
point.
SEP'f. 2 1, 1906
cou pling up of the other connections can be added, but th~t is ju~t
whore tho in\·entioos fail, os the~· do not lend themseh cs for
.
.
.
simple additional contrivance.
'l'ho Canadian Pacific Railway bavo. been o~poruneobog w1 th a.n
ndditional apparatus to thoir automatiC couphn~ f?r the automat1 c
coupling up of all the other conn?ctions, but Jt IS far too costly
s> nd complicatorl ever to he extons1vely used.
.
.
.
H ~hould be an oa.sy matter to t!e~igo an automatiC C?uphng,_ 1n
tho first irL~t.:lnce, that readily lend~ it.i!elf to the nutomattc couphog
up or all the connection~, and be released by one lever .. In these
days of clever labour-saving appliances it.seems extracrdtnar y that
such an invention does not apparentl y e:ust.
•
.,
Brown~tielcl Mills, .Mauchei lcr,
n. ~ . E\ F.lt.\110.
September l.ith.
THE WHITE STAR LINER ADRIATIC.
HAD the new White S tar Liner Adriatic been launched on
STE.\lf T\JRB INt: E NO I NEERil\(•.
Sut,-'fhe author;; have called our at~otion to two. poin ts in
any oth er day than yesterday _tbo oven~ would probably ha~e your criti cism on the abo\·e. book, w~1ch t~ey advtse us a re
attracted considerable att en tiOn . As 1t was the 1\[a.uret;an!a. inaccu rate and as we think tbts 1noy IIOJURtly lllJUre the. Fule of
qui te p\lt into the sh a de all lessor vest<els . But t~e Adrtattc the book, ~ve beg to osk if you can soe your way to mod1fy your
1s a big ship, and, although in some. respects a stster ~o the comment'!.
"
·
1
·•
Bat tic, she is of somewhat greater dtsplacement, ~nd 10 her
F ig. 210 is not os your reviewer stntod, mamfest y wrong.
all modern improvements will, of cour.se! be embod1ed. R~r T he authorsossur~ us that you r reviewer 's com~ent would ar.pty to
length is 725£t. 9~n., her breadt:h 7!Ht. 6m. , a nd h er depth IS th e 11team cur ve of on indivi dual engine at va':o~<J lo~s. J. 1g. 2 10
50ft. Gin. H er d1splacement w1ll be no less th~n 40,000 t on s, makes n? reference in its co-ordinates to var1at1ons tn loads, nod
we are acl•ised both title nnd text on the sa me _Page are w clear t..1
only 8000 tons less than that of the 1\la.uretama.
The double bottom is 5ft. l in. deep, except under the a tecbniCDI mind that it is pmcticnlly imposs1ble for any ono to
them.
.
engines, where it is 5ft. lO~n., to give grea~r rigidity in the miqread
The author.i state tbat hyperbolic cur ves wonld result 1f you
neighbourhood of the machmery. T he tanks or cells of t h e tako the four points on each vert~CD! ordina!-0 in Fig. 2-10. nncl fr~m
double bottom will b old several thousands of tons of them plot distinct curves .to distmct co_.or~l!lates to s~ow the vart nwater, and the powerful pumps with ·which the ship 'Yill be tions of 11team consu wpt1on of each md1vtdual engme uncler the
equi pped will enable these spn.ccs to be filled or empt1ed o f fou r different loa,c!s-q uarler, half, tbree·qua rter, and full load.
The second point they mention. ~s th~: ~he text and figures so
water in a very short time.
Tbc Adriatic has nine st eel decks. H er frames arc c_om- often repeat t heir " standard cood1ttons, v1z. :poscd of steel chan nel bars, and !lhe h as eleven water·t~gb t
13 kllogs. per square ccotlmotro, ~0 deg. Cent. supcrbe:Lt, Eli ·6
per cont. \":\cuum.
bulkheads, sub-dividing the vessel into twelve water-t1ght
liO lb. per squnro inch, 00 dtl{· Fah. superheat, ~6 per ccut.
com partments . 1\Iany o f the sh ell plates a re over 30ft. long
VI'LCUUOl.
and 5ft. wide, and weigh between th ree ~nd four tons.
Whilst the arrangements for cargo w1ll be ,·cry complete, t.!J. p. 3;:1 and Chapter Xlll. give~ com plete steam tables, and
the g reat feature of the vessel will bo the passenger accom- under each figure of Chap. X\ "., inclut!i_n~ Fig. 240, pressu~e,
superheat, and 'l"acuum are 11pecified, that 1t IS n,:natte~ of ~UrJ?n!e
modation.
.
to them that your reviewer could state that no bmt IS gt\'Cn
T he general arrangements ? f the ship wi~ be similar t o th~ thnt weight alone cl003 not fo1·m a truo com parison of steam conBaltic a.nd other vessels of tb1s type, a. con tmuous sh ade deck sumption ...
running fore and aft., with three tiers of deck- houses and
September 10th.
WIIITTAI\Ell ANO CO.
t h ree promenade decks above sam e. On lhe upper prom enade
dock will be s ituated the first-class lounge, the fi rst-class
n&L GTAN LOCOMOTlVES.
rending and writina-room
and the first-class smoke-room. On
0
the upper bridge deck and the promenade deck will be
~ r n,- ln your issue of the ?th inst. thor~ apl;'enrs a~ iot~ro~ting
arranged the la rge deck st ate-rooms, which form sue? a;" article on " .Modern Locomot tve Constructton m Bolgmm, w1tb a
important feature of the ~ister ships;_ a furth er attractiOn IS description of n fou r-cylinder ox press looom?tive, "!A .1\leuso"
being provided by a la rge number of s1pgle berth rooms. The type fitted with a superheater. We should hke to pomt out that
first-class dining saloon will be on the upper d~ck , ~d all the tho ~uperheater in question is tho s~hmidt system.
The paragraph which s tates that "the. actual.~~ tent of renewal~
first-class accommodation will bo arranged am1dsb 1ps.
Immediately abaft the first-class will be the second-class for pins, brassos, &c., has yet to be oluctdated_ 1s hardly correc~,
as a number of the locomotives on the Contment have been m
accommod ation included in wh ich will be a comfor ta ble service fo~ D?any years, and. t~e fact of repeat orders having been
dining saloon with 240 seats, smoke-room, and also a ladies' placed is tn ttsolf a contrad1Ct10D of t he statement.
OBITUARY.
room, for this class of passenge~.
.
\Yestminster,
1'~:-;mxRERTNO St'I'PLll!S, Lnrrreo1
The third-class passengers w1 ll be p rO\'Ided for abaft t he
September 12th.
11.\nnr A. HTE:o;xrxG, D1rcctor.
J OHN HALL.
second-class, and, to n limited extent, aL the fore cud of th e
i\In. J OIIN HA.LL, the secretary of the Sheep bridge Co;tl aud \"CSSCI.
Iron;Company, Limited, died suddenl y at his home, GladstoncAs in the other l arge steam err; of this type, one of the m ost
UNEXPLAINED R.\JLWAY ACCIDENTS.
road Chesterfield on the 18th inst. At an early age h e entered notn ble features in the Adri1\tic will be the grand first-class
~rn - l\Ir. John Riekie- page 2i8-nppears to be of opinion that
the ~ffices of Oliver and Co., which bad then a found ry iu dining saloon-a very handsome n.partment. S ituated , as it is tho front bogie wheel of nn engine which guides t ho train
Knife-smith Gate, Chesterfield. From thence _he went to the already mentioned, on t h e upper deck, it will extend the full ronnd n cnrve, and he also ~poaks ILq if~ poi~ of leading_ wheel~ is
S beepbridge Coal and I ron Company, wh~re h1s remarkable width of the ship-75ft.. Gin. It will be exceptionally lofty safer th.1n a bogio. I am, however, ent1rely 10 favour or n leadmg
b usiness capacity was promptly cxb ib1ted , and he rose and airy, and will contain seating accorru;noda~ion for about bogie and I find that as soon as tbe lending bogie wheel enters
rapidly until he attained the i_m portant position of secre~ary, 370 people. The seating arrangements will be m the popular upon' a curve the bogie turn ~, so that both outer wheel flanges
which be has h eld for over th1rty years. On the 17th m st. restaurant style, with sm all tables studded over the room pre.~~ ogninst the outer rai!: Recently, .I mnrle some ex_pe~iment;s
upon cu r ve.:• of various radn. :rho runmng edge of the 1ns1do t;ul
b e attended a m eeting of the Committee of the Chesterfield instead of the usual long fore and aft tables.
:Benefit Building Society, of which he was chairman. For
There will be an electric lift running from the saloon, or wos painted and several ordtnary and expre.o;s pas.o;enger tram'
years he was chairm an of the Newbold Local Board, and" upper , deck to the upper prnmenade deck . A 1\Iarconi h ouse ran round the curve without any of tho paint being rubbed off.
when the Chesterfield Gas L ight and Coke Company's under- with apparatus will be fitted on the upper promenade d~k In another experiment, the only wheels to touch the paint wero
the centre pair of a six-wbeolecl carriage.
taking was acquired by the Ch esterfield and District Gas and a ft and in add ition the ship will be fitted wttb a submarme
Practically I am of opinion that the pre.~eot form of rail and tiro
Water Board he was the first chairman of the Board. :M r. sig~alling appar~tus, whi ch allows ~ommunica.tio~ through is p orfeot, and that safety on sharp cu r ves must be obt.:lined by
H a ll, who leaves a widow and one daughter, was in his sixty- the water at a. distance of several m1les, whereby m fog the dr1vers carrying out the "speed orders" to the letter. .
sixth year. Death is attributed to heart fai lure.
ship can be signalled from lighth ouses or dangerous poin ts on
CLRMRNT B. STill!TTON, of Le1co~tor.
the coast, this constituting another important elemen t in th e
11 u11, September 17th.
safely of th e ship. It is needle~s to add that this magnificent
HENRY SWI~GLER .
\CSscl is being built by H arland and WoHT nt BeHast.
Tm: death i, announced of 1\Ir. H enry Swingler, J.P.,
which took place at Edge .Hill , Duflield, on the 18th inst.
NAVAL ENGI NEER APPOINTMENTS.
)[r. Swingler ''ns a member of the firm of Messrs. Eastwood,
Swinglcr and Co., engineers, l)crby. H e was:\ past-prec:idt'nt.
LETTERS TO THE EDITOR.
THE fo11owing appointments havo boon mado at the
of the Derby Society of Engineer:;. For some years he wa" a
( Jrr d" nM J,o/tl o••rseJ.:,, t·upowle f or tlte opimont r~f our
Admimlty :governor of Derby School, and was chairman of the Derby
corrupondt11U.)
(:as Company unti l ill-health compelled him to resign about
F.ngineer Cnptnin. -C. J. North, to llartleur, add itional on tho
staff of the Hea r-Admiral commanding Rc,ervo Divi~>ion, Port -a yenr and a-half ago. In 1880 be was placed upon the ComCO~II'Ol' l\ll LO<'OMOTT\'F.~.
month.
mission of the Peace for the borough of Derb), and in 1R85
Engineer Comrnanders.- F.. 1~. Sparks, to Formidable, on recomwas enrolled a county magistrate.
Subsequently ho was
Srn, -With reference to tbe article on the origin and history of mi !l.~iooing ; lo'. G. Jacobs, to Bnrlleur, on rocommi!•sioning : '1'. \ V.
appointed 1t deputy-lieutenant of the co1mty,
tho compound locomotive in your issue of Hth inst. , T should like Christian, to Barlleur, ndditionnl, to nssi~t the En~ineer Capt.:lin
to be allowed to make a few remarks.
regards ships building by controctors and for taking records of
1 agree with you r correspondent that M. Mallet rleserves the as
trials; F. Hore, to the Majestic, on recommissioning ; C. Broadcredit of boiog the first engineer successfully to apply the com- boot, to the Challenger ; and E. J. Taylor, to thc Jasoo.
pound !lystem to locomoti\•es.
•
Engineer Lieuteoaots.- ll. H. J ohnson, H. A. R e>wley, both to
THE YORK ROLLING MILL.
M. de Rorodine may have started the serious development of the }'ormidable,
on recommissiooing; W. J. Dixoo, to Barflour, on recompound locomotive in Ru'!Sia, but Mr. T homos Urquhart, commissioning ; A. F. Sawyer, to Barlleur, additional, for sor\ice
As a sequel to a paper on " Improvements in Rolling Iron locomotive ~uperin!Nn·ient of the Gmzi ant! Tsaritsin Railway in
and Steel," r ead by 1\Ir . J ames E. York at the recent meeting ~.E. Ru&tia, certainly bad a vory large and meritorious sharo in with Engineer Captain: W. A. Wilson, ttl \"croon, add itional, for
of th e Iron and Steel Institute, a demonstration was given on the pmctiCDI introduction of compound locomotives on t he rnilway the Niger ; E. \ ' . Waud, to the Majestic, on recommissioniog ; J.
Monday last at the Cyclops Ironworks of .Messrs. Edward L e with which be wn.s connected-see his paper on compounding of F. Shaw and H. B. Tostevin, to the Brit4nnin, on completing ; C.
E H. Osbouroe, to the Vcroon and Excellent , for T. and Hyd.
Bas and Co., at 1\lillwall, under the auspices of the York locomotives in the Janua ry, 1 90, ''Proceedings" of I. Mech. courses; T. P. Jackson, to t he Hussar; and A. E. Straw, to the
Transverse R olling Process Company, Limited. In the paper Enrzineert>.
Vivid, to be detailed for the Aquariu~.
l\1 r. Charles Sandiforcl was the engineer who converted two
Mr. York described t h e way old worn rail sections, girder
Engineer Sub·lieutenants.-G. Robins, to Formidable, on recomrails, guard rails, and such like, could be made to assume simple engines into compounds on the Soinrle, Punjaub and Delhi rui8.'! ioninjl' ; G. Preece, A. G. Crons.'lz, (:. W. Ca nnnn, W . W.
various u seful forms, such as steel sleepers, column sections, Railway in 1884, one of t hem n two-cylinder compound, the Lock, L..J. Le Mesu rier, H. H . .Porring.t. S. R. Dight, R. Montother n four -cylincler ditto-~eo his paper on the subject in the
&c., by treatment in his transverse mill, whilst by the u se of August, 1886, "Proceedings" of the I. Mech. Engineers-and 1 gomery, P. W. Wa;wick , ~- C. Church,:;;. _G. Whe~ler, T. R. Cuv~­
his universal mill steel rails could be re-rolled and various consider he di splayed much originality nod self-reliance in his Browne-Cave, W. F . Pntfett, .J. W. Pb1lhps (acting), W. B . ~ .
Hudson, E. Williamsoo, F . G. Brown, V. D. .N'ops, A. C. Wippell,
sections could be obtained iu considerable length . The main designs, more particularly as regards his four-cylinder eo~ioe.
'. H . J. Purkis, R. C. Bodclie, E. Me&. Phillips, Y. 0 . Foreman,
feature in this case being that all parts, whether web, flanges, or
Your correspondent's statement " that the really d1stinctive and L. Thackara, to be lent to Royal Na\·al College, Greenwich,
b ead , could be subjected to uniform rolling pressure, which, bow- compound systems CDn be counted on the fingers of one band "
for course of study.
ever, could be adjusted in each direction independently of the appears truo, and it would seeUl to be just as correct to speak of n
Chiof Artificer Engineer.- \\'. H . Edwards, to the Yh;d, to bo
other, or otherwise. This is effected by the use of frictional Wobb, Joy compound as to talk of a Worsdell, \"on Borries com- detailed for the Moth, and to assist on the staff of the Admirol
rolls in vertical axes in addition to the usual horizontal rolls. pound.
Superintendent Tyne and Southern Di11trict.
A \"ah·o motion of some sort is as indispensable to a compoun<l
The transverse mill resembles an ordinary two-high mill, but
Artificer Eogineers.- P . S. Jobns, J. W. Day, both to Formidlocomotive
as
to
a
simple
eogioe-e,·en
moro
eo-as
no
intercepta. table is interposed, between the rolls, which moves by fricing valve, whether it be CDllcd a Worsdell or a Von Borries valve, able, on recommissionin~t ; A. Lavender, to Barfteu r, on recommistion on the lower roll and on rollers in front and behind it. The is roqui red.
sioning; F. T . Norrill, .J. H . Humby, both to Barfteur , nd ditioual,
for taking records of trials; F. H . Willinms, to Cresar, vice l\i<)rgnn ;
work is restricted in length to the width of the m ill, and is held
September lith.
R. F. '1'.
J. Wright, to the Majestic, on recommis.~ioning ; and E. F. Smith,
on the table in a position parallel to the axes of the r olls, w hi 1st
to the Britannia, on completing.
only that part projecting above the surface is subjected to the
AUTO~IATIC COUPLINGS .
rolling action. The model shown at 111illwall was an Sin.
mi ll, and the rolls, and indirectly t he table, received motion
.'ut, - From time to time railway companies and enginee rs have
from a double rack and pinion connected to c ranks on geared automatic couplings brought to their notice, but of t he great
wheels worked from an electromotor. It was conclusivelY. number that I have seen none gropple with the real requirements
A ccoRDING to the Brazilian Review, the President. of
shown on n piece of rail Gin. long that the head of t h e ra1l of the British or, in fact, any other roil ways.
The l\I.C. B. type of the U. . A., although useful, is far from per- the Republic has signed the decree authorisi ng the Minister of
could bo rolled out flat without disturbing the other dimensions, a lso that a piece of plate of the l-ame length could be foot, and never can be with those coniou r of lines. If the auto- Public Works to enter into a controct with Engineer Joaquim
matic coupling is to come, it must not only couple itseli but. all
easily bent to an angle. ~Ioreo,·er, it ''a" obvious that by the other connections between the CDrs, an d that is one of the chief Catromby, for the COO!ltru<'lion of Macleim and Mamor~ Railwa~.
The time for construction i_, five years, :lnd work must be !Jeguu
modifying the ch aracter of the surface of the table or of the points where the automatic cou plings of to-day fail.
five clayq after the plans for the first section of the line have bccu
uppe1· roll that the work could be made to take any desired
Some inventors may say that. the apparatus for the automatic approved.
SEPT.
2 1, 1906
T HE ENGINEER
RAILWAY MATTERS.
Dun1:-w Hl0:3 the receip ts of the Hussian ra.ilways
nmounted lo £0.1,43<1,7.Ji. n fa11i n~-oiT of tfl,l!3.i,66!l, a• com pared
with the l'ocoipt.• du rin!; HlO I.
, I?unLr<.:.u_Wity i~ declared M the grounds for doubling t he
295
NOTES AND MEMORANDA .
Tu~:
famou>< engineering firm of Friedrich Krupp, of
E.-<sen, is contemplating the erec~ion of a lcchnico- phy~icnt lnbor.'\·
tor·y nt a probni)to co~t of 2,!;00,000 mark~.
\ V1 Rt·: L.g:-;:-;
telegraphic communic'\Lion;; ca.n now be
I,'\r.•s n~d. ~01s~on_s hno _two tt·a.~ks 11 p nwt t w.nlown uCltwcen tho made bolwoon t he 1-:iffol Towe1· nnd the isl:lnd of I'or'luor·ollcs, the
l lnmc-f-ln mt-Denuo;, an mdustnnl suburb of the metropolis and ort uipment of which latter Rtation is now to be dolinitely completed
Anln:~y-sous-Boi~.
' ·
by order of the F rench Minister of Marine, in accordance wi th the
A CONTRACT has been entered into between the Mexican Postal, Telegraphic, and Telephonic Department.
Government and the Compa11ia dol Ferrocarril Nacional de lli~xico
A NEW electric lamp which a continental firm promises
for the con~truction and working of a railway in Maxico City to shortly to place on the ma rket is the Wolfram. It has a metallic
connect the " l<'errocarril Interocennico" and t he " J?errocarril de filament, and, accord ing to the German technical Pre~, its
Sau Rafael y Atlixco."
efficiency is maintained at a remarkably hig h level for at least
1500 hou rs. The outer form of the Wolfr;tm lamp is t t. e ~ume as
EvE~Y effort is ,to b e m~de by Russia. to de velop its that
of the ordina ry carbon filament lamp.
trarle w1 th the Far E!1St, espec1ally the overlnnrl trade. To this
end_the Min!stry o ~ Ways of ('ommunication is engaged on se,•eral
TnE Tantalum electric la mp h as a. fi lament o f rare meta l
pr·oJects for 1ncrea.smg the rnte of speed of the goods trnins r unning about 2ft. long arranged l'-ig-Y.ng rou nd a glass spider piece. 1t
on the Siberian Rail way.
consumes nbont one half tbo energy used by ordinary glow lamp~
simila r \'Oltnge aud power. The lamps will burn well in any
_rN ~e w ~' ork, as in all A_mcrican cities, tramways are of
prtmnnly rehecl on for short·d1stance locomotion. The first line position on direct-current circnit.•, hnt for alternating cu rren t.~
wa-< laid down in the city as far back as 183:t There ar·e now 1300 they arc not so servicet.ble.
miles of trM:k in New York City, carrying the population no less
Tee American exports of agricultural implements for
than 266 times over in the cour.se of a year.
the fiscal year ended June 30th aggregated .£5,903, 85, an increase
AN Order in Council adopted by the Canadian Govern· of about 20 per cent. o,·er 190j. Mowers and reapers constituted
ment provides that hereafter rnilroads will only be paid subsidies about one-half of this trade. The best customers of the Un1ted
for these goods fo1· se,·enl years has been Are:entina, to
on ~he cost of r~at.l constro_ction, withou~ including the cost of States
rolhng stock equ1pment, wh1cb has sometnnes been dono in the whom wore sold last year goods to the ,-aluo of £1 ,192, iOO.
past so as materially t o increase the sub3idy.
A QU I CK method for case-hardening consists in heating
ma terial to be hardened to a red heat and submer~ing in a
THF. .Mexican Diario Ojic•ial of August 16th contains the
hnth of tnolten cyanide of pota.•sium, leo.,·ing it from one to lh·e
n copy of a contract entered into between the l\J exicnn Govern- hou rs, according to the !<izo of the article to be hat·dened. Cyanide
ment and 1\lr. A. S. Mackenzie for the construction and working of potassium gi1•es off poisonous fumos, con.•e<JIIently the vessel
of n rail way-1 ·435 m gauge- between 0.1rbo anti Copote, State containing it should be placed in a·furnace with a draug ht.
of Senora. The head'lunrters of the railway will be in Hermosillo,
Senora.
EFF'EC'I' of the motor cr..r on British trade are shown
in the statistical abstract of t he Unitecl Kingclom, issued as a Blue·
TIURTEKN Locomoti ,·es w~re exported from the "(; nited book. The import~< of petroleum sp:rit incrcn.~ed since 1899 up to
States in July, theit· value being £21, 23, as compared with last year from 11,972.459 gallons to 13,65 ,391 gallons, and C'lout·
fourteen- 'HIIued at £ 1.1,766- for the ame period in 190.5. Of chouc from 496,032 cwt. to 593,43i cwt. Motor cars, cycle, and
those sent out in July, six went to British North America, four to part.<; were importee! to the value of £286,i96 in 1899, and la~t
Mexico, and three to Cuba. For the seven months ended .] nly 31st year £3,-!46,966.
last li6 locomotives- valued at £319,746- were exported.
IN the R evue de Metallurgie, issued as a. supplement
MISCELLANEA .
At ' t ' OIWJxt:
to the monthly shipbuilding
retum~:o
com-
piled by the United States llureau of ~avij!Ation, JO;i vc<:~els,
totallin{! :l."o,2:ll ton~ gro•~, were built in lho l' rlited Slates lal>t
month.
N~vOTl.\Troxs
hM·e been opened between Belgium :tnd
ll olland fo1· the cnll:lli~ntion of th e ri,·er Meu•e, between \ 'i•c, in
the province of Li~go, Belgium, anti \'en loo, in the provin<:.l of
Limburg, Holland.
THE Stone, Stalfordsbire,
Rural
District Council
recently rleclined to g rant a licence for the storage ani sale or
pet1·ol to a hotel keeper on the n0\'01 g round that to do so would take
trade away f1•om those ~<hopkeopor.:: who already held licence3.
Tut: Town Council of ~~- Petersbm·g has long entertainer! the idea of supplying the city with water from Lake La dog t.
As the result of recent investigations, it has been found that th e
project cannot be carried out, owing to the immense outlny in1·oh·ed
in lnying down the conduits.
AccORDING to the approximate traffic retum, the
.Mancbe~ter
Ship Canal receipts last month amounted to £\13,710,
as compared with .£38,574 in August last yolr. For tbe eight
months the receipts have totalltlcl £3 1 5,6~:3, or t:3 J ,488 more than
in th e corresponding porio·l of last yent·.
THE date fixed for the opening of the Dublin main
rlrainage works is Monday, the 24th inst., hy which t ime it is
o.xpecterl that nil the lina.l detaiL! of the scheme will be completed,
and nrrongeu1ents made for the di,·ersion of the city sewage from
the Liffey into the new intercepting sewers.
h · is reported in F rt irplny that the Admiralty authorities
are not going to ask shipbuilders to tender for t he battleship of th e
Dreadnought class till thd trials of t he Dreadnought ha ,·e been
gono through, in order that nny defects in rle~ign which may show
tbemseh·es d11ring the trials may he remed ied in the new ,·cs.~el.
ExGLr:-:s shipbuilders las t month put into the water 33
ves•els, of :~bout ~,342 tons g ross, ngainst 30 vessels o£77 ,54:3 ton~,
in July, anrl 47 vessels of 109,i7:3 tons, in August last year. In
the eigb t months English builrlers have launcbctl 251 ,·essels of
606,03:3 tons against 233 vessels of 588,196 tons, in the corresponding period of last year.
T HE Portsmouth Council, a t a special meeting held on
AT the end of April last the length of railways open in to the B ullFthL clt la &ri~te cl' Em:otti'CI!JPm~nl, Mr. Guillery clescribes Tuesday to consider the •tuestion cf ratifyinst a provisional agree·
India wa3 28,616 miles. To this has been added 329i miles of line
being built or sanctioner!. During the year 1905, 745 miles were
opened for traffic and 627 miles of additional lines were sanctioned.
The capital invested is as follows :- Liability on State railways,
£248,435,94i ; liability on guaranteed railways, £2-'3,533,64-1.
THE total amount of capital of the railways of the
United Kingdom returned as raiser! at the close of 1905 was nearly
£1,283,000,000, of which more than £19! 000,000. or npproximatelv
15 per cent., was due to nominal additions, the latter forming
approximately 18~ per cent. of the ordina ry stock, 1 3~ per cent. of
the I{Uaranteed and prefcren }esto::k~, and 13 per cen t. of the loans
nod debenture stock.
IN October the construction of a. light ra ilway to connect Woking ancl Bagsbot Stations of the London and SouthWestern Railway is to be commenced. Electricity, conducted by
the overhead system, is to be the motive power, and the line at
Woking is to join the London a nd South·We~tern R!!.ihvay goods
sidings. The districts of Ror3ell, Chobbam, and Windlesham will
be touched by the new railway, which is to cost £150,000.
THE annual Board of Trade report on the railways of
the United Kingdom for 1905, which has just been issued, shows that
the total length of railway last year reached 52 332 miles,
made up of 3 ,431 miles of running track nod 13,891 miles of
sidings. 'fhis represents an increase of 6 8 miles over the 1904
mileage. 'fhe total receipts in 1905 were £ 1131531,000, against
£ Lll,833,000, and the working expenditure £70,065,000, comparerl
with £69,173,000.
T HE Cape of Good Rope Go\'ernment Gazelle oi the
2Lst Aug ust contains a copy of an Act to authorise the Council of
the municipality of Walmer to conclude a certain contract -of
guarantee with the Government in conn ection with the construct ion, equipment, working, and maintenance of a central line ?f
railway " from a p oint on the existing Government Railway, known
as the Port Elizabeth- Avontour Railway, in the neighbourhood
of the town of Walmer to a terminus to be fixed by the G:>vernmen t, at a point on the commonage of Walmer. "
NEW ra ilroad construction in Canada. is being pushed
,·igorously, and the Grnnrl Trunk Pacific exl?ects to complete the
1900 miles it has und er way before the gram is harvested. The
ot-her work in band consists of 1270 miles for the Canadian Pacific.
1:367 miles for the Canadian Northern, and 1000 mites for the Rill
ron.ds. The Dominion Government grant of £2,000,000 for the
Transcontinental bri ngs the total up to £3,600,000. The Pacific
nod Eastern has asked a charter for a line from \'ictoria through
th e Yellow Head Pas.~ to Edmonton, thence to Fort ('hnrchill on
Hudson Bay, claimin~ the possibility of a \•ery short line to Liverpool. A land subs1dy of .£2560 a mile is to bo granted by
Parliament.
TB F. Boa.rJ of Trade report h as been issued in reference
to the circum tances in which the electric tramcar was overturnecl
at Swindon on June 1st. A hea\•ily laden car belonging to the
Swindon Corporation was descending a hilt, when the driver lost
control, and, on reaching a curve at t he bottom of the hill, tho car
overturned. Two persons were killer! on the spot, and three died
l"ter on in the hospital. Lieut.·Colonel Von Donop, of the Board
of Trade, states that, while be is of opinion tbnt the accident was
primarily due to a fa ilure of the brake mechanism, he bad no
hesitation in saying that an error ol judgment was macle in
employing this new car on this route on the day of the Bath and
West of England Show.
a new method of determining the elastic li mit of metals by record- ment to purchMe the under taking of the Portsmouth Water
ing the variations in the electric resist.<tnce of the test piece as the Works Oom{lany on t erms involving the expenditure of ove1· one
load in the testing machine is increa~ed. The method is not yet million sterhng, decided by thirty·four votes t~ eight to proceed
fully developed ; but the results of a nnmber of tests made hy the no furth er in the matter.
author at Deoain, and the simplicity of t he apparatus used, render
THE tohl expenditure on capita.) account in respect of
it worthy of careful consideration.
·
2117 route miles of t ramways and light railways in the Unitecl
I N the case of engines using saturated steam, the PV Kingdom is £52,675, 152, being at the rate of £15,600 per mi le of
diagram can be converted into the Bcp equivalent either by calcu- equivalent l'ingle track. Out of the 2lli mile!!, 1780 a re worked
lation or by Boulvin's grapbic method. The latter necessitates the by electricity, 209 by horses, !10 by ~team, and 26 by cable. About
preliminary re-plotting of th e- diagrams to the pressure and vol mne two-thirds of all the lines belong to local authorities.
scales before the graphic tranference can be carried out. A modiTHE rnanganese industry in the Caucasus region has
fication of this method has been devised by Mr. W. J. Goudie, and
is described in the Enpin,~·ing &,,ietn. A direct transference from suffered very much from the local disorders. The export of the
Cbiatur manganese ore last year amounted to a33,333 tons, as comthe actual indicator d1agrams is effected.
pa.red with 468,254 tons, the average annual output of for:ner
TBIR'I'Y·FIVE fires in which petroleum spirit was years. 0£ course, the manganese industry in India and South
involved were investi.g ated by the LOndon County Council's America has profited by the f~\lling off in the Russian output.
inspectors during the year as compared with fi fteen tbe previous
D uRING last month Scotch shipbuilders launched
year ; t wenty-five fires were in-connection with lil!'ht locomotives,
including one fatal fire. and were mo~tly duo primarily to defects 41 vessels, of about 58,245 tons gross, which compares with :u
in machinery allowing petrol to escape. 'l' he carelessness of vessels, of 31,038 tons in July, and 30 vessels, of 62,042 ton.•, in
motor car drivers in bringing dangerou ~ :~rtificial lig hts near the August last year In the eight months Scotch builders have
launched 279 vessels, a~gregating 449,772 tons g ross, as compared
leaky parts was usually the immediate cause.
with 198 vessels, of 344,026 tons, in the corresponcling period of
THE fees for the examinations of the Germa n technical lwt year.
high schools have been fixed on the following scale :- For the preAs a result of the late typhoid epidemic a.t Basingstoke,
liminary diploma examination, 60 marks for naturalised Germans,
120 m.1rks for foreigners; for the diploma examination, 120 marks the cause of which was traced to the town water supply, the
for Germans, and 240 marks for foreigners ; for th e doctor or Borough Council had fifty actions for damages entered against
engineering examination, 240 marks, of which the first half is to them in the Hi~h Court, the damages claimed aggregating nearly
be paid when the examination thesis is bandecl in, and the £4000. By arrangement a committee of the claimants met a committee of the Ratepayers' Association, wi th the result that the
remainder before the oral examination is taken.
Council have agreed to pay £1670 15s. in sett lement of the fifty
Fon pressed fits a difference in size of from 0 · 002in. to actions without prejudice, and with a denial of liability .
0-003in. should be allowed for each inch in diameter, says the
AN electrical exhibition, under the management of
I ron A ge. The reqoired pressure in tons will be the allowance in
thousandths of an inch, multiplied by the diameter in inches, and .Mr. S. E. Fedden, general manager and engineer to the Sheffield
by 1~- With pieces of very large size it is apparent t hat this Cor poration Electric Supply Dapartrnent, is to he opened at the
formula calls for pres.~ures of very great ma.g nitude. In such Corn Exchange, in Sheffield, on September 2ith, and will remain
cases a total allowance of 0 -OlOin. would usually suffice, anti open to the public daily from noon to 10 p. m. until October 20th.
A number of exhibits of peculiar interest to the local metallurgical
would resul t in keeping the pressure down to con,•enient limit.s.
and engineering industries have been secure:!, as well as nn
THERE are certain gases which have a great power of elaborate display of domestic and public lighting apparatus.
stopping combustion by keeping away the oxygen of the air from
THF. Tndian Government b aYe under consideration a
the burning substance, nnd some of these ba,·e been proposed for
the ext1nction of such fires. If sulphur is burned in oxygen the gas scheme for reclaiming the R:tnn of Cutcb, 11 work which, if carried
sulph ur dioxirle is generated, and this gas has a powerful effect in out, will he similar to that undertak~n by the Dutch in the
preventing ancl extinguishing fire. a small percentage of it being Zuyder Zee. The Rann of ( 'utch is a waste, and it is proposed to
sufficient to extingui~h flame. J ts action, however, is purely reclaim it by closing the inlets from the sea, which are narrow.
ex tinctive, and in no way cooling. Anotber gas which acts in pre- The water, which is everywhere shallow, would then evaporate
rapidly, leaving heavy ~aline deposits. These could be washed
cisely the same way is carbon dioxide.
out and drained away Ly the great canal to be constructed from
WITH the completion of the extensive filtration plant the Indus.
building in Washing ton, it is helieved that th e abnormally high
I N his priYate cotton trade circular, issued on T uesday,
death-rate iu that city will be considerably rerluced. lt is a
disquieting fact tba.t with a single exception the a\' erage annual Mr. William Tattersall, of Manchester, gives a list of new cottou
death-rate of the nation's capital city is the highest of all cities in spinning mills ; twenty-eight factories, containing 2,400,00J
the United States having a. population of more than 100,000. The spindles, have got to work cluring the la.~t twelve months o1· so;
average annual death-rate of Washington for the period covered thirteen, with 1,100,000 spindles, have partly started; and thirtyby the last census is 2:3 -09 per 1000 population, while the average seven mills are being erected, the spindles of which are 3,100,000.
for cities of a pproximately the same si?.e is about 17 per 1000. In 'fhe total is seventy-eight mills, and 6,ti00,000 spindles. Three
the table of annual death-rates per 100,000 population due to new mills are projected, though the cost is 15 per cent. more than
typhoid fever in cities of the same class, Washington stands first a year ago, owing partly to the rise in steel.
with 78.
