1901 December 27th

IRON FOUNDRIES AND FOUNDRY PRACTICE
IN T HE UNITED STATES.
(By our S'JUC'ial Oommislionc-.}
( OonclusiM }
Y.-MO LDING
643
THE ENGINEER
DEc. 27, 1901
MACHlNl~ti.
not of much use for ordinary moulding. It is necessary, therefore,
to success in this direction that a shop shall have a good run of
s tandard repetitive work, and that it shall get into the
S) stem of doing it on machines.
Pattern makers and moulders
alike have to be trained before the best results are possible. In
some shops ruor.t of the work can be moulded by machine; in other
shops little or none is economically possible.
TuE use of moulding machines is very general, and for
a Yaried character of work, large and small, simple and
intricate. T he work includes such castings as pulleys
and gear wheels, draw-bars for railway wagons, and even
bogie frames for tramcars, these latter being 6n. long and
weighing 300 lb. each. The use of moulding machines in
certain individual foundries bas already been referred to
in descriptions of t hese foundries in this paper, and
mention m ay be specially made of the Westinghouse,
Sargent, and l\Iilwaukee and 1\IcCormick foundries. The
latter, melting 315 tons of iron p er day for agricultural
machinery, u ses machines almost exclusively.
The Latrobe automatic coupling and draw -bar for
railway wagons is moulded by machine, cast iron fla.ehs
being used, and the moulds being rammed by compressed
air ra.mmers. These are large and heavy castings. With
han d moulding, a moulder at 12s. 6d. per day, with half
the time of a. helper at 7 s. 4d. per day, could make five
moulds in a day, at a. cost of 16s. 2d. per day for labour,
or Ss. 3d. per mould. With the machines, three men and
a. boy make sixty-five moulds per day, at £ 1 7s. 3d. for
labour, or 5!d. per mould. The Bettendorf Metal Wheel
Company, making metal pulleys and wheels, uses at its
two plants about 450 tons of steel a. day for rims and
spokes, the hubs being of cast iron. The machines used
make three-part moulds; one is for the drag, the second
for the cheek, and the third fot' the cope. From this it is
evident that the scope of moulding machines is not con·
fined to plain work. T apered metal flasks are used for
these machines and for ordinary moulding.
Several large foundries use moulding machines
s pecially designed and built at their own works for their
own particular class of work. These include the Mil·
waukee, Sargent, and Westinghouse machines. T here
are at least twenty-five styles of moulding machines in
use, as shown by the following list , which is probably not
complete, and is not arranged according to order of merit
or importance. Those marked with a cross- X-are
designed a.nd made by the firms using them , and are not
on the market : American m ouldiug machines.- (1) Avery; (2) Burns;
(3) Dela.no ; (4) Eddy; (5) F arquhar ; (6) Farwell ;
(7) Fulton (X) ; (8) Groves; (9) Herrman ; (10) Little
Gia.nt; (11) McCa.nna. ; (12) Maywood ; (13) Milwaukee
(X) ; (14) Paxson ; (15) P ridmore; (16) Racine; (17) Rey·
nolds ; (18) Sargent (X); (19) Stearns; (20) Tabor;
(21) Turner; (22) Universal ; (213) Wachalec; (24) Weiss;
(25) Westinghouse (X). Mentton may also be m ade of
the Bryan vacuum moulding machine.
The following is a.n extract from an article in Gassie1·'s
Magazine, referring to American practice in this respect.
In many moder n foundries moulding machines are an important
part of tbe equipment. These, ia American establishments, far
outnumber those in British ones. Hy their aid unskilled bands
regularly perform tasks equivalent to those of skilled moulder~>, and
even perform them better and vastly cheaper, so that three advantages are gained-economy in t ime, economy in wages, and an
improved product.
But even in moulding machines there are immense difference!.',
and cer tainly tbe last effort bas not been made yet in this direction. They are as bigbly spflcialised and subject to as great variations a<J any single engineer's machine tool. Even heavy castings
do not now lie outside their sphere of operations, nor do those of
considerable depth. If work is of a sufficiently repetitive character,
a machine can be selected or devised for it. H and ramming, ram·
ming by steam, and by compressed air, a nd by water, all give good
results under different conditions, and one cannot be said in general
to be better t han the other. Theoretical objections to any one of
these can be urged, but the sole test is practice, and in practice
they are all working successfully. Several firms now make moulding
machines of portable types, light machines mounted on plain
wheels. Some are of narrow gauge, sand furrows being laid alongside ; others of broad gauge, with the sand underneath.
The most complete installation of moulding machines is that in
wbicb there is no handling of sand, and in wbicb the moulds are
cored and closed by men other than the moulders. This method is
adopted in many shops. I n the most perfect systems the work h.1
not done adjacent to the machines, and the tlasks are not even taken
away by band. In pbort, tbe early methods of machine moulding
-just an advance on the pl!lin plate moulding- bear about the
same relation to the later methods that band work did to tbe early
machine work.
Jt may seem invidious to select any for special mention wben
there are numerous really good tpes. With this disclaimer, note
may be made of three- the Pridmore, Adam~, and the 'l'abor.
Bach is almost a type in itself. The Pridmore, instead of being
tixed, goes to the work, a point worth considering. In the Tabor
machi nes-air operated- the sand is rammed by the air pressure
over tbe pattern, and the platen is lifted by air. Even the dry
br ush is dispe nsed with, for a Bexible air pipe is u.sed to blow tbe
sand from the pattern. The latest development in machine moulding
is the multiple, introduced on the Far well machines of the Adams
Company. It saves the labour of pouring a la~e number of single
moulds, and economises floor space. The latter 1s just as important
as the for mer, because when a Boor is being covered with moulds,
at the rate of, say, nearl y one a minute, it soon becomes full. In
the multiple system a pile of moulds is made, each section of wbicb,
except the top and bottom, bas moulds made on each side. One
in-gate passes from top to bottom. The metal then falls to the
bottom, filling the lower portion before it runs off into the upper
moulds.
In practice the hydrostatic pressure does not produce
swelled caatings in the bottom, because tbe metal in tbe runners
becomes congealed before the full pressure comes upon them. The
limit to tbe beigbt is set by convenience of pouring and by tbe
pressure on the bottom sand. Multiple moulds of from seven to
ten in number are the maximum desirable.
Rapping is one of the greatest obstacles to obtaining uniformity
in the dimensions of castings moulded from the same pattern. It
is always an uncertain quantity in the hands of different moulders,
each man being a law unto himself in this matter. But tbe
loosening of the sand, or else the use of a stripping plate, is essential
i n order to secure tbe clean delivery of a pattern. This is, in a
large deg ree, one reason why moulding machines are growin$' in
favour. Reliance can be placed on tbe uniformity in dimens1ons
of tbe moulds made with them. I n many, strippi ng plates are
uaed ; in some, ra pping alone by ordinary work is relied on.
ln shops doing a general run of work only, moulding machines
would not conduce to economy. For these are expensive, not in
first cost, but in tbe extra expense entailed in tbe preparation of the
patterns, which can be recouped with profit only by a large volume of
repetitive work, and because men ha ve to be trained specially to
operate the machines. If the work on these slackens, the moo are
Z.- S'J'E EL AND MALLEABLE JH.ON FO UN URJJ<:S.
The making of steel castings is a. special branch of
the foundry industry, but two steel fo undries have
been described in this series of papers; namely, the
Sargent foundry and the Shickle, H arrison and Howard
foundry. l:>teel is now u sed for all kinds of work,
ranging from locomotiYe frames and driving wheel
cent res, engine pistons, &c., to emall tools and
machinery parts.
A special means of economically making small steel
castings by pouring a great number at one time has
been devised by Mr. J. W. Harrison, of the N a.tional
Coupler Company. In the case of wrenches, for in·
stance, as s hown in F ig. 59, four moulds will be ma.~e
in one box, and so gated that six of these boxes set
together in two rows side by side are all connected by
of iron, the heat of the furnace, and the operation of the
annealing ovens. A steady uniform heat is required to
p roduce good castings. Where the ovens are heat~d by
coal or coke great care is required to maintain a. uniform
t ampera.t ure, but this difficulty is greatly reduced where
.
oil or gas is used for fu eL
If the packing is charged with sa.l -ammoma.c the
castings will be softer, the carbon being less, and consequently the elongation and t he reduction of area.. in t~e
test bar being greater. In iron for malleable castmgs 1t
is generally aimed to keep the carbon and s ilico~ lov.: to
produce a. soft iron ; while manganese is kept_ fa.1~ly h1g~
to check the shrinkage, a.nd the manganese 1s httle, 1£
a.t all, reduced in the oven. Sulphur and phosphorus
are also kept low on account of their hardening
t endency. In round test bars, ·12in. long, test s made
with the "hard iron," before annealing, and the " soH
iron ," after annealing, have given the following com·
pa.rative results as to shrinkage in the length of 12in.
Hard iron.
Inch.
o·225
o·:l2>
0•235
0 . 237 ...
... ..
... ...
•
•
•
...
...
0
••
Soft iron.
loeb.
...
0•090
... ... o·1ro
...
0•125
. . . . . . 0 . 087
N OTE S.
In regard to the various special facilities instituted in
the foundries described in the earlier parts of this ~:~eries
of papers, the following recapitulation may be given for
convenience of reference :Sand conv eyors, 'W ith feed to moulding benches or
floor. - McCormick, Muwaukee and Westinghouse
foundries.
Water supply pi1Jecl a rou,nd the ftoor.- Milwa.ukee
and Westinghouse foundries.
Natural gas supply.- Westinghouse foundry.
Electric call syslcm.- Milwaukee foundry.
Laboralory.- Shickle, Harrir.on and Howard foundry ,
and Milwaukee foundry.
H ealing, ventilation, lighting, and fire prolcction .General E lectric, McCormick, Milwaukee, Sargent, and
Walker and Pratt foundries.
Wash basins and l!oilel rooma.- General Electric,
Milwaukee, and Walker and Pratt foundries.
Cleatning sand.- ,Valker and Pratt, and W estinghouse
foundries.
Telephone aervice.- Walker and Pratt foundry, and
l\Iuwaukee foundry.
6 bo:xes
24 muriliJ.S•
STEAM ENGINES AT THE GLASGOW
EXHIBITION.
No. xu.
A VERY considerable proportion of the power used in
the Machinery Hall was supplied by the steam engines of
Davey, Paxman and Co., of Colchester. The dynamo of
tbP. General Electric Company, which we have already
fiObo:xes
21/0 mfJUlilS
Section
1'itJ .59.
runners from a. central gate. These boxes are then
packed in a rectangular case which just fits them ; six
boxes-24 moulds- to a layer, and 10 layers in the case,
making 240 moulds in all. The gates form one central
vertical gate, with horizontal runners in each layer of
boxes, and the gates are so shaped that the uon falls
directly to the bottom and only spreads into the runners
as the gate fills up. In this way from one hundred to
one thousand little castings can be made at one pouring,
which is of special importance with steel, since this cools
more rapidly in the ladle than iron. T he loss and wast e
are also very much less by this multiple system. Mr.
Harrison also says that the cost under his system is only
half that of cast ing by the ordinary methods. He has
cast 1000 pieces weighing 4 oz. each, a.t one time,
with a. loss of only 25 pieces ; and he has also cast 500
pieces weighing 4 lb. each.
Within the past few years there h as been a. great
development in the use of malleable cast uon,
mainly for small work, but also for a number of large
pieces. The material is exten sively used for the metal
fittings of railway wagons, draw-bars, bolsters for wagon
bogies, signal fittings, smoke· box steam pipes, excentric
straps, and other locomotive parts, axle-boxes, and other
railway work ; also pipe fittings, sprocket chains, a.nd
parts of agricultural and elect rical machinery.
Its
important economy lies in its greater strength for less
weight than ordinary grey iron castings. Its tensile
·
strength is usually from 40,000 l b. to 48,000 lb.
Cupolas, reverberatory furnaces, and the SiemensMartin open-hearth furnaces are u sed in producing the
metal for malleable castings, the first of these being used
generally for small work only, as the character of the
metal is less under control. Basic furnaces have also been
tried. Attempts have been made to cast a. suitable metal
direct, without annealing, but t hese have been mainly
unsuccessful. A special grade of pig iron is made by
many blast furnaces for malleable work, and the
malleable u on made in a coke furnace is generally
slightly higher in sulphur than that made in a charcoal
furnace.
When malleable castings first began to be generally
used there was a great rush to establish works for theu
manufacture, but as the processes are of a special
character and require great skill, there was e. lack of
competent men t o manage the works. The specifics.·
tions for malleable castings were also very vague.
In many cases the so-called malleable castings were
little better t han common grey iron castings. The
ch aracter of the material, especially in regard t o uniformity and reliability, has been greatly improved by the
introduction of scientific met hods in regulating the grade
P EAC HE
HIGH-SPEEr:>
ENGINE
noticed, was driven direct by ooe of their " Peache "
engines. This is a. triplex vertical compound engine, with
three cra.nl<s at 120 deg., and each pair of small and large
cylinders placed t andem . The lower end of high·pressure
cylinder and upp er end of low-press ure cylinder are freely
open to each ot her. The section of th e engine through
one pair of cylindet's is seen in Fig. 1. From this section
it is seen that the two cylinders are serYed by a. piston
valve of three. rings upon one stem. Steam enters by
the external m1d-len gth part of the valve, and is admitted
to the top side of the small piston by the under side of the top
!>Ec.
THE ENGINEER
644
ring.
It exhausts by the top side of this ring and
descends through the hollow of the valve, to be admitted
by the top edge of the lowest ring to the under end of the
low-pressure cylinder. The middle valve ring serves as a
bar between the boiler steam and the low-pressure valve
port. The exhaust is by the bottom edge of the lowest
valve ring. The valve rod gland is exposed to exhaust
steam only. The valve chest liner is of cast iron. On
the up stroke the volume between the top and bottom
pistons diminishes, and the pressure rises so as to form a.
cushion. Steam is admitted to this space through a. slot
in the wall of the high-pressure cylinder, just below the
piston at the top of its stroke. On the down stroke t·he
re\'erse of this action occurs. Thus the reault is to store
some of the work of the steam on the up stroke and give it
out on the down stroke.
At the commencement of the down stroke the full
with a split neck bolted tight on the screwed end of the
piston-rod. The cut-off is a constant one, and the whole
governor regulation is by throtMe. A two-ball two-spring
horizontal spindle centrifugal governor is used, running
at 450 revolutions per minute. U is belt-driven and is
enclosed, outside the casing being placed a. large spiral
spring speed-adjuster. A peculiarity of the engine is
that the crank shaft is put out of line with the cylinder
centre lines by 5in. There is a. notion that this helps
the engine over the dead points ; but its real effects
are to modify the steam valve distribution, and to
make the up and down piston strokes one slightly
faster than the other. As the tot!l.l piston pressure is
upwards at the beginning of the up stroke, this 5in. side
shift seems to ensure that the crossbea.d pressure passes
from one to the opposite face of the guide at least twice
per revolution. Th ere~ o.re: 1four main shaft bearings in
2~,
1901
high-pressure wain an~ expansion valves, a.~d l~w-pres ·
sure main and expanston valves. The engme 1s commonly used with an independent surface-condensing
plant; but at the Exhib!tion no faeilities had b_een
supplied to any ol tb_e engme-makers. for c~>Oden s~tton .
The cylinders are not Jaeketted, the engme bewg destgned
to use steam superheated to 650 deg. Fah. In passing
between the cylinders the steam is reheated by being
sent through a chamber in which lies a nest of l Ain . steel
tubes. Fresh boiler steam passes through these tubes.
The exhaust from the low-pressure cylinder is used to
beat the boiler feed by a nest of 2in. steel tubes expanded
into a steel tube plate, and giving 200 square feet of
heating surface. The crossbead_ guides are ~ored . to
22in. diameter. The crosshead 1s s steel castmg wtth
cast iron slippers 12in. wide by 15tin. long. The fl;y·
wheel is lOtft. in diameter, and weighs 10 tons. It 1s
Fig 2 .
•
....,
....
•
f lg . 4 H.P. Ex9on slon Valve
"'
.....
I
I
''
'
i
CROSS SECTION,
H.P. CYLINDER
effective area exposed to acting steam pressure is that of
the large piston. At the beginning of the up stroke the
effective piston area is the difference between the large and
small pistons. The cylinders are llin. and 17t in. in
diameter by llin. stroke. The valve diameter is 6tin.
There are no jackets on either cylinder. At the Exhibi·
tion 140 lb. per square inoh pressure was used, and this
at 350 revolutions per minute yields 360 indicated
horse-power. The steam is supplied through a. simple
form of vertical cylindrical separator. The piston pack·
ing rings are held down by a spring junk ring, and
if water gets between the piston and end cover this
junk ring yields and acts as a. relief valve. The
high-pressure piston is a steel casting, and the lowpressure piston is forged in steel. The drain cocks of
the three low-pressure cylinders are linked together, as
also are the three drain cocks on the high-pressure
cylinders. The piston-rod has an asbestos gland pa.<lk·
ing. There is a. four· cock turret lubricator, the four tubes
leading to the three high-pressure cylinders and to the
throttle valve. Each pa.ir of cylinders stands on four
wrought iron studs upon the enclosed chamber frame, in
which the abaft and connecting-rod ends get splash lubri·
cation. The crosshead guide is bored out to 9~in. The
similar guide for the valve stem is also bored out. I n
this latter the crosshea.d is of piston form, and cushions
Ft g
L.P. Expo ns ion Valve
E
E
ftg . 6 . H . P . Mloln Valve
.
I
.~ .
fl9 . 7. L P. Mj'" Valve
•
~
I
....
•
''
...,.
I
.
.
Sectron
,:,
......,
thro' Centre lrne of Cylinder
~- -- .......
STEAM
DISTRIBUTION
VALVES
•
CROSS 8ECTIOIII, L,P. CYLINDER
the up-throw of the somewhat heavy valve, thus keeping
the pressure always on one side in each joint. As seen
t.n Fig. 1, the valve motion is obtained through a. quadrant
lever, pivoted at the side of the crosshead guide. The
t>uter end of this lever is moved direct from the big
'end of the connecting-rod through an inclined link, whose
t>bliquity determines the lead (or equivalent angular
advance) of the valve, and whose Jeogth is also influential
in modifying the steam distribution. All the valve gear
is of mild steel, with case-hardened steel pins and
phosphor bronze bushes.
The design of the cap of the connecting-rod big end
·s hould be noted; it is clearly seen in Fig. 1. The connecting-rod is a wrought iron forging. The inclined plane
t>n the side of the crosshead and the wiping lever resting
against it are for obtaining motion for the indicators. The
'Correctness of th~ motion so obtained depends on the
form of the wiping lever. The crosshead is a steel casting
this engine. Three of these have lOin. length and
the fourth 15in., while all four are 6tin. in diameter. The shaft is also 5tin. throughout. The crank
pin is 5tin. by 7iin. long, and the crossbead pin 8fin.
by 4tin.
In another part of the l\Iacbinery Hall Davey,
Paxme.n had a large horizontal cross-compound engine designed for tramway service, which we illustrate
by a supplement to-day. It bas mounted on its
shaft, between main bearings, a dynamo built by the
Electric Construction Company. This dynamo we have
already fully described. The normal speed is 160 revo·
lutions per minute, and the steam pressure is 160 lb. per
square inch. The two cylinders are of 15tin. and 27in.
diameter by 80in. stroke. The supplement shows a.
good perspective vie\v, Figs. 2 and 8 are cross sections
through the high-pressure cylinder and valves and
through the low·pressure cylinder and valves respectively.
Figs. 4, 5, 6, and 7 are longitudinal sections through
•
cast in hal ves, these being held together by four bolts at
the boss and by four !orged steel hoops of 2in, by lin.
rectangular sections at the rim. A 4ft. diameter flange
coupling connects the fly -wheel to the dynamo. The
governor is a three-ball vertical spindle one. The outward
motion of the balls lifts the case, the weight of which acts
along with a strong central spring. This governor is driven
by bevel geM· !rom a small return crank shaft lying outside
the main bearing on the low-pressure side. A rocking
shaft crosses from the low to the high-pressure side, and
the governor, through this shaft, acts on the cut-off in both
high and low -pressure cylinders, and on both in the same
manner
This arrangement of making the governor
control the cut-off in the low as well as in the high·
pressure cylinder of a compound engine is contrary to
theoretical conclusionq, and contrary to most modern
practice ; but it is adhered to by not a few engine buildere
of high reputation. It would, therefore, be very in·
terestiog to have a defence of it from aome auch makers•
•
DEc. '27, 1901
THE ENGINEER
It may be noted that re-heating between the cylinders
invalidates to a certain limited extent tho theoretical cooelusions referred to, which do not contemplate such
t·e· heating.
On both h igh and low-pressure cylinders the distribubution is regulated by a main valve of the piston type,
driven direct by a fixed exceotl'ic, and by cut -off val ves,
which are also of piston type and are driven each through
a link motion by two excentrics, one of which has 1 ~ in.
and the other 1t in. throw. Below normal speed the
valve gets its whole motion from the 1 Fn. throw excentric.
These va.lve gears are identical on the t wo sides.
Fig. 2 gives a section of the small cylinder and its t wo
valve casings. Cast iron port liners are inserted in these
cases. T hese and the two val vec1 are seen in Figs. 6 and
4. Both valves are of 7 !in. diameter. T he steam
enters at S in F ig. 4 to the 'centre of the grid or four·
ported expansion valve, each port being tin. wide, and
passes through this to tbe pot·ts marked P P P P in
The solid double piston main Ya.lve, Fig. 6,
Fig. 6.
passes the steam by its external recess to the ports
CCC C leading to the cylinder, each port being here 2in.
wide and the exhaust is from these ports C by the end
edges of the piston to the ports E E. T he m ain valverod gland is thus exposed to exhaust steam only, while
the expansion rod gland is exposed to boiler steam. T his
latter exposure could be avoided by making the extreme
ends of the valve solid instead of open, as shown in the
drawing. The passage through the valves on the lowpressure side is arranged in precisely the same manner, as
seen in Figs. 7 and 5. H ere all the three valves are
again 7 }in. diameter. The exp ansion slide is six-ported,
each port being t in. wide. The main valve is dupli·
cated, as seen in Figs. 7 and a. The ports are 2in. wide,
giving a total port area of 2 X 2 X "' 7t = 94f square
inches. The low-pressure piston area. is 572 square inches,
or rath er more than six times the port area. T he m ean
piston speed being 750ft. per minute, the nominal steam
velocity in the ports is about 4500ft. per minute. All
these valves are of cast iron.
Davey, Paxman and Co. were among the two or three
exhibitors of boilers under steam. Theirs wa.e a. two·flue
return-tube" Paxman Patent Economic." It contains one
hundred 3in. tubes, 14t ft. long, of which sixteen are stay
tubes, reinforced by six solid oin. stay rods. The flues
are 3ft. diameter, and the shell 8ft. 9tin. The grates are
6t ft. long, giving 39 square feet area..
In connection with the boiler they exhibited a. super·
neater, consisting of a. cast steel header box at the back,
into which are expanded the t wo ends of each of a. nest of
U-bent solid-drawn steel tubes, arranged in seven sections,
sixteen tubes in each, the seven being built in a. vertical
tier. This is heated by a.n independent fire-grate, the
fi re-door being fitted with a. thick asbestos block on its
inside surface. Bye-passes are arra nged, both for the
boiler flue gases and for the steam, so that the superheater
m ay be used in different fashions. The workmanship
of these boiler a.od engine exhibits is of the high class
for which the firm is well known.
645
Kalgoorlie to Port Augusta it will be 4ft. Btin. ; from
Port Augusta. to Albany it is 6ft. Sin. ; from Albany to
the Queensland frontier, 4ft. S!in. ; and from the frontier
to .Brisbane, Sft. 6in. Although one of these changes
could have been a voided by building the n ew line to
either a. Uft. 6in. or a 5ft . Sin. gauge, the present proposal
for a 4ft. S~in. gau ge is a sound one. It is now generally
admitted that any gauge beyond 4ft. Btin. entails uonecP.s·
sary expenditure without compensating advantages,
and it is known that full results, when it is a question of
continual heavy traffic, cannot be obtained from a
8ft. Sin. line.
The rapid increase in the traffic in Western Australia., even
under past conditions, bas been making it apparent that
this gauge was too narrow for the growing requirements, and
there is no doubt that a.t a.n early date, after the completion of the tl'ans-continental line, the gauge between
Frema.ntle and Ka.lgoorlie will be widened to correspond
with it.
The complete system , allowing 1100 miles for the new
sections, will measure frow Frema.ntle to Brisbane 8529
miles, made up as follows :to Kalgoorlie
387 miles.
Kalgoorlie to Port Augusta .. . .. .
1100 "
Port Augusta to Adelaide
.. . .. . .. . 259 11
Adelaide to Melbourne .. .
...
483 "
Melbourne to Sydney
.. .
676 "
l:iydnoy to Brisbane .. . ... .. .
724 "
J!~remantle
0
'l'otal
.. .
.. .
•
•
.. .
0
•
0
.. .
...
3529 miles.
It is reckoned that a mean speed of 40 miles an hour
can be maintained, and tha.t this, allowing for st oppages,
will make the complete journey feasible in 96 hours.
Thus:f' remantle to Kalgoorlie ... .. ...
.. . 10 houri'.
Kalgoor lie to Port Augusta
Port Aug usta to Adelaido
Adelaid e to Melbourne ...
.Melbou.m e to Sydney
...
~ydney to Brisbane ... ...
'l'otal
.. .
.. .
...
.. .
... ...
...
.. .
... ... ...
... ...
.. .
.. .
...
.. .
...
.. .
29
(
14
16
20
"
"
'
"
"
96 hours.
The greatest share in the advantages obtained by the
will be greatly reduced by facilitating the importation
a.nd cheap ening the cost of the man y food stuffs produced
by the other States, and t he comforts of life will be
greatly enhanced at the gol dfields. By this new enterprise the vast deposits of silver, tin, lead, copper , and
iron in South Australia. will be placed in railway touch
with the Western coast. A reference to the ma.p will show,
too, that the Broken Hill district in New South Wales
has a. branch linking it into the transcontinental systew.
We must not forget that, without t he advantage of this
railway, Western Australia. has, as nearly as possible,
quadrupled its population during the !ast_ t.en years.