COMPLAINTS as to the nuisance caused by motor
IN order to test the resistance of metals to corrosion by omnibuses are not confined to the metropolis. In some districts
AT the end of 1905 the total amount of capital raised the exhaust e:wes from gas engines, sbeet.s of various metals were outside Manchester tha' subject has been much discussed, and
on the railways of the United Kingdom, compared with the corre- exposer! by .Mr. J. Pintsch in the exhaust vessel, at 370 deg. Cent., action taken by local bodies. The Levenshulme District Council,
sponding amount.s at the end of 1904, showed an increase of about
3,i: millions in the ordinary, 7! millions in the ~unranteed and
preference, and 3! millions in the loans and debenture stock,
making a total increase of 14! millions- a smaller increase than
that of a ny previous year since 1894. The ~roportio~ whi~h the
various classes of stock bore to the total pa1J-up cnp1tal d1ffered
bnt slig htly from those t hat bad ob!ained at the end of the
previouil year, the ordinary stock forming 33 per cent., the
J::Uaranteed and prefer ence 35 per cent., and loans and deben t ure
stock 27 per cent. of the total.
of a gas engine supplied with producer gas of low calorific ''alue,
800- 900 kilo.·cnls. per cubic metre, and the loss or gain in weight
was noted after live months in one set of tests, and aftel' 5~ mouths
in another. Bronzes containing tin were at tacked most by the
gases ; copper also was considerably corroded. 'l'he metals least
acted upon were nickel and brass, the latter being more resistant
the higher its content of zinc. Nickel steel was not corroded so
much as cast iron, ancl was better the higher its content of nickel.
The outer cn1st on cast iron exerted a strong protective inAuence,
but even machined cast irou was not Rtrongly attacked.
TaE London County Council has sent to the Town
A Ngw instrument for the control of technica l processes
Clerk of St. Pancra.s a letter describing cerbain proposals for new
tramways, including lines through Tavi~tock a nd Russel_l-sq uare~.
'fbe Council state that the tmmways wtll afford a very 1mportant
connection between the northern and southern tramways t'ift the
traml\•ay subway under King!lway, as well as tramway facilities for
the ~ubtic who desire to u~e ~uston _Hail way Station. T~ey ask
the St. Pancra.s Borough C?unc1l to g1ve .the conse!lt requ1re~ by
the Standing Orrler of Parliament to the 1ntroduct10n of a B1ll to
authorise the construction of the tramways, so far w regards those
portions within the borough. The Parliamentary and General
]'urposes Committee of the St. Pancras Council recommend the
Rorough Council to give the statutory consent asked for, hut con!lineroble <>ppo•ition is expectcrl.
in which gases take part is described by F. Haber in the ?,e t.sdn·~tZ
fur 11 n.ge1ranclle Cft,.mie. I ts object is to measure the opt.ical refraction of the gases, and it has been worked out in conjunction with
the firm of Cart Zeiss, of .Jena. The apparatus penoits of the
refracti ve power of a gas bein~ comparecl directly with that of air
or any other standard g~. 'l'he gases are examined by observing
a scale through a telescope. One of the purposes for which the
apparatus can be used is the examination of flue gasss, to ascertain
whether the right proportion of air is being admitted. A
difference of 1 per cent. of carbon dioxide in the air makes a
difference of · 0000015 in the coefficient, and this corresponds to
1·1 di,·isions of the scale, so that it i~ quite easy to estimate to
0-1 per cont. of carbon nio.x ide.
after receiving a deputation of ratepayers, have decided
immediately to cancel the licences they have issued. This
decision was made possible by the fact that in the agreement with
the Omnibus Company the Council had protected themselves by
the insertion of a clause which enabled them to withdr:1w the
licence on complaint of nuisance being made. Similar Mtioo is
being taken by the Wilmslow District Council.
THE Scottish Automobile Club h as ' reported on the
trials of the Darracq-Serpollet steam omnibus which recentl y
tra veiled 6 8 miles in the Highlands, under observation. 'l'his
distanc~ was covered in 4i b. 19 min., O<'LUal to an average speed of
14 · 5 m1les per hour. The c:~r· was read y to start in ten minutes
after the lighting of the burner, and the con.~umption of fuel was
15!3! gallo~s o~ para~n and 2 galtc;ms of petrol, a total of 155~
gallons, wh1ch tS equ•valent to ! ·43 miles per gallon of fuel or
·22:36 gallon p~r mil~, a cost-on a basis of 5d. per gallon~£
1· 12 cl. per veh1cle m1le. The ton-mileage consumption was 25· 4
t.1n-miles per gallon, equal to a cost of ·19id. per ton-mile· 26!i
gallons of water wero used cluring the trial. The omnib~s in
special speed test.~ was capable of tra,•elling at the rote of 20 miles
per hour, and it Sltrmounted Loch-na-Craig-one of the time test
hills in the Scottish Reliability Trial of 1905- in 18min. 40 sec.
e<]ual to 10- 5 _miles p_er hour. 'l'his hill is 3 miles 484 )ard s long:
w1th a total r1se of 9i9·62£t., nnd an average grad ient of 1 in 17 ·6.
•
•
T U R B I N E S F 0 H, T II E lv! A U 8 E T .\ N l A
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•
SEP'f 21, 1906
THE ENGINEER
FOREIGN AGENTS FOR SALE OF THE ENGINEER.
A USTRIA.-F. A. DRoCKDAU8, &il<T{Itu«e 4, Vienn(l..
CHIN~.-KKLt.Y AND WALSH, J,IMITRo, Shanghai and Hong Kong.
FRA~C.E -DOYVI!:AU & CnEYlLl ..,'T, Rut clt ltt &mqut, Parn.
CllAPKt.OT & Cl E., Rut Dat•phint, 80, Paris.
OERlt AN\'.-A!HJER AND Co., C., Unttr cltn Lindtn , Btrlin.
F'. A. BROCKHAOS, Ltip:k ; A. TWEin iKVER, Ltip:k
I NDIA.-A. J. Co:.~snrncg AND C,l., Railway Bookstatla, Bombay.
ITALY. -Lo&sc o&n AND Oo., 3 •i, Cor•o, Jlome : Boe<:A F.RBRKS, Turin.
.JAPAN.-KEt.LY AND WAt.Sn, LimTED, Yokollama-.
P. MAJ\ 0\'A A.-;o Co., To!7Jo am.t Yokohama.
RUSSIA.~C. RICKER, H, Ntvdy Protptct, St.' Ptttrlburg.
UNTTB:O S TATES OF .UJERlCA.-INTERNATIONAL NEWS Co., 88 and
8:>, DttaiiC·stru t N. w Yot·!·: S oDSORIPTION NEws Co., Ch~ago.
1:1. AFRICA.- WM. DAWgON &So Ns, LrMITED, 7, Sta·at. (Box489), Capetotcn,
CENTRAL NEWS AOENC\', LlmTii:D, Jollam~aburg, Capet<non,
z.
.D1wb<m, .C:c., and at alt tlltir Bookltalu.
R. A. T UOMI'SON AND Co., 28, Rubeck·ltt•eet. Capeto;.
J. C. Jou A.-;o Co., Capetown, Port Bli:abeth, Johannuburg,
Ecut London, Gralu:nmtoton.
AUST R ALI.A.-OORDON AND OOTCH, Melbourne, Sydney, and Quan·llrut
Bri.tbant, .C:c.
'
R . A. TnoMrsos AND Co., ISO, CC~~tln·eaglt·llrttl, Sydney,
/tl.tbourtv, Adt laiclt , cnut Bri~bane.
T ORNl!R AND fi ENDER80N, llunt·ltreet, Sydney.
NEW ZEALAND.-O ORDOS AND OOTCn, Ouba·atreet BxtnuiO?l, Wellington
and B<'tl.Jord·row.L, Cllri•tchurch.
UPTON Ali'D Co., .A ttcklalut; CRAIO, J. W. , Na-pitr.
CANADA.-~(ONTRKAL N&ws eo., SSG a•\l.l 388, St. Jatnu·ltrtet, Montreal.
T ORONTO NEWS Co., 42. Yonge·ltreet, Toronto.
C EYLON-WtJ AVARTNA AND Oo., Colombo.
JAMAICA-Sot.LES AND COOKINO, King1ton.
S'fRAITS SETTI,EME NT~.-K&Lt.v AlfD WALSn, LnnTBD, Singapore.
Subsc ript ions received a t all t he P ost -offi c es on the Continent.
•
SUBSCRIPTIONS.
T uw: ENOI!I'RJ:'R can be had, by order, from &DY newaagent In town or
country1 at the various railway etationa ; or it can 11 preferred be
suppllea direc t from the office on the following' terma (paid' 1n
advance):Half-yearly (Including double number) • • • • £0 tu. 6d.
Yearly (Including two d ouble numbers) . . • . £I 9e. Od.
Ct.oTB R&ADlNO CAS&S, to hold slx taeues, 2a. 6d. each, poet free 2a. lOd.
I <.-red it occur, an extra charge or two shillings and sixpence per annum
will be made.
F arelgn Subscriptions will,~. until further oottce, be received at the rates
given below. Foreign tlubacrlbers paying in advance at these rates
Will recolve Ta'E ENOlNEtiR weokly and post freo. Rubecripttona sent
by Post-office Order must be made payable to TBJ: ENOlNU'R and
ACcompanied by letter or advice to t.ho Publisher .
'
TRIN PAP2R CoPIK>!.
TBIOK PAl'I:.B CoPiu.
Half-yearly . . . . £ 0 18&. OdJ B.aJf.year)y . . . . £1 0e. Sd.
Yearly • . • £1 168. Od. Y&u'ly . . . . .. £2 oa. 6d.
( e dUierence to cover extra postage.)
ADVERTISEMENTS.
121' The chArge for llodv.,rt18omenta of l our lllllla &Dd und er la thr.,..
ehllllnga, for every two linea afterward& one ehtlllng &Dd sixpence; odd
lines are charged one ahllllng. Tbe line averages seven word&. When
an adverttaement m....aur68 an lnch or more, tho charge la tOe. per Inch.
All single advertl.eementa from the country must be 8CCOmpanled by
a Post-office Ordur In pe.yruont. Alternate adverttaemonte will be
l.naorted with all p ra.ctical regularity, but regularity cannot bo guaran·
tood ln &DY such- cnae. All oxoopt weekly adverttaomenta are ta.keD
eubject to thia condition.
4dvcrtleeJBente cannot be Uleerted anlese d•ll•ered before
Sb o ' clock oo Tbureday eventoa. aod . lo con seq uence of
tbe o eceeelty for aolov to preee earl)' wltb a portion of the
edltloD, 4LT8RATION.! to •taodlna advertlseiBeDte ebould
arrive DOt later tb- Tea o 'ci O<:~ oD Tueeda7 •oroloa In
eacb week
C.Ctur• retan"" eo .dd~u aftd Clw PW>Iu/ll"" Depa""*"' Q/ CJw
Papct art eo /)( addrtued eo 1114 PvblW!er, Mr. 8yd'ltq lf'Mu • aU other
utter• lq /)( addrtntd to tlw Bdito.- of TIDI lllNOLNml&
'
Telecrapblc: Addr.,.e, " 8NOINBBR NBWSP4PBR, LONDON."
Telepboae- No. I.J38, Central.
PUBLISHBB.'S NOTIOBS.
•
"*• With thu touk'J number u i.uued, a! Su:pplem.en.U, t10o T1co-page
Engravings o.f tl1e Oun 1-d L iner Maureumia. E very copy <U
inued by tht Puhluher includes coyits of tl~ae SttppltTMnu, and
suhACTiber1 are requuUd to notify tht fact !/l.l)u{d they not receive
them.
•.• if any M$C'I"I.Oer a1Jroad 1hould receiw TIB ENOINll.J:B in an
imperfect ()T mutilattd wn.dition, M tuill oblige by gi:ving prompt
inJQrm.ation of tht fact to the P11hluher, wM tM. nanu of tM.
AJJmt th1-ough 111hom the paper i1 obtained. Such inc~venience,
if m.ffered, can be remui:Ud by obtaining the paper direct from
thil offtee.
CONTENTS.
Tm! EsoiN11:ltR, ~ 1 st Septcmh<r, tPOG.
M uTOM CARS AND TAXATWN . .
AT,hJ~t·n...:rut·
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• •
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PM>,.
.. 2S~
Nt1'noo..:N..
.. .. .. . .
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. . 2sr,
.. 2~U
• •
• •
• •
• •
• •
••
, • •.ovu 1
Cl'NARD Ext'RF.SS $ntAM£R MAUR"TANU. (tllu~trntod.)
HO·To~ Fr.QA1 rsn 01\ANE. ( lllustrnted.) . .
.. .. . .
Wmn STAR L1N•:n AoRt.ITtC . . . . . . . . . . . . . .
..
..
..
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..
. . 2:!S
. 2 •I
. . 2!1~
••
••
'J'H ):! Jo'IXATlON
u•--
I ous u ItAll. w ,ws.
~nA~ft~
• "' ,,..,
LIT""-"
• •
0H11'l1A R\~. ,
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No. 11. . .
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Tu F. YoRK Rm .LINO Mt LL.. .. .. .. .. .. . . . . .. .. . .
J.wrn:R.~ TO Tll E EDITOJI .. . . .. . . . . . . . . .. . . .. ..
n u t,W,\\' M A'l"n:n>~ - N•J·n~ ANil M1(,\IORANOA-M ISl'I!I, LANl:' . . ..
LEADINO ARTIOI.Kl!-The RAilways o f the l!ulted Kingdom.. . . . .
AI~IIOIIr PI tte in lt:ily- Tho P ror ortoOilM or Locomotive CylindersMo t or l ~•r TttXo\liou .. . . .. . . . . . . .. . . .. .. ..
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Iron 'l'nVJ' e I rt't•"<
'fug OKttM•N Kx<·rn.• to N o• ·ruR A\lli:RICA-; I:<A1'1TU1F. o•· )liNIN••
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HAILIVA\' Att'IDRNT AT 0RANTHAM ..
lJOCK \"AHD
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NEw SouTH WAL'I1l:l I't.u t.WAY!I . . . . . . . . . . . . . . . . . .
)•'n!:NCII J3AT'fL&SIIIP .t'A1 Hit: , . , , . . , . . , . .
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l..:snLN&UtNO ExutRI1111N AT OLYMPIA. No. I. (llluslt-atell.) ..
ON THt: 1\KCTION C•f' Wgm'l. No. I V. (lllulltrntod.)
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'J'Hfl (liRTITOTION OP MINI NO l!N0 1liiU:ll8
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A LARGE U:-IJKHT\'PX li:t<msl!. (lllustrntc<l.) . .
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A CtKCULAit CAt.c.u r. ATINu MA c ursE. (lllufttrntcd)
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llrH F.ItKNr M oo&.'l o•· Bt.A.'IT H •VRto&n~TwN AND Ttfti:IR P•J\n:R RF.·
\,lO il\R:\fKN~ • • • • • . . • • • • • . • • • • . . • • , • • • !'05
J>RO!If''£('Till1 l IS TRANSBAIKALIA
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LETTERS FROM TfiE l>RO\'lN<'f-:8, &!•.
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J,AONC'KKS AND TRIAL TRIPS . . . . . . . . . . , . . . . . . . . . ;j()~
P .I:MONAL AND BUSINl!SS ANNOON0E)I2~'T8 . . . . • . . . • . . . . . :108
BnrTl8a PATENT SPKctrlCATIO!fS. (fllustratod.)
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8CL&M'II:D .AllrJJRJt"AN SP'ROITICATJnNR. ( lllustrnt cd)
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Su••rt&MRS'P!- THF. Cu-;ARD l.1s£R \I AVR&TANIA ,
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TO OOBBBSPONDBNTS.
121' l" ordtf- to aiiOid tf'011bu aftd ~Oft we )lnd it 1\le(Uary to inform
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lha.t utter• ofinq"i':'Y addreutd to tht public, and inttndtd
or •nurtion."' ell.~ col"mn, 111Wt ''!' atl Ct:lltl bt accompanied by 4 to.rgt
envelope legibly d•rtcted by tht wnter to himu/J, and •to.mped in ordtr
tha~ a11~t«r1 received by "' may bt /OMDardtd t~ thtir dtlli~tion. No
f.Wit« c~n bt take?• of c~mtmun~ationl 111hich do -not com11ly 'lllith thue
•n•truchonr.
1?1' A.ll lttttr1 intt'tlodtd for inatrti!m '" T1D1 ENOLNmi'R, or containing
que1h0111, •hot<ld be accompanied by tht namt t:~cnd addru1 of the tDI"ittr
-not nt«llarily for publication, but ~ a proof of good faith. No not~
111hatewr can bt taken of a71Dn3fflwtU communication~.
1?1' We cannot "ndtrtak~ to rtt"rn draVIi""' or m4n~ptl ;
lhtrf/ort, requut corrupo'l\d.tnt• to 1tup copiu.
"'•v.rt,
RBPLIBII.
-by .J ob 11
G. ~·. ll. Sec \b n Ji , t pul.oli~bcd
\)avis, Limited, All Saint•
Workg, Derby. There J\l'e se,·ernl si?.e~ nod mnkcs at diiTcrotH pl'iccs.
J. W. r. (Poole)-1'hern 111 no examination. The qualifkatlons nro a
thorough prnclicnl training.
Writ" to tho Sec rotlu·y 11 , Vic to ria·
11keet.
'
..\. W. (01.\l~<ton). -We funr y ou woul<l find it very difficult ndcquo.t~ly to
pro~cct t\ (luv ico of the kiud.
Fot·mcd Olllct·y wheels nro freely llft6d for
1•aroous purpo~eil, and 1111 lung as they wear cqu nll.,y are satiRfnctor\'.
D. DF. R. (:o\ow Milton).-You will fiod o\ full dc•cription wit.h ~eciionnl
illustrntio11s of the engines or tho Wat.crwitch , In 'l' t; E Eso1:-'"EEn 11f
November 2nd, 1866. fn tbc n ext volume you will 6nd many le tters
on the syst em e mployed, a nd tu our is.•uc t•f AnguAt 23rd 1\nd s~ptoml er
il l.b, 1S07, you will find a full account of her tri ·l•. 'l'bego number• are
long out of priut, and you would bavu to consun tho vohtUlcs either
here or nt so ntc llbrnry. You are quilo right. The vessel wall uot 11
success The principle of j~t J>I'Opulsion bas since boo•l used ror life·
hont.s, for which it possesllo~ some advantllges.
A SunstR I!lER.-We do not publiKh nnonymous lette rs. Whe n t\11 engine
is ruDning fast the p1 cs.~ure falls In the cylinde r, no matter whl\t the
point of c ut-ofT; nnd if the e ng ine is linked up at the mome nt of
reloosc or dischnrgo- tbnt lA to s•ty, wbon the cx hauMt J>Ort opens- it
may be ,.o,·y littlo above that or the ntmo~phm·e. Uut it hM to he
pu•hcd o•>t of the cylinde r by the f'iAton on the ro~tunt str oke, nnd t o
thi R it olleo·• n nsi-tance, 11nd it is t o lhill restatn11~o lhttt Mr ll'l\tt
r ofe•rod In the At,lltemo~ot which you quote. Wo spoke uf the ~tram
stroke; yon howe mixoJ this up with the exhaust stroke. quit<' 11
different tblnl(.
TilE ENGINEER.
SEPTEMBER 21, 1906.
'Th~ R a ilways
of the United Ktne-dom.
A BLuE-HOOK has recently been issued which
contai11s an enormous mass of st.atistical information concerning the railways of the United King·
dom. It appears that the changes have been rung
in every possible corn hi nation, yet on one or two
important subjects the book is silent. No doubt
the multitudinous tables will possess a perennial
interest for many persons, yet we cannot resist
questioning their universal utility. In any case
enough remaios to render the book very valuable.
In its pages may be found tbe answer to many
arguments, and much that ought to dissipate for
ever the oarro'<v and erroneous theories which
from time to time are published with much
pomp and circumstance by amateur reformers.
It would be impossible, however, to give
anything like a complete
presentment of
the position of the rail ways of this country
based on the figures before us within limits less
than those of a considerable volume; and it is to
be noted that Mr. Wilson Fox, who is responsible for
the report, has made few attempts to draw ded uctions
or give reasons for any of the Jacts he sets forth.
Under the circumstances we must rest content
with setting before our readers a few of the more
salient aspects of the working of our railway
system, and a brief consideration of their im plications.
Recently the old subject of the nationalisation of
railways has been brought to the front again ; in
other words, this means the acquisition by the
State of the rail wu.ys of thoU nited IGngdom. The
transaction, to be honestly carried out, means the
payme.nt to every shareholder, home and foreign ,
the full value of his shares. Now, we learn from
the report before us that the total amoun t of railway
capital returned as raised at the close of 1905 was
nearly 1283 million pounds, of which more than
194 millions, or approximately 15 pet· cent., was due
to nominal additions represented by the consolidation, conversion, and division of stocks. These
nominal additions formed approximately 18t per
cent. of the "ordinary stock," 13! per cent. of the
"guaranteed and preference" stocks, and 13 per
c~nt. of the "loans and debenture" stock. Deducting the nominal addition, we have for 1905
1089 million of pounds as the sum which the
State would have to pay for the railways. As this
is an impossible transaction , it follows that either
the State would have to take the railways by an
act of direct robbery, or else it would haYe to provide an annual sum of about £40,000,000 for interest,
against which would be set the earnings of the lines.
But th e main result of the whole transaction
would be simply tbe placing of the control of the
railways in tbe hands of Government.
The
advantage to be gained by the country has
yet to be explained. The obvious consequence
of the change would be that competition would
be eliminated, and tho~e who use th~ railways
would be n.bsolntely n.t the mercy of GO\·ern
meet officials. Object lessons on the meaning of
this can be had by anyone who cares to travel
on European railways in search of information.
Anothe~· delusio.n whi.ch this book ought to do
somethmg to dtspel IS the theory that railways
represent "bloated monopolies." Between 1871
and 1875 the average net earnings of t he railways
represented a dividend of 4·56 per cent. on tbe
capital invested . They have steadily fallen since,
and averaged from 190 1 to 1905, inclusively, only
3·37 per cent. As we run over the various items of
expenditure it becomes more and more evident that
the tendency is to its increase, not to its reduction
T.urning now to the figu res most likely to interest
engmeers, we find that tbe cost of locomotive
power in 1905 was 11· 09d., while in 1904 it was
11 ·18d. per t rain-mile. Thus there has been n.
small reduction, but this hn.s been main ly brought
about by fluctuations in the price of coal. These
prices are set forth in a tabular form, but,
unfortunately, they represent the cost at the
pits. In 1900 the a\'erage was 10s. 9id. It
was 6s. lltd. last year. Nor do they reier to
locomotive coal only, but to the whole output of
the country. 'l'hey embody, in a word , the worst
defect of averages, namely, that they do not represent anything that actually takes place. What a re
wanted are the prices paid for coal in the tender
bunkers. To. illustrate what this implies, we may
say that a r a1lway sout h of the Thames has pn.id
16s. 9d. per ton for coal which on norLhern lines costs
about 11s. The difference is represented mainly
by the amount paid for carriage. We are told in
the report that "it may be of interest to compare
the number of train miles run with the quantity
of fuel consumed for locomotive purposes." No
doubt it would; in fact, this is information much
sought for ; but the report does noli supply it. All
that we get is a table set ting forth the annual percentage increase or decrease in train miles as compared with the quantity of fuel used for the six
vears 1899-1905. This table is by no means lucid,
referring in part to fifteen princi pal r ailway companies, and in part to all. We gather, howe'fer,
that over the whole period, and in every year except
1901 and 1904, the percentage increase in the
quantity of fuel consumed was greater than the
percentage increase in train mileage, a fact
which is, no doubt, explained by the tendency
to increase train lon.ds, and the consequent
employment of heavier and more powerful locomotives. I n another table we have the t otal
cost of locomotive power per mile for the period
1896-1905. In the former year it was £609, in the
latter £811. The increase is, in the main, no doubt
due to augmented train service and traffic. Another
interesting table sets forth the cost of locomotive
power on different lines. Its value is, however, of
the smallest, because it is quite impossible to draw
any deductions from it. Thus, the expenditure
under t his head on the London and North-Western
Railway last year was 12 · 27d., and on t he Great
Western 11 · 03d. As both these companies have
direct access to coal mining districts it might be
imagined that they could do better than the SouthE astern and Chatham, the coal for which has to be
carried long distances, yet the cost of locomotive
power on the latter line was only 11· 88d. per trainmile. The L ondon and South· Western appears to be
worked with a smaller locomotive expenditure10 · 37d.-tban any other E nglish railway. The T aff
Vale outlay on locomotive power is out of all proportion the highest. I n 1900 it reached 19 · 64d.;
last year it was reduced to lGd. As we have said,
unfortunabely there is no clue given as to the
reasons why expenses vary so much. The Taff
Vale traverses a coal country, and much of its work
lies in the conveyance of coals. In all cases, bowever, the character of the road should be kept in
mind, and there are multitudinous small items
charged against tbe loc0motives which all pile
up, and vary largely in amount in different districts.
T he influence of such factors is plainly seen in the
total expenditure per train mile set forth in the
report. Thus, for the London and North· Western,
last year it amounted to 46 · 76d., while on the Taff
Vale it was 44 · 24d. It would appear, therefore,
that on the latter line the charges, other than that
for haulage power, are less than on the former. It
is useless, however, to pursue this interesting subject further. Nothing is to be learned from the
report in the way of explanation. One item, however , of interest deserves notice. The locomotive
expenses on the Central L ondon Railway, the
"twopenny tube," have fR.llen by degrees from
12 90d. per train mile in 1901, when the line was
opened , to 10 3ld . last year. Thus it would seem
that the cost of electrical haulage is about that of
steam traction .
It is by no means easy to realise the magnitude
of the work done by the railways of Great Britain,
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THE ENGINEER
298
or the sums which they represent. But we can
gra~p the statemenL that last year there were in use
3M,431 miles o[ line, double a.nd single, and no less
than 13,H91 miles of sidings. These are included in
the 3H,4:n miles. A goo1l deal has been heard
nbout the n.c1vn.ntages Lo he gaincil by augmenting
the load in goocls and mineral trains. We have'
facts placed before us wbi
e eminently e couraging. Efforts made to reduce goods train mileage resulted last year in a decrease of 400,000 miles,
following on decreases of 4,500,000 miles in 1904,
and 10,000,000 miles in 1903. This result in 1905
has been achieved in the face of the increased
tonnage of goods carried, amounting to 11,300,000
tons, the figures thus continuing to indicate
a.n increase in the average load of goods trains.
\Vith regard to passenger train mileage, however,
there was an increase of some 4,400,000 miles in
1905, .although the total number of passengers
carried was approximately the same as in 1904, the
indication in this case being that the companies
were placing greater facilities at the disposal of
the travelling public. This directs attention once
more to the underloading of passenger trains, a
matter of vital importance to shareholders, if only
they could he got to see it. It will come as surpri~e to most people to learn that the proportion
whiCh passenger coaches bear to locomotives is
little more than two to one. At the close of 1905
there were 19,171 locomotives and 43,469 coaches
in England and Wales, but it must not be forgotten
LlmL good ~ and mineral locomotives are included.
Armour Plate In Italy.
THR manufacture oi armour plate in Italy, where
plates of American origin were recently subjected
to teats on the Government proving ground, appears
to be passing through a similar course of events to
that which prevailed in Germany a few years ago. It
may, perhaps, be remembered that in the latter country
an agitation was promoted against the firm of
Krupp on account of the alleged high prices charcred
for plates for the German battleships either by the
well-known Essen firm alone, or in conjunction
with that of Stumm Brothers, who g,re the only
other makers of armour plate in the country. It
was further contended that plates were sold to
other na~ions at considerably lower prices than
those pa1d by the Fatherland, the observation
apparently referring to the armour required for
foreign warships which were being built or had
been constructed in German shipyards. The subject finally came forward for discussion in the
Reichstag, when the Government were urged to
establish State rolling mills for the production of
armour plate. The proposal was, however, not
entertained, although the final result of the discussion was, we believe, the reduction in the price
of armour per Loo. More recently, and in connection with the question of colonial affairs, f1gures
were published showing a diffe1:ence in the prices
demanded for armour plate by the t·wo firms in
Germany, although this does not of necessity imply
that the two makers are now competing with each
other.
The question of armour plate in Italy has
recently become of importance in consequence of
the report of the Pu.rliamentat:y Commission on the
Navy and the recommendations made therein. One
of the suggestions made is t hat the Government
should procee.d with a scheme for the establishment
of steelworks and plate rolling mills, so as to be
able to meet the armour requirements of the
country in regard to new battleships. As is
~olerably. well known, the production of armom· plate
Jn Italy 1s represented alone by the Terni Iron and
Steel Works Company, which has enjoyed the
support of the Government for a number of years.
The only charge brought against the company by
the report of the Commission is that the Naval
Testing Co~mittee accepted certain plates which
were not quite up to the standard of resistance to
projectiles, although if this is correct the.. blame
should be placed upon the Comm ittee for passing
the plates, and not upon the company. It is
known that the price paid by the Government
for armour p~ate is high, ~ut this is easily
accounted for 10 a country whiCh does not possess
its own supplies of coal, and very few resources of
iron ores. Yet the acceptance of certain plates
which should have been rejected is said to form the
reason for the recommendation made by the Commission in favour of the construction of Government steelworks and plate rolling mills.
Although it seems highly improbable that the
suggestion will be adopted and carried into effect,
~he Italian naval authorities would appear to have
ID contemplation the admission of foreign competition. It has been impossible for foreign rivalry
ID ~rmour plate to succeed in Italy in recent years
owJDg to the Go,-ernmen t stipulation that in the
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evenL of orders being given to a firm outside the
country, the firm should erect plate-rolling mill); in
Italy within a very short space of time in order to
carry out the work. The time limit, to say nothing
of the enormous capital expenditure which woulcl
be involved in Lhe esta.blishment of such works, has,
howeYer, prevented any schemes from being brought
to a successful issue. Nevertheless, the Government are apparently determined to take some action,
seeing that trials of foreign · plates have recently
taken place on the Royal proving ground at
Muggiano, near Spezia. The only name mentioned
as the maker is that of the Midvale Steel Company,
of Philadelphia. It may be recalled that this
company recently underbid the Carnegie Steel
Company and the Bethlehem Steel Company in the
compet ition instituted by the Government of the
United States for the plate required for the
battleships South Carolina and Michigan. On
that occn.sion the Mid vale Company quoted approximately £69 per ton, as compared with £77 per ton
in the case of the Carnegie Company and £79 per
ton in that of the Bethlehem Company, and the two
latter were compelled to lower their quotations to
the level of the first mentioned in order to obtain
one-half of the order in question. It is then the
new successful American company in this branch
which has entered the arena in Jtaly after having,
as is mported, only taken up armour-plate manufacture three years ago. The trials of the American
plates in Italy are s tated to have yielded results tbat
are not more favourable than those afforded by the
Terni pla.tes. The form er a.re lower in price, but
they are merely nominally so, as the American
company is said to leave to the purchaser the
obligation to pay the royalties on the transaction.
However thi s may be, the admission of foreign
plates for the purpose of trial in Italy is an interesting event, and although a wide difference exists
between experiments and the actual placing of
orders, it may be regarded as a. reminder to the
Terni Company that their prices are high. Whether
the hint has any effect or not remains to be seen.
The Proportions of Locomotive Cylinders.
A ('ORRF.SPONDI!:NT, who does not wish his lotter
to be published, has stated a very interesting fact,
and asks for an explanation. On the Great
Northern Railway two experimental compound
engines are at work. One was designed and built
by the Vulcan Company, Newton-le-Willows ; the
other was designed and built at Doncaster. Both
are " Atlantic " type engines ; both have about the
same heating snrface- 2500 square feet. They
work at the same boiler pressure, 200 lb., and they
have each driving wheels Gft. Sin. in diameter. So
far they are to all intents and purposes alike. But
the Vulcan engine has outside high-pressure
cylinders 14in. by 26in., and inside low-pressure
cylinders 23in. by 26iu. The Doncaster engine has
outside cylinders 13in. hy 20in., and inside lowpressure cylinders 16in. by 26in. This engine is
fitted with a change valve and can be worked
non-compound if desired.
The total cylinder
capacity per revolution of the Vulcan engine is
59,228 cubic inches, while that of the Doncaster
engine is 31,544 cubic inches.
We hn.ve here, then, two engines, the cylinder
capacity of one of which is little more than half
t hat of the other; but both engines are doing the
same work. They haul express trains of 300 to 350
tons at average booked speeds of 52 to 55 miles an
honr. There is ver:y little d itrerence in the ru 11 u ing
and fuel consumptiOn, but such as it is it is in
favour of the engine with the smaller cylinder
capacity. Our correspondent may well ask for an
explanation of a result so remarkable. The fact
seems to us to bring into strong light the accuracy
of the proposition which we have often put forward,
namely, that the success or failure of a locomotive
of any particular design depends on conditions
which are not fully understood. The performance
of the engines, however, bears out an argument
the accuracy of which has been demonstrated at
various times, namely, that it is a great mistake to
give an engine cylinders which are too large. But
it goes further than this. I t will be remembered,
fot: exam~le, tha~ mfl.ny years .ago Mr. Johnson put
191D. cylinders mto some M1dland engines. The
engines did not lceep time, and the cylinders had to
be lined up to 18in. The explanation was that the
dri.vers ran the engines "out of breath," as the
boilers had oo~y about. 1100 .square feet of heating
surface. A pan· of 19m. cylinders by 26in. stroke
represent a capacity per revolution of 29 484
cubic inches, or little less than that of the Donc~ster
four-cylinder engine, which has a. boiler with about
twice the heating surface. No doubt a pair
of 19in. cylindsrs, 26in. stroke, would not he
found too large for the Doncaster boiler. But
this is nothing to the purpose. We have two
SEPT.
2 J' 1906
four-cylinder engines, locomotives almost ic1entical
in every respect save cylinder capacity, and th at
seems to have no influence whatever on the hauling
power or econom ical efficiency of the engines. l t
is a. m;ttter of common knowle(lge that some of the
most successful engi nes ever built had cylinders of
not more than 17in. in diameter: and th at attempts
to improve on them have been absolute failures.
But the proposition that two locomotives, both
compound, each with fou r cylinders, should with
the dimensions we have stated, perform so much
in the same way, will, we think, come as a distinct
surprise to most loco01otive engineers. Indeed, we
should not have advanced it were it not that the
authority and accuracy of our correspondent are
absolutely unimpeachable.
Let us see what the facts as set forth mean. For
our purpose we shall be near enough to the truth if
we say t hat, as the Doncaster engine has only onehalf the cylinder capacity of the Vulcan engine, its
average working pressure must be twice us great,
t he initial pressures being the same. This means,
again, that the terminal pressure must be about
twice as great in the .Doncaster as in the Vulcan
engine, or, in other words, the ratio of expansion is
halved. We may, perhaps, add that t his statement
does not pretend to be more than an approximation
to the theoretical pressures. If, however, Lbe
kactive effort is the same in both engines,
as it appears to be, it cannot be far from
the actual pressures maintained on the road.
But the consumption of fuel per mile being about
the same, it follows t hat doubling the ratio of
expansion gives no useful result whatever. \V e
may try to get round this fact in various ways, hut
do what we may, we always return to the same
place. There is no getting away from tbe fact that
the experiment now being made on the Great
Northern Railway goes to show that cylinder
capacity is a factor whose influence, at all events
within wide limits, has very little effect on the
efficiency of a locomotive.
Two or three other factors require careful consideration, however. We have first the net tractiYe
effort of Lhe two engines at the high speeds
attained. Now, quite small differences in design
seem to affect this very much. Thus the resistance
of a locomotive appears to increase very quickly
as th e diameters of driving wheels are reduced.
The effect of length of stroke and weight of reciprocating parts must also be tal<en count with. The
total weight of the reciprocating masses, and consequently their momenta, must be much greater in
the Vulcan than they n.re in the Doncaster engine.
The total horse-power of the latter may he less at
speeds of, say, 60 miles an hour, and yet the pull on
the dxaw-bar may be the same. This is a matter
well worth clearing up.. But there is another and
much more important factor to be appraised at
some value, the amount of which is uncertain. The Doncaster engine has sma.ll cylinders
and can he easily worked non-compound. The
Yulcan engine cannot. Now, this puts into
the h and~ of a skilful driver a quite remarkable advantage.
When he is handling tbe
Doncaster engine be can climb banks working
non-compound, and maintain speeds in a ·way
probably impossible with the purely compound
engine, and by "jockeying" may maintain a much
more uniform speed. I n thi way he would wol'l•
his fire to the best advantage, and although the
steam efficiency might be less on the whole with Lbe
Doncaster engine,. considered thermodynamical!)·,
yet, from the practical point of view, its flexibilit,y
?f w~n:king and power of adaptation to varying
cond1t10ns of load and weather may easily mahe it
the better locomotive of the two. Obviously, even
if we wore inclined - ~vhich we are not-to
dogmatise, we could not do it, because we lack
sufficient data.
We rest content with dil'ecting
attention to the apparently anomalous results of a
very interesting experiment. We trust that in the
near future Mr. I vatt will be able to supply precise
information on the various points wbich we have
suggested.
Motor Car Taxation.
A coRnEsroNoJ;:NT who has devoted much attention to questions of the kind sends us the note on
the taxation of motor cars which will be found on
page 285. It ':"ill be seen, first, that he is opposed
to any further met·ease of the tax on such vehicles;
and, secondly, that he objects to the devotion of a
fund raised in this manner to the upkeep of tbe
roads. Th e local . authorities, he sn.ys, already
benefit by the carnage taxes and licences, and it
s hould be left to them to use the grants made to
them f.or what purposes they m ~y select. He does
not wish to s~e ttny new central road authority
created, but destres that the local authorities should
contin.ue to. be responsible .for the repair of roads.
On th1s pomt w·e nre not chsposecl to disagree with
f
'E.P'L'. ~1,
1906
our correspondent. It matters very little who
uoder~akes the upkee.p of the roads, so long as the
work 1s clone econom1cally and efficiently. Neither
are we in favour of the imposition of any such tax
as would hamper a young i~dustry . But neglecting
for the moment the quest10n of business vehicles
and turning attention solely to pleasure and touring
?ars, we may obs~rve that two people demand road
1mprovement. F1rst, the motor car driver himself·
and, secondly, the resident on the roads who suffer~
the annoyance of the dust, noise, and danger. It
uoes not seem unreasonable to ask that if the motor
car owner wants a specially good road he should
p ay extra for it, nor does it seem inequitable that
if he c.aus~s a n.u~sanc~ he should defray the cost of
reroovmg 1t. It 1s C)Uite clear that without material
assistance .few local authorities are rich enough to
effect the tmprovemeots required, and it is equally
certain that it is a hardship to tax the large body
?f the ratepayers for the l;>e~efit of something which
1s regarded by a large maJonty as a nuisance. Our
correspondent quotes a student of local government
who gave it as his opinion that those who benefit
or profit by tha roads, not those who use them
ca:sually, sho~d pay for their upkeep. We agree
wtth that enttrely, but the benefit received by, for
example, suburbs of great cities, through which
hundreds of motor cars pass to some terminus
beyond, is extremely remote. Finally, it must be
re me m bared that roads were built and maintained
primarily for business purposes, and were until a
few years ago used very little save as means of
communication. Their use for pleasure and recreation is quite a recent event which may require novel
treatment.
l r>on Trade Prices.
THERE is one feature in the iron trade revival
which stands out conspicuously. It is that care
needs to be exercised not to advance prices of
manufactured iron and steel too fast. Producers
of rolled manufactures undoubtedly occupy a
troublesome position. Finished iron and steel,
while not of themselves so generally buoyant, are
being forced up by raw materials, particularly by
pig iron. In making new sales iron and steel mill
owners have conseqt1ently to be careful to cover
themselves for the increased costs of output with
which the trade is faced. The temptation to overdo the market in respect of advances on finished
material must be resisted. The information from
the West of Scotland and the Midlands thi~ week
emphasises the soundness of what we have written.
"Excitement " is reported in both centres, and
alike rolled iron and steel have been n.dvanced.
It is very difficult, let it be freely confessed, in
epochs of trade revival like that which we are
'experiencing, following upon prolonged periods of
depression, to act with moderation. Ye't those are
wisest who do so guide the course of prices. The
make of iron and steel is too uaiversal now for any
one country to act independently. I n other words,
international competition plays a part to-day such
as never before. The satisfaction of consumers'
needs is not circumscribed in the area from which
supplies can be drawn, as was once the case.
Buyers know this, and they act accordingly. And
therein lies the best reason for caution at the
present moment. Happily, at the moment, Germany, Belgium, and America are as busy producing
for their own needs as we are. So long as this
activity abroad continues the English revival may
account itself safe. But it is when these nations
get slack that the trouble will come. But even
n.part from what the future may have in store,
moderation in the advance of prices is to be strongly
advocated.
THE GERMAN EXCURSION OF THE AMERICAN
INSTITUTE OF MINING ENGINEERS.
No. l.
AFTER the close of the northern excursion of the I ron
and Steel I nstitute, on August 6th, the American visitors,
after a week's interval of rest, reassembled at D tisseldorf
for a. fresh round of sightseeing. The party, including
in addition to nearly all the American members who had
attended the London meeting, a. few members of the
I nstitute from other countries-such as Mexico, Italy,
and China-making, with ladies, a total of about 120,
met under the leadership of Captain Hunt and Dr.
R. W. Raymond at the Park H otel, Di1sseldorf, on the
cvenin"
of August 13th, where they were received by a full
0
represe ntative gathering, including Hen Springorum, ~he
President, Dr. Beumer and Dr. Schrodter, the secretanes,
and the members of the Executive Committee, among
them being included the beads of the principal establ~sh·
ments to be visited, and of the many large mechamcal
r.nd engineering works around the town, who had hospitably
thrown open their doors to the visitors. No formal
business meetings were, however, arranged, the four days
of the visit being entirely given up to the inspection of
works, alternating with Yisits to other objects of more
pictorial and general interest. Following this atTange·
THE ENGINEER
299
men t, the party embarked on the morning of August 14th remainder bein~ bought from tlw collieries belonging to
on ?oard the Cologne-Diisseldorf Compa ny's st eamer the works in W estphalia.
Rhcmgold, and proceeded to Wasum, a,bout 3.'5 miles
The blowing plant affords a striking- example of the
down the Hhinc, to inspect the new ri vcr dock of the U iite- rapid change in it·onmaking practice. When the \\'Oi l>s
ho~·nungsh iitte. Prominent among the numerous objects were started in 1897. the four Ycrtiea l compound blo"'·ing
of mterest pi\ssed on the way down was the new road bridge engines, with their four storeys of inspection gn ll elic~:,
~cross the Rhine connecting Ruhrort with the rfl.piJly grow· recalling the largest clnss of marine engines, each commg tow~ of H ombe•:g on. the l~ft bank, now approaching prcssinl{ :32,000 cubic feet of free air per minulc, which
complet10o, the leadmg d1mens1ons and constructional fea- excited universa l admiration, were erected, but these are
tures of which formed the subject of a demonstration given now relegated to a bumble stand·by positio11, the ,,-ork
on board by Dr. Bohny, the engineP.r of the N iirnburg being done by eight groups of engines driven by
Augsburg Company, the constructors of the wol'l<. This blast furnace gas with a combined capacity of
bridge, the longest of its class in Germ'lny, 2020ft. 282,500 cubic feet per minute.
Among the wost
?etween the abutments, is divided by four river piers powerful units are two twin single-cylinder :X tirnberg
mto five ~pans, two at the shore ends, of plain engines of 1600 horse·powet·, each delivering Bi5,000 cubic
parallel latt1ce trusses, of 218ft. and 273ft., two inter· feet of air per minute a t 7t lb. pressure. Each blast
mediate spans of 390ft. and 413ft., and a central furnace has four Cowper stoves, which range in height
span ~f 667ft., which is the first single span opening from 99ft. to 112ft. The steC>l works, which occupy n,
exceedmg 200 m. (656ft.) that has been built in Germany. building about 600 yards long, placed nearly half a m ile
T~ese are of cantilever construction, the central span back from the I urnacet;, conta in fom· basic converterP,
bemg closed by a semi·parabolic girder with hinged con- ta.k iog 20-ton charges, which are supplied with direct
nection to the cantilever arms. The roadway placed metal through two 500·ton mixe1s. These are placed nt
between the main girders is 37!1-ft. wide, a footway of 11ft. the \tpper end of the shop, with casting and heating pitl'l
being brncketed out on either side. The abutments and and rolling milJs in front in a continuous line, which is
one of the river piers were built in cofl'erdams, but for about 1600ft. long to the end of the cooling beds. The
the others compressed air was required. The erection of 45in. cogging and i33in. roughing millr. are two-high
the gh:.ders was commenced in April , 1905, with the shore reversing, driven by steam, the engine of the latter being
and cantilever spans on the left banlc, which was accom- connected on the other side to a three·high mill ; four
plished by means of t emporary s taging in Novembe1·last. smaller mills, with 16in. to 27in. rolls, are three·higb,
but for the remaining central and right bank spans the use and driven by gas motors. These are mostly grouped in a
of staging was forbidden on account of the heaYy single line in "'a transverse bay near the centre of the shop,
traffic passing along that bank. A 16·ton crane mounted which is commanded by a heavy electric crane for roll
on a tall lattice frame was therefore used for erecting the changing. The traver sing and feed-roller gears are all
work from the piers outwards, and was pushed forward worked electrically, the requisite power, as well as that
as each panel was completed. The central span, com- required for lighting, being supplied by six dynamos col·
menced in March, 1906, is now completed, and the left· lectively of 5000 horse· power, driven by blast furnace gas
hand cantilever side span is rapidly progressing, and will engines. Another interesting object is the stock and
be finished in November next, the maximum overhang of loading yard, with its large travelling crane, but the
the free end during construction being 90 m. (325ft.). The inspection of this was summarily terminated by a violent
entire work, including the shore approach, is to be finished thunderstorm and downpour of rain, driving the visitors
in .April, 1907. T~e wei~ht ~f the ironwork, including the across the half mile of open ground between the worlcs
ca1ssons of the twer pters, IS about 7000 tons, and the and the harbour with as little delay as possible.
cost £250,000. Three-quarters of this amount is pro,·ided
On the second day, August 15th, the visitors divided
into two parties, one going by rail to Oberbausen, to
by the town of Ruhrort and one quartet· by Romberg.
The harbour or basin at Walsum, about seven miles inspect the steel plant of the GUtehoffunngsbiitte, and
below Ruhrort, the first of a. new series of shipping places, ~be other to Duisburg. The latter, on anival, was further
was opened in July, 1905, has been built by the pro- divided, one group remaining to visit the PhCl'nix and
prietors of the GUtehofl'nungshiitte for their own coal and Rbeinische Steel Works in Ruhrort, while the other
iron trade, is an open cut parallel to the right ban], of the proceeded to the No. IV. pit of the R.beinpreussen collieries
river, and connected with it for about half its length by near Romberg, on the left bank of the Rhine. These
a neck, making an angle of 40 deg. with the direction of mines are the property of the family of Haniel, who
the main stream. It is e11closed by masonry walls on were the first to seek for the westerly e>..iieosion of the
either side giving about 2000ft. of quay space, the ground coals under the alluvial and other dead measures of
between the bank and the riYer forming a coal depositing the Rhine \'alley, which were only reached with
yard, which is covered by a travelling crane bridge of extreme difficulty, the first winning, No. 1 shaft,
295ft. spa n. A similar yard behind the landside wall o! having been one of the most arduous undertakings
~he basin, with a bridge traveller of 209ft. span, serve~ recorded in coal mining. It took twenty years (1857as an iron ore yard. For handling minerals 10-ton jib 1877) to reach the coal measures through a cover of 410ft.
cranes, with about 40ft. oYerhang, are provided along of water-bearing strata, and through the failure of
the quay, running upon railway of 13ft. gauge, successive linings and tubbings the diameter was
t~,nd similar movable
cranes are placed on the changed seven times, from 22~ft. at the beginning, to
tops of the travelling bridges. Coal for shipment is 8!1-ft. at the end. At the present time the royalties
brought by rail from the pits, the nearest being about mclude an area of 36t square miles, with five groups of
five miles distant, in shallow boxes, each carrying eight pits, fo•Jr of which are drawing coals, the daily output
tons of coal, four of them making one wagon load. being about 8000 tons. The pit visited-No. IY., sunk
The box, made in two parts with a scissor joint like between 1901 and 1904-is 1148ft. deep and 15ft. diathat of a grab bucket, when lifted by the crane and meter, with cast iron tubbing; through the water-bearing
lowered into the bold, is opened by slacking the chain beds and brick walling below; coal is worked at two leYels,
pull, so that the coal is discharged with a minimum of 656ft. and 954ft. deep respecti~ely. The hoisting is done
breakage. According to the river leYel, which Yaries by two independent sets of four-decl,ed cages, one driven
about 23ft. between highest and lowest water, the load in!! by steam and the othe1· by an electric motor. The total
capacity of the crane varies from 190 tons to 295 tons daily output is 2800 tons. A new pit-No. V., in process
per hour. The lighter classes of iron ores are discharged of sinking-is intended for an output of 3500 tons. The
by automatic grab bucl<ets, but for tbc denser kinds. coking plant at the different pits, includes 100 Coppee and
such as Swedish magnetite, band filling is required ninety by· product ovens, actually at work, and a further
each of the lO·ton cranes has three motots, one of number of 118 of the latter unde1· construction.
60 horse·power for lifting, a second of 30 borse·power f01 When these are completed the daily make of coke will be
traYelJing, and a third of 10 horse-power for turning. The raised from 710 to 1350 tons. The by·products at present
large tran~lling cranes here require motors of 68 horse- amount to llt tons of t ar, 6·15 tons of ammonia, and
power to move them at the rate of 85 per minute. Powct 2,850,000 cubic feet of spare gas, which is partly utilised
is supplied for the electric station at the Sterkrade Works in gas engines a nd partly fot· ste~tm raising. The present
by bare copper conductors along the line of the works rail- productions of 2,400,000 tons of coal and 465,000 tons of
way, canying alternating current at 10,000 volts, which i~ coke are expected to be raised in 1909 to 3,000,000 and
converted to 500 volts direct. in a transformer station on 795,000 tons respecth·ely.
the spot. The plant, which is not yet worked up to its full
The second or B group of the excursion party drove
capacity wiJl, it is estimated, add 1,500,000 tons to the from Duisburg to the Phcepix Works, crossing the Ruhr
Rhine traffic. The total weight of goods handled in March by a bridge which is soon to be 1·eplacecl by a more
last was 122,000 tons.
imposing structure somewhat higher up the river, owing
The return journey to Dlisseldorf was broken by a Yisit to the extension of the harbour works the whole of
to the Friederich·Alfred Iron and Steel Works at Rhein· flat shore ground being in process of conversion
hausen, the latest and largest of the Krupp hlast furnace into navigable cuts and barge harbours, and th1·ough
plants. These works, which are situated on the left Ruhrort passing the new and magnificent town hall to the ·
These include sLx blast
bank of the rivet·, adjacent to the Rheinhausen- Duisburg Ruhrort Works
Friemersheim station on the Duisburg and Crefeld lio(' furnaces, the three newest of 17,000 cubic feet capacity,
of railway, were started with three blast furnaces in 1897. the produce being mainly basic Bessemer iron for work
three larger ones having been added in 1903, and complete use, and, to a less extent, ma.nganiferous metal of various
basic Bessemer plant and rolling mills in 1904, when they kinds . There are twenty·three Cowpcr stoves, eight
receiveq their present name. The ground covered is of 66ft. high, and fifteen of 98ft. in height. Coke
nearly one square mile, 620 acres of flat agricultural land is supplied by 122 Otto ordinary, and forty-eight
upon the alluvial gravel of the river, which is being Semet-Solva.y by·product ovens. The total make of
largely dug for concrete making and other building pur- 1905 was 246,165 tons of pig iron from 493,198
poses, the materia ls removed being replaced by blast tons of ore, 40,450 tons of limestone, and 249,638
furnace slag. The blast furnaces are arranged in a single tons of coke, of which 137,050 tons were produced in the
line parallel to the large harbour of the works, which has ovens at the works. The blast furnace slags are
a quay frontage of nearly 600 .vards, and is equipped with granulated to be used as filling materials in the
eight travelling cranes, each of 60 tons capacity per hour, coal workings. The convert er plant, which is of
for unloading ore barges. The ores are deposited in a a somewhat old-fashioned t ype, with circular pit
yard below the cranes, whence they are distributed and central casting crane, includes three com·erters
by a suspended electric railway to the bunl<ers taking 1!5t tons metal and 15 to 18 per cent. of its
feeding the furnace lifts. The three older fumaces, weight of lime. which is blown for B to 15 minutes.
75ft. high and 14,000 cubic feet capacity, make from The slag is then poured off, and the bath is deoxidised by
200 to 250 tons each per day of bematite, Bessemer adding from I t to 3 cwt. of 60 per cent. ferro·manganese
and foundry iron; while the la rger new ones, 77tft. high in the converter. The resulting metal is dead soft,
and 21,000 cubic feet capacity, supply the steel works with about 0 · 05 per cent. carbon, is recarburised by
with basic iron, making from 450 to 500 tons each per Darby's method of running powdered coke into the
da.~· . A portion of the coke is supplied by two batteries, ladle simultaneously with the m etal, whereby any carbon
each of sixty by-product o'·ens, making 500 tons daily, the t 2mper from 0·2 to 1·00 per cent. can he obtained. The
•
THE ENGINEER
300
ingots, of a standard weight of three tons, n.re passed
through soaking pits of the originn.l ({jers ' form, without
accessory firing, and rolled off to blooms in the cogging
mills, of which there are two, an older one driven b y a
reversing mill of 2500 hors~ ·power, and a newer and
larger one with a 7000 horse·power engine. There are
two blowing engines of 1600 and 2000 borse·power
respecti ,·ely.
The mills include a SOin. biUet and flat train producing
about 350 tons daily from cogged blooms without re·
heating, and a 27in. rail and sleeper mill working on re·
heated blooms, the principal product being " PhCPnix "
groo\'ed-top tramway rails, which, since the introduction
of the pattern in 1880, have been supplied for nearly
9000 miles of tramway lines in all parts of the world. A
smallet· rail and sleeper mill, with 24in. roughing and
20in. finishing rolls, is dri,·en by an electric motor o f
1200 nor mal and 2400 maximum horse-power.
Its output is 80 tons in the twel ve·hour shift, with one heating
furnace at work. The cooling beds and rail finishing plant
are contained in a shed 300ft. by 85ft., with four travelling
cranes which carry the r ails to the different machines in
succession, and finally deposit them, when finished, on n
raised platform running the length of the shed, whence
they are removed to the stock yard , where the final
loading into railway wagons is done by lifting electromagnets on a 4-ton t r avelling crane. About 10,000 horsepower, w hich is partly supplied by steam and partly from
the electric central station, is required by the rolling
mills. Besides the rolling mills there are large h:lmmer
forges and tire mHls, a speciality of the firm being steel
balls for crushing mills. These are made from short
C)·lindt·ical blanks which arc forged down to octagon
sha.pe and stamped to a s pherical form in cup-shaped dies
manipulated by band, the work being entirely done by eye.
From t.he P h cenix W orks the party p assed to t.he
adjoining Rheinische S t ahlwerk, which were more sum·
marily in~pected, on account of the lateness of the hour.
While generally similar in character to that last
described, the plant is newer and of n. more powerful
character. The four blast furnaces wor king mainly on
Swedish and Newfoundland ores, make about 1400 ions
o f pig ir on daily, and are blown by six steam blowing
engines of 1000 to 5000 horse-power each, and a blast
furnace gas engine of 3000 to 3200 brake horse-power.
Thi:1, the largest gas blowing engine built up to the
present time, is of the twin tandem NUrnberg form , each
side having its own blowing cylinder in line with the
gas cylinders, and ccupled on to a. fly-wheel 23ft. in
di:lmeter. The length of the en[ine, from the end
of the fly-wheel race to the back cover of the
blowing cylinder, is about 82ft. When running at 80
1 ·
th d 1·
· 9 00 • b' f
f
revo utions e e Jvery lS 4 ,4 cu lC eet o free air at
a normal p r essure of 15 lb. above atmospheric pressure
per minute. Two o~her engines of the same size are
under construction, and will be started in October next.
The s teel plant includes two 280-ton mixers, and four
basic 15-ton converters, the ingots weighing from 2t to
3 tons, pass. through Gjers' soaking pits to the cogging mill,
which has 43·3in. rolls driven by a 6000 horse- power
steam engine; arid recfuces the 20in. square ingots to 5in.
square blooms, or 16in. by 6in. slabs. The two finishing
mills are three·high, with 33in. rolls, each driven by a.
2500 horse-power vertical tandem engine with a. 33ft.
fly-wheel weighing 106 tons. For small s ections a M organ
continuous rod mill has lately been started. This has
dght stands of rolls arranged in a s ingle line with an
inclined cooling bed 295ft. long holding twenty finished
lengths, which are received at the top, and dropping at
regular intervals, reach the bottom sufficiently cooled for
delivery. It is intended to r econstruc t three other existing rod mills on the same system.
.
Unlike the Rheinhausen works, which are in the open
country, those on the right bank of the Rhine are being
gradually surrounded by houses. The three towns of Du is·
burg, Ruhrort, and Meiderich, formerly separated by open
ground on both sides of the Ruhr, are now practically con·
tinuous, and have lately been incorporated into a s ingle
municipality, with a. population of 192,000. This makes it
difficult to improve the existing approaches to the works,
and to meet this the Phrenix Company has started a deep
line of railway by dri\'ing a level from the" West end"
colliery, whence the fuel is derived, to the steel works,
a. distance of about 2:}- miles.
T his will be equipped
as a double line electric rai lway, bringing coal from
the mine to the coke ovens, and taking back slag coal,
washery dirt, and other works waste, to be used a8
packing material in the pit goaves. At this pit, producing about 2400 tons of coal per day, the method of pachlng
with water-flushed material has been in u s e for two
years, and found to give extremely s atisfactory results .
The third sMtion of the part:v visited the s teel works
o f the Giitehoffnungshiitte at Ober hausen, which, apart
from their much larger size, are generally similar to
those a.lrea.dy described. The nine blast furna{:es produce
about 500,000 tons of pig metal of all kinds, which is
converted in four converters and seven open-hearth fnr·
naces and the associated mills and forges to 900,000 tons
of finished work. The output of the company's collieries
is 3,000,000 tons yearly. The A ssociated Engineering
Works at Sterkrade tum out a large amount of heavy
machinery, including both steam and gas engin es,
winding and pumping engines for collieries and rolling
mill plant. Bridge building is another speciality, t.he
Sterkrade Works having, among others, built eight
bridges across the Rhine, two over t.he Vistula, three
over the Elbe, and one over the Weser, besides 140 bridges
on the St. Gothard line, and a. large number of swing
and opening bridges in continental and foreign harbours.
The output of finished work at Sterkrade is about 73,000
tons annually.
It need bard.Jy be s aid that the ditl'e rent parties " ·ere
most hospitably entertained after the w orks inspections
were finished at luncheons, which were well prolonged
into the afternoon hours, after which they retumed t o
their different gathering places, and rea,cl1ed Diisseldorf
a bout 5 p.m,
RAILWAY ACCIDENT AT GRANTHAM.
--WE re"ret to have to record a terrible accident on the Great
Northen;' Railwav at Grantham la.te on Wednesday night.
The 8.45 p.m. do\vn express ran off the road, and in part fell
down the embankment which carries the line across the
Nottingham high road. The engine ~truck the parapet of
the bridge and turned over. The tram caught fire .. Confli cting statement s are made as to the cause of the acCJdent,
and in the absence of precise information we refrain from e~­
pressing any opinion. The train was not fast, and ther~ IS
no curve in the station. There has been serious loss of life.
The train ought to have stopped at Grantbam. The fact
that it did not is at present inexplicable.
seen t.ba.t for Lhe year 1906 t h e volume of goods traffic trans.
ported was increased by 9 per cent. , but the earnings increased
10 per cent., due to more of the better class traffic being
canied, and less of the lower rated. For several year past,
owing to reduced gradients and more powerful engines in
operation, there has been a distinct improvement in train
loads . In 1900 the average load p er train mile was 62 · 42
tons, for the past year it bad risen to 81·21 tons.
A summary of the principal features of the working is
given below, togeth er with a comparison of the previous
year : Rrtihral($.
•
CapiU.l cost . . .. .. . . .. .e
Co~t por mUe O!JCll
•• •• ••
£.
'fvtal mUes open . . . . . . . . . .
A vorage miles open
.. .. .. ..
0 ross earning~
.. .. .. .. £
Workwg expenses
.. .. .. £
Not earnings .. . . . . . . . . £.
Pr..fit to capital Invested, per cent.
Working expenses ~o earning~>, per
DOCKYARD NOTES.
THt: last speed trial-eight hours' full power-of the
Second Cruiser Squadron produced no record speeds, but was
remat·kable for the fine performance of the Cornwall, which
has long been striving for the record, and has now pulled it
ofT, bcn.ting the Drake . The results were:A ver.•ge speed.
Knot...
23·knot Cornwall .. .. .. .. .. .. .. .. 23·S
~S· knot Drake ..
. . . . . . .. .. .. .. . . ta · 2
22·3·knot Duke of Edlnl, urgb .. .. .. .. .. :!2· 1::!
22 ·3·knot Olack Prince.. .. .. . . .. .. .. :?0·6
23-knot Burwlck . . . . . . . . . . . . (IJrokc down)
There was a h eavy bead sea.
IN the speed race for the second divis ion of the Channel
Fleet the Albemarle was an easy winner, beating the Dido
and Juno. The Ctesar did well. The Ocean bid fair to rival
the flagship at first, but the condensers gave t rouble, and
soon put an end to h er racing. The Goliath was nowhere
from a similat· cause. We drew a ttention to the urgent need
of condenser repairs to the Canopus class last l'IIanceuvres, but
nothing has bean done, thanks to the policy of economy
now obtaining.
T HF. Drake is being fitted with fire-control platforms at
Gibraltar.
THE Commodore at Hongkong io a telegram dated l!Jtb
September, 1906, reports that:- " Typhoon broke from wes tward, several large vessels d ragged on shore at Kowloon,
fouling H.M:. sloop Phrenix-not Algerine-and two French
torpedo boat destroyer s at moorings, and forcing them on
shore; Phcenix now lying on her side on inner side of coa.ling
camber, fear hopelessly damaged. Small damages to Tn.ku ,
one torpedo boat, Moorhen, and Robin in camber. C.P.R.
Monteagle on shore alongsidePhcenix, Francisque-Franceinside her, both will get off.
Fronde-France-proba.bly
total wreck at the entrance to Kowloon camber, large sailing
vessel al most on top of her; two other steamers on wall
further to the south, many steamers on shore in other parts
of the harbour, and great loss of native craft. Further losses
include one coaling tug and four steamers foundered,
probably will be recovered ; thirteen coaling lighters missing,
roofs ot'nearly all dockyard buildings suffered ; great d amage
to Kowloon sea front. Regret that four l<'rench seamen of
Fronde drowned."
I
,
c e11t. . .
Net
Tun·tn ,.,,('!/'.
Cool, coko, aud shale
Other mlnorals . .
Crude ores . . . .
Miscelltmcou~ cll\8s
~'irewood
.. . .
..
..
..
..
..
Frui t
..
..
..
•.
Hraln, flou r, cl< c. . . . .
llny, straw, and chaff ..
Fro7,cn and cblllcd meat
Oenural goods (truck
loadA) .. .. .. ..
_\ cliiSs . . . . . . . .
B c l!IM
..
..
.•
WO<•I
..
••
..
C elMs
.. .. . .
1st clllSJ! . .. . .
2nd class . . •. ..
Srd CIIUlH • • • • • •
Live stock
..
..
By comparison
EAruiugs
Totl\1 tons Ton·mlle.,. Average eX cl liSIVO
·
I'J\ITied.
miles. or tor·
mlnals.
1'ons.
4 ,~64,1l6S
~22,74S
117,102
2~. 702
231,1110
46/•14
602,200
16!1,481
10,!\66
-
c
Mile~.
!ll ,9i4, 4~7
20· 16
8,428,671 37-~4
11 596 SG2 !l!l. 0~
13,S!\S,S7S 47 ·80
\1 H6>2113
26· r.o
3,922,669 84 ·83
12S,I30,0G3 241l·1S
85,554,623 20!l ·7S
686,1iS 63·4G
I
I
I
21fl,2iil
31,8:.11
2r.,ass
M,tl$2
20,811.1
16,847
__ , , -t gp
9•)-
C.ll,630
2, 464
~ l'l.!
;, 0 ··-e
E ,.. ..
~ 8. g,
d.
• !it;
·Ill)
·63
·!15
. ; {)
opcu . .
..
earning~,
open . .
..
.
••
.
..
I
•.
..
..
'
b4·~·
..
[,(1. (,0
..
11 :!3
l ~fJS
..
..
..
..
£
GSil
..
crs
..
..
..
..
£
!172
••
45.:.
pet· n,·crsge mile
Earnings, per traiu mile . . . . . .
7s. 1~.
..
~s. 0~.
Working Cl<penscs, per train mile . . 3s. 10Jd. . . 4S. 2}d.
Net earning~~, per tn<in mile . . . .
Ss. 8<.1.
• • 2M. lO}d.
PMsen11c•· journeys, number . . . . 87,~(10,631 . . sr,,l58,1b0
OoodlllOnllllgc. tollll • • .. .. .. i,400,6~R .. ti,M!l,i!l l
Lh·e stock tounnge, ton~< . . . . . .
2:!d.S3~
..
174,424
'l'l-ain Jollcage.. .. . . . . .. . . 11, ll3,t>S2' .. 10,4Ci, :;.~C.
• Light milcR was ioclude<l in train mill!llge rot· the ycnr 1!'01l.
Tramways.-T he Sydney tramways are now so extensive
and th e traffic so enormous as to warrant special mention.
Besides the routes through t h e city of Sy dney , the Hail way
Commissioners also control the tramway systems at Newcastle, Broken Hill, Parramatta, and the outlying subu rb~>
of Sydney. All lines in connection with the city are now
worked electrically, covering 139 miles of single track. Outlying suburban and country lines are worked by steam motor ,
over 42~ miles of single track, lf miles run by h orses, and
an experiment \vas made with steam motor omnibuses, but
did not meet with success, and ceased running a fter six
months' trial.
A new tourist car service was introduced between Sydr.ey
and La Perouse, Coogee, and Bondi on the Dth October, 1905,
and continued during the summer months with great success;
it was well patronised and appreciated by the public. The
output a.t the U ltimo power house during the year wa<>
36,137,122 kilowatt hours, of which alternating current
supply was 21,188,717 kilowatt, and direct current supply
14,948,405 kilowatt hours. or the total output 32,315,754
kilowatts was consumed in tramway traction. T h e staff
r.mployed on the 30th June la.st numbered 4133.
T ramtr«]fS.-R fsult (lj the Tl'od'ing.
Yca.r onded June.
Amount expended iu con6trncUon
and equipment . . . . . . £.
Cost per mHo open
.. .. .. £
)I iles open fo•· traffic . .
.. .. ..
A ,·erage milcx opon
. . .. .. ..
Gross carnhtg~~
. . . . . . . . £.
Working expenses
. . . . .. £
Net earnings . . .. . . .. .. £
Profit to capital invcated, per cent.
Workin~ expenses tu earnings, per
cent. . . . . . . . . . . . . .
Earnings per average mile open £
Working expenses, per ll\·eragc mile
AT the present time, when the Legislative Assembly is
passing a Bill through Parliament dissolving the Act under
which the Railway Commissioners were appointed, a. special
significance is attached to their annual report.
A phenomenal year has been experienced, for the period
endin g 30th June last, resulting in a surplus-after meeting
interest-of £440,940, as a result of the railway and trR.mway
working, which is the best result that has taken place sinc'e
the railways and tramways were opened. A s t h is is the
largest revenue-producing under taking of the Government,
s uch a result as is uow shown augers well for the finances of
the State.
During the year 90 miles of new railway lines were added,
bringing the capital up to £43,626,063. Ample provision has
been made as heretofore for the relay ing of permanent way
and the renewal of rolling stock out of working expenses; 19~
miles of line have been rela.id, or re-sleepered ; and 237 miles
were lifted and re-ballasted, the general up-keep of th e perm anent way for the year amounting to £539,700, or .£160·3 per
mile.
A sum of £90,775 was charged to working expenses on
account of rebuiliding and replacing rolling stock-this
included 40 locomotives and 129 goods and live-stock vehicles.
I n addition to the above £384,465 was spent in the general
up-keep of the stock. Ono of the most interesting tables in
the rQport is the ton-mileage return , which shows the fluctuations of the principal classes of traffic, and is a. good barometer
for showing when any increase in the traffic takes plRce, to
what extent the various classes of traffic ba.ve affet•ted the
earnings. Of such benefit has this been that it is now
extended to eighteen distinctive classes of goods traffic. The
particulars for the past yea.r are as follows :-
•.
Ycl\r ended Jun e.
1905.
100tl.
43,tJ:!6,063 •• 43,062,660
13,1211
1:1, Stlil
••
ssoo
32EO}
3306k
.. 3,C84,0](l
3280'f
4,234, 791 ..
:!,308,384 .. 2,1!12, H7
1 U26 40i .. l ,4Pl,SGU
:s ; !) ; s
·1:8: 6
J<:arnlngs per a\·ernge mile open £
W01·klng exi>OnSes, per uven1ge mile
NEW SOUTH WALES RAILWAYS.
- - - - -- --
2 1' 1906
SEPT.
open . .
..
..
..
..
..
1906.
1!105.