This has been mainly due to the expl01tatton of gold,
first at Coolgardie, and now, more particularly, near
Kalgoorlie. Now that a.n enormous further tra:ct o_f coun~r_y
is about to be tapped by railway, a.nd commumca.t10n facilitated from the east , it is h ard to prophesy what the growth
of the population will be ; we must bear in mind t he fact
that hitherto minin ~ in West ern Australia. b as,. genera:lly
speaking, been restncted to very sba.llow workmg, owmg
to the scarcity of water m aking it too expensive a matter
to go far below the surface. This will all be revolutionised before the trans-continental railway is finish ed,
a.s an ample supply of water will have been established
up to Kalgoorlie by what is known a.s the Coolgardie
Water Scheme. This will enable the resumption of work
on mines that, under the old condition s, were said to be
played out from a. commercial standpoint.
Nor must we overlook the fact that the trans-continental
railway must act as an active agent in populating Aus·
tra.lia from outside sources. Many passengers frow
E urope, either pressed for time, tired of the voyage, or
not relishing t he prospect of rounding the dreaded
" Leeuwin," will forsake their ships at Frema.ntle, and
traverse the whole continent. The first half of this journey
to the outside world has been unknown until now, and
the object lesson which it will present in the mining
wealth of the country ca.nnoJ; fail to bring both the man
with money and the m an who wants it. All this means
success to the railway and prosperity to Australia., but it
also points to the fact that side by side with pastoral and
agricultural Australia there will spring up a. mining and
QUEENSLAND
WESTERN
8R I S BAN~.:-·t'=.;
SOUTH
AUSTRALIA
8oundar~e~
~
[x,scmg R a11way.s
Proposed Eittens,on of R.Js. "'""'''""" """
A Method of Shortemng the Rouce ------ - - --N..B Only Rall.-ii.JS r tferred com Article are Sho wn
THE TRANE-AUSTRALIAN RAILWAY SCH EME.
By
STAJi'Jo'ORD R.\NSIJMI!,
M. I nst. <.;. E.
Now that t he Federal Parliament h as pledged itself to
complete the linking up of the capitals of the various
Australian States by means of one line of railway, reaching from B risbane via Sydney on the east coas~ to
Perth- or, to be more accurate, Fremantle-on the west ,
the subject becomes one of world -wid'e interest . The
effect of this railway will be to so facilitate intercourse
between the various States a s to revolutionise the passenger and goods t raffic on that continent.
It is true t hat the only capital isolated from the others
at the present time is Perth; but then that isolation bas
bad a. retarding infiuence on the development of Western
Australia, and the other Sta~es have lost much owing to
this want of facilities for intercommunication.
At present, of course, Western Australia can only visit
her nearest neighbour by sea., so that to all intents and
purposes she is a huge island, and although in actual
distance Perth and Adelaide arc only about 1300 miles
apart, the fact remains that it takes about as long to t ravel
from the one to the other as it does from England to t he
United States.
It would be premature to attempt a full description of
the new work proposed; for the " battle of the routes "
is raging still , and can only be decided when the
detailed surveys now being carried out by the South
Australian and Westem Australian Governments have
been complet ed. The country to be spanned by the new
line lies between KA.lgoorlie in Western Australia, and
Port Augusta. in South Australia, and the distance between
these t wo points is estimated for railway purposes at
1025 miles, if the projected route, v i(( Eucla, which I have
shown on the map h erewith, is followed, or 1100 mHes,
if another and rather more northerly route is preferred.
The latter, which is known as the Ta.rcoola route, would
strike the frontier between the two States at a point
about sixty miles north of Eucla. Western Australians
prefer the Eucla route on the ground that it is t he shorter,
a.:ld would bring the port of Eucla into their railway
system; and South Australians favour the Tarcoola. route,
because it would suit them hetter for their railway to pass
to the north rather than to the south of the Ga.wler range
of mountains in their own State. This, however , is m erely
a. side question, and does not affect the main issue.
The great variety of gauges in the various States has
m ade the question of selection of a. gauge for the projected
line a rather vexed one. It is now proposed that the
gauge of the new section sha.ll be 4ft. Btin., although this
does not coincide with the gauges of the lines at either
end of it.
New South Wales is the only Australian
f:l ta.te where the standard gauge is 4ft. 8!in. Passengers
from Fremantle to Brisbane will travel in five different
trains on account of continual change of gauge. From
F remantlc to Ka.lgoorlie the gauge is 3H. 6in. ; from
PROPOSED TRANS-AUSTRALIAN
new rail way will fall to Western Australia.. In fact, it
was largely because the promise of a. trans-continental
railway was dangled before the Western Australians as a
bait that they, a.t the last moment, decided to join the
Federation. T he fact tha.t Sir J ohn Forrest, ex-Premier
of Western Australia., holds the portfolio of Minister of
Communications in the Federal Government is enough
guarantee that the project will not be neglected, and
that when t he time comes the work will be pushed for·
ward with energy.
It is considered that from the date of starting operations the new section could b e completed in four years,
especially if the Eucla. route were to be adopted. T his
route, it is maintained, would offer facilities for construction eastward and westward simultaneously from a.
central point, in addition to the work carried on east ·
wards from Ka.lgoorlie, and westwards from Port Augusta..
The advocates of this route also very rightly claim that
E ucla., being a suitable port for large ships, the cost of
trn.nsport of material for the central portion of the
section would be much lower than by the more northerly
route.
Estimates a.s to t he cost of construction r..re necessarily
vague at the presen t st age; but the general impression
is that it would not exceed five millions sterling, and that
it might be covered by four millions. It is practically
certain that there are no very serious geological difficulties
to be overcome, though a lack of water over a. p ortion of
the Western Australian section appears probable. As a
rule this section of the line will run through a desert of
the same nature as th at which the Kalgoorlie line
traverses. Optimists declare that this country will prove
as auriferous as that which has already been tapped, and
if so the railway should prove a. gigantic success from
this source alone. I n parts there is plenty of timber
suitable for sleepers a.nd buildings, and t here is an
abundant supply of stone for ballast and building
purposes.
One of the great features possessed by the completed
line will be tha.t it will bring into touch by ra.Uway every
State in Australia with the Western Australian goldfields.
I•' rom the most remote o£ these, Queensland, the man who
wants to try his luck at the diggings will be able to reach
them in less than four days. Hitherto he has bad to
make a lengthy and exp ensive sea voyage with a. railway
journey a.t the end of it, and b e has accounted himself
lucky wh en he has reached his destination in less than a
fortnight.
Then , again, th e cost o£ liYing in Western Australia
RAILWA Y
engineering Australia. of which the world has ba.rdit
dreamed until recently.
Apart, however, from the commercial prospects of this
railway, much stress is laid on its strategical .value·,
Doubtless it will be of the greatest importa.nce for defen:
sive purposes, as it is essential, in so thinly populated ftJ
continent, with so large an area., that every facility
should exist for concentrating troops at short notice id
a. given spot. F or this purpose, too, the ad visa.bility ol
the 4ft. stin. gauge, rath er than a. narrower one_, becomes
apparent. The inadequacy of the 3ft. 6in. gauge in war'
tim e was practically demonstrated in J a.pan during her'
war with China. I t wa.s found , among other drawbackst
that horse-boxes could not be placed crosswise in their
cars, and consequently, in a. given number of cars, lese#
than half the number of horses could be conveyed tbau
would h ave been the case with a. wider gauge.
When finished in the form at present projected it is no&
likely that this line will continue to be the only route
across the Continent. At all events, it may b e presumed
that the distance from Port Augusta. to Sydney will be
shortened. A glance a.t the dotted lines on the map wilJ
show t hat, with the exception of a. gap of less than 800
miles between Broken Hill and Coba.r , in New South
Wales, there already exists a more direct route to Sydne:f.
and Brisbane than that which will p ass viii Adelaide an<i
Melbourne. If this distance were spanned, and a. more
direct railway built between Port Augusta. and Broken
Hill , the distance between F remantle and Sydney ol"
Brisbane would be reduced by about 460 miles. And
again, looking still further into the future, if a direcb
railway were built, a.s also indicated by dotted linest
between Coba.r a.nd Brisbane, the distance between F ree·
mantle and Brisbane would be reduced by rather more
than 1000 miles. This would m ean that, at the presenfl
estimate of speed for the forthcoming line, the JOurney
from Sydney or Brisbane to Freemantle, on the probleJ
matical sections of railway that I have foreshadowedt
could be done in less than three days.
In conclusion, I would say that in drawing up the
sketch map I h ave omitted every railway or town t ha.f1
was not essential for the purpose of this article ; the
directions of the existing railways are approximate onlyt
the essential points being :1.ccura.tely placed . In showing
in the projected railway, and possible furth er extension11t
I have followed the system of the Emperor of Russia
when he designed the railway from St. Petersburg t d
1\Ioscow. I ha.ve taken a. ruler a.nd m ade a. strai~bt line:
between the t wo points.
•
846
TRE ENGINEER
THE FACTORY ACT, 1901.
Tms Act, which comes into force on January let,
1902, makes certain very important changes in the law
relating to factories and workshops. All the former
Factory Acts, which by reason of their disjointed
character have been very difficult of interpretation, have
been repealed , and are now re-enacted in one codifying
s tatute which comprises 163 sections. Seeing that certain
of these sections contain new matter which is not
apparent to any one who has not studied the older Acts,
a short survey of the s tatute may serve to indicate how
far the Factory Acts 1878-1895 have been subjected to
modification. In the early part of the last session of
Parliament e. Factory Act Amendment Bill and a Factory Act Consolidation Bill were introduced in the House
of Commons. These were eventually m erged into one
Bill, which, with one or two m odifications made in the
H ouse of Lords, has now been placed upon the statute
book.
The Act is divided into ten parts, with which, so far as
they contain new matter, it will be convenient to deal
seriatim.
Part I. : Health and aafely.- \Vith regard to health,
certain important changes have been made in the law in
connection with temperature and ventilation in factories
and workshops, and the drainage of floors. It is now
provided by Sec. 6 (1) that adequate means must be
adopted to maintain a. reasonable temperature, but that
such m easures must not interfere with the purity of the
air in any room where persons are employed. By Sec. 7
the ~ ecretary of State is giYen power to prescribe a.
s ta.ndr.rd of ventilation in each class of factories and
works hops, while Sec. 8 provides that in every factory
where a wet process is carried on suitable precautions
must be taken for draining off the wet. With regard to
safety, s team boilers are in future to come within the
ken of the factory inspector, i.e., they are in a. sense to
be regarded a.s " dangerous m achines." B y Sec. 11 steam
boilers used in factories or workshops must have proper
safet y valves, &c., and be examined by a competent person
every fourteen months. With regard to machiner y in
motion, it was formerly the law that no child s hould be
allowed to clean any machinery while in motion by
s team, &c. This prohibition is now extended to cleaning
under any machinery in motion other than overhead mill
gearing.
As to dangerous machinery, it was formerly within the
power of a. court of summary jurisdiction to make a.n
order prohibiting the u se of a. machine proved to be
dangerous . This provision is now extended (by Sec. 17 of
the new Act) to " a.IJY part of the ways, works, machinery,
or plant " used in a. factory or workshop. The provisions
of the Act with regard t o accidents are a simple re-enact·
ment of the older statutes.
Part II.: H ours of employment.- With one exception,
this branch of the factory law has undergone no amendment. We refer to the alteration of employment for
women, young persons, and children on Saturdays in
textile factories. Under the old Act, if not less than one
hour was allowed for meaJs on that day , employment for
a manufacturing process ended a.t one o'clock on that
day. In other cases it ended at half-past one. Now, by
Sec. 24 (8) of the new Act, these times are altered to
noon and half-past twelve o'clock respectively. This
change was not effected without considerable discussion
in the Grand Committee on T rade. By Sec. 41 certain
important industries are excluded from the operation of
t ba.t par t of the Act which relates to hours of employment and holidays, e.g., the fish a.od fruit-pre serving
industries and creameries. Overtime for women in non·
textile factories has been cut down from three days e.
week to two days in a week (Sec. 49) ; while in the case
of peris hable articles, the permitted amount of overtime
is reduced from five to three days in any one week, and
from sixty to fifty days in any year.
An important change bas been made in the age a.t
which children may be employed in a factory or a.
workshop. The age limit was formerly eleven ; it is now
provided that no child under twelve s ha.JJ be employed
in such places, if not lawfully so employed a.t the
commencement of the Act (Sec. 62). The "certificate
of fitness 11 which a. certifying surgeon is empowered to
give may, in future , be qualified by conditions a.s to the
nature of the work to which a child may be put (Sec. 64) .
Part I V.: Dangerous and tmhealthy 'tnduatriea.P erhe.ps the most important change in this branch of
the law is made by those sections of the new Act which
empower the Secretary of State «to make regulations
for dangerous trades. Hitherto the power of the Secretary of State has been limited by Sec. 8 of the Act of
1891 to making regulations in the case of any machinery,
or process, or particular description of manual labour
which h e abould consider dangerous. The workman had
no power to interfere in the making of regulations. Now,
however, by Sec. 79 of the new Act, where the Secretary
of State is satisfied tba.t any manufacture, machinery,
plant, process, or description of manual labour u sed in
factories or workshops is dangerous or injurious to h ealth,
or dangerous to life or limb- either generally, or in the
case of women , children, or any other class of personshe may certify tba.t manufacture, &c., to be dangerous,
and thereupon ma.y make such regulations a.s appear to
him to be practicable. Notice of such regulations must
be given to p er sons interested, and an inquiry must, if
necessary, be held, at which workmen a.od occupiers m ay
be represented. Regulations so made ~a.y prohibi_t the
employment of any class of persons 1n any part1cula.r
industry, and prohibit or limit the use of any particular
process. They are not to come into full force until they
have been laid on the table of both Houses of Parliament
for forty days. Any occupier, owner, or manager committing a breach of such regula~ions is liable to a. fine not
exceeding £10.
Part V. : Special modifications aml eJ:tensions.-The
old Factory Acts contained many exceptions from and
modifications of the generality of the law. The new Act
contains a. clause which absolutely prohibits the use of
any place underground as a bakehouse, unless it was so
used on January 1st, 1896, and even those bakehouses may
only be used subject t o very iwporta.nt restrictions. (See
Sec. 101.)
With regard to laundries, the law is unaltered by the
new Act . As will be remembered, a. clause was introduced
in the Amendment Bill first presented to the House,
whereby all such ins titutions in the U cited Kingdom were
brought within the pale of the Factory Acts. Owing to
the opposition of the Iris h members, who alleged that
this would entail an intrusion upon the privacy of
Irish convents, this clause was withdrawn, and Sec. 22 of
the Factory Act of 1895 was re-enacted as Sec. 108 of the
n ew Act.
In the case of docks, we come to a most extraordinary
change ma~e by the n ew Act. All the m ore important
provisions of the Act are to have effect, a.s if " every
dock, wharf, quay, and warehouse, and all machinery or
plant used in the process of loading or unloading or coal·
iog any ship in any dock, barbour, or canal, were included
in the word' factory ,' a.od as if the purpose for which the
machiner y is used were a. manufae turing process." The
definition formerly ran- " every dock, wharf, quay, and
warehouse, and so far a.s relates to the process of load·
ing or unloading therefrom or thereto, all machinery and
plant used in that process 11 (see Factory Act, 1895,
Sec. 28). This extension is of particular importance in
view of the fact that the Workmen 's Compensation Act
extends to factories as defined in those Acts. Hence the
application of the famous Act of 1897 has been considerably ext ended-i.e., to ships unloading or coaling in any
dock, harbour, or canal. It will be interesting t o see
bow soon this extraordinary piece of backhanded legislation comes before the Courts for consideration.
Another important extension of the factory law is
contained in Sec. 106, where the provi sions above referred to a.s applied to docks are applied to railway
sidings.
Part VI. : H ome '1/JOI'k.-By Sec. 110, which comes in
this part of the Act, t he district council is empowered to
make a.n order forbidding the giving out of a.oy work
such a.s the cleaning, &c., of wearing apparel, to the
inmat e of any bouse where there is infectious disease.
Part VII.: Particulars of work and 'luagea.-Hitherto
the provisions of the Factory Acts relating to particulars
of work and wages have been applied solely to the
textile indus tries. These provisions are now reproduced
in Sec. 116 of the n ew Act, with this important addition,
tba.t if the Secretary of State is satisfied by the report
of an ins pector that the provisions of the section should
be made applicable to non-textile factories, he may make
a.n order to that effect subject to such modifications a.s
seem to him to be expedient-see Sub-sec. (5) .
Part VIII.: Adm.mistration.- With regard to certifying
surgeons, a.n important change is ma~e by the non-re-enact ·
ment of Sec. 74 (4) of the Factory Act, 1878, which read s
as follows :-" The occupier may deduct the fee, or any
part thereof, not exceeding in any case threepence, from
the wages of the person for whom the certificate was
granted."
The general register t o be kept at a. factory must in
future give particulars relating t o :- (1) The children and
young p ersons employed in the factory or workshop ; (2)
t he limewashiog of the factory or workshop ; (3) ever y
accident occurri.ng in the factor y or workshop, of which
notice is required to be sent t o an inspector; (4) every
special exception of which the occupier of the factory or
workshop avails himself ; (5) such other matters as may
be prescribed (Sec. 129). E very district council muat
keep e. register of all works hops situate within their
district. This bas been customary in the past, but it is
now made compulsory.
Part I X.: Legal proceedinga.-The one important
change in the law which is to be found in this part of the
Act is contained in Sec. 144 (5), which provides that "a.
person engaged in, or being a.o officer of any associa tion
of persons engaged in, the same trade or occupation as a.
person charged with any offence under this Act, shall not
act a.s a. justice of the peace in h earing and determining
the charge. 11
Part X. : Supplemenlary.- T bis part of the Act relates
to applications and definitions. By Sec. 150 (1) the Act
is applied to factories and works hops belonging t o the
Crown ; but in case of a.oy public emergency the Secre·
tary of State may, by order, to the extent and during the
period named by him, exempt from this Act any factory
or workshop belonging to the Crown, or a.oy factory or
workshop in respect of work which is being done on be·
half of the Crown under e. contract specified in the order .
The expressions " t enement factory 11 o.od 11 t enement
workshop , so often u sed in the Factory Acts, are now
defined for the first time by Sec. 149 (1).
There are appended to the Act seven lengthy schedules
relating to the following matters :-Schedule I., pro·
visions a.s to arbitrations; II., list of factories and workshops in which overtime is allowed ; III. , regulations a.s
to gri.oding in tenement fact eries; I V. , table of humidity
of air in cotton cloth factories ; V ., fees for certifying
surgeons ; VI., list of factories and workshops to which
the Act applies. Among these are included for the first
time "electrical stations," that is to say, any premises,
or tba.t part of any premises, in which electrical energy
is generated or transformed for the purpose of supply by
way of trade, or for the lighting of any s treet, publio
place, or public building, or of any h otel, or of any railway, mine, or other industrial undertaking. VII. Enactments re pealed from the commencement of this Act.
Such is a brief outline of the changes made by the new
Act. Even if such changes had not been made, the F actory Act, 1901, would still have been regarded as an
advance upon the old law, inasmuch as it reduces the
chaotic confusion of the Acts of 1878-1895 to something
which is a near approach to order.
II
DEc. 27, 1901
LITBBATUBB.
Taschenbu.ch der Ddutschen und der fremden Krle!JsjlolteJ~.
Third year, 1902. By B n u NO We:vt:n, Kapitiinloutnant
Munich : J. F. Lehmann.
Tan:! German pocket-book exhibits a. marked improvement this year . Its pbotograp~s ?f the Ger~a.n fleet,
whiob serve a.s a. species of froot1sp1e~e, are still not all
up to date : but in these days of m~essa.n t . changes
this may w~ll be forgiven, for these •llustre.t10os ar~,
after all but a. secondary feature, and as the book 1<1
issued a.'t about half-a.-crown, it is perhaps much to
expect the photographs of ships to be. renewed yearly.
T hat is practically the only a.lterna.t1ve oow-a.-da.ys.
At the same time, for th e later vessels we note the
ext ension of a fea.turo introduced las t year. na.m~l y,
photographs of the model s, which is decidedly intereRtlDg,
the more so a.s the reproductions, though small, are. very
clear. Extensive data. of the German fleet are giVen;
though these are chiefly connected with personnel, t~ey
touch on other t hings also. The tables ?f warships,
German and foreign, ca.JJ for no remark, bemg s ubs tantially th e same as one finds in ot her naval pocket-boc;>ks.
Tho German spelling gives something t hat y.'Ould dehgbt
Mark Twain were be e. naval exper t. For m st a.oce,. our
old friend the Japanese Chin Yen is barely recogmsable
as the T scbin J eo , and the Russian Peter Veliky . comes
queer to our eyes as the Pjotr . Wei~_. tboug~ . th~~ may
be more legitimate than spelhng G1hak ~ · GilJka.
We
mention these cases, not from e. hankenng after M_ark
Twain's German done nautically, but because the English·
speaking student of the T ascbenbucb may well get fogged
over obscure R ussian or J apa.nese s hips without some
such warning. A good .fea.tu!e of these t &;bles is that the
length of the gun in cahbres 1s generally giVen. T~e fa~t
that a. gun is 12in. or 6in. bas next to no mea.mng 10
these days. We may point out, h owever, that the
Ca.oopus class carry guns of 40, not 45 ca.li_bres, though
this mistake is common over here a.s well as 10 Germany.
Tbis and an unfamiliarity with the new armament of the
Ren~wn, are the only errors we c&n note in t he British
fleet-a. better record than some naval annuals published
in this country can make.
The navaJ estimates of the various nations are given
with dia!rra.ms ci la Daily Mai l, and following this is a.
short article upon 11 Can G reat Britain Keep the Command
of the Hea. ~"-argu ed , of course, from the Uerm~ standpoint. B y this we are at present equal practically , on
paper, to Germany, F rance, and Russi~, but selec~ing e.
tifteen years' st andard, have but tbuty -two sb1ps of
444,600 tons agains t forty-eight of 500,700 tons. The
Navy League bad better buy the TaachenbLLch andquote it. Ourseh ·es, we fancy that whatever ma.y be true
for F rance and Germany, the sixt een Russian ship s of
171,600 tons are more serious on paper than elsewhere.
The u sual gun tables are gi veo, again with diagrams,
from which the superiority of Krupp guns in penetration
is wade a.s apparent as a.oy patriotic German can desire ;
so much so, indeed, that we wonder some of our contem·
pora.ries have not already seized on s uch excallent evidence
of British m anufacturing degen eration. It is a. fine whip
for the British manufacturer. As a matter of fact, of
course, guo comparisons are hardly possible, and provingground penetrations rather indicate how much h as been
risked to get a. high result tba.n anything else. At the
same time, very little is really known over here as to the
merits of Kru pp guns, and some impartial record of their
performances would be val uable. Lieutenant Weyer' s
treatment of the subject is characteristically German, and
it is difficult to imagine any publication in this country
setting to work to prove Britis h superiority in the sam e
way. Yet the treatment of guns in naval publications
probably influences the foreign ma.rketla.rgely. Lieutenant
Weyer is only one of many inst ances of bow all Germans
pull together . Some British journalis ts might now and
again pause to consider whether " patriotism 11 may not
be defined a.s this, just as much as advertising the superiority of anything foreign. And is the one method any
" ch eaper " than the other ?
Intermediate PracticCLl Physics : .A .Jla1tual for t he Usc of
Intermediate and J>relimi1ta1·y Scientific S tudents. By
JoHN B. WtLKlNSON, Assistant t~!aster at B righton
Grammar School.
With numerous diagrams, &c.
London: Chapman and Hall, Limited. 1902.
Ta.e purport of this little volume is to afford assistance
to s tudents, and to act a.s a. kind of key to the questions
and problems which are likely t o be set o.t the intermediate and preliminary scientific examination of the L ondon
University.
The principles of, and the various experim ents serving t o elucidate their application in mechanics
and h ydrostatics, are discussed in part. All the most refined and up-to-date methods of measuring and recording
lengths, weights, volumes, densities, and specific gra.Yities are fully explained and illustrated.
The metric
system a nd F rench units are employed throughout the
work, as is usual in all p urely scientific treatises of the
same character.
The phenomena. attendant upon sound, heat, and light ,
are next investigated. E sp ecial attention is given to
the subject of lenses, o.nd to the experiments whereby
the different descriptions can be distinguished and
classified . The determination of their respective focal
lengths, m agnifying powers, and other special tea.tures,
are demonstrated by suitable diagrams. It must be
carefully borne in mind that, in availing oneself of the
assistance of all experimental apparatus, a. cer tain
amount of practice in the manipulation and working of
them is indisp ensable to success. Until this practical
knowledge is thoroughly acquired, it is in vain to expect
that accurate res ults will ensue. It is not asserting too
much to st at e that the success of some of the more
difficult and delicate experiments depends almost altogether upon the skill and experience of tho operator.
Parallel cases occur daily in our hospitals and infirmaries,
testifying to the ability of the surgical profession.
..
DEo. 27, 1901
In " Magnetism," in Part V., the different modes of
magnetising steel ba.rs, compa.ring magnetic moments and
strengths of magnets, determining pole strengths, the mag·
netic meridian and dip circle, are clearly dealt with. Some
useful remarks arc added with respect to the difference
between the magnetic properties of iron and steel. The
subject of electricity is introduced in the closing chapter,
including frictional and voltaic electricity. For the
determination of the respective electromotive forces of
a. pair of cells, the author employs the method known
as that of "Wiedeman 's sum and difference." In all
cases where possible, apparatus bas been used of so
simple a character, tba.t it can be readily made by the
student with little cost and labour. This little work
will be found a. useful adjunct to the operations of the
laboratory, and will serve to render the ordinary reading
part of the subjects easier, more intelligible, and more
agreeable to the st udent.
SH ORT NOTICES.
Sanitary R ccol'tl l'ta r·book an(l Dia1·y for 1902.
Twentieth
annual issue.
London : 'l'be Sanitary Publishing Company,
Limited. Price :k 6d.-'l'his work contains a large amount of
information useful to all engineers, and more especially so to those
whose business includes tho construction of sanitary works. We
find an able survey of the sanit.ary legislation of t he year 1901,
with a discll88ion of the outlook in this direction for the coming
year. Then, in addition to a series of well chosen tables, data, &c.,
there are lists of those Government offices, both in England,
. 'cotland, and Ireland, which are cognate with the subject, and
detailed information concerning sanitary and allied associations,
sanitary inspectors' examining bodies, &c. &c.
A nw-ica1~ M ints A llnllal, 1902.
Compiled by George E.
Yillouroux, LL.B. New York City: Oeo. E. Yigouroux and Co.,
1278, Broad w11y. Price 5 dol.s. - This is the first issue of a directory
sufficiently indicated by the title. It gives the names and addresses of mines, and in some cases further particulars, as for
example, some notes on the size of the plant anti the capital
of the company. It is well printed.