3,069,006
29,092
126
126
,483
S~l
liilb,Oli:J
1 'll. ~OO
;, : I
..
..
..
..
..
..
..
.. - ..
I
i S· ll
lii 5S
£
•
5279
!\et earnings, per nversge mile
open .. .. .. .. .. .. £
H ;o
Earnings, per tram mile . . . . . .
l s. 0~.
Working expenses, per tram mile . .
!l~d.
Nut cnrniug<1. per tram mile . . . .
2·!d.
l'nsseugcrs carried
.. . . . . .. 145, · 1i2, 779
'I'm m miles
.. .. .. .. .. . . ltl,SO!l,007
3,037,9:?2
~8,9:s1
12~~
125;t
81:!,~0
11 5,682
1~7,8l>7
:l : 10 : 4
..
S4·28
6470
..
...
6459
..
1(1) 7
..
..
..
1s.
10d.
2d.
.. l:lP,Ii !1,450
..
lt1,413,7tl2
FRENCH BATTLESHIP P ATRIE.
THJ.~ results of the trials of the French battleship Patrie
at·e given below. According to the c?ntract the builders had
the right to make six trials if they so desired, but thre : only
were necessarJ, they l'ec::an on the 7th July an d finished on
the 21st of the same nh>n b. The taking over trials for the
Government started on tb J 17th and were finished on the
25th Augus t.
Jo'our hourll' J ull
24 hom·o'
speed trial.
ordinary Apeed
without
C'on•nmpt inu
ro..cccl clraugbt.
t · tal
1-----,-..:......_,
Cou·
at
low
spec I.
'111nls.
lnLct.
Con· T nu
. I.
tm\!t.
I
I
-- -·---:--August
.. ..
l i th
of hoilers c. t
:! I
work
.. .
Square feet or
gmte at work .. I:!S mq
~ o.
l. H.P. . . . .
. . l j ,!>001
:!l~t.
& 2:! ntl
:!.)th
:!~
12S mq
li,Sii!•
3
l:?ll 1nq 12
10,000
mq
I I ,6ll0
1050
Consumption or
coal per hour
and I. IJ. P. ..
OK S27gr 7/SOOgr iiG gr G/ OOgr
Con~umption per
square metre
of ~{rate nnd
116 k
por hour . . . . 120 k
iO k
Av,·rngc speed IS kn vt.~ 1!1· 121)
17 ·82
l!HJ2 mq
1~83
{,!10 gr
40 k
j. ~· k
- - -- - -
We must point out that the average speed at full power
exceeded the contracted power by 1·125 knot, and that the
normal power, without forced draught, gave a speed nearl y
eq ual to the full power contracted for. The Republique began
h er official trials on the 12th S eptember. Both ships a re
fitted with Niclausse boilers.
I ·03
·H
·38
1·01
IN a twenty-two storey building e rected in New York, a
~omewbat
unusual form of wind br'l.Clng was ndopted by Colonel
Wells, the structural engineer, says the Bui/du. In this case the
..
building is surrounded by low hou -e~. and no account was taken of
I · 76
..
2·00 the protection whic'l th ey afford from tho wind, the wind pressure
.
!1,504,3S I H6 ·6ft
3·0!1 being estimated at 30 lb. per sq uare foot over the entire faces ot the
.
tl,400,InS 1112·62
3·77
••
16,412,087 l tiO·O I
300,682 4 ·tlS huilciin~ rlown to street Je,•et. To provide for re3isting the stre~ses
32 ,1·1··-'
-o- M •· 278· 42 .~I--I ' 0'J 3 2·03 in the framework , double lines of continu ous main girders were
•.
.
2~$,834
disposed perpontficular to the street fronts. These twin girrltlrs
!'t1/ •1~,200
261·35
42 ,218 1 . 7!·
engage the columns on opposite faces, and the connections between
•• l • 2"
.,
i,33r.,20 I 471<,11-12, 166 l''"
2,21iS,321 I · H
th em and the columns ar e made with deep plnte!l rivtlted acroll.q the
faces of the columns, nnd serving both as connection - plate~ anrl M
w jtq t)le pre\'i ou s yea r's figures, it wi ll be hrnces ~nin!lt wind ~<tres e~ .
S,SS9
Si 5,068
1!10 404
(,!1,266
1.14,811
3!1,916
fld,3~~
117,4G!l
1,411,470 S67·G6
80,1174,106 82·68
20,•111, ISS 107·20
S,!l31,!lH 151 ·t 8
15,87-1
153,9Si
14S,SH
i4,790
122,238
102.0 Jl
•
2·61
1·19
SEPT.
•
21, 1906
THE ENG I N E E R
30 1
ENGINEERING EXHIBITION AT OLYMPIA.
The gear on the back and also the sput· tina on the face·
plate is of the single helical pattern. The pinions arc of
\ .
r\o. I.
phosphor bronze, and the wheels of forged steel. The
J ~ • mtc~csting _o.nd ft'l.irly representative exhibition of saddle cnrrics two rests, one back and one front.
The
cngmeeru~g o.pplianc~s is being held in the building known gear-box in front of the ltcadstock ttllow~:~ of feeds frotn
as Ol~mpta, t'l.t Addtson·road, Kensington. It has been 116 in. to l in. The face·phttc speeds of this lathe o.rc B to
orgamscd by '1\les~rs. (:. 1>. Smith and 1•'. \\'. Bridgel', 68 re,olut.ions per minute. The lathe i1:1 complete with a
who wex:c rc,.ponstblc for a successful E'hibition devoted pump and lubricating arrangeu•cnt to the tool. Tha
to clectncal apparatus held in the same halJ last. year. drilling llltl.chine alluded to o.bove has a downward trli\ crsc
Thc_se S?ntlcm~n. ha' c bad the support of the vtwious of 9in. The distance from the centre of the s pindle to the
cn:;u~c~nng soctcttes, o.nd the assistance of a collltllit.tcc, inside fttce of the upright. is lHin. The table top measures
C0t~stst1~g of, o. larg~ _number of wcll-Jmown engineers, 15in. by :l!:lin., and the respective traverses l\rc :JOin. and
~,-~~~~ Su· \\ · ~~· \\lute ha~ u_n~~rta.kon the honomry 20in. The lipindlc speeds of this machine arc from 330
set\ ICes of prcstdcnt. The J·.xhlbJttOn IS to remain open to l 0.30 rcYolutions per lllioutc. The feeds arc four in
u_ntll O~tobcr 17th_, an~ du~ing its progress the educa· number, namely, a5, f>O, 77, and 111 cuts per inch. The
ttOI~a.l Side of cnf!weenng IS to be ctupho.sised by the tua.cbinc is driven through a linl< belh from a 'atit\blc
~chvc~·y of n. senes of lectmes on diverse subjects speed 111otor of ;; to I. This lllnchine is capable of
l~lcluding :-"Sewage Disposal," by Mr. Bailey Den ton ; developing the speeds necessary for the latest type
' Development of the Steam Turbine," by the Hon. C. A. of high-speed twist drills. The feeds can be thrown
Parson~:~ and 1\lr. R. J. Wa.lker: "Sanitary l::>cicocc as out of gear by means of a le ,·er placed in f1ont of
Applied to Marine Engineering," by 1\lr. ,\. E. Battle· the shaft, nod being s tationary the feed is easily
"Gas Engines," by Mr. II. A. Humphrey; " The Con: disconnected without having to follow round the re' oh··
nccting and Disconnecting of the Power from the Work," iog catch arrangement. When the clutch is thrown out
by Dr. H . S. Hcle-Shaw; and " Steam Pipes and their of gear with the top worm wheel shaft the spindle ct~n be
Explosions," by Mr. C. E. Stromeyer. The exhibitors thrown into the highest position, and can be brought down
number more than 150, the appliances being well dis- again by means of a hanging rod in front of the
played over the whole of the ground floor o f the main balanced )c,·er.
building, electrical power being provided for showinrr the
i\Iachine tools form the most noteworthy feature of
machines in operation.
o
the Exhibition, and students in this branch
mechanical
Before briefly noticing some of the more noteworthy cnginoel'ing have a.n opportunity of comparing tho best
ruecba.nical features, attention may be called to a. llritish with Continental nod American practice. A highremarkable illuminated fountain standing in the centre speed planer, shown by llateman's l\Iachioe Tool Comof the hall, wbicb has been lent to the Exhibition b y the paoy, Limited, HunPlet, has some features of merit. H
firm of J ames Keitb and Blackman and Co., Lin1iteJ, is capable of taking work :~Oin. by 30in. by 8ft., and is
Arb~oath. In designing this fountain utility has not been electrically dri,•en, Two tool-boxes arc pt·o,·idcd on the
s~tcnficcd at the shrine of beauty, for it is intended to cross-rail and sidehead on each housing. All these heads
l1umidify, cleanse and cool the atmosphere of the build· are arranged to traverse by hand or power in both direciog. The fountain is 3:3ft. in height, and stands on an tions, and a notable feature of this machine is the anange·
hexagonal base ; 12ft.. from the tioor is a large shell 15ft. ment by which the feeds can be varied, s topped , or
in diameter. Immediately abo\'e this arc the fountain reversed while the tool ic; in motion.
The "selfa.t·rangements, including an internal tank capable of 1 contained" feature with which the D.1teman planet· is
lding 400 ga.Uons of water. The wa.tet· is forced t:> the ilentified is retained, the change-speed gear box with
or
ARMSTRO NO,
HIOH
SPEED
LATHE
top of the founlulu ;.~ml through the domes at the ra:c of n1otor being titled on o. platform cal'l'icd on top of the
1.300 gallons per minute, and is fonued into a solid ltousi.Hgs by bracket~:~. 'l'ho cbangc·speed gear box is
cylinder of water .J.ft. in diametei·, and about 1 ~ft. or 1 lft. arranged to gi' c three speeds on the cut of 20ft., 40ft.,
in length. J cts from below merge into the solid t·ing Ol' and 60ft. per minute, and a constant rctum speed of 200ft.
column of falling water, t\nd the air which i1:1 introduced, per minute. The table stops and reverse ~:~ at each end of
after being washed and cooled, is again blown out. 1'hc the strol<c \'Cry swoothly. ~lessrs . John Stirk and l::>ons,
water is being continually circulated. and no waste is thus U alifa.x, arc represented by two electric ro0tor·d1 i,·cn
incurred "bile working, except for periodical changes. lathes for high-ppeed tools, and a blotting machine of
The illuminations connected with the fountain are compact construction. One c-f the lathes has lOin.
brilliantly effective.
Immediately behind the main centres, and IS strong enough lo take o. ~in. by :,in. cut off
cylinder of water are a series o! coloured electric lights, 0 · H carbon steel at a speed of 75ft. per minute. The
which, if burning simultaneously, it is said. would give nn motor, which is fixed on l'l. floor-plate behind the lathe, is
illuminating power of o.bout :JOOO candles. but the capable of gi' ing 20 l.orsc-power at any speed between
mechanism is '-'O armngcd that only one-fourth of the 310 and 9:j() re,olutions per minute. The speed is
lamps in thcit· respective colours o.rc lighted at a time, automatically controlled, according to the diameter
and by a.o automatic appanJ.tus fitted in the pedestal the beiog worked. There o.rc foor gear changes operated by
changes in colour can be wade every minute or at any one handle, and giving rcspectiYely GOft. , 75tt., 100ft., and
time, as may be desired.
L30ft. pet· minute approximately. When any one of these
Besides the humidification and circulation of ail· "hieh speeds has been selected, it is auton1atically maintained
takes place aboYe, the lower section of the fountain also on all diameters between 3!n. and 9in .. The. bed, box end,
plays an important part. Jn the pedestal under the sh~ll and headstock are all cast·~ one masSI\'e ptece.
.
six Blacluuan electric fan s arc fittt?d, and these dt·aw m
The second lathe has Hm. centres, and has for 1ts
the air nco.r the floor level, and afterwards disperse it over special feature a IIlo tor drive. Combined with the box
the beads of the people to the extent of from 2~,000 to end is a 7 ~ horse-power electric n~otor l'Unn_ing at any
22,000 cubic feet per minut~. At the !';amc t1me the speed b.etween 40.0 and 1200 revo)ut1ons per m.mute. Tl~e
fans can, if nel!essary, draw m fresh, wo.rm, or cold air power IS .tran~nutted by. o. ch~n. ~o the spmdle. _Th1s
from conduits underneath.
constmct1on gn·es except1onal ng1dtty, and accompltshes
A stand which cannot fail to commn.nd the attention of n. grcn.t. ,;t\ \ ing in !loot· space. Th<' 111otor is well pro·
0\'Crybody 0.1:! showing tlto I'CCOilt l'CUl~l.l·ko,blo progress in tecte~ and co.sy of n.ccess. The 6i~.lllot.or-dri\'cn slot.~ing
machine tool construction is that of Sn· ,V. G. Armstrong, macbmc has o. motor, wound to gwe lt h.p., housed 111 a
Wbitworth o.nd Co., Limited, 1\Ianchestcr. The two most circular extension of the frame. .\ chain transmits the
interestina tools shown by this firm are o.n 18in. centre motion to the pinion shaft, and a furth er reduction is
high-speed ln.the, shown above. and a Yertical drilling 1 accomplished by the gearing at th~ back ?f the mach.in~.
machine with 2in. spindle. These a re shown in moti_on. _The A .total J~urchasc ? f about ~8 ~o. 1 1s prondedJ and thtR ts
lathe is intended for using bigh·speed tool steel! and 1s dri\'On sa1d to gn·~ o. swtable pcnodtc1ty of stroke. ThQ speed
direct by o. three·to-onc variable speed electnc motor. It regulator IS so marked that the operator can sec o.t a
has a range of speeds adaptable for all the diameters. of glance what is the con·e~t p~sition of the controller a rm
work which the lathe will admit. Between the centres IS a for the work the machme 1s engaged upon. Messrs.
distance of lOft., and the 60 horse·power motor mounted Stirk also ~bow an instrument ca.~l~d the " Sha~to~e~r,"
00 an extension of the bed·pla.te is capable of ta~g a cut an adaptatiOn of ~he ~ommon ~pm~ level for mdtca.tmg
I tin. deep by 1in. traverse at o. cutting speed on I:t;Jild ~te~l ~,he .e:ct~~t to w~ch l~e sha.f~mg 1s out of lev:I. The
approximating 80ft. per minute. At the same _t1me 1t 1s
sp~r1t. IS cont~me.d m a stra~ght glass tu?e 12m. long,
designed so that finer cuts up to 400ft. per rrun'.lte can the ms1dc of w~1ch IS ground w1th maLhemattc~l accuracy
be taken. The heaostock is powerfully built, and hns a to a. predctenwned curvature calculated to gn·e an cv;n
forged steel Rpindlc made under the Whitwortb ~uid · run of the b_ub~le o,·er n. readable space for e\'Cl',\' 10~,om.
pressure system, running in pamllcl gun·mcta.l bearwg~:~. per foot \'1\l'ta.tlOn.
I
•
WHITWORTH 'S 18-INCH
. ..
A varied collection of American tools is shown by
Duck ~tnd Hickma.n, Limited, Whitecba.pcl·road, London.
Most of these, including Drown and Sha.rpc's millin~
machine, the Springfiold rapid reduction lathe, the
Cincinna.ti drill, the Pra.tt and Whitney new model turret
lathe, tue already famiHar to roade1·s of THE E:-.nn:~aw.
T he .. Ess Ess ., automatic revolving chuck- by which
work luwing as many as sixteen faces can be finished
a.t ono chucking aud without stopping the la.thc-i.;
worthy o f close attention on the pu.rt of machinists pro·
ducing repetition work This s tyle of chuck is suitable
for hq}qi.llg gate valves 01' similar rieCCS which reCJUire not
only the standard, but. u.lso specia indexes. For example,
gate vah•os having three branches 90dcg. apart and two seat
faces with au average angle of 5 dog., which ' 'arics according to the principle of the ,·a.lve or the idea of the maker.
The ends in this case arc finished by a. standard index,
and the seats are faced by a special index. With this
style of chuck and a. set·over tool holder, gate valves can
be seated and all the ends bored, tapped, and faced a.t one
chucking without stopping the lathe. Another firm with
an attractive stand of American tools is Charles Churchill
and Co., Limited, Loona.rd·street, Finsbury, KC. The
Biernatzki gear wheel generating machine is an ingenious
tool, equally adapted for cutting spur, spiral, or worm
gears, and does not require formed cutting tools. Gear
wheels ha' ing any number of teeth, a.nJ of either of the
abo\'c-named styles, can be evolved by mean&of a singll!
hob cutter, provided they are all of the same pitch. It
is, moreover, claimed that the finished product is not only
more accurate, but is also lllorc cheaply obtained than
gears cut in the ordinary manner. Although motor car
engineers are not un \niwous regarding the necessit,v for
grinding out engine C,\ linders, a. machine for this purpose,
made by the IIeald Company and shown on thi~; &t and,
will be inspected with interest.
Other exhibitors of machine tools of foreign manuf<Lcturc are C. W. Burton, C:riffiths and Co., Ludgate·squo r<',
E.C., who bad a. remarkably varied collection ; Messrs.
S::hucbardt and Schutte, ;14, Victoria.·street, Westminster,
whose exhibits include tools specially suitab~e for motor
car wol'l'; Ilenry Pels and Co., 265, Stro.nd, W.C., who
show Jobn's patent JOist shear, "hich is capable of
cutting JOists up to 16in. by 6in., and other l:> ections in
propottion ; ohn 's angle and T -be\ el cropper, specially
useful for ship and bridge builder~:~; and o. notching
machine to make notches of any depth in joists or uny
other rolled steel sections. This tool will alHO tri•u tbc
sections, cutting them to t he required dead lengths.
.Tosbua Heap and Co.. Limited, .\shton-under·Lync,
show screwing and tapping machines of many ty pe~ .
One tool for screwing and tapping lin. to 3in. bolts and
nuts in one cut ha~ a spec:al automatic releasing motion,
which comlls into action without necc~ sitating the s topping
of the machine.
l::>clig, Sonnentbal and Co., ()ueen \'ictoria-strcet,
London, show amongst other numeroul:> appliances a
portable crane with automatic extending and receding
jib. The latter may be run out so as to reach into n.
covered truck by simply turning a handle, and is with·
drawn with its load in the same manner, without moving
the crane itself. The jib is also capable of swivelling
through n. complete circl~. .Tohn Ilolro,yd and Co.,
Limited, l\Iilnrow, show a cit·cular tuilling machine suitable for a wide 1·angc of operations; a haclt sawing
machine by which bars up to 5in. diameter can be cut ofl
with true faces; a. mo.chine for milJing worms, spiral
gears, and short screws; and o. IO~in. centre scrollforming lathe for turning test pieces which "forms
do\\ n '' steep inclines.
se,·cral applications or the \\'icJ,stccd llex.iblc !lht\fting
are shown on the stand of 1\lessrs. Chas. \\' icltsteed and
Co., Kettoring. This sbo.fting is beinr, used "ith much
success for drilling. emery grinding, polishing, tube
expnnding, tapping and staying, and works well in length~
up to SOft. T he shaft is enclosed in flexible metalling
tubing of hexagonal shape, supplied b y the United
Flexible l\Ieta.llic Tubing Company, and forms an oil
bath in which the whole shaft revol\'es. The pat t.,; of
the shaft are made of cast steel, properly tempered, and
the friction on the inner case is reduced to a minimum by
ball races which support the universal joints. Great
economy o£ labour has been etl'ected by the use of this
shafting for expanding boiler tubes. l\Iessrs. Wicl,steed
showed a -1 horse-power portable electric motor specia.lly
designed for use with the flexible sha.fting, and in which
the .speed of the motor i~:~ reduced by a rope drhc, the
• tcnstoo of the rope being kept uniform b~· n weighted
.r
THE ENGINEER
302
lever. By mo,·iog the weight along this lever the degree
of tension c.1n be varied at wt\1. There ll.l"C two slides.
The top slide canying the pulley is actuated by the
short end of the lever on which the weight is placed.
The lower slide, which carries the fulcrum of the )c,•er, is
used for tt~king up the slack of the rope. An advantage
of this system of driving is that when expanding tubes
the operation goes :m until the rope s lip~> and tho tool
stop :o. The truck carrying the motor has t~ turntable, by
moans of which the whole of the meehanism swivels
round according to the requirements of the shaft.
There is no more otl'ective stand thau that of the
l ' nited Flexible Metallic Tubing Company, Limited, 112,
Queen \ ' ictorio.-street. This tubing is now wade in
various si:~es up to l Oin. diameter, and for pressures up
to 2000 lb. per square inch. It may be mentioned that a
very largo amount of this company 's product wns used by
the Lh·crpool S.1.lvagc Associa.Lion in the recent un·
successful snh ·age op~ration3 on Il.M.t:\. Monta.gue.
Made of bronze, it is used by the Admiralty for charging
torpedoes with compressed air, and for ibis purpose it
has t o withstand a. test of 4000 lb. per squa.rc inch. The
variety of uses to which flexible· metallic tubing can be
put iocrea...cs, and it seems to be equally applicable eiLher
for lluiu$, gases, liquids, or as a eo' et·iog for· electric wirt•s.
A nont elcctrica.ll_y dri,·en three- throw pump is
o~hibi tcJ by th'3
l·:xcc\.:;i..lr Eogiace, ing Uornpany,
LimitcJ, o f ::llranil. The efficiency of these pumps has
been groJ.tl.' enh::m ceil by the provision of Gutennu~h
vah·es. Thi3 ,•n,h·<! consists of o. strip of phosphor brom-:e
sheet, one enil of which i; coileil upon a spindle lo for1n a
spiral, leaving a pl.rt of the sheet-which is also thicker
than the coil-tla.t, to form the valve fiap. '!'he centre
c.:>il of th::1 spiral i3 bent at a sh arp n.ngle, which fits into
a slot or a spindle, securing the two parts firmly togetbct·.
'fbe projcclinJ ends of the s pindle n.rc rigidly held in
bea.rioga, so that the tlap is always in its correct position
o ver th 1 port. The entire op:ming of the port only
entails n. minimum strain on the spi ral. ~till the spiral
exerts hufficient spring pressure to gently close the flap
immedi:\tely the flow of water ceases. As showing the
increase of efficiency brought about by the use of these
valves, the mnkers st:1te tbatacertain size of pump formerl y
made with mushroom ''a.h ·es could not be worked faster
than 100 t·e,·olulions per minute, at which speed the
output was 200 gallons per hour. On the other band,
with the Gutermuth vah·e a speeil of 31i0 revolutions has
been atta.ineil, 700 gallons per hom being pumped wilh
a suction of 2o3ft., against a b ead of 300ft.
The l\lork Patent Pulley Block Company, 42·44, Moot··
lane, L ondon, shows a worm-geared pulley block with
I]Uick retum motion which will cornmend itself to all
users o f these appliances. When raising the load the
worw i; used m the usual way, but when the load is to
be lowered, the attendant, by pulling a. cord, throws the
worm out of gear, leaving the worm wheel and chain out
free to turn, so tho.t the lower block by its own gravity
can run down, or it can b e raised again quicldy by pulling
the loose end of the load chaio. By pulling a hand chain
in either direction the worm i3 instantly engaged a.g11in.
The Mork releas ing gear is also shown applied to travelling
blocks .
The !:inn of W. H. Alien, Son and Co., Limited, Bedford, n.ro showing, mnongst othct· exhibits, a three·cmnk
three-cylinder compound vertical enclosed high speed
engine, fitted throughout with a system of forced lubrication, and suitable fot· dynamo driving in connection with
electric lighting or transmission of power. The engine
is capable of developing 4.30 brake horse-power at 400
re,·olutioos per minute, and is suitable for a steam pres·
sure of from 100 lb. to :WO lb. pet· square inch, condensing
or non-condeusiug. The engine is fitted with valves of
the pis ton type, and is designed to prevent oil passing up
into the cylinders, or "o.ter into the crnnl< chamber. The
whole of the working p ..wts are of Siem ens-Martin s teel,
nod the b earing-, throughout arc lined with white metal.
22
SEPT. 21, 1906
~oodens~g or non·condoosing.
A furth~r exhibit of
mterest IS a three-throw Allen-Edwa.rds o.tr p Uillp, each
ban·ol having a diameter of llin. by Sin. stroke. This
pump can deal with !lO,OOO lb. steam per hour at 150
revolutions p er minute. The outer casings are of cast
iron, and the working barrels, valve seatings and guards
of gun·mctal, and the bucl,et-rods of bromiC, the ''n.h·es
bci!lt1 of the" ~Gngborn" .type. Not the least ~tl'ildng
arltclo ehown IS a. ~bree-tm·ow crank sha ft. Tbts sb.aft
was tak~n from n. •JO~ bt:ake horse·power Allen ~ngme
fitted wtth forced lubrteatt?n, and ha~ been runmng for
seven years at 300 revolutwns per mmuto twelve hours
p er day, and HOO days p er year, u ->ually on a considerable
overload.
Notwithstanding this heavy duty, the wear is
scarcely noticeable.
ON THE SECTION OF WEIRS.
By W. G. BLJoH, M. Inst. V. E.
No. IV.*
third value of D, viz. J> =
1
'
g~
is o.lso worked out in
this profile. Its resultant n:~ actually intersects the base
well outside the proper p oint. This section will, therefore,
not answer as regards stability, and being other\\ iso
objectionable, s hould be condemned.
Prom the iofonnation thus obtained it is evident t hat
a. weir wall subjected to Botation, built of brickwork,
aod having an S.(l. of 1·8, should be de~igned of equi angular profile, or such modification of the same as may
be deem ed advantageous.
.
.
.
.
.
, .
. One pomt dcset ves not:=e, wtuch IS that wbenc' ~~ the
1
tesultant R • due_ to D - H, .falls a.t a pr?per pomt on
the base, the sectwn thus des1gned ts a swta.ble on~ for
all depths of water above or below that level.
When D exceeds H and the weir is submerged the
pressure rapidJy decreases, for the reason that D
continues to augment twice or three times as f11 st as d,
while at the same time the wall is subject to no further
reduction of wei~ht due to di~placemeot. Conse<JUently,
no matter how deeply a wall is submerged, the maximum
stress will et ill be that which obtains under the conditions
IN Figs. 1.) and 16 two further sections of a wall subject
4 II.
when d = H or =
H
to llotltion when d = ·) arc inserted. We ha,·e
5
It has alro.1.dy been noticed tbt as regards the level
1
already seen in Fig. 10 that when D = [ and H' is
2
D -= H
the vo.lue of E 1, i.e., the height of ro~;ervoir
•)
tak<'n as equal to the corresponding level abo,·e the weir,
that o. base wi:Hb deduced from this value of Ill is )eve) abC\\'C ba~C \\ hith is reciprocal to a le\·cl in the
insufiicient in the case of a vcrticaily backed wall. Thefc
two additional figures represent the same wall of cq ui·
angular and of reversed profiles. In both cases 1lu
78
incidence of R is outside the middle third, proving tb,ot
wha tc,·er manipulation is made of the fore slope docl'
~
-
8
,
49
,
,,
,
,
,
A = 4.9
+
1'-2~
A =-78
Fig 4{1
Ao4 2
•
not alter the fact of the insufli cicncy of Lhc baEe "id tb
thus Jesil!ned.
In all the exatuples hitherto pro,·iJod th e value of P
has been tal<en o.s 2 t· It is now proposed to Wldertal•e
the sa we in ' 'estigations with a reduced 'alue of p _ 1 · 8
_, iz., that applicable to brick walls.
In lt'igs. 17, HI, n.nd Hl the. wall . is designed with the
.
21
S l\UIC top Width, and the base also =
' which r= 16ft
waste channel of D =
·J
is o.n insufticicnt q tautity on
which to base the calcul:tion of the b nse wtdth of the
wa ll , when subject to flota tion, ifthc formula H..!_ is use ].
, p
, p
J n Fig. 17I with ba:ck vertical, the increased fore slope
h as so ad, et·se •~n mHuencc on the stability that both
r~~uJta:nls H.' and H_2 fall wol! o_u tside the midd!e third,
1, bemg the m ax tmum.
Thts shaped sectwn can
therefore be_ condemned otl ~and for brick walls.
Further, no mcrcnsc of the base t:>wo.rds the fr.cc will
Il
I
Expcrirnoutally it has been founil Lhat if u .l b.Y which \\'C
will designate rc11en·oir le,•cl duo to the next higher rise
f li . th d tb l) I.
b
d
o 10 m c cp
, uc su s titutc for H , the incrc1\SCd
width of base obtained by applying the value H~,
will closely approximate t o the exact witith requit·cn to
bring the incidence of R1 or R2 on to the outer middle
third.
1
20'
••
P ~ I 8
p.
I
lp
~I ,
p
~
I
I
.1
i(
I
,
JS
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,
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,,
I
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,
I
fiR/I'DI 11•154•·35· S
I
A· 18
I
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A bt1Cwl2-1.16 ..35-•'8
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fig .l7 8 .
A• 50
I
11 - 103
fi 9·181
/
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't I
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A·/08
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~:
,
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....
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Ftg. 17.
•
.\ :-.cnsiti' c go,·crnot· of Lhc ccntrifurral
t.} pc i::; fttku to
0
the end of the crank shaft and conne cted to the throttle·
vn.lve. The engine is fitted with a valveless oil pump of
simple design placed in the crank ehn.mber and dri,·on from
the high-pressure oxcontric, oil being pumped continuously
under pro...sure through nil bearin~;A. 'fhero is also a two·
cranl< compounil enclosed vertical high-speed engine,
capable of developing 220 brake horse-power when running
a t a speed of 450 rc\·olutions per lllinuto, and supplied" ilh
•·team a t a pressure of 100 lb. to :ZOO lb. per !1CJUnrc inch.
•
•
1 Guccccu in bringing either of these rcsult;utts
itbin
the middle third. ln l"ig. 18 the section is cquiangular.
I n this a marked change is noticeable, both resultants
in_tersecting the base exactly a t ~he proper . point. . In
Ftg. 19 we h a~·e t~ e reYersed sect wn. In th1s there 1s .a
remarkable dtvcrston between
and H!. The latter IS
in this caRe the greater of the two, and falls just at the
middle third, the former as much as 12in. within. A
n•
:so. 111. nppcnrcd Scptcwbcr IIth.
\1
'!'his Ita:. been J.Jl'O\ ell Lo be lho.; case :.tb.o whcu
jD _ 4 H
- 5
·
With regard to the simpler case of the weir wall not
being subject to Rotation in Figs. 17, 18, and 19, the
resultant lines due to this statica.l condition a re shown in
dotted lines.
There is not much ilifforence in the relative positions
of the points of incidence in the , ortically bucl•ed profile in
~o. H:l and the eqtuangular section of Fig. 19. In the
•
SEPT.
2 l, 1906
THE E NG I NEER
303
re,·ct'S_ed sect~on-Fig. 19- tbc incidence is just within
In Fig. 21 the bed slope of escape channel is assumed
~be ~delle thn·d of the base. It must, however, be borne at 1 in 10,000.
m mmd that the bases of these profiles are dimensioned
I n accordance with the 'alucs of d uml ll 1, the bed
o~ _n width to ~ujt tbt> previously considered statical con.
11~
2
2
dttloos, and will have to be reduced in width so as to
wtdth should be , or Hl X ., = 12:;ft. ln the di.tgram
bring the incidence of the rcsultants exactly at the
' p
•>
V
•)
the profile has been drawn with a 12ft. base width. In
~ point in the b:\se line.
this the incidence of R2 (which rcsult:1.nt gives the maxi-
or
THE INSTITUTION
MINING ENGINEERS.
T111s Institution held ils Ee,·enteenlh annual meetin~ at
OaniC'y from Wednesday to Friday last week. The president,
Sir Lees ](nowles, Bart.. occupied t.be chair at the business
meeting. The report of the Council showed that the membership is now well over 3000, and that papers read during the
year dealt, amongst other eubj~cls, with geology, mining
engineering, mechanical engineering, electricity and ils
'tpplicatioos, the working of mining machine3. the education of engineers, the occurrence of fires and the use of rescue
appliances, the manufacture of coke and the utilisation of the
waste heat of coke ovens, mine ventilation. mine gases and
colliery explosions, &c. 1\rr. l\Iaurice Deacon, of Chesterfield,
was elected president for the ensuing year.
Amongst tbo papers there were two of local interest-one
on "Gypsum, and its O::currencc in the Dove Vn.Lley ," by
T. T. Wynnc. G) psum is found in that district in the triassic
mar!:> overlying the salt deposits; the deposits at H anbury
are of unknown extent, and are worked at three mines, tw..>
situated at Fauld, and one at J)raycott-iu-tbc-Clay. The output for England last year was 255,508 tons, of which Staffordshire produced 50,5!.12 tons; whilst in modern ~imcs
LS blocks of alabaster, each weighing about 15 tons, were
extracted from the mines at l!'auld ard shipped to I\cw
York to be used in 1\lr. J. K. \'anderbiJt's mansion in that
city. The works in the neighbourhood, however, date back
many hundred year~. 1\lr. Bcnnett II. 1kmgh in discussion
pointed out that the method of depol;ition of gypsum depositl't
bad been made qui te clear by Sir Archibald Geikie, and could
be seen iu progress at the Dead Sea. and the Salt L'lkJ
in l"tah. lie moreover pointed out th·1t the author had
omitted to m ention the great tertiary dep:>sits near Pari!>,
which produced two out o( three million tons of gypsum
which represented the total annual output of the world; be
'l>lso bad not alluded to the extensi,·e use of gypsum as ;~
£ertiliser and for" Burtonising" beer. :Mr. Brough deplored
the l;!ck o( progress in the technology of plaster, a subject
which bad, in fact, attracted Lbeattentionof the recent international Testing Congress held in Brussels. Mr. Waio,
however, assured 1\Ir. llrough that if he were to visit the
local works he would agree that substantial progress bad been
made. The otbet· paper of local interest was by Mr. \Vain
;tnd Mr. SLobbs, and deulL with C.t.uldon Low and t~e
D • H 15
A-f"l
I
I
I
I
I
I
I
11- I
O:I l
I
A·B
l·-----1 ----
A -7
I
'
I
I
I
The effect of thi::; reduction of base width will clearly
have but slight effect on the directjon of the resultant in
t he cquiangulnt· profile. In the vertjcally backed profile,
the reduction will take place from the toe, steepening the
fore batter, and thus, if anything. ameliorating the con·
dition of stability. Tn the rcxcrsed profile-Fig. 19-and
also F ig. H , the base reduction would take place from
the heel ; this will th row the C.G. forward , and thus a
l>ase width suitable for the other profiles would not be
s ufficiently wide for a vertically ftLced wall. Exactly the
same conclusiOns have been arlived a~ with rego.rd to the
sa01e sections considered as subject to flQtntion,
In Fig. 20 the slope of esca pc channel l>ed is taken at 1
in 2500 or, 4 per 1000. Jn tbi ; co.se the bo.se lus been made
mum stress), is just beyond
the rujddle third, R 1 falling
just within.
In Fig. 22, the same wall
is presented witb a vertical
back. In this case n~ !>till
leads, but both resultant,
fall '' itbin the middle third.
Were the ba!;C increased to
2
12 .•• as it should base been
I
I
I
I
I
I
I
I
I
I
ft9 . 3~ /
.'Vtv•BV
~I
I
I
0
drawn, ll 2 would lt\11 at the
outer middle thi1·d in Fig.