Tke P ractical Electl·ician'l P ocket-book/())' 1902. Edited by H.
T. Crewe, M.I. Mech. E. London: S. Rentell and Cu., Limited.
Price ls. and 1s. 6d.-Tbis little book appears in its fourth edition,
which is quite up to the standard of those which have preceded it.
It bas been revised nnd brought up to date, and, moreover, bas bad
some additional features added to it, notably in the sections dealing
with jointing and testing.
BOOKS BEOEIVED.
T h,. Rail tray JJiury and O.tficials' Directory, 1902. / rice ls.
Tit~ Rail 1cay Almanac, 1902. Price 6d. L?ndon: McCorquo-
dale and Co., Limited.
Prolerlion. The views of a manufacturer. By G. Byng.
London : Eyre aod Spottiswoode. 1901. Price 3J. 6d.
Tl1e Proceu l"m r -bool·, 1901. An illustrated review of the
graphic arts. Edited by Wm. Gamble. London: A. W. Penrose
and CJ.
Th e JJui.ly Mttil }"mr-book jo1· 1902. Second year of issue.
Edited by Percy L. Parker. London : Harmswortb Brothers,
Limited. Price 1s.
The Centrifugal P ump, Turbintl, aTU:l Water .Motors: I ncluding
IAe TlteonJ and Practice nf H ydraulics. By Chas. H. Iones, M.A.
Third and enla~ed edition. Manchester : The Technical Publish·
iog Company, Ltmited. L"lndon: John Heywood. Price 4s. 6d.
net.
THE IN STITUTION OF CIVIL ENGI NEERS.
MEETING OF STUDENTS.
A )I t::I-;T1NO of the students of the Institution of Civil Engineers
was held at the Institution on lt' riday evenilljl, the 20th December,
Mr. F. , ·. Courtney, M. Inst. C.K, in the chair, when a paper on
"Transmission Dynamometers" was read by Mr. A. M. Morgan.
'l'be following is an abstract of the paper :In this paper various forms and modifications of t ransmission
dynamometers are described, and some novel designs are intro·
duced, but the author is chiefly concerned with those of a directacting character, and especially those belonging to a certain
class of dynamometer!', in which the displacement of spring
couplings effects a bori7.ontal motion of a collar a\oug the shaft.
A "torsion-of-shaft " dynamometer is illustrated which is con·
structed upon this principle.
The working of dynamometers in general is considered in
reference to their calibration and accuracy, and also with respect
to severe and irregular conditions of working.
The principal features of each form of instrument are
separately investigated, and tbt~ advantages and disadvantages of
its adoption for various kinds of work are considered ; the cost of
the apparatus, the space occupied, and the attention required being
discussed. A comparison is drawn between those which ab30rb
power b? directly involving a serious amount of friction and
t hose wbtch indirectly entail loss owing to the action of centri·
fugal force. In conclusion, the author bas entered upon a abort
discussion on springs and spring couplingto, and a few remarks
are aleo made upon recording scales and the gear for operating
them, and on taking observations. Finally, the prospect of
arrivmg at a final solution on other lines t han those described,
namely, by electricity, is discu88ed.
The reading of the paper was followed by a brief discussion in
which Messrs. A. Bromley Smith, H. M. Warner, J. W.l\1. Topley,
and F. Wright, Studs. Inst. C.E, took part.
THE LoNDON AND BmoHTON ELECTRIC R.\1LWAY.-We have
received 11 pampbletl entitled " London and Brighton by Steam and
Electricity, 1841 an<1190'.2. " Jnto the merits of the pamphlet we do
not propose to enter. Tbere aro two drawings in 1t which are far
too funny to escape attention. The first of these is supposed to
show the fi rst tram running into Brighton, 'eptember, 1841. There
are two open t rucks and the leading end of a closed carriage
shown, drawn by two engines of the Stephenson square copper top
fi re-box type. They appear to have four wheels at each side, the
driving wheel being surmounted by o.nother and much larger wheel.
No engine o.t all like this waa ever used on the Brighton Railway.
The artist bas not been less euccenful in caricature in his view of
the Brighton expr888 of to-day. l [o bas taken one of Mr. Billinton's
new " Empr088 " claas, fitted it with an extended smoke-box, a huge
bead light, and a chimney, tho top of which mnst stand at least
18ft. above rail level. There is a colossal cab, and the bogie, instead
of being fitted with wheelsJ aP-pears to be a kind of sleigh. Artists
nre the fi rst to lind fault tf n man, a horse, or a tree, are out
of drawing. That they should be a little indefinite or "sketchy "
is to be anticipated, bot there is no eJtcuee for gro88 inacouracies.
If the artist who ia responsible for the drawings under notice had
taken the trouble to open bia eyes, he would have seen that the
Empress class have chimneys littlo more than 2ft. long- the boilers
stand S'l high ; that they have not extended smoke-boxes, nor
American hoad lightl!, to aay nothing of the bogies, which have four
wheels.
TR~
ENGINEER
PitOGRESS OF WARSHI PS AND MACHINERY
BUILDING IN ENGLAND.
TaosE of our readers interested in the periodical
additions made to our own and foreign navies will
remember that in our issue of the 28th of last June we
gave-under the same heading as this article-our usual
r e8ume of the progress ma{}e in England in naval COD·
structions in the first six months of the present year.
We now supply information as to the similar work accom·
plished by our principal private builders of warships and
their machinery in the latter half of it. Of similar work
effected in our Royal dockyards in the same time, we are,
with the general public, still kept uninformed by naval
authority, but are, happily, able from independent sources
t o note briefiy, in the interest of our readers, what has
been done in them.
Giving, as before, priorit y of place in our record to these
establishments, we have to notify that, since the end of
last June, there h as been no new warship of any class
laid down in them ; and that only one vessel has been
launched, viz., the armoured twin-screw cruiser Essex,
built at Pembroke Dockyard, a vessel of 9 00 tons dis·
placement, to be fitted by John B rown and Co., of Clyde·
bank, with triple-expansion engines of 22,000 indicated
horse-power, designed to give her a speed of 23 knots an
hour, 31 Belleville boilers supplying t hem with steam.
The vessel was laid down on J a.nua.ry 1st, 1900, and
launched at the end of last August.
The vessels in process of " building " in the dockyards
are the first-class battleships Queen and Prince of Wales,
and the second -class cruisers Encounter and Challenger,
at De\'onport and Chatham respectively ; and the
armoured cruisers Suffolk and Cornwall at Portsmouth
and Pembroke, particulars of all which vessels as to
dimensions, engine power, &c., have been given 10
previous articles. Of the many ships m entioned in our
last as " launched " for some considerable time and
"completing," four of them, viz., the battleships Irresistible, Venerable, and Albemarle, all built at Chat·
ham ; and the Rinaldo sloop contract built, have been
removed into the D Reserve at that dockyard, not ready
for commission, as the general public would assume
from their being sent into the "Reserve," but to be finally
"completed, " which often means a. " large order," extend·
ing over some considerable time. The vessels classed as
" completing " - · an elastic dockyard term - are the
1\Iontagu, battleship, at Devon port; the Drake and Essex,
armoured cruisers, at Pembroke; and the Fan tome,
E spiegle, Odin, and Merlin, sloops, at Sheern ess; all of
which h ave been previously briefly describt>d in ou r pages,
but of their actuaJ preparedness for commission or oth er·
wise we are wanting in information.
With reference to tbe ships enumerated in Lord
Selborne's na.\'al programme, made public in the spring and
detailed in our article before referred to, none of them has
as yet been laid down in our dockyards or given out to
private builders for construction, the delay being due to
the Boilers' Inquiry, now pending, the decision of the
Admiralty being still undetermined on the question of t he
most suitable steam generator . T he difficulty has now,
however, we believe, been got over by deferring the
orders for the making of the boilers required, contractors
h aving stated on inquiry of them how far they could
proceed with the construction of the vessel's machinery
independently of their boilers. The Admiralty decision in
the matter is now promised at the earliest possible mom ent.
Turning now to the progress made in England during
the past six month s by our private builders of warships and
makers of their machinery, we are again enabled, through
the courtesy of the firms mentioned, to place on record
the work accomplished by them.
Taking, then, as in previous similar records, the East
Coast shipyards, &c., in order, and coming south, we first
note that at Sir W . G. Armstrong, Whitworth and Co.'s
works at Elswick-on·Tyne, such progress has been made
with tbe armoured cruiser L anca.ster, a. vessel of the
same dimensions, engine power, &c., as the Essex,
that it is expected she will be launched early in t he
New Year.
Tbe firm next in order of notice is H awthorn, Leslie
and Co., of St. Peter's Works and Hebburn·on-Tyne.
T he destroyers Greyhound, R acehorse, and Roebuck, in
hand for the British Government, and with which good
progress had been made at the date of our last record,
have since satisfactorily completed their official trials,
and been taken over by the authorities. The machinery
for the armoured cruiser Kent- one of the County classbuilding at Portsmouth, has been forwarded to the docl<·
yard, and all the principal parts are on board, the work
of erection and completion for trial being now proceeded
with. The engines for the Lancaster, previously men·
tiooed as buildiug at the Elswick shipyard, o.rP. now being
erected at the St. Peter's Works, and will be ready for the
vessel when launched. T he whole of the material for the
machinery of the armoured cruiser Cornwall , building a.t
Pembroke, is also at the works, and tbe construction of
her engines will follow on those of the Lancaster.
T he financial difficulties of Earle's Shipbuilding and
Engineering Company at Hull have resulted in the com·
plete closing of the establishment to warship work, th e
contracts in band by t he late firm on Government account
h8.\·ing now been taken over for completion by the dock·
yard engineers. The shipbuilding yard and engine works
of Earle's Company h aving now passed into the bands of
Mr . C. H. Wilson, l\I.P., the noted H ull shipowner, no
warship work will be dealt with therein.
After leaving Hull , there is nothing doing in warship
building until the T hames is reached , where, at t he
T hames I ron works Company's yard at Blackwall, since
our last report, tbe first-class battleship Cornwa.Uis has
been launched-on July 17th-and is now lying side by
side with her sister ship , the Duncan, by the same
builders, io the Victoria. Docks, where both are making
good progress ; t he main engines and boilers of the
Duncan- made at the company 's engine works at Green·
wich-with her masts and funnels being all in place, with
all auxiliary machinery and principal pipes fitted. T he
647
•
Cornwallis has her main engines and boilers in place and
completed, the latter with the exception of the brick·
work, most of t he auxilia.ry machinery being also in
place on board. Of the machinery, &c., for tbe battle·
ship Albemarle- built at Chatham-making by the same
fi rm, one set of tbe main engines is being dismantled
in the shops at Greenwich for transit to t he dockyard ;
and the second set is being erected in the works. One·
third of the boiJers-BellevilJe t ype-for this ship have
been delivered on board, and fixed in place, while the
main and auxiliary condensers, and nearly a.ll of the
auxiliary machinery, bave reached the ship.
At Yarrow and Co.'s n ew works at Poplar, the two
shallow draught British gunboats Teal and Moorhen have
been completed and shipped in floatable sections ; a.nd
the eight Yarrow water-tube boilers under construction
for the third-class cruiser Medea are well in hand, as four
of them will be completed by the end of the year. The
31-knot destroyer Aka.tsuki, built for the J apanese, has
been handed over to their Government, and will shortly
proceed to Yokohama.; her sister ship Kasumi being
expected to leave this country about a. month later. On
the official three hours' trial of the first -mentioned vessel ,
which took place on November 21st at the Maplin
measured mile, the mean result of six runs gave a. speed
of 31 · 3 knots an hour, the mean revolutions of the engines
being 404 per minute, and the indicated horse-power
developed 6450. Yarrow and Co. have also in band three
of their patent water-tube boilers for the R ussian Govern·
ment, which are on the point of completion.
At Humphrys, Tennant a.nd Co.'s works a.t Deptford
Pier rapid progress is being made with the machinery for
the armoured cruisers Berwick and Suffolk-building at
Glasgow and l'ortsmouth respectively- both having
engines of 22,000 horse-power , to be supplied with steam
by Niclausse water-tube boilers. Th e completion of the
armoured cruiser Dral<e, built at Pembroke, with engines
of 80,000 horse-power, ma.de at the Deptford Pier works,
is now proceeding satisfactorily, and she will be ready to
leave the Haven about the end of n ext February.
The firm of Ma udsla.y, Sons and Field, of Lambeth ,
having ceased work, the contract work in hand for the
Government ·at its final suspension h as been taken over
for completion by the Dockyard engineers.
John I . T bornycroft and Co., at the Chiswick yard and
works, in the pa.st·six months, h ave completed and put
through t heir trials the two fi rst-class torpedo boats Nos.
107 and 108, built for the British Government, thus
completing t he four on order, which have all a. speed of
25 knots an hour, and carry a. load of forty -two tons. All
have now passed into the service. An order for four
more of this class of boat bas recently been received by
the fi rm for the Government; they will be laid down
before the end of the year . They will closely resemble
those mentioned above, but will be of slightly larger
dimensions, the speed and load carried remaining the
same. Two 31-knot torpedo boats for the Japanese
Government are nearly complete.
At the Birkenhead Ironworks, Laird Brothers since
June last have Boated out of the building dock to an
adjacent one the first-class battleship Exm outh, where
her machinery will be put on board.
The SO-knot
destroyers L ively and Sprightly, built for the Govern·
ment, have been delivered at Devonport D ockyard, and a.
set of water-t ube boilers of the Laird t ype has been
delivered for the third-class cruiser Blonde. Good progress
is also being made with the fitting on board at Devonport
of the m achinery made by Laird Brothers for the
first-class battleship Montague.
T he two 80-knot
destroyers for a foreign Government have aJso been
launched, and are well forward towards completion at the
Birkenhea{} Works.
A BIG DUPLEX LATHE.
WE illustrate on page 654. a large duplex lathe which Hulse
and Co., Limited, Ordsal Works, Salford, Manchester, have
recently completed, and which is specially adapted for dealing
with crank shafts of the heaviest kinds, but is also suitable
for turning large forgings and castings.
The lathe in question admits 9ft. in diameter and 27ft.
between centres, being so arranged that the four cutting tools,
viz., two at the front and two at the back of the lathe, may be
in operation simultaneously. The sliding carriages are independent of each other, and may be not only traversed at
different rates of feed, but any one or more may be surfacing
whilst the others are sliding, or v ice vend, and these in either
direction.
The bed, which is about 43ft. long, is of massive construction,
consisting of four longitudinal box girders in pairs, united bl
numerous transverse box bars. Between each of the longt·
tudinal girders a. long non-rotating steel guid~ screw is placed,
by means of which the back and front carriages are respectively traversed longitudinally without cross straining.
Tho fast headstock is quadruple geared and has thirty-two
changes of speed uniformly graduated, and which may be
readily ellectcd ; the face-plate chuck, which is 9ft. in
diameter, is of great strength and externally geared on tho
back, fitted with four cast steel jaws and independent screws.
Tho spindle is of steel with hard gun-metal adjustable bearings of square outli!lG, the back bearing being multiplegrooved for resisting the end thrust without undue frictiOn.
The movable headstock is fitted with a large steel cylinder
actuated by worm wheel for forcing the centre into the work,
and by band wheel direct on the screw for quickly moving in
or out, and is adjustable along the bed by worm and wheel
and by rack and pinion.
The four sliding carriages are each fitted with a rotating
nut, reversing gear, swing frame, and change wheels, these
latter not only imparting the various rates of feed longitudi·
nally for sliding, but Rolso transversely for surfacing ; constant
feed motion and feed traverses for both sliding and surfacing
are obtained by means of vertical and horizontal steel shafts,
and bevel gear from the fast headstock.
Two compound rests and two narrow rests are fitted for
turning crank-pins and mside webs, one of each kind being
interchangeable between the two fron t carriages, and one
each between the back ones, the compound rest at the back
having a.n inverted vee in order to resist the upward pressure
of tho cut. 1'bo lathe i8 Mrn.ngcd to be drh en from a counl1'l ·
T tt ~
shaH by an eleotrio m otor, a separate mot or being provided for
the quick power traverse of tho sliding carriages along the
bed.
The lathe in question is very massive and well proportioned,
aud weighs about 08 t ons.
RAILWAYS AND STEAM TRAMWAYS OP THE
DUTCH EAST INDIES.
THE Inter national Colonial Institute, whose headquarters
are at 36, Rue Veydt, Brussels, has had a number of p apers
presented on the subject of railways for colonies and new
oount~ies. Amo)lg these is a somewhat lengthy report on
the ra.tlwa.ys and steam tramways of Java and Sumatra. by
?.Ir. J. W. Post, formerly Elngineer of the State Rail ways of Lhe
Dutch East Indies.
Railways of Java.-In Java. the railways are operated by
and have been built by the State. The first line was opened
in 1878, and the aggregate length is now about 1086 miles.
The standard gauge is 3ft. 6in., increased from 0·16in. to lin.
on curves, while the super-elevation of the outer rail is from
0 · 88in. to 3 · 60in. The gradients are from 1 in 200 t o 1 in
40, with a. maximum of 1 in 25 in rough country, the
gradients being compensated for curvature. The curves are
from 1312ft. to 492ft. radius. The largest tangent is 13 miles.
The permanent way is laid with 50 lb. flange rails, 33 ·45ft.
long, on sleepers of native djatti wood, not treated. These
weigh about 123lb. each. There are twelve sleepers p er rail
on tangents, and fourteen on sharp curves. The rails are
laid with su spended joints, spliced with angle fish-plates. A
new joint is also being tried, in which the plates have webs
projecting below the rails, and gripping the edges of the rail
flanges. and of a base plate of T -section bolts pass through
these lower webs.
There are no less than eighteen types of locomotives, nine
on the eastern and nine on the western di vision. The weight
in working order ranges from l4i to 33~ tons, with 10 to
25 ~ tons on the drivers, and maximum axle loads of 9 t ons.
The train loads are from 15 to 50 wagons, or 88 to 324 tons ;
double-headed-or two-engine-trains being run on the heavy
parts of the lines. The fuel is mainly coal from the mines
in Sumatra, which are operated by the S tate. This costs
about £1 6s. 8d. per ton at Java ports. Welsh coal from
England is also used, and the use of p etroleum refuse is being
considered.
To facilitate the passage of carriages and wagon s around
the curves, different systems of running gear have been
adop ted. First, four-wheel bogies; secondly, two-wheel bogies;
thirdly, the Kiebitz system, with two axles; fourthly, the
Cleminson flexible wheel-base system, with two and three
axles. The maximum rigid wheel base is 14~ft. The eightwheel bogie wagons are of 20 tons capacity, and the fourwheel wagons; of 8 tons capacity. The metal parts of the
cars are imported from Europe, the wooden parts are of
native djatti wood, and the erection and finishing are done
by native and Chinese labourers in the railway sh ops. The
passenger carriages seat from 16 first-class to 100 fourth-class
passengers. This latter class exists only on the line from
Batavia to the port, and is for the coolie labourers. The
carriages are on the American syetem, with centre aisles and
end platforms. The roof is double, or on the monitor plan,
for ventilation. The windows can be closed by glass sashes,
sun screens, or wire blinds. Special carriages for the
Batavia and Soura.baia service, 568 miles, carry 6 to 8 firstclass and 12 to 17 second-class passengers ; these have a
toilet room, and the seats can be converted into beds, three
eeats making two beds. The maximum speed is 15~ to 25
miles for mixed t rains, and 20 to 37 miles for passenger trains.
Automatic central coup1Jngs are used, with double safety
chains.
The bridges have mainly super st ructures of iron or mild
steel on masonry piers, though for very high spans metal
piers or towers are used. The bridges are of rolled steel
joists for spans of ~ft. to 1 6~ft. ; plate girders, 20!t. to 33ft. ;
trusses, 40ft. to 262ft. Spans of 32 ·8ft. to 39 ·6ft. are usually
erected at the railway shops. Larger spans are built on
false-works, or on the ground near the site, being moved into
place by rollers. One viaduct 530ft. long-continuous girderin three spans, with a height of 210ft. above the water, was
built in line with the piers and then launched endways, the
en d being temporarily fitted with a special triangular girder
sent from Europe. The masonry is largely of native bricks,
with hard burned bricks from Holland to carry the imported
cut stone bridge seats. The rai ns and the irrigation system
make it necessary to provide numerous culverts and waterways.
The less important buildings are of bamboo, roofed with
paJm leaves. The main buildings are of stone, brick, and
wood, with roofs of native tiles or imported galva.nised sheet
iron. As far as possible native material is used. The
employ~s are mainly natives, but
Chinese coolies are
employed for bard work, such as rock cuttings, tunnels, &c.,
and many of them are also carpenters, painters, &c. The
trade schools of Java. are supplying skilled labourers and
foremen. The operating staff, enginemen, conductors, &c. ,
a re nearly all natives, and many of the minor officers are
I ndc-F.uropeans. The aim is to replace Europeans by natives
as far as possible, which gives economy and general satisfac tion. F or the construction work in thinly-populated districts convicts are employed a.s labourers, dri vers, masons,
blacksmiths, bridge builders, &c.
For new lines a preliminary survey or reconnaisan ce is
first ma{]e t o establish a possible r oute, and upon this an
estimate of maximum cost is based. When the Government
has voted the necessary appropriation, a definite locatinn is
made. The estimates are rarely exceeded, and, in fact,
there is often a surplus remaining. There are good topographical maps of a large part of Java, on scales of 1 to 100,000,
and 1 to 20,000-tbe latter having contour lines 32 · 8ft. apart.
No definite limit is prescribed as t o the gradients and curves;
but the location is left largely to the discretion of the
engineer, who also exercises his judgment as t o the adoption
or avoidance of tunnels or other heavy work. The gauge is
fixed a.t 3ft. 6in., however, and the engineer is instructed to
consider the maximum gradients and curves of the existing
line with which the n ew line is to connect. Rapidity of
construction is considered desirable ; but the general principle is to obtain lines of minimum cost, with due regard to
the permanent cost of operation and the interest on cost of
constru ction. The average cost of construction is about
£0300 t o £ 12,000 per mile. The oper ating expen ses are about
58 per cent. of the gross receip ts.
The island is covered with a network of good r oads, which
are in general better maintained than m ost of the roads in
Europe. All material that can be carried in buffalo or ox
carts can therefore be hauled ahead, and bridge piers,
~NGt NEE R
culverts, &o., built ahead of the line. The h eavy bridge
work, however, must await the laying of the track, and
temporary timber trestles Me often built to hasten the completion of the line, and to serve afterward as false-works for
the steel superstructure.
There are only about twenty miles of double track. The
operation is controlled by telegraph orders, and there are
target and semaphore signals, with interlocking plants at
several junctions. On some of the lines trains are required
to stop at all crossings-as on secondary railways- thus
avoiding the expense for gates and watchmen. As the sun
rises and sets at six o'clock, there is as little traffic as
possible between 6 p.m. and 6 a.m. The railways h ave been
built mainly for economic reasons, and have aided greatly in
developing native agriculture and foreign commerce.
Railways of Snmatra. - The railways have been built and
are all operated br the State. The :first line was opened in
1891, and there are now about 150 miles of railway. The
standard gauge is 3ft. 6in., widened 0·24in. t o 0· 96in. on
curves of 3280ft. to 492ft. radius. The maximum gradients
are 1 in 166 to 1 in 33 on adhesion lines, and 1 in 20 to 1 in
12! on the rack-rail sections. Tho rate of gradient is
reduced 0·6 per cent. on curves of 492ft. radius to 0·1 p er
cent. on curves of 1640ft. Grade intersections are laid out
with vertical curves of 3280ft. radius for rack-rail sections,
and 8200ft. to 16,400ft. on adhesion sections. The sharpest
curves arc of 492ft. radius, with transition curves 65•6ft.
long; the length diminishing to 32 · 8ft . for curves of easier
radius. Between reverse curves a tangent of 08 ·4ft. is
interposed. The rails are of flange sectiou , 509- lb. p er yard,
21 ·96ft. long. Rails of 80 lb. per yard, 4 · 08in. wide and
5 ·52in. high, are laid for 1 ·55 mile on one line, where coal
trains descend a gradient of 1 in 33 with brakes applied.
There is also a tunnel on this section 2650ft . long, where
there is more or less corrosion of the rails, and the use of
the heavy section ruduces the work of maintenance. The
cost of con struction has averaged .£12,900 per mile.
The rack rail is of the Marsh type, having teeth ri veted
between two steel channels set back to back. The first racks
had trapezoidal teeth, but they are now m ade with round
teeth, which can turn in the chann els. The rack weighs
114lb. per yard, and is made in len gths of 17 ·38ft. To prevent accidents from a. cog of the engine wbeE'l <>triking a.
tooth of the rack a.s t he engine enters the rack section, the
end of the rack is mounted on springs, and has its t eeth
gradually planed down.
The sleepers on the adhesion and ra.ck-ra.il section s a re of
the well-known post type, rolled with a varying thickness.
Those for the rack rail weigh 86 lb. and the others 83 lb.
each. Sleepers of djatti wood from Java are laid for about
16 miles. The rails are attached to the steel sleeper;; by
bolted clamps. The weight of the ordinary permanent way
is about 210 lb. per yard, or 374 lb. for the rack-rail track. Th e
cost, delivered at Port Emma, is about 13s. Gd. per yard for
the former and £2 for the latter, or 103. and £1 l~s. Gd.
respectively at the works in E urope. Plate-laying can be done
by native labour at the rate of 3280ft. to 4920ft. per day, or
984ft. to !312ft. of rack-rail track. The use of steel sleepers
was commenced in 1888. The permanent way is in excellent
condition; the coet of maintenance is very small, much less
than where the wooden ties are used, and the cost of renewal
is almost nil. There are eight sleepers per rail on the adhesion
and nine on the rack-rail section.
. There a re sixty locomotives in service, including two t ypes
of adhesion engines and four of combination adhesion and
rack-rail engines. All arc tank engines, with four or six
adhesion driving wheels, the largest being 34-ton adhesion
engines and 29~-ton rack engines. The former have six
coupled wheels and a two-wheel leading bogie, and they will
haul train loads of 250 tons a.t 15~ miles per hour on
gradients of 1 in 83, or GO tons a.t 12 miles an hour. The
heaviest rack engines take trains of 40 tons ascending and 48
tons descending gradients of 2 in 12~ at speeds of 10 and 12
miles per hour respectively. None of the rack engines have
more than one cog-wheel, and these engines are always on the
down-hill side of the train,. All the engines have band, steam,
and air brakes. The fuel is coal from the State m ines, costing
8s. 9d. per ton a.t the main station.