2 1, and 6c fmtbet· recessed
.!1~ 15, H 1 being 2 !CL. Frow lb is profile the great in Fig. 2~.
There is thus no reason
\ p
ciitlct prodnceu by the ch a.ugc of l>ed slope to t wice the fo•· dcpal"Liog from the base
inclination of 1 in 5000 previously considered is apparent, proportion of li~
i 11 this
\
p
t he b ase width of wall ho.viug to l>e enlarged consider
a.bl v, viz., from 14n. to 16ft. The incidence o£ 1{1 and R~ case.
With regard to brick wt\lls
arev well within the middle lbird, and nearly at the same
spot. Frow this it is cviJcnt that if H~ which is a m c:tn with a lo\\ Cr S.G. further
=
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=
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---o--=--'•i. 19 s
""
d- 4
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Cfr I
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f ctf SIopt: of
lsap~t:~~~~
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i.
-- - -·- ~--
~---~t--,}\
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p ~ z~
I
Jp- - ;'.3
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/fs ~ 1s
tmZSOO
Q = Oischargc
pe-r l"l run.
fp' ~ 5.g
108 X~· 6:J
ll
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flg . 20~
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1L t::. dc..1r that ~lllulul~ \ .tl_lc.. lnlere:-wu.,. l ~LUJ=>Iuu- \\Crt; art~ugctl iu
tl•t L11v rc~<:I"H• Ir J, \I')· t•Ctrrc·,l•Lildinb !,;u•phtn.d i111 csLiguLiou IS uuucccbsar~.
H~
connectton w1th the mcel!og, wh1ch proYed very sa~~=>factory.
r espectively t-:> cl = H and d =
H were adopted instead if designed with bnse width - the sections will be suffi-
lt;ighL l•cLwcc11
I
i,
of H 1, a!l was previou~ly done, the base width tbu~ cientlv correct.
•
obtained would be more suitable. It would then become
231 = l l;}ft . T his reduction would bring t h e incidence
\ p
It1 close to the outer middle tbi.rd of the base.
' I
I
Tu~; Ft·cnch ) finister Cot· War has pre!';cribed the organ·
i•ation in time of poaco of a strategic railway for ensuring or
reinforcing, in the ovent of war, the working of certain secondary
lioos that could be uWised for mobilisation purposes,
SEPT. 21, 1906
THE ENGINEER
304
CO~lPOUND
500- II . P .
CO NDE NH I N :r'
NDEHTYPE
E NG I N E
I!OIIEY \KU l'O., I.DIJrED, Ll:-ll'OLX, E~GI.\~;~t.:m·;
•
•
•
•
_tl-
---
--
ducts do not exceed ten figure.>-i.e., 1000 millions. Deyond
this the dissection of the factor i.... nece sary, as in most other
THE firm of Robey and Co., Limited, of Lincoln , recently machines. Addition, subtraction, dh ision, and multiplicaconstructed, for export. 1\ large combined compound engine tion can be performed on it.
The machine con,.,i~ts essentially of two part::., a heavy
and boiler of the undertypo system. From the illustration
which wo give of it the massive proportions of the engine
can be !>con. Its principal dimensions MO : -
A LARGE UNDERTYPE ENGINE.
1 inHICh:t (J(
higb·f'l'\. •MII'C cyhndcr
ll1 und.·r ,.£ low·p•e''"'" nlind~r
Ntruko
..
. ..
llt.undcr u( tly-wbcol
..
Jlc,·ulnltons per mluulc . .
. .•
'l'otuI lcogth with· 11 t t·ouo I en• '"' ..
'I oo'nlll'tll!'th with conclcnsot·
..
\\'tdlh 0\CI' J><.oU
,
•
\l'lolth U\<'1' cud~ urn ouk -: •..rt
}tilll,
:!<•In
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..
..
..
..
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t~iu.
Jtt<t.
..
..
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~~ rt. 1; 111.
31(1.
~ofl.
t tn.
j ;, I.
\\'hen the condenser is in U >C lhc cngmc "ill d evelop
500 hor,c-powcr at a p1~ton speed of 600ft. per minute and
boiler pressure of 150 lb. The high-pressure cylinder is fitted
with the maker's own t) pe of drop-admission valves with
automatic cut-ofT. By the adoption of these valves, it is
claimed tbut the advantages of the b&>t fixed engines a.re
combined with economy of space both for the boiler and
engine. The exhaust vaheof the bigh-pre!>surecylindcr is of
the pi ... ton type. The admi~sion 'alvcs to the low-pre! ure
cylinder arc of lhe balanced type.
The web crank is
machined from a solid forging, and is fltted with bah\nced
weight:-, which cnsuro grent steadinc~>s in running.
The engine is mour>tcd on a steel girder bed-ph\to of box
section, which, in order to make it easier for sbipmenl. b,
made up in sections that can readily be taken apart. The
boiler 1::; of the locomotive multitubular type. AJI the plates
used arc of 81cmens-Martin ~teel. The fire- box is stayed with
the imp~oved girder roof stays, which are supported on speciru
angles n\·eted to the outer arch of the fire-box. It is claimed
that b) tbtb means an adn~otage is obtained, as the space
between the roof sta' s and the crown of the fire-box can be
considerably increased. Free acces,., 1,., lhus given to lhc
crown plate over the'' hole surface instC<\d of the u~ual ..hort
distance which, when bad wate r IS used, frequently becomes
•
solid.
Anoth<'l' nd,·:mtage c·lnimrd for tht-. mothod is that th r
firc-bo' crown is 1>ta~cd quilc independently of its own front
and tu he plates. l nst(•ad of the whole pre,.sure being carried
by the plate!-., ..,ub]ectmg them to cru..,hing ... tre,.scs. the ''hole
stress Is earned by the outer arch plate of the boiler .\mplc
mean" of clc.'lning the boiler arc proYidcd. Tbi:,. type of engine
lends i tsclf for all po~•ti ons w hero large power is r<'!JU ired
in a_ smal~ space, or where the fir:;t capital oulla) is a
COnSJdCratiOO.
CA USS CALCULATO R
socket .f, lo which b is flrmly attached, and the mo,·ablo part
of the C<\lculator a. These are shown in Firr. 2. The circular
part b contains a number of small t.pmdles on which are
fixed b\O small s pur" heck ;md one ''heel on \\lllch is displayed numbcf", <'ithc r in \\bite or hh1ck, from 1 to 9. and
X
A CIRCULAR CALCULATING MACHINE.
:\It·cH attention has receull~ been paid iu this COUllll'\ to
mechamcal appliances for mnkulg calcuh\tion:.. One of the
latc:.t of lhe~e is the "Gnu~" machmr. ''hich is llO\\ being
manufactured b' John T>'"" .md on Lnmtcd, of All Sainh
\\'ork,.,, Dcrll\. The ul,tdunc \\hl(h wo •llu:.tratc to da\ ~~
dc::.igncd for the compul.tllou of all c.tlcul.ttious who~ pro-
SECTION
al ~ the figure 0.
OF CALCULATOR
Thet.e latter wheels are placed at the outer
edge of b. and there arc <l number of hoJc,., in the coYer of b
\\hich permit... of one hgurc in each \\heel bc•ug read. Tbo:.c
nu m her.,'' btch arr Jlnntcd 111 whttc ~ohow rc::onlb t>htaull'd 1n
acld1Lwn and multipllc.~llon c.tlculaLIOu,., and lh1.•::.c prini~d
- --
•
in black indica.te t he :.olution to ..Prohlcms involving !>ubtraction and dh;sion. Ono set of the~>e figures is always co,·ered
by a ring, so that only ono group i" ,·isible at a time. The
two small levers ~hO\\ll projecting from the im.lrurnent at
each side arc U'iCd for sctttog it to t.cro a fter each(' dculation.
The top part of the machine contain~ adchtional mechanism and the indicators for ..cttin; the machine. H will bo
noticed from the cngr;wing th;tt there arc fhc !>lots on
the faco of the upper P'\ rt, and there I" 1\ set of
figure~ reading from 0 to !) on each side of the "lot.
These figures arc printed in red on one bide and ''bite
on the other The columns of white figures arc u,.,ed when
setting t~c calculator for addition or multiplication, and the
red figures when dividing or subtracting. The small knob
shown on the left of the handle slides in a shor t g roove, on
ono 11ide of which there is a posith·e sign, and on the other
side a negative sign.
This knob must also be put in its
correct position before any calculations are made. The ~lot!',
reading from the right as one looks at the machine, represent
units, tens, hundreds, and so on.
So that should it be
required, say, to multiply 57 by S, then the indicator in the
firdt slot will be moved opposite the 7 in the column of white
figures and the ind1cator in the second slot brought to the 5.
Tben, by turning the handle completely round three times,
the rcsult-171-wtll appt>ar in the ring of hl'lle~ already
referred to and shown in the cngra,·ing.
'l'o add two
numbers together, say, 1759 to 623, the indicato rs are moved
till tbo first one is oppo~ it3 tb~ !l, lho second opposi te 5. the
th1rd against 7, and the fourth against 1. The band le
h. then turned, and 1759 is recorded in the "~ho'' holes."
The small indicator handle:. arc then :.imilarh ~rt to read
623, and the hand turned a ga.·n. Tho •lumber ~:Nl 1s then
recorded, this bc:ng the buru of 1759 and 623.
Tbo machine is, in fact , simply an adding machine. The
example quoted above shows this. To multiply 57 by 3, the
indicators were set to 57 and the handle turned three turns.
At each turn the an~\\er indicated \\US simply lhe pre\'ious
rcadmg with the t\ddition of another 57. Ob\ iousl.), if it was
required to multiply by hundreds, the operation of turning
the handle a hundred times and more would be mo't tediom.
nnd tako up too much time. \nd "o an arrangement ba~
l>ecn adopted whereby it i... possihlc to multiply dit·lctly 1~
tens, hundl·eds, thou<.ands, &c. Tb1s F-implifi.e-. matters considcrabl~, for, suppo,.,mg the multiplier is 167, then the
multiplicand .r would be first multiplied by lOO; to thi'
rcl:>ult would he added the product of GO times the multiplicand, and then , puttmg the machine back to it:. normal
p:>sition, the numbo•· is muHiplicd b~ 7, and this, as before,
i" automatically .1ddcd l() the rc:.ult of lho former operation~oo,
lhe total rc:.ult bcmg regi .. tercd. Thu:. mstead of tu rmng
the handle 167 times , by carefully dts~:.ectwg the number, the
opera lion was completed with m ne turn::.. Had the number x
been multiplied by 170, and 3x ~ooubtracted from the result,
only fivo turns of the handle would have been requ1rcd.
Subtraction and dh·ision are performed on the same princtple, the machine having first to be "~>et" for these oper;ltion:.. Thi::. consil:,t:, iu m oving all the indicators to t be
other. end of the slot!>, and placing the knob oppo:.lte the
ucgall\c t.lgu.
'
• EP'!.
21, 1906
THE ENGINEER
305
are marlo up, nro each removed at. a different temperature, an d
thereforCJ correspond to a ditforont '1'1 in formula {1) ; hence
lho~o total quantities cannot be applied directly in that formula,
ht~t the latter must be put into tbo form H. P.
R .1
AQ
By J. K J ou)(,;O~, juo. ( Longdnlo, \' irginin, U ..'.A. ).
33 000
')'
)
'
'I'
1
'I' II Y. di~c ussion on th e subject or dryin~ lho hlast for hltu;t
'J'..
~
nnd
integraterl
in
order
to
goivo
num
erical
re!ult.\1.
f~rnnce~, so snddenly precipita.tod hy the paper of Mr. James (
Uayloy m October, 1004, gave n~o to runny questions ~omo UIJim· This '~ould be ~o tedious a procc-<s as to be u~olcss if done analytiportunt, oth er~ of the highe t importnnce. The l~ttcr from a cally, lll.t. may be clone conveniently by tbo application of the
technicnl point uf ,·iow, may be reduced to four, ns foll~w~ :- ( 1) entro)'y dmgram invented hy Prore•SOI' .1. Willard (.;ib\>3 of Yale
W hat causes the saving to be of !>Uch :nognitmle ~ (1 1 What w11l Uni.vert~i~y, many years since, and brought to the attenti~n of the
be tho.volue <f the saving iu an_, given ca~e ! (:3) \\'hat is the cost ongmeenng world at largo •omo fifteen yeaN ago by Mr. l\lacfar·
t.Jf the m~tollation required under gh·on circum•t.'lnCC$ ! {4) What lane Gmy of England.
i the cost of operation uncler the sa me circum~t.-mccs '
To many it w11l be a matter of indifference how the results a re
. The. an~wer~ to t~e<e will obviou~ly nll'or<l the answers to the reachetl, provided only that they are reached <'Orrectly and swiftly.
finnncmlquest1on wh1ch, al ter all, controls the decision as to the To tbe o it mny be said that entropy i:~ a mathematical quantity
value of the imp1'0vement in .any given case, na•nely :- What depondin~t upon beat and temperature ~uch that, when any thermal
1oturn may be expected on the m vestment required in any given oporotion is plotterl with temperatu re for absci Q~a: and cntropv for
cu•e !
ordinotos, Lbo mechanical work in ,•olvotl ill represonterl b,; the
'l'bo object of t~eyresent paper i.~ to l":o,·ido ~i•tlplo and en.•y area 111dudod, precisely as it is with co·orrlinatos of pre..'\Sure and
moan~ for detormmmg th.e an~we1· to <Jllu, llous (:l) :md ( 1), na111ely, volumo. in the ordinary indicotor-diugram. This quantity has been
the plnnt c:ost and oporatmg co:st of the blast rofng-orating appam· dotermmcd fur i5lb. of dry air, fur th e vnpour contamed in it,
lus under :my given condition•, and to point out means wberehy and f?~ the suon of these, exactly as for the corrC$ponding
thi ~ refrigeration may be accom plished with loqs first cost and le~ q nant1tlos of heat, and tbe'lo are plotted on the upper sicle of tbo
working expen"e per cubic f<>Ot of blast treated than were required Qame tompcrnture <~xis as the lottCJ', The;e curves are nu10bered
~y Mr. t:.1yloy 's instollntion. ror t~e fultilmont of thi purpo;,o it t•e,pectively 1\'., Y., and \'1.
Tho tbeoroti,·al or perfect cycle of operations of the ammonia
IS n~cossa.ry to trace some conn~ct1on bo~ween the quantity of
r?fng-oratiOO necessary and the power req u1red for its production, comprc•sion machine is represented on this diagram by a rectangle
>~DCO both tbo cost of plant nnd the co-.t of operati(Jn for large whose right-hancl end is the ordinate at the condensing fern peraNrrigornti ng plants arc clo ely proportional t ? tbe horse-power of turc of the ammonia. Its t<>p i:~ a horizontal line at a heig ht
tbo steam cylinder~.
det ermined by the total ontrupy or the ai r to be refrigerated, and
l t is well kuown that the power required for a gh•en quantity its bottom one at n height determin ed by the totnl entropy after
of refrigeration per minute, Q, is theoretically proportional to
')' 1 'l 't 'f~ whero 'l'a is th e absolute temperature {Fa hrenheit -1
DIFFERENT MODES OF BLAST REFRIGERATION AND THEIR POWER REQUIREMENTS.·
460 dog.) at which the heat i.; absorbed by the syst em and T., t hat
ut which it is rejected, the expression being
•
-11
lJ. P. =
Q T I - - 'J''.!
;s;j,O<JO
'1' 1
"here Q i:i measured io British t hermal unit..~ per minute.
The ummonia compression refrigerating machine having so
largely supplanted all others for lnnd son•1ce, wo ~hall con~irlcr
only that type. Upon it, for tunately, reliable investigations have
heen made which enable us to estobli8h a relation between its
theoreticnl and its actual perfor mance, and thi~ goe~ far to answering our questions.
l'rofossor Deuton in 1\ ew York has carried out a series of accurate
~ciontific test~ on n 75-ton ammonia "d ry compression" machine
at dilforont suction or ab~orption temperatures aud different condenser or rejection temperatures, while Professor Schroter at
lltun ieh has conrlucted a similar ~cries of tes ts on an ammonia
•• wet compression" machine.
For a number of te~ in each of the o qories I have calculated
the theoretical horse-power by equotion {1), and compared it with
the actual indicated h'M3e-power of tile steam cylinders, the ra tio
of the latter to the former being called R, it being, in fact, the
reciprocal of the efficiency on this bn~is.
'l'beso values of R have been plotted as ordi nates with the
...mg vn Iues o f Tl
- T.,-as a .osci:,.OI<',
.
'
1,
correspon..
--.1'
as h own on "L '1g.
I
I he circle~
hoing the results of the d ry-compre~ion tes ts and the
cm~ses those of the wet-com proS<! ion series.
__
'l'bo values of lt plainly decrease with the value of '1' 1 .~ T.,,
1R should
it i~ clear th•,t when th e temporatLirO range i:~ zero
ho 1, the efficiency being perfect. Accor(!mgly, straight linos
have boon drawn for eac:h series passing tbrough tbe point
(T1'J' T~ = 0 , R = 1) , and these lines coincide with the points in
1
the two ca~es wi th su rprising accuracy, und may be taken M
ex pro · ing t he law of this relation correctly. As these tests
represent widely va n ·ing conditions in each series, it is clear that
there i~ n. trustworthy connection between t he conrlitions of
refrigerat ion and the power required for it in any case. As the
tlry-compt·ession machine makes the best showing, and a.~ the
ud vnnces of the art since the publication of these tests ha ve su rely
increased the efficiency of the process, especially for such large
units as are required in blast refrigeration, the values of H as
determined from these dry-compre!sion t ests are used throughout
in this pnper unless otherwise stated.
The algebraic expression of those l'aluo> is-
R = 1 + 4 ·15
=
-
,,
,.
•a
a.•
oe
w
cu•
oa
o•
ozo o.n
-
F1c. L-Oia_gram sbow•nc Rat•o •• R ·• of ActU&I to Tbeoreucal Hot"Se-power required pe:r
Un1t or Rcfn~ration "'tb d1fl"(:rcnt Va.hac.t or
T, oont'Spoodtnc to cLfl'et"CI\l
'!_ti;
Temperature-ranges.
,
refrigeration. (These will Lo called heNnfte1· the line~ of maxi
mum 1md minimum entropy r espectively.) Its left-band end is
determined by the suction or ahsorption temperature of th e
ammonia, which mu$t be low enour;h to absorh boat from the air at
the lowost temperature to wh1ch t he latter is t o be reduced. I n
prnotico tho :<uetion temperature i" never less than 10 tl og. Fab.
lower than th1s ; anrl similarly t he compres.<ion or conden;or
temperature is ne¥er le~" than 10 deg. higher than that of the
condensing water.
Under normal condition~ coolin~ water at 70 dcg. Fah. to
75 dog. Fah. will always be a,·ailablo for condensi ng purposes in
hot wl'atbor, and the maximum condenser temperature used in
these diagrams is accordingly 5 dog. 1-' oh. ; also, in ::.11 the cases
token for a nalysi~ in this article, thi" is the condenser temperature
assumed unless otherwise stated.
If we Msu me a uniform difference of temperuture of 10deg. on
the two side•; of the ex pan sion coils, we might construct a curve
lying unifo1·mly 10 deg. Fah. to the left of the total entropy cu1·ve,
that i~, ha"ing a te:npernturo 10 deg. }'a h. lower for the same
ordinate in each case, and the lower loft-band cor1 er of every
rectan~l& would lie on this :inc, thll:! determining the rectangle
com pletely, as the top an d bottom lines ore in all cases the lines of
maxunum and minimum entropy ; nod the rig ht-band end is the
condenser temperatu re as before, the left--band end being then
determined by the inter~ection of t he line of minimum entropy
wi tb the proposed curve.
This .::urve, however, is not drawu on Fig. 2 for the reMon that
the a rea of the rectangle so determined would have to be multiplied
by R , wh ich would have te> be determined f1·om the absorption anrl
condoo.qer temperatures in each case, in order to give the actual
power required.
In order to avoid this necessity lhroo auxiliary cu rves are plotted
(£.1 ,1:; T~).
T htl relation between umperature range and power requi rements for a given quantity of beat having been determined, we
need only to know, in addition, the quantity of be!lt to be
removed to determine the actual horse-power required.
The quantity of blast usocl being commonly measured in
thousands of cubic feet per minute, the quantity of beat re.>quirerl
to be rornoved per thousand cubic feet of blast is obviously th e
most convenient basis ; but we are ot once confronted with the
difficulty that, as we change the temperatu1·o of the air, we
change th e volume of a given weight a:s well, 1000 cubic feet at
70 clog. }'ab. becomin~ 900 cubic feet at 21 d cg. Fah.; so that in
con~idering the quaot1ty of water vapour con tainerl in the blast as
affected by refrigeration we not only diminish it by the fact that
a cuhic foot. of space will conta in loss moisture at 21 deg. Fah.
than at iO rleg. Fah., for instance, but that there are only ninetenths as many cubic feet for a given weight of blast.
To overcome this difficulty the standard tem perature at which
hlast is measured is taken at 70 deg. Fah. , at wb1ch 1000 cubicfeet
of oir weigh exactly i5lb., and all calculations a re based oo 75lb.
or air, correction being made for voriations in volume.
For th? convon!ence of t~.osc de~irin~ to 1na~e cal~ulation~ on
blast-drymg, a d1agram- hg. :.!-1 ~ !rvon, wb1ch gwes var1ous
relations ol lhis ~tand ard quantity of air, based on its tempen.tu re.
'l'bo lower half of t he diagram contain~ throo cu rves whose absciS!'Il'
nro temperatures, and their ordin nte:s quantitie~ of hea t above
0 cleg. !'ab. 'l'be straijfht lino I. ~ bows the sensible heat, above
that nt 0 deg. Fa h., of til lb. of air at any given temperature.
The upper cu rve gi¥es the quantity of boot present above O.cle~.
fah. in the water vapour which will :<aturnto i5lb. of air at dtffereot tom perntures . The latter •tunnti ty is not that given in steam
ta bles as the "toto! beat of st ea•n, " hut ropre~ents as nearly a<J
may be tho heat which would re<J ui re to bo romo,·ed by refrig<ra·
lion in order to reduce the vapour pro~ent in the nir .to the t1uantity
sufficient for its ~nturation at 0 d eg. Fnh. Tbi~ IS made up as
follows, for temperatures up to the freezing point: - ( I) The sensible
beat of the ice above 0 deg. Fuh. (the spt>CIIic heat ~ke~ as 0 ·50):
(2) tho Intent bent of freezing : (!l) the heat of vaponsotton.
These arc all to be taken for the given temperature a nd tho
quantity of moisture actually present in i51b. ai r at that tempera·
turo. Above the freezing poiot the conditions are altered : for
part of the water, as ~oon as condensed, will not wait to bo cooled
down to tbo temperature of the refrigerating coils, but will drip otf
them 11oon ufter 1ts deposition. All a fai~ es tima te, therefore, on~·
half of the sensible beat-above 32deg. Fab.- for all the val>?ur m
excess of th at pr&ent at freezing is ad ded to the other ttem~.
This is show n in the diagram cur ve I I. The lower cur ve Ill. IS
determined by adding the ordinates of tbo first two, and represent:',
therefore, nil the beat requiring to bo removed to reduce the at r
from t>atu ratiou at a higher tompernture to saturation at 0 deg: .
The SUiall quantities of heat ~\ Q, of which those larger 'luan tltlc~
Iron and Stcd
l n~ tlt utc.
-•
n
•
~
V
considered as a whole is indepondont of 'J\- tha l is, tbo given
difference of temperature moy oxiH a~ well at ono absolute tempera·
tu re as another.
'l'ho work r~quirod for nny given tr.1nsfer of heat then Lec,mo.~
('1' 1 wbo~e
'I'~)
~~. Q , or we
1
length is the difference or t omp:lrature in tbo givOit
x
may say that the work re11uired
and its height is the integral of the oxpres, ion
i~ nu a roa
c:\.~0
~.1'Q.
This oxprc Qion evidently represents an element of boat .. <l
divided by the temperature T 11 at which 1t is transferred, nod 11.11
1ntegral i:s commonly called outropy ex pressed by the letter tp.
This i~ the quan tity wh1ch IS plotted in the UJJper hal f of lbo
dingram, the quant1tie.:1 of bent involved being, of course, those
wh1cb ore shown in the lower half, each divided uy its temperature
of transfer. The scale of plotting is chosen for convenience in 1he
following way :- One umt uf entropy multiplied by 1 deg.
difference of temperature corresponds to one British thermal umt
tra011formod into work or ,.;r~ "''!'~) . One British thermal unit
equals 778 foot·pouuds, and ono hurso·puwt.r equals 33,000 foot ·
pounds per minute; thorefvro
:33 · 00~ Dritit.h thermal units (eq ualo
If
12·4) transfor med per minuto equal one horse-power. Temperature is plotted on tbe diagram on a scale of :lO deg. Fah. per mcb,
~o thnt 1f en tropy be plotted on a scale of ;!.]2 units per 1uch, we
shall have 42·4 (if> e J uni ts or Briti~h thermal uni t,; transform ed,
or one boJso-power per square inch. The absolute quantity of
entropy in true unit1 being a motter of indifference fvr ou r pu• ·
poses, 1t is plotted on this RCaio, and tbo a rea of the diagram gl\·os
ono horse-power per sq uare inch.
'l' bo der1vation of the dotted curves is simple. '!'he area given
by th e entropy diagram gives, t.Jf course, the theoretical horse·
power required, but th1~ must in each case be multiplierl by tbo
factor H, derived from experiment, to obtuin tbe actual horse·
power . As horse- power is ropreso~nt.:d in our diagram by a
rectangular area, we neerl only increase one of its rliruensions by
the ra tio R to obtain the desired ro.~ult, and the dimension T 1 - 'J::
is the ono chosen for that purpose for reasons of convenience.
At various heights on tbe d1agram the difference in temperature
between the entropy curve and tbe MSumed condenser temporatm o
is taken, increMed oy 10 dog. Fah., and lhe ~urn !llultipliod by J:,
as determined from '1', 'l\ T~ for that point. This product i~ not
in a~y way to be con:tidered as a t emperature, but onl~· as a length,
nod 11! set off to the left of tbo conaensor temperature used , w1th
tbo ordinate for which the temperature difference was taktm.
Those points are connected by the dottert curves, and when
the left end of the rectangle is drawn upward from the interfo~tion
of line• of minimum entropy with the a_ppropriate curve, its right
end and top being, as before, tbe condenser temperature chosen
and th e line of m11ximum ontl'(lpy, it is evident tbut the lengthand therefore the area-of the rectangle has been increased m tho
ratio R, thus giving actual borse·power.
In using these curves care must be taken to use the one cor re:.·
ponding 1.0 the condenser pressure in the given ca.So. 1f this bo
diffor~n t from any of those given, the cur ve corresponding can be
interpoled by eye with all the accuracy n'ece~ry for most pur ·
poses. It must also he noted thot the cu rve.~ are only correct for
th<> "dit·oct.-expansion " !')'Stem- that is to say, where tbe ammoma
is expanded in tbe coils over which the air passes. In the brine·
circulation system the ammonia is expanded in coils immersed in
a tonk of brine, which is after wards c1rculated through coils in tho
refrigeration chamber.
l t IS obvious that this system requ iro1 twice the expense for coil M
or pipe su rface, and also requires twice the temperature inter1·al
between lhe temperaturd of tile expandiug ammonia and that uf
the air, required by the direct-expansion ~ystem , since the hoot.
requires to be tran:~mittcd thNugh the walls of two l'ets of pipe~
ill.:!tead of one.
lt is for tbe latter reason that the cun•es given are not correct
for the brine system. To moke them correct for this case, at least.
2.) deg. }'ab. should be added, instead of 10 deg. Fah., to tbo
difference of temperature between tbe points on the entropy curvo
and the condenser temperature. This, of course, would give a new
mlue of
T1 - T,
'1'
~
and a new noel larger value of R to correspond,
~
so that the l ..ugth of the recta~le for this case would be very
materially augmented.
This, of course, means that tho power requi red would bo
augmented in the same >:leg;reo, nod the cost of equipment in tho
same rle~ree also, or e1•en more, owin~ to the hign cost of t ho
second sot of cooling coils in addi~ion w the increa:sed com pressor
capacity required. '!'be danger to persons in the cooling chamber,
from the escape of ammonia m direct expansion, is a minimum,
!'inco no one 1s ever required to outer it cluring operation, and but.
seldom at any time ; tne danger of ex plosive 1nixtures of ammonia
with ai r dnes not exist , and the charge would Le no moro irro·
vocably lost in the blast in the cooling chamber than in the brine
tank, 10 case of a bad break in the coil,., Only one possible danger
oxist.Q, which is, that brass part..~ in the path of the blast would bo
mpidlydestroyed if pon>istentleaksofnmmoniaoccurred ; butnstbe
use of brass or bronze in such a situation is unusual and may read 1ly
be a voided altogether, this is not a serious m~ttter.
(To be conlinu~.)
PROSPECTING IN TRANSBAIKALIA.•
",.,~ N#IY , ,
f'tG.
kAU _,.11
"-'J/IIaiY ~
2.-0\ac'nun ror Dttermin1nr \be Power r~W~ to dry 'B lba. or Air per Mlnutt Uftdcr
d1ffcrccu CondidonJ and by dJI'Jcrt.nt Mctbocb. 76 1bl- •1000 cubic ftc1 or Free AJ.r
" 7tf E
,1'
~
:.
in 1lotted line~, v. bich give th e ocLna: power requirements direct,
with an assumed temperat ure dil\'eronco in all cases of 10 dog. Vah.
at the rofrigeroting coils, and with three dilt'erent <'ondenser
temperatu re~, respectively 5 dog. Fah., iO deg. Fah., and G5 deg.
Fah .. corresponrling to the temperature of cooling water avoilablo
unrlor different couditions and at difl'eront sonson.s.
The simple rule for the use of these curves i~ : Draw the lines of
maximum and minimum entropy, both e"ttonding to the proper
condon~or temperntu re on the nght, nod the latter extending at
the loft to its intersection with the con·esponrling dotted cu rve ;
ot this point erect the \'e rtical which com pletes the rectangle. The
a rea of this rectangle in squa re inc ,os gives the horse-power
required per 75 lb. of air for rofrig emtion between the limi ts
choson.
Before proceeding to ilh.. st rato the use of this diagram with
oxan•ples, it seems only proper tu oxp!u in the method by which it
is derived, for the benefit of those who ore unwilling to use resulls
wbo.~e orig in they do not know. 'J'ho~e who aro not interested in
l'UCh matters, or .vbo a re willing to accept th e Nsults without
uunly~i ng their origin, moy omit the next fuw p.tragraph~:~.
'fho conception of entropy is too difficult anrl abstract a matter
to bo dealt with here, but brietly it may Le said that the expression
• Q T 1 'l \ T~, which represents the work of removing the
quantity of heat
~
Q from the temperature T 1 to the temperature
T.. , moy bo divided into two factor~, th11~ ~ Q and '1'1 - T.,, of
•
1'I
which the former i~ absolutely dopcncloat on 'l'h nod the latter
8y R. FARI NA, titucl. Inst. M. M.
THE 'l'rnnsbaikalian golti fields a rc reacbcti by the Trans-Sibcrinn
railway to Karimskayn and then by a branch line to tbe l!o:.sack
town of Strenteosk, and finall y down the Shi1ka Ri ver for from ono
to three days, according to one's destination. T his occupi o.~ from
nineteen to twenty-two days from J.ondon as n goneral r ule.
The country is a continuation of hills ami vnlloys, mostly ~mnll ,
vcl'y few of tbe bills being lOOOft. obcve the stream below thom,
ond tbo 1nain valleys having generally smaller onel! leading iolo
tbom on both sides.
The valleys vary in width from 12G0ft. to half a mile, occasion·
ally more, and nre mostly morsh lands with " nigger-beads. "
The bjJlA are mo.~tly rounded nt the t op, llhar p l'purs being tbo
exception. The climate i~< undoubtedly very healthy, with oxcC.'S.~i vo
variations between sum mer and wiutor. The tirst frosts start
about the middle of September, and the be~nning of October i~
marked by a decided drop in the thermometer to about 8 clcg.
Jo'ah.; ten days later the tbormomoter may not rise a bcvo ~.oro fur
three months. 'l'be coldest J hove kno wn was 76 dog. below
liOro, which occurrt'd on the l !ith .Jonuory, 190-J, in Strentonsk.
'fhe average minimum, in the Davoncla district, f... r December
and January was 37 deg. below )lero. 'l'ho break-up comes about.
the middle of .May and is sometimes accompanied by h eavy
snowstor ms. 'l'he summer is hot ; lu.,t summer we bad no avorago
maximum temperature of 8:.! dcg. in the shade for a month,
95 dog. being the highest. 'l'be Russian August-middle of
August to middle of September - IS the rainy month.
'1'bo country is in places highly mo!.amorpbosecl ; the rocks arc
cbie6y quortt-porphyry, gramtes, aotiesites, diori tes, and gneis.~.
The latter witb diorite is root with in tl.e Am:1zar valley, the
largest in the district. Tbo Ourium, one of the most important
with its forks the l taka and Bioly, consist chiefly of g ranites lvitb
gneiss at tbe bead. The Jorbichenka consists mainly of granitos
l'uper rend before tho I n~titutlou of
Fobrunry t'th,
l !l(l(i.
) I ioing nnd Motullui'{P',
1' HE ENGINRER
30G
and qunrb~·porpb) ry, whilo ~pedmon11 from the l>i:uitrofku that I
hnvo !con have beun greon~tonesnnd porphyrios.
.
'l'bo country hn.s long IJoo,l famous Cor aUI pincer gold nunc~, nnd
uvor £ 1,000,000 hM been won from one <h>~trict alone. 'l'hc pay
-tronks run nhoul 3ft. thick, nnd the ovorburdon from about lfL.
to 40ft. lluwovor, more than 12ft. of overburden hn.s not been
hitbortc succc<~~fully mined i uno or tho drnwbnck~ i11 tbo
IICCurronco or laJ1tO ltouldortl or l{rt\llilo in tho grovel. Platinum
:md cinoobnr nro alAO mol with. tho forme r chictl~ in the Amo1.ar.
T ho placer" nro very pnttby, and the ~told in the higher portion'
c,r tbo• ''alloy>< frequently oxtromoly lino and sharp. Nuggets of
an' bazo ore roro.
'l'bo roof11 ore fcJr tho main purl npJ>urontly filled crovico~. Ono
Ioil( ~rt. roof looked liko a ~.:ontoot voin botweon nndosito on tbo
f•Jolwnll and •1unrlt· porphyry on lho lmngin~ ·wnll, nod a bnnd of
forrugiuou11 clay decomposed porphyry- botwoon lho hongio~·
wall and the roof of nuout !iH. The rcof i>~ a.q yet insullicieotly
dovolopotl to sny po~itivoly.
The rccfd mry an charnoter cun~idorouly ; those that. tarry good
a..:old voluo~ aro, however, fairly ,.imil(u·, vory porousand friablcood
:d~o highll' c•xidi>~od, carrying little or no pyrit.os, making no ore
Oll8ily crushed and ono that. will readily yioJrl it~ gold to cyanide.
'l'ho otbor roof11 aro or tho hard white quar tt type, and also lf uartt
:t'!.~ocintod with short.
Uno rec:r wo opened up for about 50ft.
11bowod uaocls of azurito, malachite ond molybdonito, clrrying
11boull!. dwtll. of gold to the ton short. I al~o tcaw a big copper
pyrites Todo, in groo011lono, carrying truces of gold.
As to roof finrling, ono soon ronli«od the place not to look for
thom, noel that w~ on the sharp spur.i- theso nre generally
1· l\'orod with Scotch pi no. 'I' he country rock seem~ to weather
I.Jtter thno the roofd, which are u1mally located in sadd les.
'!'bo method of looming or rntbor panning the gravel ju~t
below the loam was resorted to with so ano success ; ono could
frC<JUCntly troco gold from t he bead of a placer almo:1t up to
wi t hin [JOft. of tbo top of tbo divide, tbon costcaning oxpol'eG the
rcor.
T he IJc~t t ime for prospecting i~ \:ndoubtedly March and April,
wbuo tho snows hM•o alm•11t gone nod the ~round is bare, and 0:10
n ao walk for milos in the lino ~harp air. lJOtcr c n io tbo sum:nor,
the busb ill very thick nntl tbo folio~~:o d en,o, nod it is more
difficult to got nn idea of the "run" uf t he country. One is also
very liublo to got hushed, though nevor seri ously, a., ono ba.s
.. nly to got down to tho vnlloy to pick up a stream which will
llow into a \.oiggor ono, and 110 trace one's way back.
'.l'ho water 8U()ply doponds to o groat extent on tho Hnow
full, t bo R111nmer rainy sooson not. being till the middle of August;
16in. i11 tbo avorago fall during t.ho year. Hivers and sanall
>~trcnms abound, but. tho foranor arc very shallow and fll.'ft. As tbo
roof11 aro usuully located in tbo divides, thoro is a certain nmount
v£ dillloulty about tbo wotor question, as tho stronms nre vory
Hanall, and in drought nearly coaso to exist. 'I'bi!!, bowovor, is not
really soriou~, as water can alway11 bo obtaioorl by sinking n well
or by pumping from lower down.
'l'raMporting heavy machinery in the ;~ummor is aln1o~t an
inapossibility, 1\'i tho roads nro very bad , 'lnd tho linos over which
the rends nrotakonnrooxtromoly hilly ono might.say precipitousin places. Tho co•t. of freighting i~ from 40 per cent. to 50 por
cont. higher in the summer thnn in winter, woon transport is
comparatively oMy, 08 tbo rivers and 11troams aro tbo high roads.
All t ra011port. is dono by borscH or nbout 12 hands ; they aro
''ory ho.rrly nnd cno stand any amount. of knocking about and
rough work, nnd but rarol) go lamo. Thoy nro not broken in till
nbout six or suvoo years of ngo, nnd n horQo of twelve or thirteen
i-1 co~idorod quite a ~·oung ono.
'f ho tim!Jor, of which thoro is a gront cleal, il! chiefly spruce, uut
thoro ill nlso a certain omouot or Scotch pi no, nnd nny amount or
silver birch. 'l'ho l:icoteh pioo is tho bo~t for building purposes,
but thoro iH often not a laJ1tO supply of it. Wo used spruce on
ru:couot. of it. being very handy, but it. shrinks incredibly a fl oor
lOft.. wide will shrink :lin. in two months ; it makeq, howovor,
very fair firewood. All lbo ti ro1bcr i~ amnii; to find lOin. x lOin.
of, say, 2Ht.- 3 sagonos-tako' some looking for ; Sin. x Sin. aro
plootaful, wbilo Sin. x 6in. oro abuotlant. It. it' impossible to
make an absolutolr, wator-tigbt tank from the timber there.
Tbo labour avnalablo i' as n gonoral rulo bad, but at tbo I!Umo
timo ono can como acros~ AOmo very good moo. Wo have bad
Homo really good drillmon, nearly all taught on the mine. On th o
wbolo, if tho mon aro manngod with firmness, but not harshly,
oxcollont. work con bo got out of thorn. Tbo Russian " moujik "
i11 quite n child in cbaroct.or, nnd vory easily lod ; conEoquootly,
"bad mon " mu11t bo got rid of at any cost, 1\11 they up!ot tbo tone
of t.bo cnanp in 1088 thnn no timo. All earnings go on <'rxlka. and
ono con got n 'Jllarter of n dny '11 work or over time for a" portion."
In 11umanor labou r i~< more dillicult t.u o!Jtaio oo account of the
ovorlo~tting big find l OO vor11tll away. In winter the rovc rMo iN tho
CMO Wl tbo mon wan t housin~ and rooding. 'I'boro are plenty or
g~ rough carpenters, who do all their work with an axe, nod a ro
paic.l from .£5 to £ 6 a month.
T he language is ono or tho mrain dilticultioM, as it takes a mnn nt
loallt two years to got ony 110rt. of command of it. Of counso, 0 00
can givo orders and mnko oneself slightly uodenstoocl in six months :
uut t bo rnnn in cbo~o ought to got hoiJ or it (1.8 /1000 0.'1 possible
for bu~inOllll and offlcbl rea.'!Ons.
Tho Oovoromont, as proprietor<~ of tbo minc.q, nro very willing to
push forward a nd help ont.orpriso. As tho regulations in regard to
mining arc drawn up moro for individ ual workers than for
companio~. some 81ight friction mar at first occur with the local
nuthoritio,, but tho Cabinet do all m thoir power to push forward
the i ntorosL~ of ln~o concerns working on thei r lamls.
THE IRON, COAL, AND GENERAL TRADES
OF BIRMINGHAM, WOLVERHAMPTON, AND
OTHER DISTRICTS.
(From. our own Oorrupondmt.)
rapidity with which work can bu tu.rncrl o~at. io t.h? modernh1ing
shops owned by tbo l\litllancl compBmeP. Thai! IS sulhcaont. to .free tbo
maongomont. from immodinte nnxioty; but. apa rt from tba~, tbo,Y
nro ~noguino of tbo futuro. 'l'ho record o~ tbo pro~ont ~·car i
foreign trade it~ rcnlly remarkable. The vain~ o! wagon" s~appod
a brood for the eight montb11 amounted to .£1 ,t66,000,. whach .. n<J
colll(lBrcd with t:;u; I 000 I tbo ti<rurCII
for tho corre.~pondan~tt pcne>d
.,
'l b o
of lu.st. ycnr, i" an intrea~o of no le~' than 1:.!1 per con
oxporl.'l of carriages hnvo 110 fnr thi11 year rcnchod n mluc of
.C!'i:t2,000, contrus tod with £300,000 in tbo opening oight ruontln of
190:i or an in crcrl~O of ;1.1 \10r cont. Huch figure s nro ole<tueot. of
the groat pro> pcrity in rol ing 11tock or,uil'mont. just now onjt>tod
by furoign counta·ics nnd ( 'olonio•, pnrtacularly South J\ <noraca.
flomo vory hand!I<Jmo contrnctll for tho B!rmi!l~hnm wngon huild ing
concerns bavo rcaulted, oud tbo outlook Ull!tall gO?CI.
The Copper Market .
'l'bo ronoworl ndvunco in coppor, oftor teomo fluctuati un,
ba'l brought the price a~nin to a r·ol t~li1•oly high value, though uno
that h(l..'j 8ovorol times uc:on ox~.:oodud. Still, with tough copper nt
.£110 to £1JO I Os. ; stnndord, cast, n t. £ 7 1l'.k to J;S; 1!is.; tlll'l
st rong shootll nt £101, p r·eMont prices mus~ uo very r~rnuoor!'-tivo
to the frosh copl>or componios, whoaro havang ayoar watb a l~aghor
avorago price t1an any for n long pori_od .. Such at loa~t 18 tho
viow ontortninod by tho bulk of tho .Barmmgbam cl~ctnco.l ~od
on~tineoring trades which uro large consumers of thas mnt.en nl.
Uut. high values h~vo thoio· nccompo.nimont in somo check tQ tho
growth or domancl. 'l'ho odvancoq that have boon established. ir.
soiling prices ar·o tallf4ing Birmioghnm co011umors to work wath
stocks 08 Hmall M po>4lliblo. Any inHuenco tbo ri~o b~l! upon
prod uct.ioo is in tbo direction of bringing more copper. •.nto tho
market. 'l'boro would, howovor, appear to bo a proiJabahty of o.
contiouooco of rolativoly good price~, unloS!J thoro should ?o Boy
falling off, whicb at pre~ont. happily scom!:l very uolikol y, l!l the
iocreaso which is goin~~: on in tbo consumption of tho wotal m the
eloctricol and engineering indu11trios. As tho•o trade'! nro at
present. vory busy, '!ucb a contingency nppcnri remote.
Advancing Stee l Prices.
'l'ho pHsition of ~<tcol i!l beCJJOling increll8ingly strong.
Price~ for dolivory ovor 190i nro advnncing surprisin~ly.
T bo
absence or Oor man or Amoricao competition in tho matter of
Hupplic, of raw steol is placing t.ho market quite at. tho mercy of
nni.avo producers, nnd tboy aro making tho most of tbe si tuation.
'I'bo miuimum quotation for raw sh!'ot bars for rolling rlown in the
shoot mills for no" t ycur's dolivorr is t.hill wook £5 10~. per ton,
and somo sollors on Birmingham Exchange are 11-~king 08 rnucb 118
£5 15s. por ton. f:liomons billota aro quoted .£5 1~~. tid. to
£5 17s. 6d. Construotionalsteol is almost equnlly strong. Gi r·clor
plnto9 aro .£7 1 0~. to £i His.; boiler plates, £S 129. 6d. tr £8 1 5~.;
and onginooring nnglo,, .£6 15s. to 1:.7 per ton.
Impro ving Iron Trade.
'l'ho price for ordinary bo1· iron on the llirmioglaarn
~:xchnugo btl, now iruprovod to .£6 1~~. 6d., and mnoy sales are
montionod at. £li 15s. per ton. T ho old figure of £6 5s., at which
many lOOO·ton lotH charurotl hands, is now quite a thing of tbo
pal't- in truth, is unheard t>f. Mnkor11 state t b11t t boy arc fairly
succoS!Jful in ~tand inp: out for tho minimum mentioned a.s desirable
IJy tbo trado at the rocont official meeting of the Unmarked Bar
Iron A~<sociation. North Stalford~hiro crown bars havo advanced
to £7 !),. 08 the minimum, ancl mokors repor t very good snlos at
tbo now figure, coosumor11 boing anxious to plnco contrncts upon
ironmMtora' book11.
Galva n ised Iron Up.
Somo of tho makor11 of galvonisocl corrugat.od sbeol.l! a ro
now 110 well placed for orders that. they qu'>to 10~. r,er ton in oxccl\9
or tho As.socaation Mlondord, und what is moro, aroactW\IIy booking
ordor11 nt it. All this i~ written tbo Onlvaoised Sheet Iron
A8SOCiation oro mooting in London, and it is fully ooticipnt.ed
that t.hor will roi~o the 11tandorrl at. loa.•t. 5'!. or 10s. por ton, ~bus
making at either t:6 Hi,. or £7 por ton. Black shcot.s a ro raascd
to £8 (or single'!, .t:l! !is. to £8 u~. :Jd. for double~. and£ 151!. for
troblos.
NOTES FROM LANCASHIRE.
(From. ow own Oorrupo7UknU.)
M'ANOBESTRR, f:loptembcr I 9t.h.
Pig Iron. Local Demand Quietening Dow n.
Tu h attendance on tho J o·ou 'Cbango on Tuesday W!UI
quite up to the holiday nvor{l$ro, many prominent froquontors still
boiog away among.~t tho Htuhhlo or nt tlao soMido. While roportll
from othor centres 11bow gront. uuoyancy in their m:~rkot.s, ond
OCC08ionnlly 11tron~ nd vanccs, especially for homatito, horo it. mUHt.
bo admitted that anquirios on account of local roqui romeots have
toned down, and con~umors bavo apparently rooowe1l their stocks
for qomo timo forward. A safe mdicalioo al~ is that n.goots
for lorgo mokor~, whose ahsonco htUJ boon vory noticonblo, aro
now putting in an appearance n~d arc offor)~g to book ordorl',
mainh•, bowovor, for (or ward doh very. · On I uosday more than
ono of those ogont.H frankly admitted thot buyers woro not by o.ny
moBna oagor to give out orcl ci"'J, hut thi~ did nol.causo thom anxiot.y,
os they would bo well on~ogod for throo or four months ovoo if
thoy did not. ~oil a Binglo ton at presout. The offi cial advauco in
Lincoln.sbiro on Hoturdny of l s. 6d. por ton WM, to a g roat ox tent,
aoticipat.ccl hero, cagoot.~ having nskocl the full proanium for a fortnight or throo wcoli~ pMl. l .anca~hiro wM in ntther quiotdomund,
but IL fair amount of bu"inCII!I i11 plUISing in Clovoland at full rote~.
J)o rbyHbiro and Hcoteh wcro the t.urn doaror, but. Htnfford~biro wn"
unchanged.
Finis hed Iron .
The Tube Trade.
'l 'ho positiun or tlni~hed irou continuOlHilllfldy. i\lorthunL~
I'AH'I'ICI'I,i\ lllj which have ju, t bocomo known show tho report that full prico.. arc ml\dc rtll round.
oxtromo iru,Portanco or tho ngroomont which bos uoon a rrived at
Steel.
by runkorsm t ho wrought iron tube trado1 nnd to wbitb roforonco
'J'boro is u g()ud tlonaaud, und :rwkor11 arc ve1·y bntsy.
WOJI mado lost wcok.
~·or oightoou mont.lls pr~~t the koonost com·
petition hM ruled in tho trodo, with t he result tho.t price~ buvo 'l'ho a.~ki ng pric011 of pintos nnd lJnl'd. whith wo reported bigbor a
toucbor l t bo lowest poinl.ll on record, nnd the trade hM lost, it is for tuil{ht or 110 ogo, nro now contlrmod. Domnncl for J<:uglisb
calculated , from .£2 to .£3 por ton, or clo'o 011 £ 1,000,000. 'l'boro billots i~ porhap~ a t!lando lollS, but tbo price t.onds upwar·ds, and
nro botwooo fifty onrl!lixt.y loading fi rm!l in this county, and with small quantities huve uoon booked nt 2'1. 6d. to 5s. por t.oo nbovo
ono oxccp,tioo, a <JIMgow hou11o, thoy hnvo ogrood to coaso IJUOlod ratoH. ( 'on'ltructionnl ~tool is al11o active.
"cutting ' competition. t•::aoh ll rm will oojoy full liberty t.o
Manufactured Co pper .
t.onder . for ony work that 1111\,Y appear in tho. homo . or
io foroagn mo rkots, but nt a hxod love! of praco• wbach
l t would appear thnt tho "tep " bad not yet been ronc:hod
will bo rC~~;ulatod from time to t ime by an oxc..:utivo committ.co. in tbi11 orticlo, und another advance of £2 per ton in shootll h1111 to
'fbo ogrccmont. is ono of lho mo~t. impor tant, indu.~triolly, which bo reported, bo1<idu~ fractionull~ higher figures for tubc;o, both
bM over boon 1nado in this country, as will lJo realised when it ia l>roSII and copper. Demand rm 11pot, howovor, is very modorato,
!ltated that tho gro~ nnounl output of tbo trado amounts to and woro it not that tho raw moteriol continues on the up gra1lo,
:JOO 000 tolll', of a valuo of clo~o on £6,000,000, pricoa working out t.bo advance~ ropor·tod I!O frCJtuontly of late would not havo been
at ~o avorngo of about £'1.0 por ton. Ono snti~factory feature i~ jUBtiflcd.
tbut. tho arrangement 111oets with tho •uppor t of tbe loo-'ing
The Wages Question.
Amoricnn protlnco111. Asnnnouncocl IMt. weok, d i~<couots for bouao
l,usioo~ have been rod ucod by 2A por cont.. on t ho .gross, ertunl. to
While onginoel'll report a bu>!y 11lat.e of thingiJ, tbo surface
a riw on tho not of fully 7~ por cont., nnd for foroagn t rndo praccs iiC rulllcd by tbo continued agitation nnont. tho wogo:< •tuo.~tion.
huvo boon rnisod li por cont. on the not.. 'l'hoso cbnngo~ opply to It i11 to IJO hopod lhot mu tunI conco~<,iollll rnr~y re ult in n tottlc·
rdl cltiBilCS or tube~ oxcopt l>oilor tubc11. Ro.~pccting tho~o, mnkcrs mont, (l..'j it is ')Uilo evident thnt. a 111pt.uro would onl y lot in 1noro
for t bo p rosoot a ro to hnvo a froo bond.
foreign competition, 11hich iH koen enough already. ·
Railway Wawon Bulldlnw.
Al t hough now urdorl! aro not nrri ving iu tho railway wogon
l,uildiurc trade r1uito 110 frooly M or loto, thoro iH 11till plenty of work
on band. Gontrattll hold arc 110 Hub"tantial ovoo now t.bat tbere ill
not much roar of ~laokn w t bit18ido ObriAtmM, notwithMtnncling t ho
-
SEr'r. 21 , 1906
-
to:J"'t t.:oo,.t. boumtilo, 6~~.: Wol>t. t'oat1t ditto, 69o. :Jd., IJotb f.o.t,
Scotch doli vorocl t1 cy~hrun : c:.~rt.qhorrio, 611. ; C:Ion~nrnoc~
t.i2i. 3d. ; ~:~li n ton,. li 111. !I I. ; l>a! <nolli ngton, 61 s.
l >.oli.vor
Preston : (Jort,.bomo, 65~. 3rl.; (, Jongarnock, 63s. 6d.; l'..ghnton,
(l:J~.; J>almolliogt.on, trJ~.
1-'ini~bod iron : Bnrs, J:; , !i•. ; bO<Jp•,
t:7 t;,.. tj, J. • ~heeL•, J;'\ ; ... Ud. t.o ..t:~ 1:.!•. 6rl. Hteol: Uur~,
.£!i 10•. ; hooi••, t:7 1111. Ud. ; boi.lor plato~Cof!!ci~l), ..t:S 1~. tl!l.i
plate~ for lrtnk, girdur, nod hndgo work. t7 /!<. 6d. ; 1-.ngh~<h
billet.• .c> 10•. t.u C:i 17~. 6cl ; fhcct•, C~ H•. Ud. Copper :
Hhcot~ t:IO'.! ourl small •1n'lntitio•, l..IOJ por t.cn; seamless copper
I
tube..~, • 11 :,a d.I ; coppcr wore, 11 ~tl.; ~'!am IC.'-i \.
vr<~.ss tb
u .o~, !W)c.;
urozcd ditto, lO~d. lA• 10'/·1. i rorlod !Jrn~•, 81<1.; bra'~~< waro, l'~d.;
brlll!i! 11hoct.•, Utd. per pound. !:!hoot leBd, .£:.!1 lOa. per ton.
9?.
La n cashire Coal Tr a d e.
'l'ho attondnnco on lho <.'ual Exdao.ogo on 'l'uo,du) could
not. IJo doMc rihod o~ lnrgo, nncl the hu•inc:H~ Jt'l~,;iug wM nul of any
grout dimon~iun•. Sl•u:k Wll~ in rather improved dc•unn rl, nnd
hotter uuHinosH i11 oxpoct.ed thi11 autumn. lt i1 ropurt.ccl thnt t.ho
\'orkshiro and J>crby~hiro distritl.ll will ~Cion ruiHo their pricoa, llCI
Ill! to como iralo lino with their Lnncoilhire noighbour11. T horo wal!
slightly moro inrpairy for bouso cm~l , nnd u~nl<oriog cool is ns~um·
iog a steadier t.ondoncy. Moan while thoro 111 no q uotoulo change
in prices.
THE SIIEFFI ELD DISTRICT.
(From
OUT
own. aorruponden.t.)
Genera l.
Bt i iNil:!'> i8 bri~k in almost ovcry department of local
manufattu ro, oxcopt..!lovoral or tbo lighter c~aft.s, which hB\'0 nol
yot. oxporioncod tbo amprovoanont now so ovadont throughout tbo
hot\vr indu11tric•. Tbo activity in the United States, Germany, noel
Bolgaum ha.~ for tho time removed lho competitive factor in sovorul
i:nportnot dopnrlmont..~, an I tbo revival cf homo demand syn·
chronising witiJ pro~•uro (roan distant mBrkots, keep~ tho ~oo
~irm a~d t he outlook mo~t promi'ling. In th& old s~plo hgb t.
•ndustraes a good dcol more work would bo welcome. Cutlery ha~
hcen a little bottor of Into, both for foreign nod Britis h market~,
and tbo colonial roquiromont~ ho.vo, in most instances, boon coo·
sidorably incrooso':l. 'fho homo demand yot loaves mu~b to ho
desired. T bo silvorarniths, howovor, aro far from bemg fully
omploy&d, t.ho high prico of silver, owil)g to various, c_auso•omonglll which may bo mentioned tbo weagbts sent to Chma and
Iurlia -causing motropolitnn and provincial merchants to hold !Jack
season 11rdora, in tho oxpoclotion t!au t o reduction ano.y ta~o plat:o
at any timo. In tJ,o oloetro·platang trades a bottor b~sa~o~~t~ •~
reported in ~o,·orul qunr~r~, but, takon as a.wholo, thoro as anHufl\.
cioot work for tho stoiTs m moqt mnoufactoraos.
House Coal.
With tbo turn of the year the <.Iomond for domo~tic fuol i•
steadily incrca~ing: Doncastor fuwos unno.ubtodly interfered with
tbo output, hut. thas wa.~ oxpoct.od nnd prov1do~ for to somo cxton.t.
Now tbo collieries will l!olllo down to cootanuous work up t1ll
Christma.•. 'I'bo cllll from L:mdon is qui to equal to the avorago,
anrl tbo southern nnd c~torn markets arc ordering freely , while
tho local roquiromontll aro sa ti ~factory. Quoted roto•, oxcopti1~g
in 110mo illlltonco.o~ wboro an early advance bos boon mado, rommn
a' hoforo. A fonturo of prc•ont bwrioes<> is the i:nprovomont. in
th o pricc.q obtained for Rocondury cla.sscs of coal.
\'a lues nro
hardening nil round, and October is cort.ain to sec bighor rates in
force.
Steam: c oa l. &c.
'J'booxt>Ort trndo in ~team coal continues very brisk, ospecially
for tho Baltic port,, which mako heavy domaorli up to the middle
of Octobor. Hailway companies aro scarcely using Ull much 1111
during Augll!lt, but tho 11toam fi shing trnwlora aro taking larl(o
tonnages of South Yorkshire hard~<, and tho output is vory lnJ1tC,
nod values nro oa~<ily mointainod. 'J'ho ox~rt~ from Hull for t.ho
weok ending 11 tb Hoptombor roachod a weaght of 61,3;;4 loos, COHl·
pored with !36,386 tool! for tho ~rrosponding week of 1a.~t. your;
from Orim~by, for the wook ondmg 11th Hopteaubor, 3t ,764 Lon~<,
compared ~itb 36,1!)3 tons for tho ~orrost?Oociiog period ~f lllllt
year. Cokang 11lock anrl smudge nro 10 aotavo request ut. 3s. 9tl.
to 411. per ton ; nrdinary ongino fuol fot.cbos 3s. 3d. to 3s. 6d. per
too. Coko iH vor·y fi rm, tho bulk of tho output going to tl~o
principal iron ~<mol t.ing di11trict.H at. 10~. Sld. tolls. por ton 10
ownorij' wogons.
Iron a nd Steel.
Thoro is moro uuying fol'ward at progont t.han bo"' l;ccn
tho CMO for somo t.imo, 1\nd the p~icos .>btai.ncd for, iron b'!-vo
gooorally boon in advonce of tho officaal qnolotwos. No surpnso,
thoroforo, has l>oon oxprOSllod nt tho Liocolo~biro ironmMt~rll
having raised their rates rL week ago. Tbo quotations now ruhng
roprosont practicolly what hM. bco?. dooo in tbo go!lcral run or
transactions, as tbor\1 wM no daspo~lllon to press busmcss on the
ba.sis of tbo olllciol prico list.~. llomatitcJ easily maintain tho im·
proved values given last wook, \'it., West COilllt, i is. 6d. por ton;
&lit Coast, 'i3~. 6d. por ton, I>Olh suhjcct to ~ por cent., deliver.•J
io Sboffiold nnd Hothorhnm. Tho Lincolnshire otlicinl quotation•
arc now M follow: No. :J foundry, 56•. tSd. per too ; No. I
foundry, 64s. tld. per ton; :-lo. I forgo, !i3~. 6d. per too ; :\o. G
folll;o, mottled, white, and hasic, u7s. per ton. These fiiu rc.' roprc·
sent. a riso IK. titl. per ton on the three firat qualities, ood of l~.J•Or
too on tho Inst. In ()orbyebiro irons t.ho quotatioos remain a.1
pro\ iously givon : :-lo. 3 foundry, 56~. per too; forgo, {)J~. per
t.on. An oxcollo•lt busino'IS is 11u~taincd in ~<rcial stools, •ooro
especially high-spood ~toolq, and th o domao for Siomon11 mar!
Bossomor stool~ i11 nctivo, on account la~oly of t.ho weight~ ro·
cruirod in rnilwny work. C.:rnoihlo stool i11 an CJ.collont. roquo~t M a
rulo, although cort.nin nmrkol.ll hnvo HOmowhat. modoratod lhrJil·
roq ui romont.'l.
Milita ry, Ma rin e, Ra ilwa y, a nd other Ma t er ial.
Jloyond order·s rooontly placed on foreign accou nt., thoro
is uothin~ froHb t.u ropo•·l in the militory mat.oriul dopart.mont. In
a Mhort tunc now Homothing ~hould bo hoard rogtlrding tho tendor-1
for armour plat.o11 arndor the now Admiralty prograrnmo, llti~
dopartmont. or manufacture lJoin~ nt pro~ont. in much ncotl of a•ltli·
tionnl work. A con11idoralJlo weight. of marine mat.orial in r.::\Stin~~
and forgios11 i:~ uoing dono for variou~ 6hipuuilding yards. Hml·
way mntoranl, bowovor 1 furni~hcs mo~t. omp1oymoot for workmou
in tho heavy traclcs. Tbo railway dovolopmoots in distant coun·
trios, mot·o e~pocially in Houth America, Tndia, and l)outh Africu,
aro mnking tbo Midland and Nc•rthorn manufacturers ,·cry hu,y,
and as those and other rO•tuiromontll oro coming along when tho
Britit~h railway compnnio.• aro placing work more freely , tho filii.·
look in tho railway matcriul doportmontll is most oocouraginl(.
Somo furthe r ordort~ in tromwoy materinl have also boon rocoivod.
All kinds of colliery store~ bavo boon moro coiled for recently.
Uood work i11 boiog found for Aovoral llrms in installntion~ of clcc·
trical power and iu putting dcJWn gas ongino~, ~c.
Works Ex tensions.
Amongst. t.bo moro imt>Orlant. \\Orks o:~.ten~iuns mndo
lat.oly aro tbu~o of M0!18r11. Carnmoll, IJOird and C<>., of ~ho CycluJ'"
Wurks. Tho~o include n now l1ro~~ 11hop nL Orimcsthorpc, with n
•1000-ton ('r0'\8 and ono of Mmal or sizu. 'fho now builrlinsr, which •
of vory wado ~<pan, is llttod with 120-ton oloctric travollin~ crnno~.
Quotations.
Now boavy matbino 11hops nro a Imust. com pleted. 'l'hc~o u ro
Lancosb iro, l\ o. :1 found a·y, 6~. 6d. ; Lincoh111hiro, 5Yte.; oqui.Ppod witb tbo most modern heavy lot.ho11 and other toolM for
s.taffordllhiro, 68~.; l>orbyHhiro, 618.; Mi?dlo~br~ugb, ~pun brands, manno and gun work and general onginooring. At Grimcsthurpo
63s. l Od. to 648. 4rl. Scotch : <Jn r tsborrao, ti6A. 3d.; <Jlongnrnock, i11 nll!O boing crectotl nn ontia·oly now shell dopnrtmont for tho
6 111. Ud.; F~linton, 64H.; Dnlmollington, 64~<. , rlolivorod Muncho11to1-. manufucturo of armuur-pioroing ~hot nncl hoavy typoR or shot!. A
S ~PT
21, 1906
TliE ENG1NEER
now ~leetric l!tation, of largo dimension~, is being constructed to
prov1de power for tbo works. The company has also just corn.
plotod, at the Cyclops Work~, a uow armour ·bending press with
new s teel building nod electric crane•.
'
land iron ore briquettes has been brought into the Tyne by the
\ ·alhallo. It is the second lot that has been sent from
Dunderland mines, the previous quantity being one of 400 tons,
which was smelted nt the Consett I ronworks. This second lot
will also bo used thoro, and 11nother cargo of s· milar tonnage
P ublic Com pa n ie s.
will shortly bo to hand. It is no1v expected that the Ore
.
T~o annu.al ~eo~ings of shareholder~ in the large com· Company will bo able to ship briquettes regularly.
pames aro mtorostmg 1n new of the reports given of the condition
Stoc k s of Pig Ir on .
of trade, a!ld the pro'-pl'~ts. fo r t~o ~uturo. At tbo meeting of
Kayser, Elhson ond Co., L•m•ted, ( nrllslo Work,; on the 15th inst.
Mokor<J have only SUlall stocks of Cleveland pig iron, and
the cbairmnn, l\1 r. ( '. \V. Kayser , stlted that' the company bad second hands hnvo control of but little. There is plenty, however,
~lenty of work, ond the prospects for the coming year were (l'ood. in Connal's public worrant stores, which is being sold at prices
!'be lion) dividood gaid, with the interim1 modo 12!. per cent. for lower than tho makers are Mking. Still, consumers do not buy
~ho ycar1. and t:6;>~~ ~·os carri.ed for wa rd. At tile meeting of warrants freely, because they like to know what brand they are
fhomas W. Wa rd , Lmlltorl, Alh1on Work~, Sheffield the c hairman getting, and also to bo supplied with exactly the quanti ty they
Mr. '1'. W. Wnrd, coogratull\tod the mombors of the company o~ need. When they buy warrants they mtt.s t accept any brand that
tb~ succa.~ful. ro~ult of th o pMt )',Oar's working, nttributin~ it is sent, and must take lot..' of 500 tons. The Rtock of Cleveland
chiefly to tbo •mprovcJ trndo concht1ons that had prevailed 11mce pig iron held by Messrs. Connal nnd Co. on 19th inst. was 604t721
t he autumn of last year, and to tho foot that the company was woll tons a docronso this month or 7894 tons. 'l'he stock consisted of
prepared to take ad vantage of the improved mnrkots. Tbe year's sales 5S3,066 tons of No. 3, and 21 ,655 tons or other iron deliverable a11
hnrl in~r~ased by o~or a quat·ter of a ~illioo. It was resolved to pay a standard.
final d1v1dend of 1~ por cont, makmg, with the interim al read y
Ex por ts of Pig Iron .
paid, 10 per cent. for tbo year, to place £ 20,000 to reserve and
carry forward £15,395 lis. 2<1. T he chair man added that the
'l'ho shipments of fig iron from the Cleveland di11trict,
••ear';~ prospc~l~ woro hopeful, the sales for July and August having t hough good , a re not aqua to those of lallt month.
T hey are
been largely m oxcoss ot those for the corresponding months of much above t hose of any previous September. They have reached
1905 In the annual report to bo submitted to the sharehold ers of ;2,488 tons, ngainst S2,5S8 tons last month; 57,7Sl tons in Sap·
~be Sbeepb~d~to Coal and Iron Company, Limited, on the 24th tember last year; 51,566 tons in September, 1904; nod 65,930 tons
Inst.,, the ch r~tors state tha~ ,the prices of coal have remained in September, 1903, all to 19th. Better deliveries are reported to
s~t1onary dunog ~bo yoor. . I he d.emand for pig iron has been Scotland, and continental requirements are s till very heavy.
fa1rly good, and pr1ces have shl{htly 1mproved. The bar iron trnde
has belln inac tive, but prices bavo been rather higher than last year.
Manufactur ed Ir on a n d Steel.
Ironworkers' wages have been advanced .) per cont. T be directors
Mo re favourable repor ts are given l>y the producer>~ of
add that the output of Dinnington Mnin Colliery is increasing finished iron and steel in this di-.trict, orders a re given out more
rapidly, and the coal ranks equal with the best South Yorkshire freely than since the early part of the year, and the tendency of
B:trnsley IJUalities. Th6 dividend declared in the report, with the prices i~ upwards ; in fMt, it is hardly likely that there will be any
interim already paid, makes 10 por cent. for the yeM, compared cleclino, seeing that demand is s tronger a nd the prices of materials
with 7~ per cont. for 190.1.
are going up. Works in nearly all cases a re running to the utmost
of their capacity, nod tho absence of fresh o rders for some time
New Collle r y Compa ny.
past has not troubled the producers. Consumers a re finding that
The directors of tbo ~beepbridgo Coni anti I ron l'ompany, t hey cannot well wait any longer, nod this is placing manufacLimited, in their aonnnl revert, 11tate :- "With regard to the new turers in a better position for securing higher prices. The Scotch
colliery at Mnltby, sinking operations are awaiting the completion makers of hors, &c., have this week put up their quotations, and
uf tbo South Yorkshi re Joint Lines Railway, which is in progress. it iq expected that the producers in this district will follow tbo
lt is intended to form a now company, to be called the Maltby example. Steel bars are at £7 and iron ban! at £7 5s., both less
~l ain Colliery Company, Limited, with n cnpital of £350,000, or 2~ per cont. r.o. t. Steel s hip a ngles a re at £6 123. tiel. for local
which your company will tako £200,000. ·•
dohvory and £6 15s. for delivery out of th e district, bot h les.q %
per cent. Iron ship plates a re at £7 h a nd steel s hi p plates at £.7
both less 2! por cent . f.o. t. 'l'bo steel rai l trade is very active, and
shipmen ts from the T oes a re extra large this month to India, South
A frica, Japan, and Now Zealand. Good orders a re ex pected to be
NORTH OF ENGLAND.
placed on South American account; iodeed1 negotiations are
going on for considerable quantities. T he pnces of heavy steel
(From our own Oorr~. )
rails range from £6 5s. to £6 10s. not f.o.b.
The General Situation.
Shipbuilding a nd En gineering.