There are sixty-five passenger carriages of seven types, and
377 goods wagons of ten types. They have either two rigid
axles or four-wheel bogies. The 20-ton double-bogie coal
wagons are made with the bottom sloping from the centre to
each side, and the lower parts of the sides are hinged to swing
outward and upward. These wagons are of steel, and are
used to supply the bins of the coaling station at Port Emma.
There are also four-wheel h opper-bottom wagons which are
used for coaling ships a.t the port. These a re loaded from the
spouts of the coal bins, and run out on a steel pier having
chutes at the end, down which the coal is discharged into the
ship's b old or bunkers. Hand brakes are used, and the
centre coupling is a. combination automatic coupler and
sp ring buffer. The passenger carriages are of the American
type, and have double roofs on account of the beat; the
up per roof is of galva.nised corrugated iron. There are only
two classes of p assengers. The speeds of passenger trains
are 16 to 22 miles per hour .
Bridge abutments and piers were u sually built in
advance of the road bed. Steel bridges of 32 ·8ft. t o
39 ·36ft. span were mainly erected at the workshops at
Pada.ng. Temporary wooden structures of pitch pine
from Pen sacola, U.S.A., were frequently built in advance of the steelwork. This timber is much cheaper and
lighter than the native djatti. Numerous culverts and
waterways have bt'en provided, including pipe and open
culverts and pipe sypbons. The largest structure is a steel
arch bridge, with steel columns rising from the arch to
support the floor system. This has a span of 183 ·68ft., a.
rise of 59ft., and the rails are 118ft. above the river. The
masonry is generally of stone ; brick is also u sed, particularly for stations and other buildings. As the native tiles
are of poor quality the roofs are mainly of galvanised
corrugated sheet iron , or of palm leaves for the less important
buildings. As the supply of good timber is limited, steel
is u sed for p ermanent way and rolling-stock construction
bridges, sh ops, coaling stations, telegraph and signal p osts'
track signs, &c.
'
The Malays of Sumatra a re not used t o h ard work, and
it was necessary to import coolies from China. and Java,
T he natives a re now, however, beginning t o work on the
railways, genera.lly under a. Chinese foreman or sub-con tractor. At the shops the h ead officers and som e foremen
a re Europeans; tho other foremen are Indo-European
while the labourers a rc Chinese and natives. The loco~
m ot ive enginemen and .firemen are natives from Java. The
chief engineer has under him a master mechanic and a
technical and executive staff.
Division and assistant
engineers a re in charge of tho different par ts o£ tho line.
fJEo. 21,
1901
The Government employs about 500 native convicts on the
works.
The lines are all single t rack, and arc operated by telegraph
orders, trains stopping at all crossings so as t o reduce the
expense for watchmen, &c. On the adhesion lines there is
n ever m ore than one train between two stations. On
the combination adhesion and rack lines trains may
follow each other at ten-minute intervals, but the space
between trains must not be less than 1G40ft. There is very
little traffic du ring the h ours of darkness-that is, from
6 p.m. t o 6 a .m. The most important traffic is the hauling
of coal from the State mines t o the coaling station at the
port.
Steam tramways.-In the Dutch East Indies there a re
light railways of low speed and low cost of construction
which belong t o the type of line known in Europe as steam
tramways.
There are about fifteen to twenty of t hese
lines, aggregating nearly 650 miles-8 miles double trackwith 183 locomotives, 303 passenger cars, and 1139 freight
cars. The shortest, 9~ miles, is a suburban passenger line.
The longest, 165~ miles, makes 75 p er cent. of its revenue
from goods traffic. Lines of the latter class, op ening up the
interior of the country, have been of great advantage in the
development of resources and trade. Each line bas certain
features of its own in regard t o traffic. All the lines are built
by private capital, under concessions from the Government,
which reserves the right of purchase after the expiration of
the concession. The gauge is 3ft . 6in., with two exceptions :
-First, the 6ft. gauge of the Batavia line, 8 · 68 miles,
operated by " fireless locomotives "-Lamm -Francq steam
storage system. Secondly, the 4ft. 8~in . gauge of the DjocgaBrossot line, 16! miles. The flange rails are 42 lb. and 50 lb.
per yard; a.n 18 lb. rail tried by one company proved a costly
investment, and bad very soon to be replaced with 38 lb.
rails. There is an electric railway in B atavia, and oil-burning engines are proposed for a. 20-mile line in the Solo district
of Java. The War Department operates in Sumatra a steam
tramway of 30in. gauge, 40 miles long, which was built for
strategic purposes, but is used for public traffic--passenger
and goods. I n addition t o all these, there are a number of
private lines, generally on large plantations, and connecting
with the public lines. Notes of some of the public steam
tramways are given below.
Smnarang Joana (Java) .-The con cession allows the use of
the land at the side of the main road , or even of the road
itself, providing a. width of 11ft. be left clear.
Existing
bridges and viaducts may also be used, if strengthened as
required. The gradient s are 1 in 100 to 1 in 72, and the
sharpest curves 328ft. radius for main line, and 164ft. for
spurs. The rails waigb 42 lb . and 50 lb. per yard.
The
sleepers are of djatti wood, eleven to a rail length of 29 ·52ft .,
or thirteen on sharp curves. Base plates are used a.t joints,
and on some inter mediate sleepers on cur ves. Angle :fishplates of Z-section are used. The cost of the road was £2300
per mile.
There are two types of locomotives- 13-ton
engines with four driving wheels and 6ft. rigid wheel base-are
employed on level lines; 18~-ton engines with six drivingwheels and 6 ·56ft. wheel base are employed on t h e heavy
lines.
The former will haul t rains of three passenger
carriages, one luggage van, and eight goods wagon s of 8 tons
capacity. The l.a.tter are designed to haul, at 7! miles an
h our, t wo carnages, one van , and five goods wagon s on
gradients of 1 in 50.
The wagons are built of steel and
m ounted on four wheel ~, but there are som e 12 and 16-ton
wagons on four-wheel bogie trucks. The passenger carriages
are also mounted on bogie trucks. Djatti wood refuse, coal,
and petroleum refuse are employed as fuel. The maximum
speed is 10 m iles per hour. Numerous bridges and waterw~ys are required, including pipe culverts and open culver ts,
Wlth masonry walls spanned by rolled steel joists. Plate
girder bridges are also built. The t otal length of the line is
165 · 5 miles, comprising 7 · 8 miles of city street railway,
62 ·1 miles of main line, and 103 · 4 miles of branches. The
first piece of line was opened in 1882.
.zpast Java 1'ramway.--This system, 50 miles long, includes
a. c1ty and suburban hne as well as country and industrial
lines. The permanent way is very similar to that of the line
above described, but has only ten sleepers per rail length.
The cost of construction averaged £2506 p er mile. The
passenger enginiOls weigh 9 tons and have four coupled
wheels ; they haul a maximum train load of four cars. The
goods engines have also four coupled wheels, but weigh
13 tons, and haul thirteen wagons of 8 t ons capacity. 1\'fost
of the wagons have fou~ wheels, but the 16-ton goods wagon s
and the passenger carnages are m ount ed on four-wheel bogie
trucks. On part of the line there is telephone connection
between the stopping places.
Serajon Tramway (Java).-The maximum gradient is 1 in
80, and the sharpest curves are of 492ft. radius. The line is
laid with 51· 4 lb. flange rails, 33 ·4ft. long, with twelve
wood~n sleepers per rail length.
The joints are spliced
by angle !?la~es. The locomotives have a. weight of 2~ tons,
equally d1stnbuted on three coupled axles with a wheel base
of 8ft. T he goods wagons are of 8 and 16 t ons capacity on
four and eight wheels respectively. Coal and wood are ~sed
for fue~. ~he steep gradient~ were adopted in thinly-populated ~1stncts t o ~nabla the hne t~ follow existing roads, and
the br1dges on Lh1s part of the hne were cheaply built so
that ~be ~ine might be economically recon structed on a ~ew
locat10~ 1n the future .. The op eration is controlled by telephone, m struments bemg placed at crossings and st opping
places.
_Samarang-Cheribon T1·amway (Java) . - This line is 165
m1l~s long, and it is very similar t o the foregoing. The 16-ton
engtnes can haul on the level a maximum train load of :fifteen
goods wagons of 8 tons capacity. Coal and djatt i wood a re
used as fuel. All the rolling stock has steel frames and the
average train con sists of two passenger carriages 'and four
goods wagons. The cost of construction was about £3260
per J?li~e, exclusive of r~lling stock and expenses involved in
obtammg the concess10n. The traffic is operated by telegrap~ between the. four main stations, the intermediate
stoppmg places bemg connected \vith these stations by
telephone.
ENOINKEHlNO ScHOOL.-Tbe cc Wilson "
pretJ?ium fo~ the be~t paper read before t he Crystal P11lace Engi·
neenng S?c1ety durmg the .present session has been awarded by
~be Counc1l t? S. J. N_. Carnngton, for his paper on "The Widen·
10g of the Bn ght?n Lme between Balbam and Croydon." Other
papers read dunng the term were "The Eastbourne Pier lm•
provement ~o~ks, " by J. M. Attlee; "Trade Unionism," by
F . H. H. W!lhamson; and cc Modern Electricity," by E. A. A.
Parsons. The P.remium was presented to Mr. Carrington by Col.
R!l.ban, ~ E., D1rector of Works to the Admiralty, on the occll8ion
of tho e~ghty-seventh distribution of certificltes at the above
ecbool, on o_,cember 20tb.
CnYt>TAI,
PALACE
DEc. 27, 1901
ENG I N~~.ft
f:9:E
649
motor shaft in precisely the same way as in the readings 96 vessels, of a t otal carrying capacity of 10,213 tons, were
a.lready given. 'l 'he following results were obtained : added to the Baltic shipping, while the sailing ships of the
Black Sea in 1900 were fewer by 24 than in 1899.
WE wet·o asked some little while ago to witness at the
on
end
Weight
The ownership of the steamers is distributed as follows:-Current. Volts.
Watts.
works of F . W. Potter and Co., of P b ipp-street, G reat Eastern- Name of fan . Speed.
of string.
59 per cent. of the tonnage belongs to shipping companies ;
Fan B
1060
•I · 75 ••
H ll ..
street, certain tests of propeller fans , among them the Wing
698·1>
s~ lb.
••
Wing fan ..
.. 4·0 •• 08 • • 802·0 • •
21·9 per cent. to individual owners; 16 · 9 per cent. to t rading
fan made by this firm. Special apparatus bad been fitted up
4·4 • • 118 • • 610·2 • • 4 "
••
••
firms and shipping firms; and the residue of about 3 per cent.
~or t~ese test s. A tube of thin sh eet iron 18ft. long and 27in.
"
m. du~mete~ bad been constructed , and was placed horizontally
Here, as will be seen, it was found impossible, owing t o belongs t o the State and Ministry of Ways of Communicawtth tts axts some 3ft. from the ground. At one end it was lack of regulating capacity, to make the Wing fan a-ct on the · tions. As steamship owners the first place is held by the
slightly flan ged, the opening left being such as just to admit screen with such ~~ force that 3:1 lb. exactly balanced it, as shipping companies in the Black and Azoff Seas, but on tho
of a ~5i n. fa.n revolving in the orifice. On a bench of in the case of fan B, so that the next possible readi ngs Caspian Sea it is t he individual owners who come to the
The vessels and tonnage of t h e leading Russian
requisite height was secured a small shunt-wound electric above and below it were taken. It will be observed, how- front.
motor, which bad its spindle lengthened to such an extent ever, from the second reading with this fan that even when shipping companies a re as follows : Steamers.
Tonnore.
that fans of different makes and sizes could be readily slipped acting on the screen with a forco requiring k lb. more
The Russian t!team Navigation and Trading
on and clamped to it. Some little way into tho tube were to balance it, the Wing fan was absorbing 174 · 3 watts less
Company . . . . . . . . . . . . . . . . 72 . • .. 67,064
pla.cea at right angles to one another two thin sheets of th an i an B.
The RU88ian East·ABinn Steamship Com·
m etal. It. was explained that these were for the purpose
pany . . . . . . . . . . . . . . . . .. 8 . . . . 12,6 18
Potter and Co. inform us that they have connected the
The Russo·Baltlc SteamshJp Company . . . . 6 • • . • 7,896
of preventmg eddy curren ts, and to render the readings action of the air on the suspended screen with the volume
The Archangel and Murman Company . . . . 18 • • . . 6, 288
of some of the fans more easy to take. It was stated of air in cubic feet passed through the tube, and have supThe Orient Transport Company .. . . . . 26 • . . . 13,708
that this if anything favoured the fans against which plied us with the accompanying diagram-Fig. 2- from
The Cauoas and Mercury Company
. . . . 80 . • • • 11,984
the Wing fan was being tested, since some of these, so it which they have worked out the following tables. The
was said, set up some exceedingly wasteful eddy currents. motor is stated to h ave an efficiency of between 50 and 60 The last-named company is engaged in carrying cargoes
mainly on the Caspian Sea. In the Russian Report the
About 18in. from the end of the tube remote from the per cent.: above list of shipping companies is closed by the st eamers
fan was hung a light circular disc, two fine strings being
TABLI~ 1.- Volumt& OJ Air,
belonging to the so-called "Volunteer Fleet," which is the
secured to it and to hooks in the ceiling for this purpose.
This thin screen could be rea.dily moved, and quite a light
24in.
25ln. Fan A. Fan B. second largest company; but it is certainly not r ight to
log.
Wing.
class these steamers as belonging to private companies, for
touch would set it swinging. Attached to its middle was a (1) 4600 cubic !cot of nir requirtJ8, watts "'620
•• 240 .. 490 .. 470 they ought t o be classed as st eamers owned by the Russian
string, which was taken in a h orizontal direction to a pulley (2) MOO
,
,
,
,
485 .. 875 •• 780 •• 750
Government.
The details concerning the value of the Russian mercantile
marine and its sources of origin a re of some interest. The
t otal value of t h e steamers on January 1st (14th) of this year is
given as being 104,500,000 roubles, or about £ 11,000,000. Of
21 inches di3meter.
this t otal 51 per cent. is in the fleet in the Black and Azofi
Seas, and 35 per cent. is represented by the steamers on the
Caspian Sea. The passenger steamers are first in value,
Vert ical
tal Cross Plate
for they represent 32,300,000 roubles, and then follow the
Cross Plate .
tank steamers to the value of 27,300,000 roubles, and the mail
and passenger steamer s t o the value of 17,000,000 roubles.
H ow backward Russia is still in shipbuilding is well seen in
the returns as to the origin of its mercantile marine ; thus,
73 per cent. of the vessels and 82 per cent. of their tonnage
are built in foreign shipyards. There is thus great scope for
Fig , t - TES TIN Q A PPARAT US
Russian enterprise in this direction. The increase in the
number of Russian steamships has been rather remarkable of
'fauu; H. - Power used.
pla-ced at the right height. The free end of the string was
recent years, for 354 steamers, or 47 per cent. of tbe t otal
provided with a wire h ook, on which weights could be hung.
24in.
25ht.
.
Win
Fan A. Fan B. number, have been built during the last ten years, and of
mg.
g.
W
The apparatus employed is shown dtagrammatically in Fig.l.
these 354 steamers, 203, or 57· 4 per cent., were built during
(1)
850
watts
mo\"O
,
cubic
feet.
o!
air
4700 • • 5850 . . 8900 . . 4000
The method of testing was as follows :-A propeller fan (2) 650
"
"
"
6850 . • 6500 • • 4700 . . 4750 the last five years.
was m ounted on the motor spindle, and placed so that it (S) 700
,
,
,
6500 . . 7200 . . 6260 • • 6800
The number of Russian sailing ships is 2293. But, as
just en tered the tube. Potter and Co. informed us that
We also saw the pressures set up in the tube with the end more tbA.n 69 per cent. a re under 100 tons capacity, a great
they had made a very large number of experiments as to open and with the end closed, but the apparatus was many craft cannot be t aken into account. The total value
the position in which all fans gave the best results, and t h at only of a. rough-and-ready kind, and difficult to manipulate. of the fleet of sailing vessels is estimated to be 1,603,248
it bad been found that the best results were obtained in all The readings, t herefore, were not of much value, but such as r oubles, and this is inclusive of the valuable tank-sailing
cases when the fan blades just entered the tube. The motor they were t hey went in favour of the Wing fans.
vessels used only on the Caspian Sea. Nearly all the sailing
was then started, and the volts and amperes read by means
The claim put forward by the makers is that the Wing fan vessels of the Russian mercantile marine are built in Russian
of instruments. The action of the fans caused air to travel for a given amount of p ower will move a greater volume of yards, and only a very small percentage of them is of
t h rough t h e tube and to impinge up on the light screen, which, air than any other propeller fan in the market. The experi- foreign constrl!ction.
we may say, was about 4ft. in diameter. The air caused the ments sh own to us certainly appeared to prove that this
screen to be m oved away from the tube and then weights claim is upheld so far as the two fans which we saw tested,
were hung at the end of the string, already alluded to, until and the special conditions of the test, were concer ned. For
the screen was kept in its central position, i.e., hanging obvious reasons, we do not mention t he names of the makers
CAM BELT STRIKER.
vertically as though no air were blowing.
of these fans.
T HE drawing below illustrates a duplex cam belt striker
For a considerable time now, Potter and Co. h ave been
car rying out systematic experiments on propeller fans, made by the West London Engineering Wor ks, Chiswick.
It consists of a rolled bar A, on which slides the block B with
belt fork. On another sliding block a wheel, which has
two spiral channels cast on its back, is mounted. On an
extension of B there is fitted a small roller fitting one of tbeso
THE WI NG PROPELLER FAN.
..
..
3! ..
700
500~---+----+----+----4-~
@'
Fi~.
3 - T HE WING PROPELLER
A
B
A
FAN
especially with reference to the angle and curvature of the
o~ 'VV
Fvvv
1000
2000 JOOO
4000
blades, and the methods of fixing them to the central boss.
Cvtlic Feet Air.
They have found that an angle of from 27~ to 30 deg. is the
best all-round an gle for combined output and efficiency. The
Fig. 2- DIAGRAM OF RESULTS
fans which we saw under test had their vanes placed at an
angle of 30 deg. The accompanying illustration-Fig. 3Tbe following readings were taken with a propeller fan of sh ows the moving portion of the fan, t ho shape of the blades,
a well-known maker, which we sh all call fan A, and with a and t he m ethods of mounting them.
Wing fan, both fans being 25in. in diameter :Current
Weight on
Name o! fan.
Speed.
in
Yolts.
Wnt ts.
end of
am p~res.
string.
RUSSIA'S MERCANTILE MARI NE.
Fan A • . .. • . 760 . . 6·00 . • 160 . • 900·0 . . 4·0 lb.
Wing fan
. . . . 010 .. 6·26 • . H G •• 766·5 . . 6·5 ,
"
050 . . 4·26 . • 102 •• 488·6 .. 4 ·0 "
T HE Russian Ministry of l<'ina.nce ba-s just published an inW o were informed that the whole current going to the t eresting book dealing with the position of the Russian mermotor was being m easured by the ammeter, and that the cantile marine on January 1st (14th), 1901. According to the
volts were taken across the m otor terminals. It will be seen official lists of ships at the beginning of this year, Russia
from the table that the Wing fan required less energy to possessed 745 steamships and 2293 sailing vessels, with a comdrive it, so that the screen was deflected with greater force bined carrying capacity of 633,820 tons, of which 57! per
than in the case of fan A, and that, as a fact, to produce the cent. are steamers and 42! per cent. sailing vessels. In the
same effect on the screen the Wing fan required rather less n orthern waters, t h at is, in the White Sea and in the Baltic,
tb11.n half the energy to be supplied to the motor. It will be the sailing vessels exceed the steamers both in number and in
observed that in the first reading of the Wing fan the speed carrying capacity, while in the southern waters, in the
is higher a nd in tho second reading lower than the speed of Caspian and Black Seas, the steamers take the lead in both
fan A. The governing arrangements of the motor and the respects to tonnage, although they aro exceeded in number
p ower of the motor itself would n ot permit of any higher by the sailing vessels. :Most of the steamers added to the lists
speed being got out of the motor with fan A on it. It was in the course of 1900 belong to the Baltic and the Black Sea,
running to its fullest capacity.
Moreover, the regulating and the increase of the two m ercantile fleets was 38
resistance was not sufficiently divided up to always get the steamers, with a total registered tonnage of 35,193 t ons. The
exact effect required , as will be seen from the next readings, increase of steamers on the White and Caspian Seas was far
which were made with another type of fan by another well- behind that just quoted, for it amounted only to 8 steamers
known maker, which we will call fan B. In this case both with a total registered tonnage of 1803 tons. Judging from
t he fans \vere 24in. in diA.meter, and were m~'~unted on the figures, the increaRo of tho sailing ship!! seem s to be greater;
channels. Another roller on a fixed block C fits the oth el'
channel. Wh en the wheel D is rotated by th e band chain, the
fork is moved to right or left by twice the distance that either
cam would give alone, because the centre of the wheel is
moved at the same time. The a ction is quite clear from the
drawing, and it will also be evident that the gear is self-lock·
ing. It works smoothly and well, and is constructed in such a
manner as not to be much if any more expensive than more
usual forms of belt strikers.
FL~M.TING D ocK AT
ODESSA.-The Russian Steam Navigation and
Tradtng Company bas recently erected a new floating dock at
Odessa, and we understand it bas since been regularlf employed.
The total length of the dock is 881ft., breadth over al 80ft. , with
~ c~ear breadth between side walls o~ .63n., d rau~bt 20ft., with a
liftmg power of 6000 tons. The facthty and raptdity with which
vessels can be lifted, painted, and lowered, combined with a most
reasonable tariff, will naturally commend the dock to the favourable
at~';lt_ion of ~ri tisb and other owners.
The need of dry dock
facilittes at thlS port baa been felt for some time past and tbe
ad vantages of thia new dock were demonstrated recently 'when the
s.e. Sviatoi Nicolai, proceeding from the barbour to the d~ok fouled
an anchor, which got jammed between a propeller blade ~d ber
ater.ti frame, thus d!sabling ber. Bad there been no dry dock
ava1lable at Odessa, 1t would have been necessary to have towed
her to Seva.stopol, which would have incurred delay and heavy
expense. Large 9:nd con: m~dious engineering works are now in
course of construotton along8lde the dock, so that early in the New
Year. a modern fully equipped &8tablishment will \;eat the dispost\-1
of sbtpownere,
650
DEo. 27, 1901
THE ENGINEER
of a decade or so ago. That class has little use now, and we tion, evon with the thin armour that is its chief fault. ConGERMAN CRUISER KONI G WILHELM ERSATZ. are
inclined to think th at the new type will be no longer trol of fire in the battery should be extremely easy. In
SoME time ago wo illustrated and described in THE
l!:NGINEER the Ger man armoured cruiser Prinz Heinrich,
Rond p ointed out how greatly she advanced upon the Fiirst
Bismar k, h er predecessor.
T h ough externally less visible,
utmost as g reat an improvement exists between the latest
vassel and t h e Prinz Heinrich. Of the new 904S type there
~~re two vessels, substantially similar, under constructionthe P rinz Adalbert and the, as yet unofficially unnamed, K onig
Wilhelm E rsatz.
The table below indicates the progress in armour, armament, machinery, &c., in the th ree types, but attention may
~!so be drawn to other changes. Not one of the least
interesting of these is the form of rudder and cut-away deadwood. For the rest we may observe that, as evidenced by
the now well-known Furst Bismark, earlier German con ·
struction was-in a sense-essentially "amateur ; " that is to
say, recently completed ships embody those kind of features
which we m ight expect to see evolved by t h e gentlemen who
con tribute to our daily Press those awe-inspiring lists of
compa rative fire-energies and the like. The Biemark's gun8
a re h eavily protected, while their bases are nearly igu•ned;
in lat er vessels much is discarded in favour of protected gun
bases, and in place of five distinct partially-defended gun
positions, there are now but th ree groups, each completely
protected . The Bismark is more or less at the mercy of
all shell, t h ough proof against anything but the largest A.P.
p rojectiles. The new ships can be successfully attacked by
merely Sin. A.P., but they are shell-proof-undoubtedly the
better virtu e of the two. " Increase the armoured area at
all costs " seems to be tho motto of modem German design,
and unquest ionably this is correct.
T he d ata of these cruiser designs are as folJows. We have
added a few others for comparison : -
Name
••
••
.•
••
••
Displacoment, tons ..
Length. feet
.. ..
Beam. feet . . . . . .
Draught (mean), foot
Primary guns . . . .
Elecondary guns . . . .
Tertiary guns . . . .
Small guns . . . . . .
..
..
..
..
..
..
..
..
•
•
Bismark.
P. Heinrich.
P.
lived. Four-inch armour is very thin. It will not keep out
Sin. or 7 · 5in . projectiles now; in the future the Gin. gun is
likely to be able to defeat it. It will be worth the gun's while
to d o so, and that almost entails the invention of the
n ecessary projectile. Apart from this, have high-explosives
been fully considered? On the proving ground they will
shatter 4in. plates all to pieces, even from 6in. guns. Cruisers
will have to face Sin. and 9 · 2in. shell frequently enough, and
the efficacy of 4in. armour against these is very doubtful. In
view of this, tho Asama seems a safer type, hence the 4in.
armoured cruiser seems likely to be a transient type.
However, the type exists, and of tho three, in the matter of
handiness, a rmament, and disposition of armour, the Gf!rman
design seems superior to the County class or the American St
Louis. The Germans' big gun bases are shell-proof, while t he
County Class have a mere tray, easily incommoded by shell .
Attention may bo directed to the form of the Germans' barbette bases. They embody the shape that h as long been held
ideal- too ideal to construct. The question is, how will they
be constructed ? for as yet they only exist in design. Anyone
familiar with armour construction is aware that the Krupp
p rocess lends itself badly to anything save vertical plates, so
much so, indeed, that in all our ships turrets are constructed
of nickel steel in preference to the superior armour. Tho
theory- if it be not a deal more than a theory-obtains that
when very hard armour is used for curved plates, work on
them takes away all their virtue. The inverted cone of the
German turret bases offers a. far m ore difficult piece of work
than any tu rret. It is not known whether Herr Krupp, who
supplies the bulk of German armour, has solved the problem
an d is making these bases of Kruppised cemented steel, or
whether nickel is resorted to. The point is important, but
in any case the defence is altogether superior to that in our
County class. Tho German 4in. battery is probably not so
Adalbert and
now ship.
..
10,700
S,980
9,04S
..
894
S94
894
..
65j
66i
65!
.
26
28~
28f
.. Four9· 41n.
Two9·4ln.
Foul'S·21n.
.
Two!ve 6in.
Ten 6tn.
Ten 6ln.
..
'l'cn 8·41n.
Ten 8·41n.
Twelve 8· 41n.
. . ron 1-oc:lrs., four Ten 1-pdrs., foux Ten 1-pdrs., four
Maxlme.
Maxima.
Ma.xlme.
Submerged torpedo tubes .
Jl'ho.
Three.
Three.
Above-water torpedo tubes .
Ono.
One.
One (armoured).
Armour
. . . . . . . . ..
Krupp.
Krupp.
Krupp.
Belt amidships . . . . . . .
Sin.
& .
(ln.
Belt at ends .. .. .. .. .
Bltn.
Deck
.. .. .. . . ..
2in.
2tn.
2tn.
Lower deck side
.. . . .
&.
& .
Length of thia bolt . . . . . .
160ft.
215ft.
Bulkheads, lower deck . . .
None.
&.
4ln.
On tn.in guns . . . . . . . .
Sin.
6tn.
61n.
Protection to main gun baaea .. Stu. shallow bar- 6tn. tubes coni- 6tn. tubes conJbottee, then caL
cal.
an armoured
hoist only.
Secondary guna • • • • • • • . Six In tunots, Four in turrets, ll'oul' in turrets,
two in cue- six in battery. six in battery.
mates, foUl' in On all &. ar· On all 4in. ar·
battery. On moux.
mour.
all 61D. armour. Unprotected bases.
Throe.
Screws .. .. .. .. . . .
Three.
Three.
l .H.P. .. .. .. • . .. .
18,600
16,000
17,000
Speed, knots .. .. .. .
1S·7
21
20
Coal (normal) tons . . . . .
1,000
1,500
1,600
Coal (maximum), tons . . . .
1,100
1,700
1,700
Bollen . . •• . . . . . . . . Eight Thorny- Fouxteen Dllrr. Fourteen Dllrr.
croft, eight
cyltndrlcal.
Complement • • • • • • • •
629
501
650
Paper comparisons a re notoriously incomplet e. The St.
Louis is h ere so much t he worst of the batch , that we suspect h er t o be far and a. way the best of the lot in nautical
qualities. It is so characteristically non-American t hat we
a re forced t o believe this. She will probably turn out able to
bea t all t h e others at steaming on long courses. However,
so fa r as p aper goes, the new German design holds its own
very well with all the others. Her dimensions, it will be
noted, are very akin to the Elswick I wate class. These, it is
said, roll a great deal, t h e German design being weighted
with as much, or even more, upper works, may th erefore roll
•
Uppe r·
c
S ECTION
mo.-0 or as
AND
m uch. I n lines the two are very alike. Still,
t here is a strong belief t h at our County class will roll
t remendously, that tho M?nt~alm cla~s will, goes with~ut
saying; so t h o German sh1p ts not hkely to be peculiar .
Possibly some of tho St. Louis' hidden virtues reside here.
In t he mat ter of handiness th e Elswick cruisers are very
good, we m ay t ake it that t h e ~~rmans will be equally ~o­
certainly better than tho Bnt1sh, French, and American
designs. T his t he dimensions indicate.
A word m ay be said h ere about the class of 4in.
armoured cruisers now sp ringing u p. We h ave some
eighteen building or p rojected. America. has four in hand,
German y three-that is, twenty-five ships all told, covered
with a good deal of thi n armour. I t is the type of the
moment. It corresponds in a measure with tho Latona class
Japanese
Jwa.to.
British
County class.
9,800
400
9,800
440
66
u.s.
St. Louie.
our County class it is going to be anything but easy. Ifas may very possibly happen-fire control in battle becomes a
matter of sending messengers, the German idea offers great
advantages. All the Gin. guns can be got at nearly at once.
In the County class they certainly cannot be.
Hence it
comes that, given thicker armour, the German design should
not be far ofT tl:.e ideal cruiser, for her weak p oint would then
only be the four little turrets nested together amidships. In
Fiirst, .B·ismar1v
action, the lifo of these is likely to be very short, and the
armouring of them p robably a waste of weight. T he fi rst
shell is p ractically certain to jam them.
Finally, the celJulose over the bow is an indication that the
Germans have been studying things nautical a good deal more
than they did~a few years ago, when their vessels certainly
suggested tho soldier'8 idea of a warship. That particular
French
Montcalm.
9, 700
0,617
428
458
OS~
625!
64
24l
24~
Sl
24!
FourStn.
Two7·61n.
Two7·6ln.
Fourteen 61n.
Ten 61n.
Fourteen 61n.
Eight 6. 4ln.
Twolvo Sin.
'f eu Sin.
Eighteen Sin.
Foux 4tn.
Twelvo small. Throe S. pdrs., Twelve 1-pdre., Sixteen 8-pdre
olght Maxims 10 automatic.
six 1-pdra.
Four.
Two.
Two.
Krupp.
Krupp.
Krupp.
Harvey nickel
71n.
4lu.
4ln.
6in.
8lln.
2ln.
t in.
2lln.
2Ln.
Sin.
21n.
6in.
41n.-2tn.
4ln.
tin.-2ln.
200ft.
850ft.
lll>ft.
440ft.
6ln.
Sin. (aft).
tin.
6in. (aft).
6in.
6in.
61n.
6in. complete Sin. shallow bar·
tin. big tube.
barbcttoe.
bottcandhoist
only.
"Ye w C erma n-.
rmrl
110 ..,.
Va1ious.
(?)
1,500
Babcock and
Wilcox.
(?)
(?)
(?)
Two.
22,000
23
(?I
Two.
21,000
21·5
650
Three.
10,600
21
1,000
1,600
Normand.
o..i1nv tRA
f,J1'
P fl 1"-irwich al.~o
4•
S!-Lou.is
reo in 6ln. caso- All ton in 4in. Fouxin&.case· G· tin. in 4in.
matoe, four casemates.
matee,elghtin casemates,
unprotected.
tin. battery, with unprotwo unprotec- tocted bases.
ted.
Four 4ln. unprot.lcted.
Two.
14.600
20·76
650
1.800
Belluvillo.
P r i 11.3 .He:im·ir),
,...,
6
-(
•
6
a·
~
'I
612
good as the casemate system in our County class. One Gin.
high-explosive between t h e second and third funnels would form of originality is now abandoned. When n ext German
beyond question put the four upper deck turrets out of action, design essays or~ginality, the result, we may safely prophesy,
an d its effects might reach to the battery below. A single will be nautically far more satisfactory.
medium projectile in the main deck battery would probably
wipe out all the six 6in. in the German ship. Both are in
the category of possible hits. The Cnunty class, on the other
band, need at least six hits by medium p rojectiles- putting
l\IANCHESTER ENGINEERS' ASSOCI ATlON.
aside particularly "lucky shots "-to disable the ten case
mates. Both cases are instances of comp romise, of course,
ALTERATION OF RULES.
due as ever to tho fact that a warship has to move fast, and
AT the annual general meeting of the Mancl.ester Association of
Engineers, held on Saturday, .Mr. Henry Webb, who presided,
submitted a .Proposal that the rules of the society be altered in
accordance w1th a notice of motion tbat bad been given. A draft
of the suggested new rules bad already been circulated amongst
tho members. The rules at present governing the Association had,
he remarked, been in existence, with only a few minor alterations,
for forty-six years, and oven tho most coneervative must feel that
with changing times some alteration in t he rules was necessary.
One important change that was proposed related to tho method of
electing members, which the Council suggested should be simplified,
and brought more into line with tho system adopted by such societies
as the I oatitution of Mechanical Engineers and t he Iron and Steel
Institute. Another, and the most important change, was to do away
with t he distinction between honorary and ordinarr members, so
t hat in futuro they should all be simply "members.' In removing
t hat distinction it was proposed to discontinue tho system of
•
funeral and superannuation allowance, disablement grants, &c.,
so that the society should be purely a scientific society for the diso·
•,'J•4 •
semination of valuable and useful information amongst the
•
members and in t be engineering world generally. The proposed
JJ eck.
new r ules, however, contained clauses which adequately guarded
the right to benefits of existing members.
Mr. T. Asbbury seconded the proposition, and a long diRcussion
took plo.ee, but ultimately, on t he motion of Mr. Joseph Nasmith,
seconded by Mr . James Saxon, it was resolved that, whilst
approvi~ generally of t he principles of the proposed new rules,
the meeting should stand adjourned until some date to be fixed by
the Councif, and in tho meantime suggestions for amendment of
DECK PLANS
the rules as drafted should be forwarded to the secretary for consideration by the Council, and reported on at t he adjourned
meeting.
to ensure that moving loaves none too much weight for guns
Officers for the ensuing year were elected as follows :-Mr. James
and armour.
Walthew, troa.surer ; l::lir W. H. Bailey, Messrs. T. Ashbury, J.
I n comparing th e Prinz Heinrich with her later develop- Wost, S. Dixon, and II. Wobb, trustees; Messra. G. Daniels, 0.
ments, we may draw attention to the following-all improve- Saxon, nod U. N. Bickeston, members of Uouncil in place of those
ments :retiring; Messrs. 'l'homas Roberts and W. I ngham auditors;
Mr. Frank Hazelton, secretary ; and ftlr. Robert Ga.ss, librarian.
(1) Four 8·2in . substituted for two 9·4in.
The ohairman, having expressed the high appreciation of the
(2) Great increase in the length of the lower deck side belt,
t hus encasing the bases of the ammun ition tubes of the big members of the services rendered by t he retiring president, 1\lr.
Henry Hodgson, and their g roat regret that a breakdown in hie
guns.
had necessitated a temporary change of climate, which they
(3) Cellulose belt placed as indicated in the dotted p ort ion health
hoped would bring about complete 1·estorn.tion, proposed the election
of the p lo.n .
of Mr. E. G. Constantine as president for the ensuing year. This
(4) Slight reduction of sup erstr ucture, &c.
was seconded by Mr. Alfred Saxon and unanimously agreed to, a
Having unfavourably criticised the concentration of t he vote of thanks being also accorded to the ret iring president.
6in. guns, we feel that, in conclusion , some reference should The proceedings included tho election of.Ltwenty-five new
be made t o the advantages that presumably led to its adop- ruornbors.
GERMA N ARMOURED
••
C RUISER KO NIG
WILHELM ERSAT Z
tj
t;.;l
0
(F<n ducriptum ~a page
•
650)
t-0
--1
- ·---- - - -
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I
-
.......
<0
0
.......
•
•
.-3
tl:1
tz:j
tz:j
z
0
H
z
tz:j
tz:j
~
C7)
c.n
.,_.
THE ENGINEER
652
AN EARLY LONDON RAILWAY.
AT that early period in the development of the railway
system when it was intended that the Great Western should
join the London and Birmingham near the present Willesden
Junction and run over it to a common terminus at Rustonsquare, it was suggested that a branch from the meeting
place to the Kensington Canal would prove a useful feeder
to both lines. The canal, opened in September, 1828, ran up
from the Thames at Counter's Creek, Chelsea, to a basin now
occupied by the Warwick-road coal depOt, Kensington. It
had been a total failure, but, of course, a railway connection
might help it. A society was formed, with the ponderous
title of Birmingham, Bristol, and Thames Junction Railway
Company, obtained an Act of Parliament on June 21st,1836.
Its capital was to be £150,000, with power to borrow £50,000
m ore. Purchase of the canal for £36,000 was one of the
conditions laid down, and the works would have been mostly
of a simple and inexpensive nature.
Very soon, however, the Great Western resolved to adopt
the 7ft. gauge, give up the proposed junction, and seek an
independent terminus "near the basin of the Paddington
CJ.nal," at Paddington. This was authorised on July 3rd,
1837, and involved crossing the line of the Thames Junction
Company on the level. To get under the Paddington Canal,
whic h runs between the two great railways, parallel to both ,
and with its water-level about 20ft. above their rails, the
junction line constructed a brickwork gallery 110ft. long,
opening at its south end directly upon the Great Western.
This still remains, though closed up at the other end and
disused, 2! miles from Paddington. The covered way was made
wide enough for two narrow-gauge lines of rail, with a footway
at one side separate from them. The archway is rather a
striking object, with a Grecian pediment of stock brick above
an elliptical opening turned in light red fine-jointed brickwork. An ingenious bridge, long replaced by a girder structure, of four cast iron arches, with the roadway and
two footpaths suspended between them, formerly carried
Scrubbs-lane at this point over the canal, where the latter is
above the tunnel. This combination of road, canal, and railway, one over the other, was thought a wonderful thing in its
time. The arch at each end of the subway is some 20ft. high,
but the canal lies in a cast iron trough, under which there is
only 14ft. Sin. headway. Drawings and a description of this
work may be found in F. W. Simm's "Public Works of Great
Brit11.in," 1838, and the Ill·ustrated London News of December
28th, 1844, h11.s a curious view of the level crossing at night.
The headway is enough, of course, for locomotives, but they
were not intended to be used. There is an invert below the
archway. 'rhe works here were executed in 1838 and 1839,
Messrs. Cubitt being the contractors, from the designs of
Mr. Wm. Hosking, F.S.A., engineer of the Thames Junction
line. About 3 furlongs north of this point the railway joined
the London and Birmingh~m, 51 miles from Euston. A small
station called West London Junction was erected, part of
which still remains, adjoining the Willesden No.1 signal-box.
The original Willesden Station, by the way, was practically
a level-crossing house on the road to Acton, at the six-mile
post. F or many years only about four trains each way stopped
there.
The Thames Junction Company soon grew ambitious.
By October, 1836, it had resolved upon extending the
line from the terminus behind Kensington-crescent, along the
south side of the Hammersmith-road and through the waste
lands now occupied by South Kensington l\1useums, to a
West End terminus at Montpelier-square, Brompton. Being
in a philanthropic mood, the directors congratulated themselves that by having to deepen and straighten a number of
sewers, they would be adding to the healthiness of the district.
This benevolent scheme failed to pass Parliament, a resuscitation of it in 1844 being equally unfortunate.
Perhaps the most interesting event in the history of this
small line is its connection with the first practical trials of
the a-tmospheric system. l\fr. H enry Pinkus, its inventor, had
in 1837 formed a. National Pneumatic Railway Association,
which arranged with the Thames Junction Company for a trial
upon half a mile of its line when the works were sufficiently
advanced. If the result was good, the company were to work
the whole line on this system, free of charge. Experiments
on a short line alongside the Kensington Canal in 1837 ended
in failure, but in 1840 Clegg and Samuda's improved method
was laid for half a mile, somewhere between Uxbridge-road
and the Great Western Railway.
From Samuda Brothers' report, dated June 18th, 1840, it
seems the experiments began on June 11th, and were continued on Mondays and Thursdays from 3 till 5 for a little
while, and later on at irregular intervals. The air-pump was
37!in. in diameter, with 22fin. stroke, worked by a 16 horsepower condensing engine. Only a single line, with posts to
mark every two chains, was provided, the gradient rising
northwards 1 in 120 and 1 in 115. A table of the speeds and
loads on June 11th and 15th, 1840, compiled by Mr. H ensman, of Waltham Abbey Powder Mills, shows that the
maximum load taken was 11! tons at 22! miles per hour
whilst 30 miles was got with 5 tons 9 cwt. The tube wa~
~nly 9i~. in diameter, the pipes not being bored inside, but
lined With a COat Of pressed tallow, nin. thick, to diminish
the fric~ion of the pist?n. On Monday, June 29th, 1840, the
!ate Pnnce Albert witnessed . the trials, and was g reatly
mterested. A vacuum of 18m. of mercury was obtained
with 1! to 2 minutes' pumping, the gauges at each end
practically corresponding. Forty to 42 strokes per minute
were usually made by the pump, but owing to insufficient
boiler power this fell off towards the end of the run. There
was no doubt higher speed could have been got on a longer
and larger tube, as was proved elsewhere later on· but the
ridiculous loads excited derision even then. Th~ line wa.s
laid in a. "rough and irregular manner" with some of the
original rails from the Liverpool and Manchester Railway.
About 1843 the plant was removed by S11.muda's people, "who
were rather unwilling to quit the line."
At the period of the first experiments the West London
Railway, as it became by an Act of July 23rd, 1840,
was regarded as an abandoned project. Funds came in
so very slowly that the works again stopped for a considerable
time. The scarcity of money owing t o the large number of
"calls" on railway shares was so great that many small
holdors could not pay up. Between Uxbridge-road and the
Canal basin the Counter's Creek sewer had to be altered and
re-laid at great expense, as, the atmospheric principle being
abandoned, more headway had to be given under the
bridges.
About 1840 the engineer, Mr. Hosking, resigned and was
succeeded ~y Robert Step~enson, but railway property was
then depreCiated and even h1s name could not attract investors.
H e favoured the Knightsbridge terminus scheme, condemning
the canal as useless, as it could only be entered or left near
high tide. Instead of it, he suggested an extension of the
railway to the Thames, a little above Battersea Bridge, where,
bJ quays or wharves, both goods and passenger traffic could
be carried on at all times. The m ost extraordinary ideas had
been entertained of the value of the canal. "Boat carriages "
on trucks were to run from tho large railways a nd to descend
into the canal basin at Kensington, whence steamers would
take t hom down to London Bridge. It was thought barges
with goods could be towed down to BlackwaH on the tide in
four hours. Even at this early date, however, shrewd men
saw that the true fun ction of the railway was to cross the
river and join the southern lines. One of these schemes was
to go to Wandsworth, buy up the Surrey Iron R ailway,
rebuild it as a steam line, and join the Brighton at Croydon,
but it was never even attempted.
At last, on Whit-Monday, May 27th, 1844, the West London
Railway was opened for traffic as a single line to the junction
with the Great Western. Trains are said to have run every
half hour from 9 a.m. On June lOth a time bill was issued,
from which it appears that four trips daily were made from
Kensington to join the Birmingham Company's trains, and
three to meet those of the Great Western. Only two return
trips, however, are shown from each line.
The Great
Western put up a temporary station, called Wormwood
Scrubbs, near the level crossing, and there was a station
named Shepherd's Bush, at Uxbridge.road. The working
proved utterly disastrous, six months' expenses being £586
and receipts £74 15s. 3d. In the same period the canal
earned £205 at a cost of £33, but over £1000 had to be spent
in dredging and repairs. The company was now £60,000 in
debt. Four judgments had been registered against it, and
its acceptances were dishonoured. On December 14th, 1844,
a creditor advertised that the whole of the movable plant
would be sold three days later. It comprised "a capital
locomotive engine and tender," the rails, both fixed and
loose, the very cranes at the wharf, and the fittings of the
four stations down to the waiting-room tables. Purchasers
duly assembled at Kensington Station, but no sale took
place, a temporary arrangement having been made with the
London and Birmingham. Passenger traffic ceased on November 30th, 18-!4, and was not resumed for nearly t wenty
years. It was announced that the " Goods Train " would be
continued as usual, but we have been unable to follow its
small journeyings in any time-table.
To account for this extraordinary result of the working of
a London suburban line, it must be remembered that hardly
any population then existed near its course. It lay between
Kensington and Hammersmith, but too far from either to be
of any use. Ponds, gardens, and even wheat fields abounded,
but the only traffic lay towards London. The canal had been
just as great a failure. The two large railways had no desire
to have their termini supplanted by one at Knightsbridge,
antl the level crossing was a sore subject with the Great
Wester n Company.
Simultaneously with the closing of the West London, the
Birmingham and Great Western companies ceased stopping
any trains at their junctions with it. The former arranged
to lease the short line for 999 years. By this agreement, the
West London's debt of £60,000 was to be paid, and the line
taken over at a rental of £ 1800 a year. This was soon altered,
the Great Western taking half these responsibilities upon
itself in 1845, and the West L ondon becoming practically the
joint property of both lines. The new owners temporarily
put some life into the concern, obtaining in 1846 power to
extend it to the Thames at Fulham Town Meadows, and in
the following year to carry it to Hammersmith, Acton,and to
the Waterloo extension of the London and South-Western
Railway, then being made, at Vauxhall. The times were ba.d,
however, after the railway mania, and none of these projects
were c~rried out. In 1854 the lease to the Birmingham, then
London and North-Western, was given up, and fresh arrangements made between that company and the West London,
but without prejudice to the Great Western's rights agreed
to on March 11th, 1845.
Anotherinterval of unprofitable somnolency followed, till at
last the absolute necessity of linking together the railways
north and south of the Thames forced itself upon the great
companies. The policy of holding aloof from each other had
become impossible any longer. An Act was passed on August
13th, 1859, incorporating the Lond on and North-Western and
Great Western Railways, under the title of the West London
Extension Railway, for the purpose of connecting the old
West London with the Chatham and Dover, Brighton, and
South-Western lines at Battersea. and Clapham Junction.
The West London had introduced a B ill for this purpose, but
the shareholders responded so badly that it was compelled to
call upon the great lines concerned t o take up the scheme
jointly. This they did, the London and North-Western and
Great Western subscribing each one-third of the necessary
capital, the Brighton and the South-Western finding the
other one-third between them. Certain dividends were
guaranteed to the various classes of West London shareholders
in perpetuity. This difficult deal was negotiated by Mr. W.
Cubitt, M.P., and after ra ising more m oney in 1861 and 1863
in the same proportions, the West L ondon Extension was
opened across the river on March 2nd in the latter year. To
make it, the Kensington Canal and basi:1 were filled up as far as
King's-road, Chelsea, and the line made on their site, the end
of the canal, now only 32 chains long and known as Chelsea
Dock, being diverted eastwards. The extensions were made
mixed gauge, except the curve into Clapham Junction the
Great Western .paying the extra cost. The broad-gaug~ rail,
however, was vutually never used and was taken up in 1876.
It ran into Victoria at th11.t time.
By 1862, the level crossing of the Great Western Railway
being superseded by an over-bridge, the London and NorthWestern took advantage of the Great Exhibition at South
Kensington to re-open the West London for passenger traffic.
~n June 2nd a service of four trains each way between Kensmgton and Harrow was put on. Eust on tickets were made
available at Kensington, the Exhibition, 1! miles off being
reached by omnibus. The opening of the extension naturally
led t o an increase of traffic northwards, the Harrow trains
bAing increased to six, and a service to Chalk Farm from five
trains each way to nine. In April, 1863, the Great Western
commenced a service of eight trains each way between
Southall and Victoria, coming on to the West London at the
North Pole Junction, whert~ the new overhead line to the
London and North-Western Rail way parted from the original
system on Wormwood Scrubbs. A station was opened a
little.south of this jul:!ction ~n 1871 by the North-Western,
and IS only used by Its trams. For years called Wormwood Scru~bs .only, it now bears the 11 genteel " appeliation
of St. Qumtm Park as well.
There was no station a.t
U~bridge - roa.d when the re-opening took place, although one
was soon added.
DEc. 27, 1901
The West London Railway now extends from the North Pole
Ju~ction to LillieB_ridge Good.sJ unction, near West Brompton,
a distance of 2~- miles, of wh10h the last half mile is used by
g?ods t~ains only.. The yYes~ London Extension runs alongSide this half mile, begmmng at E arl's Court Junction
signal-box. The station named Addison-road is a quarter of
a mile north of this, and is used by the South-Western and
Brighton companies under lease from the West London or
rather from the Joint Committee of the North-Western ~nd
Great Western which does duty as such. As a matter of fact,
the West London Company only exists as a name for its old
share_s •. upon which the Extension Company pays perpetual
annuities. By an Act of July 28th, 1863, after handing over the
shareholders' register, corrected up to date, and all its properties and rights, and any cash in hand, to the Extension Company, the West London was to be dissolved and cease to exist.
These operations, however, took a considerable time t o effect
the register being in a complicated state. There were several
classes of shares, mostly issued a t heavy discounts some
partly paid up or forfeited, so that it was about t he 'end of
1865 before the troubled existence of the little line came nominally t o an end.
F ive directors from each line form the J oint Committee·
four from ea.ch and two a-piece from the Southern partner~
constitute the Extension Company. The lines are really
:worked as one by a staff controlled by the joint supermtendent, Mr. H. H. Jebb, at Kensington- Addison-roadStation. Each company has its own booking-offices at the
latter, so that there are four ticket windows on each side.
At Uxbridge-road the two companies preserve the same
system. Nevertheless, all local tickets between Addison-road
and St. Quintin Park are issued by the London and NorthWestern, which is still the predominant partner. The
Addison-road station-yard and site is one of the finest and
~ost spacious il';l London, and has still roo~ for large extenSIOn. Both main. platforms are of extraordinary length with
four lines of rail between them and large dock o~ bay
accommodation at the ends.
T_he running companies . provide their own engines and
rolhng stock. The ExtensiOn Company has none nor the
Joint Committee, conveniently known as the West' London.
Probably the engine advertised for sale sixty years ago was
the only one the old company ever ha<l.
Throu~h add~tional ~onnections ~nd the marvellous growth
both of Its neighbourmg population and of railway traffic
generally, the West London has come to be one of the
busiest lines in the world. Here and there traces of its
former self ~ay be obseryed, the s~all sheds and buildings
on the west Side of WarwiCk-road bemg strongly reminiscent
of the old canal basin they originally bordered. As a link in
the railway chain from the North to the South of E ngland
the value of the line is immensely dispropor tioned to its very
small dimensions.
DOCKYARD NOTES.
THE appointment of Mr. Watts to the post of Chief Constructor has, as might have been expected, led to a good
deal of comparison between Elswick and Admiralty designs.
Cold facts make the Admiralty craft look bad enoygh in
paper comparisons, so that the inaccuracy indulged itPby so
many of these comparisons is very unner.essary. In nearly
all the Admiralty designs normal coal is compared with the
bunker capacity of the E lswick style. It is the spreading
abroad of false statistics like these which hardens the hearts
of those who compel our constructors to load British vessels
with hundreds of tons of useless fads. The false statistics
are easily proved false, and then there comes a reftex wave
which says that, after all, the Admiralty designs must be
the best possible, and the naval officers' desire for more guns
mere moonshine.
three new Swedish battles!lips 11 A,, " B ,, and " C ,"
now completing, have been named Aran, Vasa., and Tapperheten. A fourth vessel of the class is being built. We are
wont to regard the Swedish navy as a. small affair; but it is
worth noting that it is sup~ior to the Russian fleet in the
BaLtic, and has been for some time. Some realisation of
this may account for the recent Russian utterance that war
between Russia and Japan was not desirable just now.