'l'IIEtcP. can be no question that the iron and allied
T hat t he ~:~ituation is rather better iu the shipbuilding
industria < generally a re in a satisfactory and improving condition;
nlruost all brnnch08 of t he iron and Rtcol trades a re well situated, industry is uokoowledgod, but there is no contrad icting th e fact
business being brisk and prospects encouraging, while oenrly a ll that it 111 not as brisk as it wos in the early pnrt of the year, and
tho works a re r unning to their fullo,t capacity. Shipbuilding and at several of the yards thoro a re empty building berths, and for a
engineering both aro mo re Mtivo, with work in band to keep m ost lon.g time a marked dearth of new orders has been reported,
of t hem fully occupied for several month~ to come, so t hat as yet t hough t his is being somewbot modified now, and better times
tboy do not feel the dear th of orders fo r new ''essels. . 'bipping is may be looked for shortly, as in some t rades freights show improvemore actively and rather more profitably employed on the whole, ment, and practically thoro is no laid up tonnage on our Northern
Tho Boilermakers' and I ron Steamship Builders' Associa·
nd founders have good contracts Looked. The reports from abroad ri vers.
are most fav\lu.rablo. (:orman works are extraordinsrily busy, and tion have determined to make a demand for 5 per cent. increase on
consumers there who have not bought Clevelnod pig iron for years piece rates, ond ls. 6d. per week on time rates. They contend
nro once more sending for ward orders, n.s they cannot get all they that the great increase that has taken place in trad e last yea r and
need from homo work~. Ahnoqt everyone takes a very sa~ioe t his year justifies them in making this demand.
"iow of next year's prospects, and it is believed that 1907 w1ll be
Coal a nd Coke.
even n more Mtive period than 1906 has been, with a higher range
of prices. Those who require pig iron for t he current year's
Compared with the summer's busi ness the coal trade may
delivery a rc losing no time in ~ecuring it. I n several branches now be spoken of as dull, but, never theless, it is fairly satisfactory.
consumers are now buying more freely than at any t ime since last T rade wAS nbnormally good in the spring a nd summ er, partly
.January, aoJ the pt-ogress of the upward movement is certainly owing to the strikes on t he Continent.
Shipments are
~<till active, and prices comparatively high.
For next year
~a tisfMtory.
best Northumberland steam coals a re quoted at lls., a nd smalls at
Cleve land Iron.
6s. 6d., but for prompt 10~. will be taken for large and 6s. for
Speculator!! have boon quio!er this week with rega rd to smalls. H ouse coals fo r delivery over t he wi nter are at lls. to
d ealings io Cleveland warrants, nod the price has declined , for lls. l:Sd. f.o. h., and best gas is at 10s. 6d . f.o.b. , with seconds at
whereas ln.st week buye rs wore giving 549. lld . cash, th is week the 9s. 6d . Shipowners ore able to got unsoreened bunkers at 9s. 6d.
offer<~ have dropped to 54s. 3d. I t is a good indication of the per ton, but consid er t his too high a figure wit h the present ranges
s trength of the s1tuation that the pr ices of makers' iron have been of freig ht. 111edium coke is at 1Ss. 3d. pe r ton for delivery at the
so litt le affected. Warronts a re cheaper tha n makers' iron, but !11iddi<J.Sbrough fur naces, and t he de mand is heavy, not only on
that doe!! not increase the demand from consumers for them, local but also on export account. T he attainment of an output of
and many buyers p refer to have the makers' iron. As a matter of coal of 1000 tons per day at the New Horden Collieries was celefact consumers UI!Unlly do not like to buy war rants, because they brated a few days ago by a dinner to the officials a nd miners. T he
like to know what brand they a re getting, and when they pur- company's Sbotton Colliery is raising 1600 tons per day, nod sixty
chase warrnnts that cannot be guaranteed to t hem. More t han beehive coke ovens a rc bemg e rected for producing coke from t he
that, t hey must buy in 500·ton lots, whereas they usually want only small coals of tb o Hnrvey and Low Main seam?.
the quantity thoy need. J\Iakers continue to quote 55<!. pe r ton
Cor all f.o.b. deliveries of No. 3 Cleveland iron ; but seoond bands
have done business for promft d elivery at 54s. 9d.; Cor forward
d eliverie!l, however, th.ey wit not take less t han the makers.
NOTES FROM SCOTLAND.
The re is not much iron outside the public war rant stores available
(.From our own Oorrupon.cknl. )
or sale for prompt deli1•ory. No. 1 is at 56s. 6d., No. 4 foundry
at 53s. 9d., and No. 4 forgo at 523. 9d . per too.
General St ate or Tr ade.
T HE outlook in the iron a nd steel trades as a whole is
He m atlte Pig Iron.
Consuwers are buying East Coast H eruatite pig iron more fairly encouraging l n so:no depar tments t here is a scarcity of
freely t han for sotoo weeks past, because business with them has work, and in others which have hither to been well employed
improved, and there is not much likelihood now of prices being there is a slockeoing tendency, but the condition of trade
en.sier ; indeed they a re rising steadily, if slowly. Quo tations a re generally is satisfactory. T he consumption of raw material at
advancing, not so much1 however, because of th e better demAnd home is large, ond the current demand promises an extension in
os because of t he increasmg cost cof production ; the latter, in fact, export business.
is growing fuster t han t he reali11ed prices a re, for each 6d. pe r ton
The W a rra n t Ma rke t .
added to t he rate for t he pig iron bri ngs a proportionately larger
IJallt wook Cleveland warrants touched 55s. for cash, a
advance in o re a nd fuel. Rubio ore has now gone u p to 21s. /e r
ton c. i.f. T oes, and med ium coke to 1 ~. 3cl. per ton delivere a t large busi noss being done. From this figure t here hall been a
the furnaces around Middlesbrough. T hat being so, out of t he reMtion, and there has not been in the last few da ys q uite so muoh
6Ss. now bei ng paid for mixed numbers of EastCoastb emat ite iron stre ng t h in the market. Business has been done in Cleveland
42s. hall to be paid for ore, and 20.~ . for coke, leaving about 6s. for war rants from l.iJs. 7d. to 64s. 4~d. cash, a nd 54s. 10~d. to 54s. 8d.
limestone, lobour, water, rates and taxes, &c. I t can be fully one month. T he rodnction in the shipments of Clevela nd iron has
believed that makers will not realise much profit in the circum- bad som e adverse effect on tho market; l>ut it is alleged that this
stances ; indeed, t hey will not do so well as they did when selling is duo to temporary causes, and t hat a large business is yet likely
prices of the pi$' iron were 3s. por ton less than they ar e at preilent. to be done. Scotch warrants a re q uoted 59s. 9d. per ton.
H e matite iron IS relatively doaror t han Cleveland, it is 13s. per
He m atlt e Pig Iron .
ton dearer instead of tbo usual 10s., but, never theless, the m akers
The demand for bemntite pig iron for home use ball not
of Clevoln:~d will do better in the way of realising profits, and
t his though there is such a large quan tity of ~leveland iron i.n been quite l:'O active, but the prices are well maintained, merc hants
t he public warrant s tores, but n?ne of . ~emat1te, and ~here _IS quoting ils. fo r delivery at the West of Scotland steel works.
little h emntito in second band11. I nqumes for he mattte p1g T here have been inquiries in t he market, however, for conside rable
iron have been recoh·ed in this district from A merica, but no quantities of this clos., of iron for shipment to America. A few
orders seem to have followed, though one for 5000 tons has been dayl! ago about 5000 tons of Cumberland hematite was purchased
secured by a West Coast firm. . 'hoffield consumers have bought for shipment to Baltimore, a nd there have been inquiries for Scotch
more freely, anrl thoro. is also moro doing with t he Contin~nt, bomntito to tbo amount of obout 20,000 tons for the States, to he
while some of th e load1ng borne consumers have been covonng. despatched in lots of from 3000 to 4000 tons. Whether it will be
:'\either makers nor merchant..' will tAke loss than 68s. per too pos.Qible to fill up such orrlors hero in t he neces..oary t ime remains
fo r m ixed numbers, 68s. 6d. for No. 1, and 64s. 6d. Cor No. 4 : to bo seen. T he current price of Vumberland bematite is 6is. 3d.
per ton.
but hig her rates a re oxpoctcd.
Iron Ore.
'l'hore is n scnl'city of Cleveland iroru.tone, and tbe
impor ts of Hubio o re a ro thi~ mon th smaller than t hey have
been for mnny mont h!!; indeed, they a re hard ly more. t han
bnlf the average quantity, owing to t he labour troubles m t he
North of S pa in. Makers of bemalite iron, however, h~ve not
been much iuconve nie ncecl, becau>~e t hey hac\ coos ui erable
'tock~> on which to drnw. 'I'hi~ week a 200·ton cargo of Dunder·
Prices of Scot c h Make r s ' Iron.
'l'ho demand for Scotch makers' pig iron is woll moin·
tfiined, nod tbe ro hM boon a fur ther advance in som e brands of
6d . to ls. P?r ton. O. M.B., No. 1, is quoted at Gla.qgo~ ~2s. ,
No. 3, 60s. , Monklond, No. 1, 62s. 6cl., No. 3, 60s. 6a. , Carnbroe, No. 1, 65s:.~. No. 3, 62s.; Clyde, No. 1, 6 7s., No. :3, 62s.;
Onrtshe rrio a nd l.Jalder, Nos. 1, 67s. 6d., N os. 3, 62s. 6d.; Laogloan,
No. 1, 69s., No. 3, 6/is.; Summ erlee, No. 1, 70s. 6d .. No, 3, 65s. 6d.;
307
()oltnoss, No. 1, 76!!., No. 3 1 tsas.; Glcngarnock, at. Ardrossan
No. 1, 68s.J. No. 3, ts3s. ; ~glintoo, at Ardrossan or 'l'roon,
No. 62.q, od., N?. 3, 60s.; Da.lmellington, at Ayr,, No. 1, 64s. ~d.,,
No. ~. 59s. tsd.; Shotts, at l..e1th, No. 1, 671!., No. 3, 62s. 6d. ,
Carron, at Grangemouth, No. I, 689. 6d.; No. 3, 6:Js. 6d. per
ton.
I.!
Outlpu t a nd Stock s of Pig Ir on.
'!'hero are b9 furnace.~ in blMt. in Scotland, compared with
6 at thi11 time IMt yonr, and of tho total 41 are making ordinary,
42 hematite, and 6 basic iron. Since last repr rt, one furnace ha.~
J,oon t ranRferred from homotito to ordinary pig iron. lt is under·
s tood that at present the whole of the current output is pmct.ically
going into consumpt ion).. and thoro bn.q been a small reduction in
the stock of pi~ iron in ulasgow warrant s tores, which at t he time
of writing conststs of 1I ,20 l tons ordinary, and 6000 tons standard
foundry pig iron.
Pig Iron Shipment s.
'l'ho shipments of pig iron from Scottish port..~ in the past
week amounted to 7504 tons, compat·ed with 4SS3 tons in tho same
week of last year. Tbero wall despatched to Canada 22!iiJ tons ;
United Statos, 520; Germany, 503; H olland, 260; Belgium, 140;
F rance, 110; India, 45 ; Aus tralia, 50; ()biOI\ and J apan, 175;
ot her countries 192 ; the coastwise shipments being 326! tons,
against 3545 in tho same week of 1905. 'J'he total shipments for
the year to date are about 8000 tons larger than at this time l!\.'lt
year. Tbo arrivals of Cleveland pig iron at Urnngemout.h wero
10,492 toM, beio&' 1581 tons less than in the correspond ing wook.
Fin ished Iro n and Steel.
The makers of finished iron at a meeting in Gl~ow have
detennioed to raise their prices 5s. per toll for bars and ongle~<,
and that of st.Ael bars 7s. 6rl. The basis price for Crown bars i~
now £7 7s. 6d. and steel bars £7 10.•., each less the usual 5 por
cent. discount. It is reported that a considerable business ba11
been done in mnlloablo iron in the last few days for shi pment. to
CnDI\da, anti t here are fur ther inquir ies in the mar ket. Tbe Scotch
~boot makers have also raised the prices of all kinds of iron and
s teel shoots 5s. per ton. It is reported that the demand for sheets for
galvanising purposes is octive. An order for 2000 tons of tubes
for South Africa has come to this district, and further in')uiries are
reported.
The Ship building Tra de.
F'resh shipbuilding ord ers hove lately been scarce, lmt. ono
or two are just reporte:l. 'l'he i''air fiold Shipbuilding a nd E ngi ·
neoring Company has received a n order to construct a saloon
turbine steamer for the I rish Channel pMsenger service of M&Sllrs.
Alexander Laird and Co., of Glasgow.
The Coal Trade.
'l'he shipments of coal from Scottish porl>J in the p~t
w~ek reached 301,591) tons compared with 283,:.345 tons in the pre1
ceding weok, and 264,713 10 t he corresponding week of last year .
T he current inquiry is indicative of a good busines:> in llhippiog
coals in succoediug weeks. Prices are steady for all qualitie.~.
H ousehold coal is meeting with a better demand, an. I there is nlso
an active demand for coal for manufacturing purposes.
WALES AND ADJOI NI NG COUNTIES.
(From our own Oorrupcntdent. )
State or t he Coal Trade.
A TOLEIIAJJ!Ir. amou nt of bU<~io&.~ i:s being done, large :!hip·
ments going foreign from Cardiff, a nd Swansea and Newport continue busy. This week prices for lnrge coal were repor ted as
steady, a nd those for small, which a few days ago appeared to be
en.sing off, hnve begun to stiffen somewhat !ljl'ain as the week
advanced , though tho actual business hardly totalled expectations
t he outlook Wall p romising.
Lates t Coal Quo t ation s.
On 'Change, Cardiff, p tices remain much about the same:
Best steam being quoted at 15s. to 15s. 3d. ; best seconds, Hs. 6tl.
to 14~. 9d.; ordinary seconds, 18s. 6d . to 14s. 3d.; drys 1 123. 9d. to
13s. 3d.; hest washed nuts, 123. 3d. to 123. 6d .; second!!, lb. 6d.
to 12s.; best wa.~bod pellll lls. to lls. 3d. ; seconds, 10s. 6d . to
10s. 9d.; best smalls, 9s. to
6d .; bostordinaries, Ss. 6d. to ~s. 9d.;
seconds, 7s. 9d. to&. 6d.; inferiors, 6a. 6d. to7s. 6d. ; lll onmout h·
sbiro semi-bituminous, best large, l:Js. 9d. to 14s.; best ordin:u ies,
13s. to 13s. 3d.; Sl'cond~, lls. 9d. to 12s. 3rl.; inferior kinds,
lls. 6d. tolls. 9d. H ouse coal: It is yet early to expect much
trade, especially M the late t ropical weather prevented house·
holders from ~inning to lay in stock, yet more a nimation i.s
beginning to be Shown, and the forecast of an early winter will
soon lead to briskness. Latest prices a.r e :-Best, 15<!. 3d . to 15s. 6d .;
best ordinarie~, 14s. to 14s. 6d.; s!lconds and other kinds, lls. to
13s. No. 3 Rhondda, 15s. to 15s. 3d.; brush, 12s. 6d. to 13s.;
small, 10s. 9d. to 1111. No. 2 Rhondda, lls. 3d. to lls. 6d.;
through, 9s. 3d. to 9s. 9d.; smnlls, Ss. to Ss. 6d. Patent fuel,
15!. 9d. to 16s. 3d.
9s.
Anth r acit e Coa l Tr ade.
'l'he Swansea ruarkot is active. It Wall reported on '()bango
this week that quotations ar e well maintained, and a strong demand
1oakiog for nuts a nd beallll. October promises well. Colliery
stems full. Latest prices : -Best malting, 19s. to 20s.; llOOOnd,
15s. to 16s.; big vein, 14s. 1.0148. 9d.; r ed, 9s. 6d. ; cobbles, lis.
to lSs.; nuts, 20s. to 2 ls.; peal~, 12s.; cui m, 6s. 6d.; duff, 4s. 9d.
to 5s. Swansea quotes best steam at 15s. No. 3 Rhondda, His.
Patent fuel, 13s. to 13.~. 6d.
" Mabo n " on the Coal Tax.
T he opinion of " Mnbon " on the coal tax in relation to
coalowners a nd workmen was given at a meeting of the Hhontlda
dis trict of colliers on Monday. He re marked, " that it WM d iftl
cult to say what t ho colliers had lost by the im~osition of the tax
but thoy had lost in two ways. The tax bad given the Ger mans
an opportunity to take away n large por tion of the W elsh t rade.
T hen, again, the W elsh coalowners, in order to compote with the
Germans, bad to reduce the price of their coal, and that meant a
direct fall in the wag<~ rate which might be calculated at S~ to 10
pe r cont. as the ultimate effect of t he tax. T he miners' leader.:~
had held a confe re nce upon this matter with the view of preventing
the owners taking ad vantage of the abolition of t he tax to reduce
t he J,>rices of coal for the pur~o of capturing the lost market.." :
for 1f this was allowed to be done, the benefit would only
be in t he direction ot increased trade, and would not noce,o.,.
sarily result in any more wages.
Wbat the colliers were
e ndeavouring to do was to get the owners to keep tbo
s hilling in the audit to the credit of the selling price of the cool.
He did not expect that the employers would do all that they woro
M ked in this connection, but be did ho!)') that t hey would koep moro
of t hatsbilling in the common exchequer than they would ba1·o dono
bad not the moo's loade rs mol'ed in the matter. " 'f bese remark •
wore el'idontly in unison with t.ho colliers' views, and wore
opplaudcd. A~ the sa me meeting " lltnboo " com pared fa"ourably
the minors' organisation of Wale., with ~·rnnco, t he former giving a
general, 110t a sectional advance. It depended upon tbe men
thomsolvcs, ho added, what advance of wages they secured. lie
predic ted two o r t hree years of pros peri ty to the mining cont·
munity. As s howing the difference of opinion existing about tho
futuro coal t rade, ono largo foreign buyer stated on 'Chnngo,
Cardi!f , t his week that, M far as he was personally concer ned, M
d id not intond buying nt present prices; he WM fairly woll stocked
,
•
•
SEPT.
308
price:~
with cool. and ho was confident that
noxt year would average
considerably less than was generally anticipated.
21, 1906
ments of copper during the first six days of September were 1333
Rise In the Prices for Iron Ore.
· d
to ·
. .
The Siegerlnnd Iron Ore Syndicate 11;1ised the /rices for tons.
'!'he tin market is active under a rcachon tn pr1co ue
priCes
raw irou ore l\1.1·60 p.t., and for roasted d1tl"ll l\J. 2·u0 P·~·· f~r from London. Receipts so far this month 375 tons ; amount afloat
the first qunrter in l90 7. The Siegorland J>ip: Iron Convention IS 3370 tons.
likoly to follow the exumple of Lhe Ore Convention, the more so as
demand and inquiry for pig iron continues to increase.
1
The Italian State Rail ways and Patent Fuel.
Card ill' mttnufacturors are being invited to touder for a
~<upp'y of ~.iO,OOl_ tuns pate~~ fuel b~tweon October and l\1~\rch. I
loam that there t::l some d•fticulty 10 the way, the Card1ff firms
heing well booked alreudy ; ami the '\:'antity is unusually large.
New Blast Furn1.ce Works In t he South-Wes tern District .
l>oubtiO! ~ nn ofl'ort will be made.
'1 rode m fuel is j!'enerally
The EWcbling Iron and Steel Works a re p:oing to ~o ~n­
brisk. ~"<IDSea shipped largely lll!lt weok nearly 16,00J_ tons,
anti this was continued this week, one cargo of 2950 tons gomg to sidorably enlarged, and in Hayingon th_o firm de Wendel w11l bu1lti
two additional blast furnaces, so that ntne blast furnaces w11l then
Alexandria.
be in blow at the establishment. I t IS al~o reported that tho
!Wmbach Ironworks, which bought the llbi~ier~ Works recently,
The Pl twood Mar ket.
The market continues stearly. Thoro has not been a largo are going to acid two blast furnaceq of AmeTican system to the two
import.
At Newport and ( 'arditl' merchants arc hopeful, nod furnaces already in blow at the lllaizi\:ros establishment.
report tbo tendency of things o.s more promising. !,-!test prices,
Slleslan Iron Trade.
1 ~- lid.
An exceptio011lly !'trong tono characterises the iron and
Freights at Cardiff.
steol industry in d1lesia. 'fbe quantity of ~ig iron thrown o~ tbo
1-' or coasting and bay, rates are firm; for lattor direction market is far le<:S heavy than could be dos•red, because the Jronmuch better than they have been for a considerable time past. workil consume a large amount of their production at their IOanuFor 1\loditerranean and Plate ste 1rly for fairly prompt tonnage ; facturing ostabli~hment. Ono need not wonder, therefore, that
prices hnve been further stiffening of Into, a!'d advances have been
weak for backward boats. Homeward quiet; not much doing.
car ried, h<~ro and ther~, not merely for rn\\ 1ron, but also for some
sort:; of manufactured 1ron.
Llan elly Trade.
It would appear that Lhnelly hn.q, after many set-backs,
Or.iers for Wagons.
now turned the corner, and deserves every credit for persistent
'!'be German State ~ilway Administration has just given
effort. During the month of August 3 vessel~ paid dues, as
compared with i9 in the previous month nod 6 in the corre· out contracts for 522 wagons of different type~ for the railway
Rp<Jndir.g month of last year. Tbo imports amounted to 9561 ton•, tiistricts Altona, Breslau, Kiiln, 1':-<son, Hanover, nod Magdeburg.
nn increase of 10.004 tons over July. 'l'he exports totalled 29,351
The Coal Trade In Germany.
tons, sh<?wing the acceptable incr~o of 3115 tons. 'l'be coal
In Silesia consumption in coal increases steadily, with the
tonnaga tn exports was 22,983, and tm plates 4468.
result that the t'carcity already complained of is becoming more
Another Coal W inning.
marked in all districts, nod quotation>~ tend upwards. 'l'he Silesiao
At the International Colliery, A borcravo, the 4ft. seam Coal Convention is going to have a meeting shortly for tho purpose
wa'< reached this week. 'fbis moans tho employment of 100 of fixing advances in tbe prices for engine coal. What has been
reported of the Silesian coal market may also apply to the Rbenish·
additional men.
W t!Stpbalian coal producing district.'!, and for the South German
coal market nil acc:mnts given are !latisfnctory, so far os demand
Non-un ionism Troubles Ceasing.
At the last meeting of Kbondda Gollierio.> it wa.s notified is concerned, but complain~ incrGa.\le r~arding insufficient
tlmt a large number of non-unioni~ts hati paid up the arrear:!. At sJpplies.
Furndalo J!iO had fallen into lino.
Austro-Huogarian Iron Market.
Considering the time of the year, the present employment
Iron and SLeet Trades.
Tho condition of thing~ may bo summed up as satillfac- in the iron anti steel industries of Austria- H ungary must be stated as
bry, and prospects hopeful a:s regard<~ a continuauco. 'l'bo large being decidedly good, all the principal depar tments reporting themHu,~omer works bold substantial orrlors for heavy rails. 'l'ho<~e selves well occupied on orders for immod1ate and forward delivery.
include lnrlian ~tate lta•lway requiroment.~1 _:;_outb African, and the tlungarian dealers accordingly rai~ed the ~tore prices fur i~on
Arp~ontino Republic. One largo Cllrgo of 2uw tons left Cardiff this articles 1 crown p.g., and the Austro-H ungnTinn Iron ConventiOn
week for Bombay; another left 1\'oNport with 700 tons for will soon regulate, or rather advance, the prices for the fourth
Kurochoo. Amongst lesser exports wore 450 tons steel billets for quarter. Dealers a~o buying _pretty largely now, in ~rd er to be
Liveroool from Kewport, a cargo of gnlvnnised iron, and numerohs !Jrovided before the m tended n se takeil place. For p1t coo I, and
coo.st"·i,o shipments of sheet iron to Hristol. Pig iron continues to coke o.s well as for bro\vn cool demand has steadily improved
como in frdely, two cargoes bcang received from 8:1rrow and 1000 rluri~g the week, but as consumption is heavier than ou1put, a
tons from GTimshy, the h1tte r at Swansea. La~e quantities of want of supplies is felt more and more keenly.
scrap iron have been sent to Neath from Portsmouth and
Orders Increase In Fra n ce.
J~nrlon.
fron ore is coming in great quantity from
Bilbao.>, prircipally to Blaenavon nnd Ebbw \"ale. An indicaThe 18-:lt two weeks in Augu~t, though generally quiet,
Lion of the favourable character of tho trade is given by the h \\"0 this year brought an increasing number of contracts to iron
n1mour of increased furnace power, .~<.c., at 'l'redegar ; also at anrt stool mn.~ter , and a very healthy tone bas con~e(Juently pro·
J.tanelly, whore large extell!lions aro going on at Glanmor Iron- vailed in all departments. From week to week the terms of deliworks . At this place one department i~ stated to be preparing very aro getting longe~. l:l?me cont~un~ptio_n b~ing so exceedingly
for oloctrically·driven machines. Demand for tin bars at Swansea satisfactory, comparatiVely httle attent1on ·~ g•ven to export at
i~ maintained. Lord Glantawe at the Swansea Metal Exchange pre.~ent. 'fhe basis quotation for merchant hors remains at 210f.
thi~ week commented upon the formation of the South Wales Steel p.t.; p;irdors, 215f. p.t.; common steel plates, 230£. p.t. Nochango
Association, and imt>ressed upon manufacturers generally the can be reporteti in tbe French cool industry.
neccs~ity of maintaimng tho good repute acquired for quahty, n
character not always deserved by American produce. At the
Satisfactory Trade In Belgiu m.
l\Ietal Exchange tbi~ week the following price!! were quoted :'!'be accounts given regarding demand and employment in
Besse•nor pig, mixed numbers, 67s. 3d. ; Middlesbrough, 54s. 3~d.; tho di~orent departm~nts of t~e iron industry are fayo_u~ablo
1:>cotch, 60•.; Welsh hematite, 7~~- 6d. Steel bar.:>: Siemen~>, increastng firmness bemg felt m many branches. Semt-timsbec:t1
£5 2•. 6d. to £5 5s.; Bessemer, £5 ~. 6d. Iron ore at Newport steel is scarce. Quotations for finished iron show an advance.
and Gnrdifr: Rubio, 19:!. 6d. to 20s.; 'fafna, 20a. to 20.:>. 6d.; Iron bars are paid with H2 ·:i0f. p.t.; steel bars, 147·50f. to l 50f.
Almerin, llk 3d. to 19s. 9d. Bar iron is being despatched freely p.t., f.o.~. Antwerp ; and for ho?lo consumption 15! :SOC. p.t. is
to Lydney.
p~id for 1ron bars,_ steel bars n_?d 1ron bars No. 3 reahs1!'g 160!. '£· t.
O• rders are very tirm, at 143·t5f., f.o.b. Antwerp, wbtle 142· r5f.
Tin-plate Business.
p. t. is quoted for inland consumption. The plate trade maintains
All the tin·plato mill~ in tbo S.vnn~oa Volley were bu~ily the favourable tendency of former weeks, common plates realising
omployecl last week. The chief yield wn.~ black plates, with some 160f. p.t. for fore~gn consumption, ~nd 170f. p.t. for in.la~d
mixed ~beet'i for Russia and other buyers. l:$h1pment.3 continue demand. At the ra1hva.y and con.~truct•on shops a healthy nctl\'lty
lnrge, anrl ono ~atisfactory item wn.~ a consignment to San Fran- is reported to be going on. I talian orders have been coming in
cisco. Last week the shipments wo1o 75,695 boxes ; received from freely of late. The condition of the Holgian cool market is princiworks, i8,715 boxes. Stocks are at 14.7,745 boxes. A make of oil pally unaltered. The tenderings for the State Railways that will
plates, 18~ by 14, for America figured amongst the exports. There soon take place will most likely bring an advance in quotations for
i~ a good in•tuiry froru the States, also from the Pacific Coast. On several sorts of cool at least.
'Gbnngo it was remarked tbat American business was likely to
incrcMo, M home works were too busy. During Nove::nber San
Frnnciscu requirements will be large.
General quotations,
Swansea, are ns follows :- C., 18:1
14, Bessemer cokes, 13s. 3d.
to l.:J~ . ISd. ; C., 19 x 14, 1Ss. 3d. to 13s. 6d. ; C., 20 x 14, 13s. to
AMERICAN NOTES.
13s. 3d.; odrl sizes, 13s. 7~d. to ]3,q. 9d.; G.A. roofing sbeet.q,
£9 5s. to £9 l~s. 6d. ; big ~beets for ~alvanising, £9 12s. 6d. ;
(Fnnn our own. 01m'upondtn.l..)
linishod black plate!<, £9 10s. : block tm, £184. Copper trade
N r:w YORK, September 12th.
improving ; latest price, £87 li~. 6d. Lead, £18 5!>. ; silver, 31<fd.
ON•: of the interesting features of t~o steel inrlustry at present
por en.; spoltor, £27 15s., brisk. Tubo workR steady.
is tho intlow of a multitude of small orders for structural material
to be U!<ed in the erection of now shops and foundries and in tho
extension of existing plants. 1'be.~e small orderd range at; tbo
way from 100 to 1000 tons. Thi'l line of business is taken at the
highest prices, especially, bccnuso tho deliveries nro to be mnrlo in
NOTES FROM GERMANY.
a comparatively sbor t timo.
( F'r()JII. our own Ctm'upo~. )
J:.arge orders are also coming in for material for bridge construction for the llarriman linos on the Pacific Coast. Order3 from
F••ont Rhelnland-Westphalla.
this Kource, including some additional orders ti1ken la.~t week by
l-kAHtiT\' in raw material and rising prices are the charnc· the Steel Corporation, call for about 70,000 tons of fabricated steel
toristio.' of lbo Rhenish· Westpbalinn iron market. 1'he opinion to bo delivered at periods closignaterl between J anuary 1st and
provaill! that n very good trade will be do.>no in autumn and winter, J uno :;Oth. Orders aggre~ating 12,000 toru. of st ructural stool
uniOI's the wage., IJUestion 11nd strikos 11bould impede the further have beon placed during the pa&t week for delivery at various
clovolopwent of the iron industry. The term s of delh•ery !!tipu - points in the Nor th· Western States to be u~ed in the con8truction
i!llod for got lvn~or and longor : an somo CllSO.'I three month, have of limnll bridges. The Great Northern Railway is extending its
boon t\Skod. l'ag iron remains very llcarce, and conseq uently firm o•·o rlock~, and has ordered 000 ton~ for this purpo•o. The Illinois
in prico: a ri~u m CJUOtatiun~ has, howover, not yet taken place. Stool Company has taken orders for frog~ and switches for a number
Supplies in coal nnd coko, o.s woll o.s in iron ore, are much s10aller of railroad~< in the Westand South-west, aggregating 35,000 tons.
than do~ired. Prc.~ent price for Rhonish· Westphalian foundry One order for frogs nncl switches bo.s been taken by the ~o me corn·
pig No. 3 is M. 70 p.t. ; No. 1, llf. 7 ; hematite, i\J. 82 p.t. ; pany for export amounting to 5500 tons. l{ailrood requiremen t.~
Luxomburg foundry pig No. 3, ~1. 155 p.t.; Luxemburg fOr,(O pig, continue to llow in calling for stool rails, track material, railroad
M. 57 p.t. : spicgoleisen, 10 to 12 p.c. grndo, M. 9'.2 to M. 93 p.t. ; tics, freight cars, locomotives, including machinery for machine
forgo pip:, _M . ~3 p.t.; iron for s teel making,_ M. iO p.t. Acti~ity shops. 'l'he demand for machinery is qui to urgent for the mon th
in tho soma·fimshed steel trade has further Improved, and pncos of ~optomber, nnd nearly all of our mnchino shops, foundries, and
havo mot with ar. advance of M. 5 p. t. Present quotations conso· on~incoring plants have entered upon tho autumnal :season with
•1uenUyare: -Hawba.r s, M.!l2-50toM.97 p.t. ; billets, M.105p.t.; n lnrgo amount of busino..qs, A largo amount of machinery will bo
vlatos, .M. 107 to M. 170 ·50 p. t.; for k,lntes in lii~omonl!· Martin wnntod for the construction of tho tunnel to be built by tbo
,1u:dity M. [) p. t. mbre i~ paid. 'J he prices for linishorl Michigan <.:ontral Hailroad under Lhe IJotroit ltiver. 'l'ho tunnel
iron will likowi:~e be raised , and ~omo nrticles have already will bo 7 50ft. long and will c<>nsist of two tubo.> which will
t"Oalisod hi~;her prices tban formerly.
For merchant bars connect Detroit, Michigan, and Wind~Sor, Ontario. A largo
m basic M. 13i ·50 to M. HO p.t. , and oven more hns been received. amount of machinery and tools will be wanted by the Grnnrl
An oxccllont condition prevail, in tho girder tratio, and increru!ing 'l'runk Hailway to ~uip its largo shops to be erected at Battle
occupatiOn is reported from the plate and sheet market; in heavy Crook, Michigan. B1g mining enterprises are being developed,
plate.' the total production till the end of tlto year has already been aud tentative inquiries have already been made by some of the
~uld. 'l' ho mi lls a re engaged to their fullest capacity, lout con- comJ anieJ operating in tho North·west and in Alaska.
Tbo
sumers, nevertheless, complain of ta rdy deliveries, which is owing r<quiroments for machinery will be vory large during the remain·
to a scarcity of workmen at the pinto mill~. 'l'he wire market is inJl months of the year.
very firm. Wire rods aro in vigorous demand for home and for
European consumers of refined copper are making heavy purforoign CQO ~u mption : also in drawn wire a very acti,·o business is chases of copper, mainly of tbo electrolitic grade for shi pment
dono. Wi ro mils sell freely, hut C)Uotationll hnvo decreased since durin~ November ami December. Homo consumers of copper nro
the di ssolving uf the Uonvcntion. In the tool nod hardware olso hbornl buyers at 19 contli for lnko nnd 1 !f for elcctrolitic.
bul!iOOilll n genom! improvement is shown.
'l'ho dowtmd has led to an ad vnnco of ~ cent per pound. Ship -
CATALOGUES.
Clw,,u:r Bnos., Limited, Manchester. - " Grossley's Gas I~lant.s "
is the title of a pamphlet giving particulars ancl tllustrnttons of
producer go.s and pressure go.s installations.
THus. Roa1:-;so:-; AXO So:-;, Limited, Rochdale. - <;:atalog_ue
Series 8 Section \". Tbis sect1onal catalogue deals specJally w1th
plnnin~; surfacing, tbl?k~e.~ing_. jointing, sand-p~pe:ing,_ anrl
mouldmg machines.. Jt IS lmfX:'SSibl~ to _bestow too ~agb pnuse o~
this firm for the adm~rablo wny tn whiCh tt produc!IS 1ts catalogues.
They all approach very closely to perfection.
HoL~IE8 A::\0 Al.l,EN, Wellington, New Zealand. - Pamphlet
descriptive of an automatic non-~oulin~, swivelting trolley bean. for
elcctrac tramway systems. T b•s ~ev1ce has a powerful tlex•~lo
spring which operates the non-fouhng gear anti acts as a cush10n
and m~kes t he t rolley wheel much mo.ro lively: It thereby kc~ps
it in continuous contact with the w1re, spectally when pa.~mg
junctions, frogs, and around curves.
LAUNCHES AND TRIAL TRlPS.
ETH n, steamer : built by Messrs. ltopner and Son: to th e o.rdcr
of Messrs. W. Tulley and Co., Hull ; to carry 5250 lo,ns ; n!•g~no~,
triple -expansion, lin ; constructed hy Bla~r and Go., l_,:nnt~d,
Stockton; the trial was in ovory way snt•~factory ; tr1al tr1p,
September 11th.