THE
TKE Centurion is to be reconstructed at Portsmouth, and
her present pop-guns, 4 · 7in., are to be taken out of her; 6in.
quick-firers-whether the 1\fark VII. Vicker's, or the older
40-calibre piece, is not known a.s yet- will replace them. The
ships should, of course, never have carried anything else but
6in., ten 4 · 7's being a ridiculous secondary battery for a
10,500-ton ship. It has been rumoured that instead of the
six upper deck guns practically unprotected, four 6in. guns
only, well protected, will be placed. This would certainly be
preferable to the present arrangementG.
THE Hogue's trial results are :-30 hours, four-fifths power,
indicated horse-power 16,456 = 20·15 knots; 8 hours, full
power, indicated horse-power 22,065 = 22·1 knots. The 30
hours' trial is all the more satisfact ory, because it was run in
very bad weather. It means that the Hogue may be written
down as able to do her 20 knots without regard to weather,
so long as her coal lasts, bar accidents. These long fourfifth power trials are the real test of our warships, and of far
more value in determining practical data than the shorter
full-power trials. The coal consumption was rather high,
being 2 · 05 lb. at the four-fifth power trial ; 1· 5 lb. represents the ideal, which the Vengeance reached. However, it
i~ doubtful whether these consumption figures one way or
the other really indicate very much . When ships are in
commission the actual consumption depends upon a variety
of causes- second-class stokers amongst others. The number
of these in a ship affects the consumption hugely. Still,
it may be argued that fnll speed also depends as much as
anything on the ease or otherwise with which coal can be
got from the bunkers, and so on all through.
NA VAL ENOIN~KR
APPOINTMENTS.-The following appointments
have been made at the Admiralty :-.Staff engineers: R. W. Jones,
to the Duke of Wellington, for the Marathon ; and M. Blakeman,
to the Vivid, for the Comus. Engineers: C. V. Hardcastle, to
the Magdala, for the Pla.ssy ; C. Broadbent, to the Assaye; H. W.
Harris, to the Duke of Wellington, for service with gunboats at
Haslar; W. F. Mitchell, to the Duke of Wellington, for the Fawu;
and F. W. Sydenbnm, to the Pembroke, for the Lee. Assistant·
engineer : J. R. Drake, to the E&piegle. Assistant-engineer
(temporary) : J. A. Anderson has been promoted to the rank of
engineer on the permanent list, and re-appointed to the Magnifi·
cent, on promotion,
DEC.
27, ] 901
RAILWAY MATTERS.
ON the ~lidi Railway o£ Ft·ance manganese bronze
sta~
bolts are being employed for the fire-boxes on the new fast
engmes.
THE ENGINEER
NOTES AND MEMORANDA.
THERE are five iron foundries in the province o! Florence,
one of which gives employment to 250 hands.
THE statistics of the German Lloyd's show that 142
653
MISCELLANEA.
THE French Minister o! War is about to adopt meta.llic
bonts for bridge equipment purposes.
Tae River Tyne Commissioners have adopted a scheme
THE laying of the rails o£ the Uganda Railway bas been stenmers, with a total capacity of 317,0 0 tons, and 9-t sailing ships, for improving the ferry ser vice, including landing stages a nd other
completed to tbe Victoria Nyanza, the rail bead reaching the shore
of the lake on December 19th.
AN order bas been promulgated in Portugal approving
of 30,190 tonnage, aro now in course of construction in German works, at an estimated coat of £93,831.
shipbuilding yards.
Two ice breakers are to be set to work R.t Nicolaieffthis
AN electric supply company in California is about to winter. No dues will be payable for the breaking of the ice,
the survey of the railway1 ine from Santa Comba Dl'\o to Viseu. It complete ita high-tension line to San F rancisco. The completion but towage or salvage serV1ce by the ice breaker& will have to be
has been presented by the Companbia Nacional de Caminbos de of this line makes available in the city of , an Francisco electrical paid for.
energy developed on the Yuba River and conveyed a distance of
Ferro, and the length is 49 · 5 kilometres.
As soon as the ship canal to Bruges is completed the
222 miles.
TBI!l proposal for the construction of a new railway line
Great Eastern Railway Company intends to start a service of
TaE city engineer for Toronto, Mr. Rust, says cedar steamers between Harwich and Bruges, the voyage to take no
to serve the new coalfields in Midlothian, which are shortly expected
to be orened, bas been o.bandoned. The application for a pro· has been found tho best adapted of Canadian woods for street longer than four hours.
visiooa order, under the Private Bill Procedure-,'cotland-Act, paving, but the tamarac and spruce of the maritime provinces are
A TRACTION engine boiler exploded on the farm of
harder than what is found in the We11t. The wood is treated with
ba9 been withdrawn.
Mr. Henry Barker, at Winfarthing, Norfolk, last Friday, and the
creosote before being laid.
ON the majority of the main lines of the Eastern Rail·
owper, ller bert Loveday who was acting as driver, W9.ll burled a
Tax cultivation of the olive tree is an important industry distance of 30 yards and serio118ly injured. The wrecked engine
way of F rance - .Paris-Nancy, Paris-Charleville, Paris-Belfort,
Laon-Delle- tho service is maintained by trains having to perform in Florence, the oil being of the best quality. 'l'be extraction of fell upon another man, John Lancaster, killing him instantly.
more or less lengthy runtt at avorage full speeds attaining 56 miles the oil from the olives is carried out extensively in 35 communes,
TwELVE summonses issued against the Central L ondon
giving work to 1142 hands. The work is carried out on an average
o.n hour in order to keep to schedule time.
Rnilway Company, in respect of the issuing of black smoke from
during 45 days. 'l'bere are nearly 400 mills.
IT is reported that the Cincinnati, Hamilton, and
their chimneys at their generating station at the works in Wood·
D u RINCf the recent War-office motor wagon trials the lane, Hammersmith, were beard at West London Police-court last
D.1yton Railroad have been experimenting with coke, and so far it
is claimed to have been succe8!.ful. Tue experience of other roads Milnes wagon, with a load of 6ve tons- three tons on the vehicle Friday. A 6no of £5 on each summons was imposed, and eight
has not been at all favourable, and even the Boston and ~lain and two on the trailer-covered a distance of 30 miles on a fuel con- guineas costs o.llowod.
sumption of six gallons of petroleum. The Foden stsam vehicle
road has not been able to make it entirely satisfactory.
A CO:IJPANY is being !ormed to tal<e up the carriage o£
with a similar load used 359\b. of coal and 205 gallons of water.
merchandise by motor wagon between Manchester, Liverpool, and
AccoRDING to the Gazette de la Bourse, the Russian
SPECIAL !acilities for rail way travel o.re offered to com- Blackburn. The capital is £20,000, and the directors include
~linister of Ways of Communication has under consideration the
question of constructing n railway between St. Petersburg and the mercial travellers in S witzerland. Commercial season tickets avail· influentia! commercial men in Liverpool, Wigan, and Blackburn.
lmatra Fall. The line would pass between Lake Ladoga a.n d the able on any Swiss railway except the mountain cable railways a re The proposal is to compete with the rail way in the carriage of
available at low rates. For instance, a first-class ticket for 15 days goods, for which lOs. a ton and upwards is now charged.
(;ulf of Finland, running almost parallel to the Finland Railway.
coats only £3, for 30 days £1 10~., for 3 months £11, and for
THE British commercial agent in Russia. reports that it
THE Pennsylvania. and Long I sland Railroads are 6 months £17.
is stated in the RuuJ:ia Vudom4>&li of Moscow, that according to
about to construct a tunnel through New York city and under the
TaE name " Macadam " is commonly applied to any rumoura circulating in business circles at St. Petersburg, from
East and Hudson rivers, which form the eastern and western
boundaries of Manhattan Island. 1t is stated that the tunnel, road surfaced with broken stone, and in this respect is a misnomer. next year the Customs duties on many articles of first necessity,
when completed, will be the longest in the world. Its length will It is the neglect to provide a dry subsoil that is the greatest cause such as iron, coal, machinery, and implements imported from
of the unfortunate condition of roads throughout Canada to-day. abroad, wilf be in part reduced and in part entirely rescinded.
be over 15 miles.
The roads of to-dtLy are, in effect, only a repetition of the English
I-r is stated that the Admiralty, owing to the pressure
TaE Pennsylvania. Railroad Company is about to roads as they existed before the time of Macadam.
in the Government dockyards, have decided to give out the con·
C)nstruct a new tunnel to be built through the Allegheny
I N the province o£ Florence there are 202 stone quarries atruction of two of three battleships originally intended to be built
Mountains at Gallitzin. 'fhis is to be 3600ft. long, parallel with
the existing tunnel, of the same length, and 80ft. south of it. This in actual work; 4 of these a re ser pentine, 5 calcareous stone, 2 grind in the royal dockyards to private builders. Tenders for these
new single-track tunnel is designed for west-bound t rains, thus stone, 5 fireproof stone, 8 calcareous tuff, 170 arenaria-a bard, grey will be issued along with those for five first·cla.c;s cr uisers. The
stone for ohve pressea- 11 building t.tone, and 2 majolica earth. battleships will exceed in gun power and size anything aHoat.
relieving the existing tunnel.
Serpentine and o.renaria are. used for architectural purP.o~es,
T BE Mechanical Transport Committee of the War·
AN official of tbe Chicago, Milwaukee, and St. Paul calcareou.s stone for street pavtng, and tuff for common buJldmg
office, which has had the late motor lorry t rials in hand, has
Railroad is responsible for the statement that the damage to draught purposes.
decided to award the prizes as follows :-The first prize of £250
rig~ing on this line bas increased fourfold in six years. Some men
THE controversy in the United States Naval Board of and the second of £160 are put together and divided between
think that rough switching in yards is res~nsible for most of this
damage, but the greater part of it is posstbly due to the una void· Constl'uction over the question of recommending the installation of Messrs. Tbornycroft and Foden, and the third prize of £100 goes to
ordinary turrets or superposed turrets on the battleships, which Straker. The Milnes oil-dri ven motor was the only one out of the
able shocks which tho cars receive on the road.
Secretary Long will ask Congress to authorise, bas been amicably prize list; but the War-office bas purchased the machine.
ON the lines of the Austrian State, some express trains, adjusted. A compromise was effected by which the ships will have
THE Press Association's Woolwich correspondent says
scheduled at an average running speed of less than fifty-six miles an ordinary turrets, as recommended by the majority of the Board, but
hour, attain in practice speeds varying between fifty-six and fifty-nine certain features of the battery advocated by the mindrity will be that the Government have, after considerable trials, jD8t adopted
a new 10-pounder mountain gun, and an order has been issued for
miles an hour on gradients of from 1 in 200 to 1 in 100, while haul· adopted.
the manufacture in the field-gun section of the Royal Arsenal of
ing trains of 160 metric tons, and consisting as a rule of four cars
A GERMAN medical paper publishes an article by the eighty-four of the new weapons for service in India. The new gun
with four axles each and two vehicles wilb three axles each.
celebrated Russian surgeon, Professor A. W. Minin, on the use of is jointed, and can be taken to pieces and put together again with
ON the boilers of the Kaiser Ferdina.nds-Nordbabn and blue electric light rays as an anoo3thetic during surgical operations. great rapidity. It is admirably adapted for conveyance on the
the Hungarian State Railways both the inside and outside cover- Professor Minin cites a number of cases in which be bas used violet backs of camels and mules.
strips are of the same width, and riveted together with two rows rays instead of cocaine in surface operations, or in sewing up
A GREAT scheme is suggested in t he Figaro for the
of rivets on each side of the joint. Everywhere else the outside wounds, and al ways obtained the best results. The rays not only
cover-. ips a re narrower than those inside, and consEquently only acted as a perfect anoostbetic, but also exercised a healing inHuence utilisation of the rainfall of the Pyrenees. It is proposed to dam
the valleys all along the chain, hold up all the mountain torrents
the two rows of rivets ne:tt to the joint are in double shear, and on the wounds.
in a series of artificial lakes, r~ulate the overHow, r un it through
t.h e outside rows only in single shear.
TaE ignis fatuus of heatless light has led a college tur bines, and so ~enerate--electnc power. It is calculated that no
THE Hungarian State Railways have tried stay bolts professor along weird paths, one of which, says an American con- less than ten milhon horse-power-or about double the horse-power
of manganese bronze, which alloy, when tested for tensile strength, temporary, " bas terminated at the extraction of faint light rays employed in all the factories of Europe-from the Pyrenean range,
has given very high percentages of elongation, and at the same from a porter-house steak in a very advanced state of decay. The and supply it at about one-sixth of the cost of the power produced
time excellent results 1\11 regards ultimate stress. The alloy, as possibilities of this line of research are appalling. With all the by steam.
~pecified by the Hungarian State R!lilways, consists of a
porter-house steaks cornered by the local lighting companies,
A GAS explosion in the conductor rail conduit of the
mixture of copper and manganese, the minimum q uantity of the life would become a joyless monotony. Those to whom fish and fowl
do not appeal would certainly prefer comfortable darkness after Metropolitan Street Railway i n New York recently blocked all the
latter metal allowed by the specification being 3 · 8 per cent.
surface lines in the lower half of the borough of Manhattan for
sunset rather than illuminated starvation."
I T is proposed to use a. mixed system of trolleys and
almost twenty-four hours. A broken ~as main had allowed a large
T
HE
known
area
of
natural
gas
in
P
ennsylvania.
was
accumulators on the Florentine electric tramways, which are at
quantityofgasto escape into the condwt, and when a spark from the
present being worked on the overhead system. By the new increased during last year by t he extension of the Bayard sand collector shoe of a passing car ignited the gas, the covers of man·
method it is hoped to get rid ot the whole of the overhead pool from near the State line of West Virginia to a point several boles and insulator boxes for the apace of more than a block were
equipment in the buHy streets of the city of Florence, and to run miles nort~ of Wa7.neabu~, in Greene County, Pa., !Dan~ mile~ of blown into the air. The burning gas destroyed the inaulatio'n of a
the cars by accumulators until the oulakirts of the city be reached, gas·productng tern tory bemg thus added to the field 10 tbts portton group of five feed cables, breaking the circuit at the sub-station.
of the State. This Bayard sand is found at a depth of 2410ft.
when current would be obtained from the overhead conductors.
HAMBURG ad vices confirm last week's report from New
below the Pittsburgh coal. Wells in this sand have a rock presaure
TaB express trains of the Netherlands State Railways, of over 1000 lb. to the square inch and a volume which ranges from York that the Hamburg-American Line and the German Levant
although they are sched uled to run at speeds between 43 · 5 and 10,000,000 to 20,000,000 cubic feet in twenty-four hours.
Line have agreed to the joint working of a regular steamship
53·4 miles an hour, attain in reality daily speeds of 56 miles.
service between North America and the Levant. The HambuiJRECENT experiments with acetylene as an illumina.nt Amerioan Company will have the management of the business 10
Such is the case, for example, with the express trains travelling
between Flushing and Bokatel, which run in connection with the carried out at Genoa lighthouse proved highly successful. The the United States, while the German Levant Line will direct affairs
steam packets of the Queenborough-Flushing line at one end and acetylene light at Genoa was plainly visible at the island of Tino, on the European side. The first boat is to sail from New York in
the German railways at the other, and thus establish di.r ect com· forty miles distant, though the electric light from the lighthouse at January next, and the departures will be once a month up to
munication between England and Germany.
Tino was invisible at Genoa. The fog-penetrating power of acetylene July, and after that fortnightly. Both passengers and cargo will
could, of course, not be tested, as fogs are rare at Genoa, and are of be carried.
THE Gaceta de Madrid of the 6th inst. contains a notice short
duration ; nevertheless, the Italian Government are quite
to the effect that an application havi~ been made on the par t of satisfied with the recent tests with the apparatus employed, which
A FIR ~J called the Societa delle Ferriere Italiane in
the Soci6t6 Anonyme des Tramways Electriques de Teneriife-Iles was manufactured by Mr. Filiberte Ferraccin, at Savona.
Florence possesaes two blast furnace installations in which previous
Canaries- at Extensions, for the concession of an electric tramway
to 1890 !"'iled iron in bars was produced by the re·amelting of
Ta& manufacture of cutlery is carlied out in the scrap iron. One of these establishments is situated in the commune
from San Crist6bal de Ia Laguna to the village of Tacoronte, being
a prolongation of the line from Santa Cruz to Teneriffe-Canary province of Florence at Scar peria, Mugello, on the slopes of the of San Marcello, and was fitted with a Siemens furnace and a
Islands- to San Crist6bal de Ia Laguna. A month is allowed for Apennines, and dates as early as the fourteenth century. From a rolling mill, worked by a turbine of 130 horse-power. It has since
the presentation of other application~ for the concession, accom- document in the Royal Archives of Florence, it appears that as far been t ransformed into a copper foundry. The other installation,
pamed by their corresponding plana and guarantees.
back aal535 a Cutlers' Union was formed under the presidency of the including three f urnaces and four hydraulic motors of 90 horse·
of Scarperia, and a statute waa d rawn up and duly approved power, is situated in the commune of Cutigliano, and is at present
APPLICATION is being made to the Legislature of British Vicar
by Cosimo de Medici. Since then this industry bas never ceased not being worked.
Columbia for an Act to incorporate a company to construct a rail- to be a speciality of that district. It gives work to one-quarter of
TBE officials at the Royal Naval Engineering College,
way from a point at or near Hazleton, on the Skeena River, in the the population, vit., about 500 persons occupying 30 shops.
district of Cassiar, B.C. 1 to a point on the boundary line of the
Key bam, have been informed that the Admiralty intend entering
AccoRDING t o a supplementary consular report on forty-six engineer students in July next. Of t his number forty-two
province at or near Teshn Lake or Atlin Lake, or both ; also from
Hazleton to a point at or near the eastern boundary of the province British t rade with Switzerland i n 1900, it appears that although the will be entered by open competition, two will be nominated cclonial
by way of the Skeena, Ba.bine, Driftwood, Omineca, and Finlay United Kingdom is by fa r the best customer which Switzerland candidates, and two nominated service ;candidates. In the event
Rivers to the Peace River Pass and thence eastward. This pro· possesses for her manufactured goods, which represent 99 per cent. of the colonial and nominated service candidates failin~ to qualify
jected route involves a line north 350 miles through hitherto unex· of her exports to the United Kingdom, yet the balance of trade is at the examination, their places will be filled by candtdates from
plored territory for part of the distance, and a line east for 150 miles. very much against us ; in fact, whereas we spent £6,984,000 on the open competition list. We understand that two studentsbips
Swiss manufactured goods in 1900, we only received in return in navo.l construction will be offered to the most successful candiTKE Adriatic Railway Company, which has its head· £1,843,000 for the goods which we exported to her. Germany dates
on the open competition list.
quarters at Florence, posaesses two important workshops in that exported to Switzerland in the year under consideration no less
city, and one in the neighbouring town of Pontassieve. The most than £7,850,171 worth of manufactured goods.
AccoRDING to the Odessa Novosti, the Siberian Railway,
•
noteworthy is devoted to the general repairing of the rolling s tock
when commenced ten years ago, was estimated to coat
ON April 1st last there were 768 electricity supply 350,000,000 roubles. This estimate has, however, been exceeded
and the construction of reserve parte. A foundry is aunexed to the
works, fitted up with three reverberatory and two crucible furnaces, works iu operation in Germany, as compared with 652 works in the to an extraordinary extent, the difference between the estimated
two cupolas, three case-hardening and tube-brazing furnaces ; preceding year . 318, or 40 per ~nt. of the works, have furnished and the actual cost up to twelve months ago being over
one drop, one (>Ower, and five steam hammers, eighty-four returns of the total of their capital expenditures, and an aver~e 430,000,000 roubles. Before t he line can possibly be in proper
lathes, and a vanety of other tools. Five steam engines of 108 of these shows that the expenditure has been at the rate of 1628 working order there is reason to believe that the total cost of
horse-power provide the necessary motive power to all machinery marks- about £S1- per kilowatt of generating plant installed. the Siberian Railway at completion will figure out at over
The total capital expenditure of public electricity supply works, 1,000,000,000 roubles, or, roughly, £100,000,000- i .e., nearly th ree
and blowers throughout the works.
exclusive of tramways, in Germany, is about 540,000,000 marks; times the amount provided for at the commencement.
THE application of electric traction to the present stea.m 8l·
3 per cent. of the works ~enerate nothing but continuous cur·
railways forming the suburban system of Melbourne bas recently rent, as compared with 80·4 per cont. last year.
A SYNDICATE of capitalists some time ago, under the
formed the subject of inquiry by a Select Committee of the Legislative
style of the Barrow-in-Furness Coal Exploration Company, Limited,
The
A NEW acetylene gas generator bas been invented at began boring for coal at Risedale, Barrow-in· Furness. A depth of
Council, specially appointed to deal with the question.
avera~e speed on the suburban steam lines now isl5 miles an hour,
TroUblittan, Sweden. The falling of the carbide into t he water is 2000ft. was pierced, and the red sandstone formation bas not yet
but w1th electric traction this would be increased to 20 miles an automatically regulated by a r ubber ball, which, as soon as it is been got through, and the capital subscribed by the company is
hour. I n all there are over 100 miles of double linea within the filled with gas! closes the valve between the carbide and the water. exhausted. The cost of the boring bas been about £2 per foot. It
suburban radius, and in the event of electric traction being adopted, When the vo ume of ~as decreases, the ball contracts, and the is not proposed to give the work of exploration up, and we learn
it is intended to apply it to the whole system. An estimate of cost feed valve again rerm tts the carbide to drop. The gas is stored that a circular has been sent round to the leading capitalists of the
shows t hat the wbolo of the existing steam lines could be converted partly in the bnl and partly in the space between the funnel· district with the view of raising new capital to get down to a depth
to electric traction for about 2! millions sterling, allowing for a shaped co.rbide magazine and the water. If much gas is generated, of at least 8000ft., to determine what underlies the sandstone for·
eet off of nearly half a-million on account of the selling value of the the water is prossed through valves into the water jacket in the mation. ln the S t. Bees district coal is found beneath theso mea·
p ruent engines, cars, &c.
sides of the appnratus, thus furnishing more room for the gas.
SJrEs, and it is hoped to discover the same conditions in Furn( il l ,
6 54
THE ENGINEER
DEc. 27, 1901
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THE ENGINEER
D EO. 27' 1901
£0RBIGI AGBITS FOB BALB OF TliB BBGINBBB.
. USTRU.- GooLD .um Co., Yiti\M.
A. B ROOitBA.U8, 7, JCv.mpfgtUit, Yitft~ I .
OBINA.- KaLLY .um W.uaa, L IMJTID Shanghai and B()'llf JCO'Itf.
PRANOB. -B ovvu u AND Oa~vn,LIDT, Rv.c dc Ia Banque, Paril.
GBRliANY.-A~B IR AND Oo., 6, Unter elm Lindln , Bwli" .
A. Twat~YIB, Lei~ : 1!'. A. B aooxBA.ua, Lrij~N.
INDIA.- A. J . OoiOlRU>OI .um Oo., Railway Boobtalu, Bombar.
ITALY. -LoaaoBD AND Oo., 3()7, Cor•o, Rom~ : Booo.t. hu.•, .7'Wri,.,
JAPAN. -KILLY AND W.uaa, LUI JTU>, Yokohama.
Z. P . K uuu .um Co., 14, NillcmbaiAi Tori Bci*Aoru, .2'o q•.
B U88IA.-D. R rOUB, 14, N tv1ky Pr~ct, St. Pdtrlkrg.
8 • .&JBJOA.-GORDON AND 00TOB 1 Long·lfrut, Cap~towtt.
B . A. THOMPSON AND Oo., ~~. Loop·lfrt~t, Capdow!t.
J . 0. J u u & Co., Cap4town, Port HliulbttA, II Johan~rg.
.l08TBAJ..tA.-GOBDON .um GOTOB, Mdbov.nw, 8ydttq, and BrilbaN .
R. A. T BOKPSON AND Oo., 180, P Uf·lfruf, Byd.Nr : Mil·
r.
bov.rflf, Adtlaide, and Brilbant .
T URNIB AND B aNDa R&ON, Bv.nt·ltrut, Byd"'r.
NBW JIBAJ. AND.-UPTON AND Co., Av.ckland: OIU.JO J . W., NapVI.
OAN.lDA.- K ONTBI.t.L Naws Oo. , tJ86 and 688, St. JamtNfrut, M~mtfflll.
TORONTO Naw a Co., 41, Yongt ·lfrtd, Toronto.
O'NIT BD STAT E S 0 1' AliBBIOA.- I NTUNATl ON.t.L Nawa Oo., 81 II 86,
Dv.aN·Itrut, New York.
8 t7JISOJUPTJox Nawa Oo., ~Wa,o.
STRAJTB 8 BTI'L BKBNT8. -KILLY AND W.u.aa , L JIIIfiTID, IH"fG...,...
OBYLON.- WJJ.t.YABTN.t. .urD Co., ~.
655
TO COBBBSPONDBNTS.
• • • 1ft .rMr 141 avoid froldllc and ~ ' " ~nd U ~ C.
'tV.,_
'"Undtd
Chat letter• Q/ inqv.iry llddreuld co 1M 'P"f>lk, and
for iNWtilm in fA" colv.mn , mv.lf ' " all eGIU be a.:eompanild bf a large
"'wlO'P' legibly directed by eM writer CO Mmttlf, and 1tamjNd, in ordtr
eMf amwer1 rccrived by 11.1 may be forwarckd CO fAeir cfufinatloft. No
Mtk c ea" k takt'l\ of COM_,.f41atioftl w~k.\ cio tt0t -.tr "'"' &.\eN
INC~CION.
eorr~u
• • • All litter• '"~ for '"""loft '" TBll BllloUtua, , ~"""
f'IUCION, IAov.ld k accompan W l>f fJw "a"" and odd,., O/ eM writtr,
Nf tW«UCJrily f or 'P"f>licatilm, btlt IU a proq] Qf good faic.\. N• MCkc
w.\ac.wr CCJft k ~ of anon)'I'IWIVol com"'""icaCWN.
• • • We ca"Mt v.Mtrfake to rdv.m drawing• , MOftV.I ,,.,, ; ' " Mv.IC,
flwrc(orc, r'PUt eorr~u co kup copW.
RBPLIB5.
.A. B . T. (Roaell6).-Tho reports about tho new storage battery appear to
havo little or no foundation In f11ct. N othing has been beard of It for
some months. Small amounts of power have boon transmitted ovor
short dllltanccs by induction, aufficlont to steer a torped o, but that
18 all.
MEBTINOB NBXT WBBII[.
0ROLOOU.T8' AssoorATJON, Lo!IOON.-Frtday. January Srd, at 8 p.m .•
at University College, Gower-street. W.C. Pa)Jer , "On the Waves <-f
Sand and Snow," by Vaughan Oornll!h , 0 Sc., F .G .S., F .O.S., F. R.O t:!.
RclNTOJ:N SooL~TY.-Thursday J&nuary 2nd, at 8.80 p m , at 20,
Banovor -aquaro. Papers, "On tho F\mctlon or an Auxiliary Electrode
In X·my Bulb&," by Mr. <..:. E. 8. Phillips; '·On Radiography appllod to
Dontall:!urgory," by Mr. PI'08por H . Marsd en, F .O.S.
.5UBSCI(lPTIONS.
• B NOJNID oan be had, b y order, from any neWUfeD' Ill ~wn or
oountry1 at the varto\1.1 re.Uway atattollil ; or It oan, If p referred, be
aupplloo direot from the o!Boa on the followtq tarma (paid Ill
aclvance) : B Alf.yearly (IDclu d lng double number) _ _ ~ 1411. lid.
Yearly (!Deludin g t w o double numbera) •• - •1 Ge. Od.•
OLoTB ~JNO O.t..~~aa, to h old at.x l.uue., b . lid. eaoh, poat free II. 10d.
•
If credit occur, an extra oh&ra'e of two lhllllnp and at.xpenoa per annum
wtll be made.
P orelgn Subaortptlona will..t WI ttl further n otice, be reoal'fed at the rata.
given below. F oreign tsubaortbera payiDg ID &dvanoa at theae ratea
will receive To• ENorNUR weekly and poet free. S ubaortpttollil aent
by Poat-oiBoe Order m~at be made payable to TBll BlroDIDil, and
aooompaniecl b y letter of &dnoa to the P ubll.lher .
TarN Pun OoPtaa.
ToroK PAPD OoPIWI.
Balf.yer.rl)' ilJ lila. Od.
Balf·yevly - •1 0.. ld.
1'a&rlf _ •1 11!e. Od.
Yearly •• £1 0.. lid.
(The dJJierenoe to oo'fer extra poata,e .)
ADVEI(TISEMENTS.
.,. Tbe charge for &dverttaementa of four liDo. and under II three
ahtlllnga, for every two liDea .tterwarda one m illi ng and lixpenoa; odd
liDea are ohargod one ablllln g . Tbe liDo averagea aeven w orda. When
an &dverttaement measures an IDoh or m ore, the charge 1110.. per IDch.
All atngle advertilementa from the OOWitry mUit be aooomJ)&JlJed by
a Poat-oiBoo Order ID payment . Alternate &dvertllementa will be
lnlertod with all p nr.ottcal ~· b ut regularl%::'ot be auaran·
teed In any auch cue. All ex
weakly ad'fe
entl t.re taken
aubjeot to thll condition .
Advortl..
caaaot llo la1ortod aalo11 dollvor.. llelon
•••t•
5hr o'clock oa Tbar1day ovoala•: ud, Ia cealo4aoaco of
tbo DOCOIIlt:r tor pia• to pro11 oarly wltb • portloa ot tbo
odltloa, ALTBitATIONB to 1taadla• adnrtbo•oatl 1lloald
arriTO DOt lator tllaa Tllroo o'clock OD Wodauday altoriiiOOD
Ia oac:ll wook.
Lttur• w l4ti"f co ..4ci~u au c.u hW'""'t ~ •J c.u
Papw aw CO k llddN1Nd CO C.U P1diZ"Mt-, Mr. ¥Nr W.WU ; aU •CMr
lltkr•
co k
co c.u .Bdator of TBll B•o01ua.
llddw•w
Tolo.raplllc Addru1, "BNOINBBit NBW5PAPB1t, LOIIDOII."
PUBLISHER'S NOTICES.
• • • With thil u-ttk's ?llllnWer il ilnud, as a Supplemtnl, a Tloo·page
Ettgrat,ing of a Oro.•s Compound T 1·anway Traction Engine.
Every eopy as ilsued by the P11.blilher inctudu a COE'!J of thil
Supplt:mt:nl., and I'Ubleri&r• a1·e requuWl to Mtify the fact 1/wuld
they Mt receive it.
SBtP HATSUSK.-Our tVJO-page
mpplt:mt:nl. of the alxnle may bt had, print<d on. Japanue wllum
papn-, -upon. a roller, '[Y1'iu 11., by post 11. l d.
• .• THE JAPA.NKRS Lrmr-OF-BA'ITLB
CONTENT-5.
T Bll E NOlllliD, 27th December, 1g()1.
PAOli
IRON FOtJNDR!U AND FOtn."DRY PRACI'IC& IN TB I UNJTZD S TATU.
(fllu.atrated.)
.
.. . . . . .. • . • • .. • . . . • • • • 64S
8r11AM ENOIN&i AT TB I 0LAIIOOW EXRIBITION. No. X IT. (IU~s.) •• t4S
Tn& TRANa-Au&TR ALtAN R.u LWAV ScnaMa. ( fUUAtrated.) • • •• •. 646
TRII FACTORY ACT, 1001 •• • • •• • • • • •• • • • • •• •• • • 646
L 1T.RATU81t
• ..
. ..
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0
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646
~U ORT
. . 647
. . 647
.• 647
- 6 47
•• 648
• • 649
.. 649
.. 649
•• 660
.. 660
. • 662
652
RA.Jt.WAY MA'ri'KJlB
•• •• •• • • • • • • • • •• • •
658
N OT&8 AN1> J4&M08AlfDA. • • • • • • • • • • • • • • • • • • • • • • 658
Ht8CltLLA.HliA. •
658
LIADINn ARTIOLJ:S-Tralo Resll!tance- T he Russian Iron Trade Oriels 666
New Uolt~d State.s Wurshlpe-Exlt the Imperial Institute-L imitation of Shlpye.l'd .Apprentices
.. • • • • • . • . . . • • • • 666
IN!>TITUTION Ot' MI:CRANIOAL ENOINJQIIM •• •. .. .. .• • • . • 656
OU R NAVAL N&lD8
.. .. • . .. • • • . . . • . .. -. .. •. 667
-..oR e To Be PoMP . • • . • • . . • • . • • . • . • • .. .. • • • • • 657
ExPIIRIMIN'I'fl UPON NOTCHED B ARil
•• .• .. .. . • •• .• •. 657
THI SIBIIIBIAN RAILWAY .. •• . . .. .• .. •• •• .. . . .. 657
TBII STOOXALL WOR IUUN '8 Tun: RIICORDIIR. (Illustrated.)
• • • . 658
A N&w BPIIIID OotiNTIIll . • • . .. . . . • • • .. . . . • • • • . 668
A BATr&RV OF DROP STAMPS. (JUUitrated.) • • . • • • • • • • .. 659
RIIOII:NT ADMIRALTY 80RV'I'Y8 • . • . . . • • . . . . • • • • • • • • 6611
AlRRICAl'l BRfDOI 8PIICrFlOATJON8.. • . .. • • • • • • • • • • . . 660
Till INBTITUTJON 0 1' 0IV1L E.Nollllt•BS.. • • . • • • • • . • • • • • 660
Ll'l'IIRB TO T81 BDITOR • • • • •• • • • • • • • • • • • • • • • • 66\
AloiiBJCAN ENOlllliiBINO N1wa
• • • • • • • • • • • • . • • • •• 661
Lei'IaM rnow TKZ PBOVDfCU
. • • • • • • • .. • • .. • • .. 662
NOT'D FROM O•RMA.N'Y.. • • • • • • • • • • • • • • • • • • • • • • 664
LA.OlfOBI8 A.HD TR.t.&.L TB.I" • • • • ... .... .._. ._. • • • • 064
NOT1011:8-800KB REOIIV&D . . . . . • . • . • • • • . . .
Tn1 III&TITUTION o•· OIVJL BNOINII&R8- MIITJNO OF 8TUD&NTB .•
PROO R&88 O.F WAMDJPS AI<D 11fACil iiiiRY B OJLDINO lN JI:NOLAND
A Dro OUPLitX LATurr. (I•luatrated) !. . . .. . . .. .. ..
J~\ILWAV8 AIID STK.UI TRAKWAYB OF T(llll DIJTOB BAST INDIJ:S .•
Tali WINO PROPILLER FAN. (Illustrated.) .. • • .. • • ..
R ti881A'8 MlllROANTIL.I M.UUNI
.• •. • • • • . - •• ••
C.u~ DaLT 8TRIKIIB. (lllustrated ) ..
. . •.
•• •• . . • •
O&RliAN 0Rt11811R KONIG WLLD&Llol ERSATZ. (Illustrated.).. ..
M AN<'U&'>TIIR ENo urJ:&R8' Assocu.TJON-.ALTIIlRATION ov Rous ..
AN EARLY LoNDON RAILWAY • • . • .. .. • • • • • • . • • .
D OCKYARD NOTa •
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TBAD• .AND B U81NII88 Ali'NOUNOIDI:INTB. . • • • • .. • •
Till PATINT JOUBNAL.. .. •• • • . • • • OA • • • •
SIL&CTIID AMIRIOAR PAnNTB. (IDnstratod.) . . •• ..
Two-PAOli ::iUPPLilUNT-OROiill CoMPOUND Tru.MWAY
HNOJNI.
••
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• • • • 006
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. • • . • . 666
TRACTION
DEATH.
On the 19th. lust.• at hie roald onco, 46. Flnchloy-rood, N. W., JAMII:8
C ARRINGTON SIMPSON, M. lost. O.E., ogod seventy-three.
THE ENGINEER.
DECEMBER 27, 1901.
TRAI N R ESI S'f ANCE.
T ae discussion on Mr. Aspinall's excellent paper on
" Train Resistance" at the Institution of Civil Engineers
terminated on the night of Tuesday week.
The paper
bad been read a. fortn ight before. It \Vas then partially
discussed.
On Tuesday, December l Oth, the whole
evening was devoted to it, and the greater part of
the evening of December 17th also. This means that
about three hours were expended on its comideration.
As it is against the r ules of the Institution to publish
reports of the proceedings, we can only refer in general
terms to what was said. Not t he least interesting
episode was the little ~:p eech wade by Mr. Edward
Woods, who referred , as though they bad taken place the
day before, to experiments which be bad carried out with
the Count de Pambour and Dr. L ardner sixty-seven
years ago.
Sir F. Bramwell also bad something to
say about what bad happened in the past.
Indeed, the impression conveyed by the discussion
was that nothing new remained to be said on a. s ubject
which had been th reshed out by the progenitors of
many of the men present. Professor Carus Wilson, for
example, showed a model of a couple of bogies on rails,
and explained that, in his opinion, something like 60 per
cent. of the whole resist ance was due to the work done in
steering the train; and be went on to argue that the
amount of the resistance depended on the weight of the
bogie only. Much of this was settled very many years
ago. Lardner pointed out the evil influence of wheel
flanges striking the rails right and left. Again, it was
generally admitted-indeed, by some assumed to be by
way of a new discovery-that the heavier the train the
less the resistance per ton ; but this was ascertained in
almost prehistoric t imes by Lardner and Woods.
The general result of the paper and the discussion is
that Mr. Aspinall bas added five new formulre for
calculating t rain resistance to the fifty which already
exist. The lesson taught by the hifltot·y of the numerous
invest igations which have been carried out is that there
is no such thing and can be no such thing as a general
formula. for train resistance. That resistance varies
from day to day, almost from hour to hour, with the
weather, the condition of the road, of the wheels, and
of the axle-boxeP. It is altered with every change in
the weight of a train, its bulk, and its length. The
very way in which the windows are fitted may so far
a.Iter the conditions ns t o render a given formula inappropriate. Possibly a. general recognition of this fact
will account for the circumstance that du ring the three
hours' discussion bnrdly n hint was dropped by way of
suggesting some means of reducing the resistance of
trains. No one bad any scheme to advance. It seemed
as though the meeting held that something like finRiiLy
bad been reached ; that the modern railway train offered
the least opposition to progress that was conceivable, or,
at all events, to be realised in practice. 'l'he discussion degenerated at last mainly into a. somewhat inept criticism
of the methods adopted by Mr. Aspinall for measuring
the effects of the wind. It was very easy to show that, if
his U tubes bad been fitted anywhere but where t hey bad
been fitted, the results would have been different. The
genero.l con clusion was that a. winu retards progress, how
much no one seems able to say. But this much also was
known from the first.
One advantage, at all events, will result, we think, from
the meeting. Although we shall be no nearer to know·
ing precisely what the resistance of anygiven train may
be, we shall at least know what it cannot be. The absurd
formulre which introduce v 11 disappear, we hope, for ever.
No matter what the rate at which resistance augments
with the velocity, it certainly does not increase as the
square of the speed. It is, we think, a. pity that none of
the speakers directed attention to the very curious and
anomalous fact of which we have often spoken, t hat
aiLhougb the total resistance of a train appRrently
augments with the \'elocity, the indicator diagrams grow
leaner and leaner the faster the train runs. It is, indeed,
quite impossible, because of the action of the valve gear
and piston, that it could be otherwise. The driving
pressure falls because the steam cannot get .quickly .enough
into the cylinder, and the back pressure r1ses for JUSt the
opposite reason. Yet, if the total resistance of the train
increased, the average pressure, on which depends the
t ractive effort, mus t also increase; and be it remembered
that, although the diagrams become leaner, the horsepower augments because the piston speed rises. The
usual method of explaining the fact consists in saying
that at high speed the train is always running more or
less down bill, an argument which is incomplete and
unsatisfactory. The f11ct must, we fear, continue to
remain one of the pu7.7.les which stiU attend the working
of some classes of machinery.
T he statement made by Dr. Siemens, to the effect that
about 960 indicated horse-power would be required to
propel a car weighing 96 tons at 100 miles an hour, is
curious and requires some explanation. It is fortunate,
perhaps, that be was a little vague, and we are not quite
sure whether the speed was 100 miles or 120 miles an
hour. At the latter velocity a horse·power would be
required to overcome a resistance of a fraction over :3 lb.,
that is to say, for 960 horse-power a total resistance of
about 2880 lb.; but this is equivalent to about 81 lb. per
ton for a 96-ton car.
'Ve do not see any reason for
doubting the accuracy of these figures, but if they are
cor rect it seems that the cost of power for these excessi \'e
speeds must be so great that cheap fares will be entirely
out of the question. Furthermore, it is stated that the
line on which a. speed of about 100 miles an hour has
actually been attained bas been a good deal knocked
about, and that it is evident that permanent way
exceptionally strong and heavy will be required. If this
be so, it appears to us that some other method of propul ·
sion must be adopted which will not render it necessary
to have great weight for the sake of adhesion. It may,
for example, be found that the old Fell system, with a.
smooth central rail gripped by two or four, or more,
hori1.ontal driving wheels, would be t he most satisfnctor y solution of a very difficult problem. Although
that system was very in convenient as carried out in a
steam locomotive, it lends itself admirably to electrical
propulsion.
T HE RUSSIAN IRON TRADE CRISIS.
TBB persistence of the crisis in the Russian iron trade,
in spite of the Government's most heroic efforts to
bring it to an end, is an object of interest to t his
country. The latest infor mation is that all the p rincipal
ironmakers h ave agreed to form a. t rust, with the object
of regulating the output, ketping up the prices of iron,
and preYenting Government contracts from going into
the hands of foreign contrnctors. Even the Ural founders ,
who have never h itherto been sufficiently united to contemplate combination, have been forced by adversity to
energetic action. The new movement is an ou~ome of
the congress which met at ](hatkoff recently to consider
the Eituation and devise remedies. At that gatbeling the
thoughts of the patriotic Russian tur ned firs t to Government, which bad already done so much for him that be
bad convinced himself it should do more. So a message
was despatched to the Minist er of Finance almost demanding orders for the Siberian Railway and other public
enterprises, if it was not desired to see a wholesale
stoppage of work in all the industrial centres of the
empire.
T his appears to have been too much for
l\I. Witte, who bad come down very handsomely only
a. year before when t he state of the country's finances
might have justified him in refusing aid. Instead of
orders, be sent back this message :-" The owners of
ironworks and coal mines are continually complaining
of the difficulty of selling their products, and of the
consequent rest riction of the output. However, t he
imports of these products during the current year up
to October 1st amounted to 6,621,000 poods for cast
iron and cast steel, to 3,388,000 poods for machines
made of these materials, and to 184,122,000 poods
for coal.
I n view of the very high Cust oms
duties imposed for the protection of home industries,
I ask the Congress how it is to be explained that
people can speak of a difficult eituation in the face
of such considerable imports of products which might
be supplied by Russian industry." It occurred to l\I.
Witte that instead of continua1ly begging for Government
work, the iron masters should proceed along the line hinted
in this message-endeavour to meet the home demands
for iron and steel goods, instead of allowing the majority
of them t o be supplied from abroad. All the congress
found itself able to do was to suggest the establishment
of sales bureaux in the important towns, the bureaux to
have the exclusive right to accept orders and distribute
them among the individual works according to their capo.·
bilities of production. It proposed that the sales bureaux
should ba.ve power to fix the conditions of sale and the
granting of credit, and be entrusted with all matters
affecting disputes with clients. The trust, we suppose, is
a further de,·elopment of this idea.
But one fails to see bow such a remedy as this meets
the needs of Russia's peculiar case. The point is not to
regulate prices of castings and rolled steel, but to increase
the branches of production so a.s to comprehend the chief
ar ticles of requirement and reduce the country's obliga·
tions to Germany, the United Kingdom, and France the
well teloved. Surely, if encouragement is given, directly
in the shape of a. bonus or indirectly in the shape of a
phenomenally high tariff, it should be given towards this
one end? It is so in the United States, and, whatever
the views of the foreigner may be, there is no quarrelling
with what has been accomplished there by Protection.
As a correspondent o£ the Times pointed out las t week,
t he spectacle of huge steel, iron, and mining concerns in
Russia piling up stocl<s against fu t ure orders, measu res
enforced by the Russian authorities, with the one
objec\ of preYenting the cxecutio:1 of Russian orders
ahroad, is disconcerting to meto.llurgica.l workers
DEC.
THE ENGINEER
656
in a country whose coal and mineral ore supplies
are considered to be inexhaustible, and whose labour is
the cheapest by far in Europe. Cheap labour is not
always efficient labour, but, to do him justice, the fo.ult
does not lie with the workman but with his master,
who bas confined his attention to o. few narrow lines,
always with an eye upon the Government as the pur
chaser. The president of the Metallurgical Society is
unable to furnish a reasonable explanation of the position,
especially as he claims that the Russian blast furnace,
rolling mill, and other plants were never in a better
position to supply home demands than they are at the
present moment. But he was at no loss with suggestions
as to how prosperity might be restored. He asked for
the construction of new railways on an extensive scale in
Russia by the Government authorities; a.nd the granting of
Government assistance to the Russian shipbuilding in·
dustry, which is in a. lamentably stagnant condition. He
asked o.lso that the Russian naval and military depart·
menta should cease to fill orders abroad which could
readily be executed at home; and be invited the
Government to co-operate with his society in its effort to
regulate the sale of Russian metallurgical products by the
establishment o£ the agencies or sales bureaux already
referred to. It will not escape notice that this gentleman
completely evaded the point and asked for more doles.
It is quite clear that until they realise the necessity for
more self·relia.nce, and produce the commodities which it
is now necessary to bring from abroad, the Russian iron
manufacturers will never again find themselves on a
satisfactory footing. They are too numerous to be kept
in steady work by Government orders ; and, as the official
organ of the Ministry of Finance points out, there has
been a. plentiful lack of wisdom in the organisation of
many of the establishments founded-most of them with
money the loss of which is being loudly lamented by
French and Belgian shareholders-in South Russia,
P.specially during recent years. Financial irregularities,
over capitalisation, disregard of unpromising local condi·
tiona- these are only a few df the causes which have
contributed to the present fiasco. The saddening thing
for M. Witte is that it should have been produced in spite
of his many sacrifices. The high tariff has been a virtual
failure, a.nd, notwithstanding its big workshops, the
Russian iron industry stands just about where it did ten
or more years ago.
In his emergency, M. Witte falls back upon the old
remedy-the introduction of English capital, the investment of which in Russia he is endeavouring to induce.
"Our Government," he is credited with having said, "has
decided to do every thing that it can to fa.cilita.te English
enterprise in the empire, for we are disgusted with the
way a horde of cosmopolitan financiers bas exploited the
concessions we have given them." We have no doubt
there is a. good opening for British capital in the mining
and manufacturing industries of Russia, provided it be
employed with discretion, but great care is necessary if
additions are not to be made to the already long list of
• failures.
THE NEW UNITED STATES WARSHIPS.
A remarkable feature of the new ships is the absence
of all torpedo armament.
This, too, we consider a
mistake. After all, the weight of submerged tubes is a
bagatelle in 17,604 tons ; nor, in so large a ship can the
saving of space matter very much. Useless the torpedo
may be for long range actions, hut it bas had
much to do with the new leaning to long range work.
After·many guns are disabled, after speed is reduced, ships
are likely to get within torpedo range, while the absence
of tubes is a draw to the enemy to do so. To be sure, by
then all directors may be smashed ; but of this there is
no certainty, while the same objection might be extended
to sighting hoods for guns and many other things.
We have drawn attention to these defects, not in a
carping spirit, but because in spite of them we ~till ho~d
these 17 ,604-ton ships, so far as the meagre detatls a.va.tl·
able allow, superior to any other battleship designs, not
merely as ships, but per too of displacement. Political
events, too, add an interest to American sea. power. \Ve are
small believers in the Utopian dreams of a great Anglo·
Saxon world·empire ; but there are many indications that,
whether the idea. be pleasant to Americans or not, the
great war of the future will find their ships fighting side
by side with ours.
The new cruisers are, as yet, so shadowy that it is
imposllible to criticise them to any extent. But nothing
could be sounder than the principle laid down by the
Board, that while a battleship may have 22 to 28 per
cent. of armour, cruisers must be content with from 7 to
20 per cent.-the balance being expended in speed. It is
a palpable truth enough ; but a. review of existing types
would hardly go to prove it conclusively. The nations
are realising it slowly.
The armament spoken of for these vessels is four l Oin.
and sixteen 6in.-no great change over existing models,
save in the adoption of lOin. in the place of Sin. for the
turret guns. The horse-power is 25,000, with 22 knots.
For the battleships, speed has been written down as a
minor desideratum, and they will be 18 knots only, with
16,500 horse-power.
A very important feature in both types is the abolition
of triple screws, after which the engineer-in-chief is
supposed to banker. Executive officers seem to have
formed the opposition, and they have carried the day on
the grounds that however advantageous the triple system
may be in coal economy, it lacks the tactical ad vantage of
the twin-screw system. Purely engineering disa.dvan·
tages might also be alleged, but the primary question is
one of fighting capacity. With two screws there is over
8000 indicated horse-power available for assistance in a.
sudden turn ; with triple screws considerably less power is
available. This is the gist of the argument t hat has
carried the day again with the United States Construction
Board, and it argues a. sound appreciation of a warship as
a fighting machine before all else. This is the dominant
note all through the report, from the specific reasons
against wood sheathing-of which we shall have more to
say on another occasion-the situation of magazines
and fa.cility of ammunition supply. Never before do
we remember to have seen American designs thought
out with so single an eye to the practical in
all things.
One may well contrast these new
battleships with the I owa, of 6000 tons less displacement.
The Iowa bas almost as much weight of
armour, while in armament the chief difference is ten
7in. instead of six 4in.- a. small matter of weight in 6000
tons.
The new type ship will carry 2000 tons of coal
normally, an increase of 1375 tons over the I owa., and
her horse·power, and consequently the weight of
machinery, is increased. Still the 6000 tons is not to be
made up with these things also, and there is indubitably a.
heavy balance expended in strength, in solid necessaries,
that do not show on paper.
No warships, perhaps, have had so many vicissitudes
a.s the United States battleships of the New Jersey class.
Once again they have been definitely decided on, permanently, perhaps, now; but it need not be forgotten
that en.rlier designs have been "finel " also. There is no
getting away, however, from the fact that each new
finality has been better than preceding designs. As with
each the displacement has gone up this is not to be
wondered at; but the great and essential point is this
increase of displacement. In the past American ideals
have tended to " whip creation " with the minimum of
displacement ; now obviously nautical influences can be
seen at work, with the result that we observe an honest
striving after a real best in place of what-rightly or
wrongly- has hitherto been under suspicion of being
EXIT TH E IMPERIAL INSTI TUTE.
rather a paper best. In fine, America is now definitely
settling to building American warships to American
THE Executive Council of the Imperial Institute have
needs.
finally decided to accept the logic of facts. The Imperial
The new battleships are to be of 17,604 tons normal Institute as originally established ceases to exist. The builddisplacement, 450ft. long by 76tft. beam by 26ift. maxi- ing and exhibits and property of a.ll kinds are to be banded
m\lJD normal draught-the relatively small draught being over to the na.tion. The reason assigned is that the Board of
necessitated by the depth of water about the American Trade clashes with it. Lord James of Hereford makes the
coast. Our 16,500-ton King Edward class will be, there· remarkable statement that its financial position is most satisfore, small ships beside them. The main belt, 9!ft. deep, factory, and that its property is worth some half-million
h
1
·a
h'
b k sterling. We have not the most remote idea what this
. h' k
will
b
11
· e m. t lC on t e water· ine aml s lps, this t ic · means, or on what the valuation is based. The Institute was
ness soon fading to 9in., and diminishing to 4in. at the established to promote trade, against the advice of those
extremities. Here, then, we have the maximum of engaged in trade and m ost competent to pronounce an
moderation in the disposal of the 4000 to 4500 tons odd opinion. Very large sums were obtained from India and
of armour. No weights have yet been published, but, abroad on the faith of promises which have not been kept.
very approximately, this belt can be put at about 1500 to For this money no tangible return whatever has been made.
2000 tons odd. A 7in. belt protects the lower deck The most charitable view that can be taken is that the underabove-roughly, another thousand tons nearly. This, taking was devised and mismanaged by amateurs, many of
of course, includes bulkheads.