MATHILOA steel screw &teamer; built by Wm. Gra y and Co.,
Limited ·
the order of Mr. Jacob ChristeOEen, Bergen i
dimensio~s, 317ft. 6in., 50ft. by :.!7ft. liin. ; en~nes, triple-expansion, 2.'iin., 42in., 70in. by 45in., pr~sur~ 1 0 lb. ; constructed by
builders ; mean speed, 12 knots; tnnl tTip, September 12th.
As<:ARO, steel screw steamer; built by :\ orthumb~rlnnd Ship·
buildin~t Company, Limited : to ~be order of_ forc1gn owners ;
dimons10ns, 372ft. , 4 ft. by :jOft. lOm.; t:c> carr¥ t300.tons d.w~_on
2ft. ~in. : engines, triple-expnnsi?n, 25m., 4hn., 6!lm. by I •.n. ,
pressure 1 0 lb.; constructed by H1chnrd~ns, W ~tgartb a_nd G?·,
Limited ; n speed of 11 knots was ons•ly attamod ; tnnl tr1p,
September 15th.
Cw:Nus, steel screw; built by Wood, Skinner and Co., Limitetl,
of Bill Quay-on·Tyne; to the order of _Conrad _ Bium~r Hofganrd ,
of Christiania · engines, triple-expa nSion, 18~m., 30in., 49m. hy
S:Jin. stroke, pre..<:Sure 1 0 lb. ; con~tr~cted by th~ 1\' orth: rAIStern
Marino Engineering Company, L1m1ted ; notw1t~sta~dmg t~e
strong weather, a mean speed of 10 knots was mamtamed ; tnnl
trip, 'epternber litb.
.M,\ l' OE, steel screw steamer ; built by lrvine' . 'hipt.uilding and
Dry Docks Company: to the order of Messr,;. Thomas Appl?bY
and Co. West Hartlepool ; climensions, 336ft., 4ift. uy :.!Ht. lOm. i
engines,' triple-expansion, _24in., I,Oin., . 6~in. b:r 45in., pressure
160 lb. ; constructed by Bla1r and Co., Lnmted, ~tockton; launch,
September l S:h.
U:
PERSONAL AND BUSINESS ANNOUNCEMENTS.
WE are a:!ked to state that tho United States Metallic Packing
Company Limited of ::>oho Work:>, Tbornton-road, Bradford, hM
opened a 'branch office at Angel Chombors, York-street, Swansea.
WE are informed that the jurors of the 'l'ou~oing Exhibition
have awarded a gold medal to the exhibit of the Uni ted State11
Metallic Packing Company, Limited, of Soho Work,., 'I'burntonroad , Bradford.
1\'t:w Rorn;: ·ro lH t:LAI\0. - We are asked to say Lbut tbo
arrangements of signalling nod interlocking of the Harrow anti
Suir opening bridges were designed and executed b~ 1;axby ami
l<'armor, 53, Victoria-street, nn<l have received the cnt1ro approval
of the inspecting officer of the Board of Trade.
'I' HE R.\JI.WA Y Cu;s.-'l'bo first meeting of lhe winter sc:llSion
wo.s held on 11th September, at No. 92, \'ictoria·streot, S. W ., wbon
Mr. J. }' . Gairns delivered an address <.n '' ~ome Hail way
(;uriosities." The lecture dealt with frook and curious locomotives,
peculiarities in workiog, nod other interesting curiosities, many of
which abound on the various lines both at home and abroad.
LEE Oil ASSOCIATION 01' ENOINt!BllS.- '!'he members of the Loedll
Association of Engineers paid a visit to the works of Messrs.
Dobson and Burlow, of Bolton, on the l ~th inst. They wero
accompanied by their president, Mr. W. H Drake, nod tho secro·
tary, Mr. Robert J~upton, and were received by Capt. B. P. Doloson,
.Mr. H. S. Forrest, and member:~ of the ~toff. Dinner wo.s
provided at the Swan Hotel.
THE IN::~TTTt'TE OF SAKITARY ENO INEEt\S.-- 'fhe opening se'>Sional
meeting of the Institute of anitary Engineers was bold at the
Holborn Restaurant on Wednesday lo.st. Unlike most of tho
technical in~titutions' opening meeting, this one wa.<~ of a ~inl
character. The members and their lady friends were im;ted to n
musical evenin~ by the president--P rofessor Coker, ~LA., D.Sc.,
F.R.~.K Dunn~ the proceedings the chairman of the CouncilMr. Geo. W. Chtlvers, M.R. San. I.- gave a short address. )lo
remarked tbt\t the Institute was in a prosperous condition, and
that during the past year 93 now members had been onrollod.
Thoy had now four district centres. These were at Manchostor,
lo:xotor, and Cnrdifl", whilst at Northampton a new centre had ju~t
been formerl. Brief reference was mnde to the work of tho l n'lti tuto, and some of the papers to be rend during this session woro
announced. The procectiings terminated with a vote of thnnk~ to
Professor and Mrs. (Joker, a most enjoyable evening havinp: been
spent.
COXTilACTS. We :~re informed tbnt the .'talyloridge, Uyde, &c.,
Tramway Board have docicled to install a 2000-kilowatt turbir.o sot
in their generating station, and have placed a contract, which
inclutlos a turbine generator and conrJonsing plant, in tho hands of
W illanq and RobiMon, Limited, of Rugby. Tbo alternator, which
is to be of the three-pbaso typo, will bo built by Bruce, Peoblo.~, and
Co., of l~inbuf!th .-Among tho several contracts received by tho
Stirling Boiler Company, Li mited, of Motherwall, wo note ono for
1.\ boile r having 2760 sq uare foot of heating surface, for the Urhnn
District Council of Colwyn Bay Electricity Work:l. Also an ordor
for a Stirling independently-fired superhenter, cnpalllc of superheating 80,000 lb. of steam por hour, fired by chain grnt.e stoker,
for tbo London Electric Supply Corporation's Doptford power
station. -'rho contract for the olcctrical installation in the now out
patients' bldck of ~t. &rtbolomow's Hospital, which is in counoo
of oreotion, has been awarded to Messrs. 'l'hompson, Ritchie, and
Co., Limitet;l. The accepted tender is in accordnnco with tho
qJ>I>cification of Mr. F. Chnrl!l$ Rapbaol, and includ&~ the lighting
of the block-about 900 lamps-,,·,ring to the llfl and fan motors,
and the provision of the motor generator and circuits for lho
medicnl applications of olectrieity.- Toe firm of J ohn I. Thornycroft and Co., Limited, hM booked an order for a lnrge passenger
pndcllo :;teamer for illes.•rs. ThOl'. Cook nod Sons (i':gypt), Li mited,
for tourist ser vice on the N ilo.
•
SE PT.
21, 1906
T HE ENG I NE ER
dr.1wo in by the piston r. Little power is nl,sorbed in moving the
BRITISH PATENT SPECIFICATIONS.
piston c if the oylioder /, is in opon communication with the corn·
J'rd..<sion chamber tt on both sides of the piston by means of the
Beluua at&d A bridged by J AMES D. ROOTS, M.I . Mech. E. conduits I and '· f'or this rea.c;on the piston c clot~s not transmit
any back pressure or negative work to the parts of thtl dri,;og
WM!t an. in.vtntUm il commvn.icaud from ab1'0<Id tM 1\llm( a!\d addreu of gear. 1'he latter have merely to overcome frictional resisumce.
I'~ Commvni<:ator il printtd in. itatic1.
After the piston J: hn.s arriverl almost at its deari point, the piston
WJlftl IM abridgmn~t it not illtutrottd tlu Sptc\JicatUm iJ wi&vt drawing1. r 2rarlually drives the contents of the chamber b into the comrres·
(»piu of Spt~li<ma 'IIUIY be obtaintd at 1/u Pal.nlt·OQI« SaU Bran.ch, 25, sion spaco of the cylinder tt over a known ignition de,·ice :.
The
8'>Vthampwn-bualdmga, Clwn«ry·lant, Lond4n, II'. C, m Sd. tach.
CO!nhustion or workincr process in the engine cylinder depends on
Tlujh·lt dau qiwn it t/u date ofapplocali<m · tlu uctmd datt o.t tAt tnd of
tt.~ ~nt ia tlu dau of tht adm-ti~tmtnt i.J tlu ~tanot of tJu eomputt the kind and speed or the pa..~<al!'e of fuel from the chamber, and
can bo thoroughly controlled nnd regulnted J.y the d.;ving gear, so
1 ptc\llcat «>n.
Any pn-aon may on any oftM ground.! IM~ttimud in th4 ..41'11 within t1D<I
,,,ontht of 1/u dau giwn at tht tnd of lht abridvrntnt qiw ~lict at tilt
Pal.nlt·OQI« of vppo~iiWn. to 1/u qt'ant of a PaUl> I.
'
STEAM E N G IN E S AND BOILERS.
Apr·il5th, 1906. - htl'llO\' F.MENTS t~ TRE VAI,\'E GRAR o.l';TKA~I ENIIINf:s, ./am•s R. lfnpfl"''• 16, Danilo•··.•trtel, ..llnscow,
82i1.
R u.•.~ta.
T?is inve~ti?n rel a.tes to the valve mc.tioo of steam engines,
havmg ndm1ss1on valves of the double or multiple-beat type
actuated by n lever. ono end of which is pivoted to the valve stem'
while tbo oth er end receives motion from suitable valve j!'ear tb~
underside of this lever rolling on n fulcrum plate so that the ~nlve
iK.lifted with a .vn rying purchase. 'J here are three 6gures. Fig.
1 1s a cro~s !lcct10n of on!l t>nd of a cylinder with admis~ioo volve
nnrl ful crum !over, nnd n sirlo elevation of the valve lever, exceotric
uo<l cam mot10n ~ear, the fulcrum le,·er being at its upper position
and the valve full open. The valve A has its stem D attached to
the .bo1low piston guide C, which by m_eaos of the spring D ncting
ngamst the cap E prel'Scs the vnh·e to 1ls ~eat "hen not otherwi"e
controlled by the motion gear. The vnlve lever F has one enrl G
pivoted to the piston guidt> C, and the other end H connected by
t be rod I to tho ex centric J on tho motion shaft K, nod the lower
~urf11ce of the lever F comeq iuto rolling contact with the fulcrum
E
N '? 8,271.
V
u
309
~baped
C'h amber serving ns a keel, the object of the invention
being to improve the coMtmction of this class of '·e.osel. The
boat hBS a hull with a tint bottom ; the median cbaooel-&bapcd
chamber of the hull is comparatively narrow, ami taper~~ or
narrows from amid~hips to the bow in the forward direction, and
in the rearwarrl direction prefe·ahly to a point approximately halfway between the centre of the hull and the stern. the cbannel~baped chnmber servin~r to receive the motor in the well-known
mnnoer, nnrl its depth ueing sufficient to permit of the prop~>ller
Ehaft being approximately horizontal. Furthermore, the bull of
the boat ill made of wire-laced venceri! of the kincl described in n
former specification. 'l'his mate• ial is preft~rably moulded or
shaped to form the hull of the boot, of which a port,;on is cut t"
'li,·e access to tbo interior of the boat. There are three figure~.
~·ill' 1 is n side elevation of u boat, and Fig. 2 is n plan : et iRthe
bull of the boat., which is made of wire-lacerl ,·eoeers and is so
Qbaped that. the lorger portion is formed of a flat bottom b, which
ret:ts upon the llU rface of the water. A median cbaooel or bun,.
•baped chamber i~t provided on the bottom of the hull and tapers
'lr norrow11 fore ond aft frmn amirl~hips nod serves as a keel for
•teadyin~~; the boat. 'l'he hull and keel or median channel aro
moulded or ~Shaped from the wire-laced veueers, and when li<>
rnoulderl n portion is cut away to give arce'IS ~ the interior of tho
hoat. Dy con~tructing tho bout in this manner a boat is obtained
which, whilst posso•sing ~treat strength, is yet sufficiently light to
causo it to ride with its Hot bottom upon the surface of the wator,
t!lereby practically overcoming the formati on of waves and very
materially lel'Sening the frictional resi.. tance to the motion of tbo
boat. T he desi.zo of the hull will be understood from the vertical
mould soctio011 l to !l and 1 he bori~-antal mould sections 1 to J.
rbe chnonel-shnperl chamher Perve~ to receive the motor cl, aorl its
.tepth is such that the propeller shaft ,. is approxi!lltltely hori: on \.al.
- illf:JUA! '};2nd 1 1!\00,
R AILWA Y S AND TR A MWAYS.
that these important conditions heretofore left to themselves are
now brought thoroughly under control. The small chamber band
its piston do not act as a compression pump for the gas, as the
co:npressioo, owing to the open communication of the two chambers,
i11 effected by the mnio J.liSton. The piston c acts only as a device
for regulating the combustion, nod transfers the fuel into the corn·
pression chnmber more or less gradually, thus determioin~ tht>
. hope of the combustion curve, whilst the quantity of fuel intro·
rluced control$ the nrea development of the cliagraLO.-. l lltJlls! 15tl,,
1906.
7397. .March 2ith, 1906. - IMPilOVE~IENTS RF.l.ATINO TO IONITIO~
D•:\'ICES ~·on Exr•r.OSIC>N MOTOII:l, lfn1 rik A nJust Bertlirtw,
6A, U•·vadersgl'alld, , toc/.:/.olm~ S1rNlm. lJa.u under f 11ter·
71ettionttl ConumtiCJn Jc'" uw'll 3l.~t, 1906.
This invention relates to igmtion devices for explosion motors,
and hn.s for its object improve:neots in devices for protecting tbe
ignition body. which causes the explosion of the driving ga.•
mixture as fully n.s possible from being cooled. The ignition bo:t)
consi~ts of a lengthwise axially-pierced cylinder of ~<ome fire-proof
heat-resisting material, preferably of ~oapstone. The cylincler a,
which on the outside is provided with urackl'ts or studs b, is placed
within a largo cylinder r, alEo of soapstone, nod this cylinder,
being providerl with edge flanges don the outside, i~< put into tbP
cyliod ricnl ignition <:ha'Ober 9· In cor.sOI}uence c.f th ' pr..s<Joce of
25,193. December Gth. 1905. l.MPRO\'E:MF.~TS J:S TRAliWA \' Pmx~.
Lorenzo William Crost.n. Musters-road, Wel't Bridgford, Not·
tinghnm, and Frerlerick William Didder, 1:3, Yictorin·street,
Westminster, S. W.
This invention bBS for its object improvements in the construe·
lion of fixed and mo,·able tramwny poiot,.q from ordinary tramway
rails. Accorrling U• one> methorl of carryin~~; out this invention the
point i11 made from two pieceq of ordinary tramway railll, eitl..er or
hotb of which may he 11trai~ht or bent accordin~r tl the requirements of the point. The grO?ved portion of the hea<.l of encb piece
uf rail iR removed, and the pieces of rails reve~ed so that the
tread port ion of the heads of the two rails are aujnceot to, or face
uacb other , the fJ,,nges of the rail pieces being cut to allow of tho
railll heiog pltlced in their proper relative positions. Between
the rails there are intermediate arched spacing brackets, and at
both ends theso brackets are ~haped for the connection of the
poinL~ to the end of tbe orrlinary ra•ls, nnrl may also form n roorl
snrfn, e \..otwceu th~ two rnils nt the broad end of the point, the
N'? 25,193.
N'? 7,39 7.
-
c
Fio.l.
plate M on the le,·er L, which has its end N pivoted to the va:ve
casin~~; 0, p·eferably in such a position that its axis of o~.-:illatioo
coincides with that of the enrl C of the valve Je,·er F when the
valve is closed. 'fhe end P of the lever Lis attached to the rod Q,
which has its lower end R carried by the lever S, pi,·oted oo the
pin '1' and made in one with or attached to the lever U carrying
the roller V, which re!'ts against the cam W on the ~haft K, the
roller being he!rl up to its work hy the ~pring X. Y is the lorger
radius of the cam, and Z is tho smnller radius <>f the same. Some
time uefore it is required to open the valve A, the larger radius Y
of the cam W comes OJ.>po.iite the roller V, aodithrougb the levers V
nodS nod the rod Q forces the end P of the lever L into its upper
position. The lever F then opens the valve A by the action of the
excentric J nod rod 1 on the enrl H, using the plate M as a
fulcrum. 'fhe ca.m W is capable of bein~ shifted round an arc of
the circumference of the shaft K. and its position is so adjusted
either by band or by an automatic governor, that at the point in
the revolution of tb<J shaft .< wher. it becomes oece.·~snry to close
the valve A, the smaller radius of the cam W comes opposite the
roller\', allowing it tu approach the Gbaft K nod the spring X to
!)ring the end P of the lever L to its lower position. The fulcrum
plate M therefore drops out of contact with the lever F and the
ood G of this lever, remaining unsupported, allows the spring D to
olo e the valve A.-A li!JU.•l 22nd, 1906.
INTERNAL C OMBUSTION ENGINES.
rails aorl bracke~ being fastened together by bolts and rivets, and
6sh·plates \\here nece.-~s ry. Fig. 1 is the J.llan of a fixerl point.
fig. 2 is a Eectioo at A A, Fig. 1. T he points nre uuilt up of t\\u
lenl(ths of rail 1 and 2, the p;rooved POJtioo of the rail length,.
being cut nway und the rail lengths €0 placed that the trends art~
adjacent to each other, the flanges of either or both rails
heiog also cut nwny to allow of the rail len~ths beiog
!Jlaced in the cle~ired relative po&itionl'. For the tixed the rail
lengths 1 and 2 are connecter:! together by brackets 3 which are
recessed for the point centre piece 4, upon which the tixecl tongue
.) is formed. This centre piece may be let into recesses formed in
Lbe brackets or it may be attached to the brackets by screws. At
he broacl enrl of the point the bracket 6 is exteodecl beyond tho
.md of the rails for the connection of the rails 7 nod 8 which are
attached thereto by fish-plates 9 anrl ~-tuitable packing~<. At tbo
Lhio end of the point there is another brac~ et 10 to which the roil
1 I is attached by fi~h-p!atc.s 12.-. l "JII·'' 22u1, 1906.
R OAD MOTO R
V EH I C LES.
22,86-L Kovcmber th, 190:}.- brrROVEME:->TS ll\ OR IU:I~\TI~I'l
TO Rr·urHm 'l'ltEAD:l nn TIRF.S ~·on WHE~:rJ;, Edward .Uric.J
Killen, !i2, Q11een \'icloria-street, London.
T hill invention relates to improvements in or relating to rubber
t reads or tire~ for wheels. It oonsi~ts prinoipally of two wen ring
parts, one n rubber part and tl-ao other n binding met.'\! rim, anrt
thi~ t iro prevents the dangerou!' skirlrling nod ~lipping whit:h
the bracket.'! band the flo.~es cl, there are free pas.."'lges for toe
~as mixture between the tgni•ion chamber and the cylinders
eoclo.•erl therein. and the ~ns mixtu re •nay thus enter the ignition
chamber through the orifice J•, aud from there through orifices i
into the cylinder c, where they come into contact with the ignition
body a. The mixtu re may thus be spread around both of the
soapstone cylinders before the mixture is ignited, and when the
motor has been r uoniocr some time these cylinders will be excessively heated, especially the cylinder a, which, surrounded by the
cylinder c, noel outside that by the wall of the ignition obamber, is
perfectly protected ngainst being cooled and remains incandescent,
thus ensuring a quiok ignition. T he innermost cylinder a, that is
the ignition body proper, may be surrounded by more than one
~oap.•tone cylinder C, if desirecl; l· represents the vaporiser
chamber commnoicating through passage I with the cylinder. . 111!JIISI 22ncl, ] 906.
8218. F ebruary 9th, 1906.-hlPRO\' BMENTS TN OR RELAT£NO TO
INTERNAL CO~IBI 'STlON ENOJNP.S o~· THR ::l!.OW COMBU TION
T\'PE, Otln·iidtr Sulz~·. ll'mt~·t/1 ur~ Zu 1·ich, S1rlt:n-land.- L'ale
mukr Jntunati(Jtlal Com:nttion, FrQI'llO.I"!J 10th, 1905.
Tbi8 invention relates to improvements in internal combustion
engines, and has for ita objeot to provide means by which the combustion cun·e anrl the development of the diagram may be com·
pletely controlled. In.ternal combu.stion eu~n~ of t~e slo": com·
hustion type are ~rO\'Idert,. accordmg to t.hiA mvent10n,. w1th n.n
auxiliary cham~er mto wh1cb the ~omhust.1ble gas or. m1x t ~1re ~~
admitted. Th1s chamber commumcates w1th the mam cyhncler,
so that tho fuel or charge, whilst retained in the ordinary chamber,
is compre8Sed by the pressure transmit'. eri by the engine piston
throu~b the communication conduit and over an ignition device
MOTOR BOATS.
into the main or engine cylinder1 and by controlling the movement
of this piston by its driving meobnnism the cb~rge can .be forced 18,05.i.
'eptember 6th, 1905. -hiPRO\'RMENTS IN MOTOR
into the cylinder more or less gradually, the d1agram bemg d3ter·
LA Ul\CBI-:S ANO OTH ER SP.L•'·I'ROPELLED VE SEL.<;, The Sauoders
minecl hy the q~antity of fuel ~b~ su pplie~l. There are three
Patent Launch-building Syndicate, Limited, nod Samuel E.
figure.•. Fig. 1 !Sa cent~ I loog!tudmal sec~10n th~ougb part of
Sanodero, both of Solent Works, Cowes, 1. W.
the cylinder; (I 18 the eogme cyhoder aorl J: IS the p1stoo. At the
This invention relates to motor launches of the kind wherein the
side of the C) linder '! is a small au.xi!iary cylinder o~ eh!" m be~ /,
having a piston r. 'l be chamber IJ 1s. 10 o~n commumca~10o \\'lt_b
the compression chamber of tbo mam c~lmder. The p1stoo c IS
driven by suitable ~ear, such a9 ex~eotncs .o~ cams.. Wbe~ the
two pistons are movmg o1:1tward dunn 1 ~be filh_og penorl the p1stoo
J.· sucks in 2as or any SU\table combust1ble m1xture through the
valve d. This filling of the chamber b with a combustible charge
c.10 be effected if de~<ired whil~t the motor is ~tationary by simple
introduction of the gas through the valve d, the entering gas in
such case exJ?elling the air contained in the chamber b through the
1.ipe 1. Dur~ng the sub~oqu eot compre Qioo in the main cylinder
'
1 he pressure created therom operating through the conduit l serves
lL--·-L• -~--.J ____ ._•____ . :. ____ :___. ., ___ _
to simultaneously compre>•s the contents of the chamber b without
the contents of the chamber and cylinder being intermingled, the
two charges being only in contact !lt n given pc.iot. The -~~ition
.
.
.
.
of the point of contact moy be vaned by varymg the conditions of hull IS formed of a. central port1on hnvmg outwardly-bulgmg
tbo euction stroke of tho piston r so that t he main cylinder may lnterol cQm,rartmentll, the lower surfaces of wbich are cie!lip;oed to
contain practically nothing but the combustible gas or mixture . bo nt, or shghtly below, the water level and of a median cbaooel·
N'? Z:.l ,864
./)
Fi 9. 2 .
prevail in all solid rubbor aorl pneumatic tires of to-Jay, nod also
doee not t hrow mud lnterally when travelling over muddy road~,
besides ha viol!' many~ other additional advantages over all to-day':~
tire!'. There nre :JS figures. Fi~. 2 is a view ~bowing a wheel
shod with two t reads or tireq, There is u trend or tire of ntbber
or its equivalent moulded preferably on the flat in a straight
mould, and out of one continuous piece. The outside treading
circumference of this rubber p11rt is moulded into rouorl studs Al.
These ~tuds project outwards from a common mbber base. In the
case of lighter troffic they may project about ~in. to fin. from such
common rubber base, but in the c~se of bea"y traffic they !llay
project as much as lio. to about l fio. from such common rubber
bnse. These stud~ may be about half an inch or any other suitable
distance ~part froto each other. The inside base circumference of
this ruuber part is moulded with rece •ed air space.Q, which in form
may be like an inverted dish, and which are fonneri at suitable
distance~ from each other, nnd having their open bases on the
inside circumference of thi<J rubber part. The number of tbe•e
recessed air !>pace~ exactly corresponds with the number of the
Rtnds moulded or formed on the outside circumferenc<. of thi'l
rubber part, nncl they nre so placed that each stud hn.s a corru-
I
Sr:r-:-. .)- 1 1906
~
THE EX G 11\E£fi
310
!>pondintt oir ~pn'!e henc:~.th it. D is nn angled metal rim having
round holes made therein to tnke the heatl:~ of the rubber studs
which pn'!S right through such holes, leaving only what ma,y be
cnlle(l the nccl.s of the studs surrounded by the smooth walls of
the hole-. in such metal rim. Thi11 rim is su1tnbly Hnnged nt both
it.'! edges, the flanges heing made inwards towards rim centre, nnd
on the et:lges of the rim's outer circumference ore formed three
snitnble nngle11. The steel rim floats on the rubber part A when
tho trenrl or tire is fitted over the wheel proper, and is al ways
isolated from the wheel proper. 'J'he insertion of each rubber stud
in it.~ corr~pouding bole in the metal rim causes the rubber pnrt
to cling to the metal rim. To prevent this tread or tire from
coming off the wheel \'roper o~ from c:reepinjl ~n it, suitable dis<:-&
or wnsbors Care prondecl, wb1ch are mserted 10 the recessed au·
~paces A 9 before the tire is titted over the wheel proper. Such
discs or washers nre made preferably J'Otmd, but may be of any
desired shape, provirlec\ that th ey fit tightly the recessed nir
space~, into which they project, sny. a r1uartcr of an inch. They
sorve n two-fold purpose in that they preserve the shape of the
hase of the nir pace, and in that, when held and retained os
hereinnfter ment1onAd, they serve to prevent the tread of tire
hoing wrenched off the wheel proper. T hey are held and retained
in their proper position relatiVe to the wheel proper by means of
tbo heads of screw bolt 01, which bolts 0 1 pass through the felloe
1) and the metal rim E of the wheel proper, or through the tread·
in.g rim of a metal wheeL- .tl ugu,t 22nd, 1906.
~ 1~. January Srd, 1906. -Tll rnovF.l! e~TS nF.LATI~G TO CLt'TtHt,;,
Soci;u A nOII!Jmt d' Eltctril;it~ tt d'. l utomobilu Jlors, 4,, R ue
du Tt lflto-e, P an's.- IJate !Uld tr I ntn-tlationaf Con<'tniion, illuy
i'2ml 1905.
This invention relates to improvements in metallic clutches of
the Kincl which a re constituted with a drum solid with one of two
>hafts to l;e connected, and upon wh ich there are applied externally
two half collar~<. There are two figures. Fi~. 1 is a rlinmetrical
scrtion through the clutch. Fig. ~ ill nn elevation. The moto1·
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mraM operated by hand for opening the snction ~alve, the hang in<~ide the larger tube.•. The cou~e of the steam is ~oh own 1 y
delivery valve, or a speciul valve, without stopping the motor c r the arrows. 'I here a re fonr clai m•.
enginP. There is one figure, a vertical section; 1 is the s~~ 826.
SHA~'T ··on Tl'nllJNt.'\, .1.
/'ri'.VOft tllld If. . 1.
pump cylinder, 2 is the plunger, 3 is the suction chamber, 4 is the
' P1'1'8NJtt, J>/t i/fldl'lpltia, /~a. F i!t d .':Vptn"~"': '251/t, _1!105.
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discharge chamber, and 5 the discharge or delivery valve ~ea ting ;
'l'bi~ invention is nn elastic ~haft, th e elnst1c1t~· bemJ.! obta10Cd
6 is the suction valve, and 7 it.~ seating, 8 is the rod for liftiu~ tbt
suction valve, this rod being separate from the valve, and pll::-sing
'through a stuffing-box 8•. A lever !l is fulcrumed by the pin
10 to n bracket 11 secured to the cylinder l. The lever 9
engnges with th e rod 8, which is effected by passing the
lever 9 through a slot 12 in the bead at the lower end of the
rod , the le,·er 9 being retaiued in position l:y the le,·er
moving over a quadrant guide 13, to wbic~ it can be clamped or
l'CCUI'ed by a nut l l screwed on a bolt passmg through the le,·er,
nod through a curved slot 15 in the •tunclrant guide 13. The lever
!l and rod are shown in thei r lower }'Osition, ro that the rod 8
allowi! the suction ,-alve to close in the usual way under the force
of the Huid being discharged. By ra ising the lever 9, and securing it in its raised position, the rod
ill raised so that it hold s th e
!lUction valve open, and there i3 no discharge through the delivery
valve, a>~ the fluid already in the pump will hu circulated through
the suction vah·e so held opon. -. l ug~t.~/ 22ncl, 1906 .
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SELECTED AMERICAN PATENTS.
From tht Uniud Statu Patnlt-offl« O.fficial OautU.
CoR~ER FASTE~ISG,
. l ii!JUil i t!<, 19C5.
828,52.'3.
C. A'. Spri.ng,-, C/,imgo, lli.- F:tt-d
This is an in·.-ention for securing large plates of gla..-.s for show
N ~2 42
loy 1,uii1liog up the shaft in bhm·t lcngt hs stcu red t..t each oth er loy
Hanges an1 bol ts fitted with coiled >'prings as ~h own in the engraving. 'I'bere are three claim~>.
:28,. 61. SHAPTINC Hllt ('Al-l oss A~O THF. tiJ,.E, /J, ~~Jloi'Ut1, M~tldlwm . .\'.J. , cuul J. ll'. /Jot!t, .)',,r l'o.-.L·, X. )".
F iiKl . Ip1·il ~lA, 1906.
This invention is fairly de cribcd by the followi ng claim, the
fou rth of no fewer thnn nineteen. A caisson comprising a workinl!
C.'\86~
or windows.
bracket is re~ilient.
The drnwing e!epluins itself. The cnn·ed
There nre two claims.
828,530. RF.•' IUOERATINO AI'I'ADA'l't' S, 11'. B.-otltti·K, f'aolll'it·l•,
1-:nqlan<l.- Filed &ptmt!Jer 2ht, 1901.
The smgle claim is for: In refrigerating apparatus the combination with the ammonia vessel A, the second ammonia vessel B anrl
meanl! for circulating water around them, the gas burner K,
•lehyd rator E, pipes C and D for the ammonia, of an external
[828,861.1
CD
N
Cll
VI
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11haJL A carr:cs the Oy-wbeel B ; to this latter there is fixed a tlrum
<.:, upon the outer surface of "hicb there ore applied the two half
~ollars DD formed of ba rs of steel, which may he lined 'l'.·itb ca.qt
1ron, bronr.e, or other metaL Each of these half collars is attached
by_ one extre~ity d to a support E, which may be attached to the
driVen abaft io, and by its other extremity cl• to the arm g of n
lever 9 ~ pivoted a t g 1 upon the support E. The two levers g G
are apphcd by the partg:! of their a rms G ogninsta part H, generally
of comcal form, which is mounted upon the t>baft J.' in such n
~nnner M to Le capa~l~ of sliding long1tndinally thereon. By its
Ol_syl_ncement, the posltlon of the levers G !/ may be determined at
w_1l m such a manner as to appl y the half collars D more or less
v.g~rously upo!l _the ~rum C. By forming this part H of such
comcal form, ~mng nse to a loo!? stroke for a small displacement
of the levers, 1t is possible toobtnm with al'moll force au e:'!tremel?
effective tightening of the half collars upon the cl rum. 'The lon~tl·
tudinnl displacetoent of the port ll is controlled by a fork A. The
lev~rs !I C are mni~tained !n con tact with the part H by means of
8pnngs J connectmg the1r arms G. As illust rated, these two
Fmppcrts E E fo~m ~ single piece journallcd on the prolongation of
the shaft A, wb1ch 1s connected to the shaft F by a squn re fitting
' ormin(( n joint a.~ shown at J. -. l vgu~l 15t!t, 1906.
eha;nber iJ2 in wbich the ice is formed, means fo1· rnio~ing and lowering the ice chamber l.2, the water suppl/ pipe~ F for supplyin~
water to the cham bel'!', the water tn!JS .ff on the water pipes F
the gas supply pipe ](', the gas t ap i· on the pipe K ', the drain pip~
1-J' and drain tap /t thereon, a nd the le\·er G connected to the
several taps to mo,·e the taps and reverse the operation of the
appara•.u.s simultaneou~ly.
828,:;6:3. NrT-GRI:-.'DJ NG DE\' ICE, J. M i/l,J·, jun., Betoit ll'i&.,
((~Signor to C. H. lJ•xlot, C/,ic,go, 111.- J·ilf'Cl Jan.,w·y: 19th,
1906.
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[8<: 8 , 563.1
cbnmbcr, a hotly of m.\SOnry, noel shnftiog passing through sai.l
b01ly nnd ser1•ing M ll paq__"'lge to ancl from the working chamber,
said sbnfting being substantially nir -tigbt and adapted to he
connected to an air-lock at its upper ond and being adapted to
resist the external pressure of the ma.c;onry and the internal
pressure of air above the masonry, said sbnfting being collapsible
to le.c,sen it.s diameter so that it may be readily withd rawn when
the pier is sunk to the required depth.
29,100. MecAA:sls~I •·on PJ En<'II\C on SHAPI ~>o MF.TAI.I.J<' rs1:0T,
L. IJ. / JadJt, E rie, Pu. - Fil•d S•ptt~nbo· S1-d, 1901.
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This inver.tion consists in th e use of two discs, their a xes set at
PUMPS.
'?'.2,8!35. No"ember itb,
1905 . - ll!I'IIO \RIIEST, I:S
Pn1rs, Thomas
llenry C>llett Homeri'bam, Vulcan Ironworks, Thornton-road
flradford, Yorks, and Thwnites Brothers, Limited, of the sam~
adrl ress.
'J'hi.'l in,•cntion relates to pumps operated by electricity, steam,
N~
an angle, Letween which the ingot is rolled a.s bown, on a piorce1·.
There is only one clain•.
29,172. ADJUSTABLE DAM, F. PoJ:o,·n't. Afomt"~l:d Oatm,·a
A 11sll'ia-Jhmgary.- Fill'd Jfa•·c:h 30th, 1904.
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The dam swings on a pivot, nnd is fitted with a float on lho
22 , 835.
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'fhe nuts are securer! inn frnme, M ~>hown, ancl pM.•ed between
two emery g rinding disc~< in batches. 'fbere a•·a tc::n claim~>.
823,807. AI'PA RATOS •·on Sl'I'F.RHE,\Ttxc: STEA~r, A. B ollfm
11/ ancltutn-, E ngla nd.- F if,d 1\"o,·,.mln 2nd, 1904.
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This invention mll be readil y under•tood from the rlrawingq,
182 8 ,807.1
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CJllter ~)(oti,·c )'l)wcr, and of tho r·h«-~ "here'n the pumpIng of lhml CaJ. be stopped and Kturtcu, and nl1<0, in th e
(•a,qe or double or multiple-cylinder pumptt, the quanti ty of
ll11id l'"mped hy the pump M n whole con be nltered by
'l'hero is an outer flanged box carrying dependent tubes. There i>~
over thePO an nrched dinphrng m, fitted with smnller tube~, which
,Juw n -«tren m side, whit·h tlrop~ into n chamher lhc h oi •ht of lf u>
wnw•· i1~ which dcterntine.s tho po~ili<m of th~ d nn1. '1' hcru nrc
four chums.