The balance of whom were perfectly honest and conscientious, but abysthe armour goes to barbettes, turrets, and battery. mally ignorant. From an early period the fact that the
The armament will be four 12in. guns in the usual Institute was a failure became manifest. At one time it
turrets, eight Sin. at the angles of the superstructure made a piteous appeal, in forma panpe?'is, to escape paying
- the somewhat amateurish superposed turret idea being taxes. For some two or three years it draggedouta precarious
discarded, and ten or twelve 7in. guns in the battery, pro· existence as a. West End lounge, mainly supported by the
Blue Hungarian Band. Some time ago it parted with a
tected by 7in. armour. This 7in. gun is a fiece yet to be portion of its premises, and now the buildings arc to be
built. It is to be adopted because it "wil pierce 7in. of presented to the nation. The unfortunate members and
armour a.t8000 yards." At sea., in battle, it is not likely to do shareholders have apparently not been consulted. The
anything of the sort, and the carrying of A.P . projectiles statement that it has been superseded by the Board of Trade
for the purpose must lessen the supply of the more useful is simply ridiculous. If the statement really expresses a
common and high·explosive shell. However, no con- truth, of what value to the nation can be the Imperial
structors have yet grasped the idea. that secondary guns Institute? The Board of Trade undertakes none of the work
are shell guns, and that with high explosives to burst out- which the costly buildings of the I nstitute were planned to
side near a. gun muzzle is likely to be more destructive serve. It provides no halls in which to exhibit samples.
tba.n to make a. hole in the place where the gun is. The It has no council chambers in which high colonial officials
were to discuss trade with the merchants and manufacturers
great thing is to disable the gun. The burst of a 7in. of this country. The Imperial Institute was planned by men
shell will be far superior to that of a. 6in., bu t the latter who see in technical schools and colleges a. remedy for trade
is, with H.E., powerful enough for anything against so hindrances, difficulties, and troubles, with which these things
ideal a. target as a ship. The Americans would, we have nothing whatever to do; and it enforces the old lesson, Ne
think, have been wiser to have had the same weight in sutm· s1~pm crepidam. Those who know nothing of the practice
6in. pieces, unless-as is possible-space for them and of international trade are not those qualified to say what is the
their ammunition arrangements constitute the objection. , best mode of developing it; nor are they the proper people to
27, 1901
be entrusted with great sums of money to be expended in
carrying out their ideas. We have never yet heard of any
one outside a certain circle of officials deriving any benefit
whatever from the Institute ; and the only satisfactory
circumstance about the present arrangement is that it will
terminate the existence of a sham. It now remains to be
seen whether " the nation " will accept the Institute, and
what use can be made of the buildings.
LI MITATION OF SHIPYARD APPRENTICES.
A DECISION has now been arrived at on the apprentice
question in shipyards on which employers and workmen
may alike be congratulated. The result of a second ballot of
the members of the Boilermakers' Society-a first ballot
having, it was acknowledged, been indifferently treated by
the workmen- is that, by a majority of 12,213, out of a total
poll of 37,293, the Society has accepted the agreement proposed by the Shipbuilding Employers' Federation. The
terms of this are to the effect that the employers are
opposed to any limitation in the number of apprentices to be
employed; but it is not their intention to overstock yards
with apprentices, and if the Boilermakers' Society finds it
necessary to prefer a complaint respecting the number of
apprentices, this must be done through the secretaries of
the Shipbuilding Employers' Federation. Apprentices are
not "to be interfered with by any trade society," but
"when requested by the Society, the secretaries of the
Shipbuilding Employers' Federation will furnish a list of
recognised apprentices, stating their names and ages, and
also the time of their commencing their apprenticeship."
The agreement, which is to remain in force for six years, only
applies to shipyards, and does not affect premium apprentices.
IN STITUTION OF
MECHANICAL ENGINEERS.
ON Friday evening, the 20th inst., a paper was read at
the Institution of Mechanical Engineers on " The Micro·
scopica.l Examination of the Alloys of Copper and Tin ,"
by Mr. William Campbell. This paper, as pointed out by
the President, is to be regarded as an appendix to the
reports of the Alloys Research Committee. The experi·
mental work was done some time ago when Mr. Campbell
was in this country, but he bad accepted a position in
Columbia University, and bad left before its entire com·
pletion. It has been carried on in a. certain sense by Dr.
Rose, whose remarks, touching a. wholly practical note,
formed perhaps the feature of the discussion.
The paper is devoted entirely to alloys of copper and
tin. The experimental work has been done with a. view to
explain the complete freezing point curve of the c'opper·
tin alloys, and to note the changes of structure due to
casting. A complete Reries of alloys from 1 per cent. of
copper up to 97t per cent. has been studied, and the
characteristic micrographical appearance was exhibited
by lantern slides on the screen, and by excellent repro·
duction of these slides in the paper.
The subject as it stands is rather-if we may draw the
distinction without being misunderstood-of a. physical
than an engineering character , and it is doubtful if it bas
more than a. passing interest for the mechanical engineer,
who finds, as Mr. Neville remarked, some difficulty in
getting a general g1·a.sp of the subject. Whilst we have,
therefore, a. very high regard for the excellent work
which Mr. Campbell has done, and a confidence that it
may lea.d to results and assume a. value which it is impossible to estimate at present, we do not propose reprinting
his paper. Those who are interested in the subject will
find in the excellent reproduction of the m icrographs in
the official copies all that they can desire. Sir William
Robarts-Austen, Dr. Rose, Mr. Neville, and Mr. Milton
sustained the discussion. Particular interest attaches to
Dr. Rose's remarks on the micro st ructure of white
metals. He showed by photographs on the screen how
that if a. specimen of white metal was rubbed and then
examined with a. microscope, certain star-like crystals
could be seen standing up all OYer the surface.
These, he explained, were hard crystals of SnCu,
embedded in a softer matrix, and the value of antifriction bearings was to be ascribed to their presence.
Resting on t he softer cushion below them, they readily
conformed to the journal, and at the same time were hard
enough to resist rapid wear. The same speaker also
explained the object of quenching hot specimens, referred
to frequently in the papP.r. A metal in the process of
cooling passed through a variety of conditions. If it
was desired to study any particular condition, the metal
was suddenly cooled at the corresponding temperature,
and the characters were, so to speak, stereotyped, and
could be examined at ease.
·
An interesting diagram was shown on the screen by
Mr. Neville. H e bad constructed it in conjunction with
Mr. Haycock, and it was lately shown at the Royal Insti·
tution.
The diagram consists of Sir W . RobertsAusten 's complete cooling curve of copper-tin alloys, with
a second curve of the points of complete solidification , or
melting points, drawn below it in the proper relatiYe
position. Alloys bad fixed characteristics in different
regions enclosed between these two curves.
Mr. Milton said that, in his opinion, one of the most
valuable diagrams published by the Research Committee
was that showing the cooling curves of each of the alloys
examined. Sir W. Roberts-Austen on ·a. previous occasion
had shown the explanation of the remarkable breaks in
the cur ves, and ba.d pointed out that these breaks in the
cases of pure metals were perfectly horizontal, whilst in
impure metals they presented rounded corners or other
curved forms. In his opinion this departure from the
horizontal indicated that the successive portions of t.be
metal solidifying were of different composition, and this
view coincided with the fact stated by the author of the
paper that the crystallites forming the yellow portions of
gun-metal alloys were not of uniform composition
throughout, but that they were richer in copper in their
central portions.
What happened was that at the
temperature at which the break occurred a certain
number 0£ P1olecules of a definite compound of copper
DEC.
27, 1901
and tin solidi fie~ ~hen the temperature fell a lew degrees.
A few others sohdtfied, but these were of a composition
richer in tin than the other, and they doubtless formed a
layer round those firs_t solidifying, and so on, the grains
thus gradually becommg larger by the growth round them
o£ successive layers each richer in tiu than the one on
which it was deposited. In the cases of the alloys of the
white _type containing rel!l'tively small amounts of copper,
he believed the same tbmg occurred. T his was shown
in two of the slides he would exhibit, and was corroborated by the author also. It was with some diffi·
dence that be mentioned that his experience had in some
respects led him to come to a different conclusion from the
authors. as to the structure of the alloys at the tin end of
the senes.
The author appea1·ed to think that with
copper below 1 per cent., this metal existed combined
with tin in the form of a eutectic ; his slides, however,
sb~we~ that .t~e ~efinite compound of tin and copper,
whtcb IS so n stble m alloys of about 8 per cent., existed,
a nd could ~e clearly detected in alloys so poor in copper
as to contam only one-quarter of 1 per cent. of that metal.
He exhibited slides containing 13, 8, 4, 2, 1, t , and t per
cent. copper, and one also of pure tin. The latter bad
been purposely deeply etched with nitric acid, and
showed the same granular appearance as was in evidence
in Mr. Campbell's views of the { and t per cent.
c?pper alloys, ~hilst the former showed the coppertm compound, 10 each case in diminishing quantities.
':L'hese_ were all slowly cooled by placing the small crucibles
m whtch they ~ere melt~d in a box containing silicate
cotton. Referrmg to the mfluence of thermic treatment
upon the st ructure of metals, Mr. Milton exhibited two
slides of gun-~etal, composed of 90 per cent. copper and
10 per cent. tm. One had been cast on a chill, the other
had been aiJowed to cool slowly in the crucible. T he size
of the grains in the latter was fi fteen times linear dimensions greater than those in the former. T he influence of
the r~~e of cooling wa~ also shown by some slides of
Babbtt s and other whtte bearing metals, which, when
slowly cooled, all showed con siderably coarser structure
than when in their normal condition. T wo of the slides
also showed that t h e white metals they representfld,
when_ slowly cooled, _separated into layers of different
constituents, the heavier settling to the bottom and the
lighter floating upon it.
THE ENGINEER
657
that, on paper, the British Fleet is at the present time
full.v a match for the three Powers, bearing in mind the
BORE T UBE PUMP.
fact that coalitions are difficult things to work, and that
A SERiot·s disadvantage in the use of a pump in a bore
the m~U?bers of ~oalitions invariably mistrust each other.
W? dt_slike alarmt~ts, but ostrich-like tactics are equally tube is the trouble that is frequently experienced in raising
the suction valve in the event of its
obJeCtlOnabl~. Netther the public nor the Navy League
going wrong or giving trouble. In some
seem consctous of our "wear and tear" in ships, of
...__.., •
cases the valve is provided with a screw
neglected defects that culminate in worn -out ships. Thus,
at the top, and rods are lowered, the
of. the Channel F~eet, neither the Magnificent nor the
bottom end being furnished with a
Pnnce George- -owmg to t he long neglect by the authorities
screw to fit it; this is a tedious proof small original defect s- is to be relied on for more than
cess, and takes considerable time.
13 knots. ':L'hey do more only by virtue of tinkering.
Another method is to provide a ring
Then practiCally all the Royal Sovereign class need
on the top of the valve, and a rope
complete overhaul, which they have not had, and which,
is let down provided with a book, and
if luck favours the operator, the b ook
from ~beer lack of substitutes, we cannot give. The
will engage in a ring and the valve
same ts true of the Trafalgars. All these ships are paying
may be raised.
for overwork and neglected defect s. We have worked
In Merryweather's bore tube pump
them too b ard and too long; they need replacing pending
the difficulty is obviat ed by the device
long months of overha ul.
shown in the drawing annexed. A rod
This is our worst need. It may be demonstrated that
is screwed to the bottom of the bucket,
it is no good b~ild! n g ships for which there is no p ersonnel,
the bottom end being providP.d with
but the questton ts not that. On paper we need , as it is
a nut, and the suction valve is made
men for our ships; in sober fact, we also ne~d ships fo~
with a circular bole through the centre
our men. In_ demanding 11: number of new ships, the
sufficiently large to allow the rod in
Navy League ts, therefore, nght, not merely from its own
question to pass through freely. A
point of view, but from interior points of view that it
closed tube is fitted to the bottom of
wots not of.
the suction valve to enclose the rod and
nut. When the bucket is raised the nut
engages with the bottom of the suction
valve, which is thus brought to the surface with the bucket.
EXPERIMENT S U PON NOT CHED BARS.
We understand that Merryweather
TI~E results of some recent experiments upon notched bars,
and Sons fit this device to all pumps
earned out by M:. Charpy, and communicated to the Societe
placed in artesian wells, but the appades Ingenieurs Civils de France, possess some novel features
ratus is also applicable for ordinary sunk
of considerable interest. It is claimed that this pa rticular
wells in cases in which the wells are in
type of test reveals qualities, defect s, and weak points in the
remote districts. One of these pumps
structural constitution of metals which ordinary t ests fail to
has recently been erected at a farm on
detect. It is not intended that these latter, consisting of the estate of Mr. Arthur East, at Stockbridge, near Fullerthe usual tensile, compressive, bending, and other trials of t on, with great success.
.
the material, a re to be abandoned and superaeded by the new
method. On the contrary, the notched test is to be regarded
as a kind of supplementary adjunct to the others, serving to
THE SIBERIAN RAILWAY.
com pensate for their alleged insufficiency. It will be
unnecessary to enter into the full description of the experimay possibly prove interesting at the end of another year
ments t o which we are referring. One instance will afford to IT
review the progress being made of the Siberian Rail way.
all requisite information.
From the same ingot of mild steel, and from as near as The chief direction of the work of constructing the Transpossible the same part of it, three groups of bars were Siberian Railway was entrusted to a Committee appointed
selected of identical chemical composition. Each of these by a law passed on February 24th (March 8th) 1893, and
OUR NAVAL NEE DS.
over by the Heir-Apparent; since his accession
groups was submitted to an especial thermal treatment, and presided
may be classed respectively as groups A, B, and C. When his Majesty has remained president of this Committee,
THE Navy League, which lacks no vitality in t he bars belonging t o these groups1in. in diameter and 4in. which is composed of the most prominent officials in the
matter of manifestoes, has just issued a statement as to long between supports- were subjected to stresses of a tensile service of the State. This Committee was charged also
with the work rendered necessary by the construction of
our naval needs. We have more than once pointed out charMt er, the following relations were established :the railway- for example, the colonisation of the zone
in our columns t~at the Navy ~eague has a tendency
traversed by the line. In the interests of locomotion,
Class of
Elastic
Maximum
E xtension
towards exagge~att~n upon occas10ns. I n this particular
bar.
limit.
resistance.
per cent.
and from reasons of economy, t he shortest route was
case, how~ver, tt ts no_t, on the face of things, absurd ;
A . . . . •• 22·7 . • . . . . 88· 7 .. . . . . 87 ·5
traced out for the line, and hence t he line runs for the
and from tts own p articular point of view, its demand
B . . . . .. 23· 1 .• . . .. 84·5 •• •• • • 86 ·0
most part below the 55th deg. of latitude, N. The various
c . . . . .. 83·0 •• .. .. 48· 6 •.•• . . 29. (j
for ~wenty-one _battleships is in no way preposterous. In
sections which would make up the line were divided
aJJ tts. ~andermgs t_he Navy League has succeeded in Judging from this test alone, the-bars classed as A and B may into three groups, according to the urgency deemed necesrecogms_10g one cardmal fact, that Germany is creating a be considered similar in all respects. The metal in class C is sary in their construction, and the work of construction
navy wtth the more or less avowed object of one day of a much harder description. When bars of t he same was to be begun simultaneously at the two terminal points.
trying a f~ll with us for. the seas. That day may be yet dtameter and lin. in height were exposed to compressive It was resolved at the outset that the sections forming the
far off, still there remams the fact that dreams exist of tests of a. static nature, their elastic limits, taking them first group should be completed by 1900; however, it was
an extinction of Rule Britarmia by Russia, F rance, and in the same order, were 36, 36 · 7, and 54· 5. There is, again, deemed advisable later to hasten simultaneously the construcGermany. We seew, the refore, bound to be driven to but a very trifling difference in bars A and B, and, as before, tion of the sections in the first two groups, and thus it came
mee~ that possible. allianc~, or to check it by exhibiting a class C retains its superior hardness. When these un-nicked to pass that in 18!)5 work was begun in constructing t he
readmess to mee~ tt. It ts a very old dream, conjured specimens were tried by the shock, or drop, test, none of them Trans-Baikal line, and also that between Khabarovsk and
suffered fracturt\, and they were all readily bent without G rafskaya.
up by Napoleon 10 the first instance. Conditions have showing
any signs of fissures or cracks. So far, then, these
At Chita, due eastwards of Lake Baikal , the line met the
alt ered since then ; but the continental combination tests failed t o establish any marked discrepancy in the three river Shilka., which, further east, becomes the Amur River,
a.gains~ this country still exists as a possibility . Many groups of bars.
forming the North-Eastern frontier of Manchuria. Along
hold 1t a mere bogie-a. " Mary Jane," to quote
When, however, the specimens were notched or nicked, the the northern bank of the Shilka and of the Amur the line
the late Lor~ Beaconsfield. _In a sense it may be ; difference became gravely accentuated. Bars were selected, l;lin. was taken, and in the Amur region immense technical
?ut the materta.l~ for the explosiOn seem always possible by l!in. in se::tion, with supports at a distance of 5in. apart. difficulties were encountered in connecting the Trans-Baikal
tn that commermal war of which we h!l.ve beard so much They were nicked to a depth of half their thickness, the nick line with Vladivostock. Owing to these difficulties a treaty
and. felt so relatively li~tle. . The country is only just being rounded at the bottom to a radius of tin. The monkey was concluded on August 27th (September 8th), 1896, between
wakmg to the fact that, m sptte of the wonderful talis- weighed 40 lb., with a fall of 9ft. I n this experiment class A the Chinese Government and the Russo-Chinese Bank, and
man o~ t~chnical education, by mea ns of which Germany broke with five blows, and at a breaking angle of 45 deg. there was formed the Eastern China Railway Company, for
was wtpmg us out as a commercial factor , the wiping Class B gave way with a single blow, and at an angle of the construction of a shorter line of railway across Manbas been mostly this side of the North Sea. In rupture of 165 deg.; while class C did not yield until it had churia. According to the terms of the T reaty, the projected
seven shocks; its fracturing angle was 52 deg. This line was to be built with a broad gauge similar to that of t he
return for this experience the Germans love us rather areceived
ngle is nearly the same as that belonging t o class B, but the Russian railways, and the working of the line was conceded
!~ss ~~an they. d_id ~efore, and t~e cur~ent flare-up over strength of the metal in C is greater, as it bore a couple of to the company for a term of eighty years. The ori~inal
Bnttsh atroc~ttes m South Afr~ca" 1s a fairly heavy blows more than its neighbour. The material in the group B project fixed t he terminus of the Eastern China. Railway at
s traw. All thts makes for strained relations at some is obviously of a fragile character. It broke not only at the Pogranitchnaya on the Southern Ussuri line; but as a result
future date; while at the present time it is idle to pre- first blow, but also at a very large angle. This behaviour on of a Convention concluded on March 15th (27th), 1898,
tend not to see that, but for the fleet Germany would the part of the metal denotes a. dangerous degree of brittle- between Russia and China, and of the Protocol signed at
p~obably have taken Mr. J{ruger under her very ample ness which was not rendered manifest by the preceding tests. St. Petersburg on April 15th (27th), 1898, concerning the
wtn~. The Navy Leagu~ m!l'nifesto says little beyond It may be observed that a very close connection has been lease of the ports of Port Arthur and Talien-Wan to Rus11ia
calling .on us to face the mevttable, and, while we may, established between the results obtained in actual practice by China, the Eastern China Railwa.y Company received the
see to tt that the fleet always exists as a factor in the with marine crank shafts and the experiments upon notched concession to construct a fresh branch line across Southern
Manchuria.
way of Germany carrying out the ideals of people like barR.
Thus, in the fulness of time the Siberian Railway bas
In the employment of this new method there is one great
Mr. Stead and the rest of the P ro·Boers. Sir H. Campwhich has not yet been surmounted. It arises from obtained two openings on the Pacific Ocean, and the need
bell Bannerman recently suggested in a characteristic difficulty
t he well-proven fact that the different forms of notches at of suitable communication with a port in the west bas
speech. that by "_judicious surrender " war could always present in use produce totally different results in testing forced its way upon the attention of the authoritie~. Naturbe av01ded. Tbts may be as true as the remark is n ovel operations. It is, therefore, absolutely imperative to define ally enough the old port of Archangel was turned to account,
to ';ISuall.y accepted ideas, but it is not the principle upon strictly the precise form of the notch to be adopted. Numer- and it was rendered accessible t o the traffic of the Siberian
whiCh tbmgs have been conducted hitherto nor is it one ous forms have been proposed, including the triangular, with Railway by constructing a railway northwards from Cheliathat can ~i ve general satisfaction. Party politics aside, either a sharp or rounded end; those made by a saw cut, by binsk to Ekaterinburg, a distance of 151 miles, by turning
we concetve that a gt·eat many people bold strong views a planing machine, by a gra.ver, or by the distinct pressure of to account the existing line between Ekaterinburg and Perm,
upon the matter. A 11 judicious surrender " of South a sharp instrument. M. Charpy proposes a form of notch a distance of 160 miles, and by constructing the Perm and
Africa to Mr. Kruger would possibly bring immediate terminating in a small cylindrical hole. It appears that the Kotlas line of 542 miles. This line was finished in 1898.
The rate of laying the light rails used was at the rate of more
peace, so far as the Boers are concerned but certain adoption of a notch, rounded at the extremity with a radius
practical difficulties will suggest themseives to most of sufficient length to ensure the accurate cutting of the curve, than a mile a day, for in less than nine years a. distance of
will answer satisfactorily for nearly all requirements. The 3375 miles was laid. The Western Siberian line has been
people. And so elsewhere.
other accessories of the testing operations, such as the dimen- thrown open to regular traffic since October 1st (13th), 1896,
Now it is obvious enough that, if we object to the sions
of the specimens and the mode of fracture, are compara- and the other sections were thrown open as follows :-Kra.ssjudicious surrender idea, we must have recourse to the tively of little importance. Any ordinary pile driver will noya.rsk and Irkutsk, January 1st (13th), 1896 ; Central Siberia,
old-fashioned idea of "hands off." To cry 11 bands off" suffice for the purpose.
as far as K rassnoyarsk, January 1st (13th), 1898; Irkutsk to
we require a fleet able to follow words with deeds 'u
It is assumed as a raison d'etrc for the employment of the Lake Baikal and the Trans-Baikal, July 1st (14th), 1900; the
necessary. Hence the demand for a fl eet able to defeat notched t esting metliod, that the usual means of ascertaining Kaidolovo section, October 11th (24th), 1901; and the Eastern
a ny ~o~tion. l~ely t~ be formed. Neit her Germany nor the ductility of a metal a re imperfect. They afford, it is China Railway, October 21st (November 3rd),1901. UninterRussta ts bmldLDg shtps for the fun of it. T he one may stated, not the slightest indication of the breaking strength rupted train service from Moscow to Port Arthur will not be
have thought pri!Daril,Y of America, the other of Japa n; t hat the material possesses after its fibres, having suffered possible before the completion of the line a round the southern
but both the Umted f::ltates and Japan are meeting ships extension, are exposed to tortional stresses, or broken by a end of Lake Baikal. This line is in course of construction
b_y s~ips, and all this tends to make us appear an alterna- slight cut, crack, or fissure, in many cases scarcely perceptible. and its total length will be 158 miles. Meanwhile, during
tive mv~stment, 11: prospecting ground for those warships, Another assumption, which is a corollary of the former, is t he depth of winter an attempt is made to carry on the
unless, like Amenca and Japan, we indicate- beyond all that, consequently, we have no accumte information passenger traffic across the frozen surface of the lake by
respecting two of the greatest risks to which all metallic means of sledges, and during the rest of the year the service
doubt-that the game i~ o?e at which two can play.
structures are liable, particularly those of a riveted or built is maintained by huge ice-breaker steam ferries, which
We tlo not love stattsttcal tables, while we may say up type.
transport the t rains across the lake.
'
DEC. 27, 1901
THE ENGINEER
658
escapement, which , when released, falls. The spring pawl
engages the teeth of the ratchet nod forces tho. type wheel
round ~o the exton~ of on~ h our ty pe. The _lockm~ escapemont IS also provtded w1th escapement ~ms-F1g. 5- so
a rranged t hat each time ~t fall s only one pm of the. ratchet
may pass. Two oth er spnng pawls ensure correct al1gnment
of t~e type.
.
. .
~1g. 6 1s ~ part sect1on.al ~lao of the ~rmtmg a rrangement.
w~1ch cons.1sts. of a pn~tmg lever p~voted upon a sho_rt
spmdle, whtch ts bored ax1ally to receiVe the elongated pm
A WORKMEN'S TIME RECORnER.
firms, especially those employing a. large number of
hands have for some years past found it expedient t o provide
at the' workmen's entrance, some kind of apparatus capabl~
of recording on time cards the time of entrance and exit of
each workman. The general practice is tQ place a time
recorder and two card rac ks in such a. position that each
workmen on entering the works takes h is time card from the
fi rst rack he comes to and places it in the recorder, and, by
p ushing a handle or knob, registers his time thereon, after
which he deposits tho time card in the other rack and
passes into his work ; his time on leaving the works is printed
on his card by the same process. At the end of t he week the I
time is totalled up and amount of wages computed. T hough
much skill and thought have been expended on these machinas,
fraud, up to n ow, has been more or less possible, due to the fact
that during the time the workman has been recording his
time the card has n ever necessarily boon out of his possession. The accompanying drawings, however , sh ow a recorder
with which it is estimated fraud will be an impossibility ;
inasmuch as the card, when placed in the slot , immediately
disappears out of sight and out of control of the workman,
on h is attempting t o record his time thereon. In fact, n o
printing whatever can be done while any portion of the card
is visible, and it will also be seen that no printing can be
dono sh ould the card be put in the recorder the wron g way
about.
Fig. 1 sh ows the general external appearan ce of the recorder,
which consists of a case containing an ordinary clock movement with face, a type sector, a 1d two t ypo wheels, a vertically-moving card carrier working in guides, an automatic
inking ribbon, printing lever and pad, a. series of holes in
casing for determining the position on which the card if'
to be printed, and a sliding shutter at the mouth of the card
slot for the p urpose of determining tbe &ide of the card to be
printed upon.
Fig. 2 sh ows the general arrangement of the mechanism,
the clock face and casing being omitted. The tlype employed
represents the day of tho week, the hour- p.m. or a.m.-and
the minutes. All these types are b rought up into alignmen t
by, and read in unison with the clock. '!'bus it will be
obser ved that tho bands in d rawing show 17 minutes past
2 p.m. on l\londay, which prints the card t hus : P . 2. 17. 1\I.
The day-of-the-week type are carried on a sector, which is
actuated by the specially-constructed snail cam shown at the
t op of the clock m ovement; a cog wheel revolving once
every twenty-four hours is provided with two pins, wh ich
engage in the teeth of the ra tchet wheel, and revolve the
above-named snail cam, which t wo latter are fixed on t he
same spindle, moving it tc. the extent of on e step, each step
representing a. separate day of the week. A vertical rod bent
at the t op, so a3 to rest upon the snail cam, is connected with
the sector by a lifting link ; this sector and link a re sh own to
a larger scale in Fig. 3. Thus, on Sunday night, the sector
will be up in its highest position, with the letter 8 in the
printing line ; therefore, as soon as midnight a rrives,
the snail cam releases the vertical rod, which allows the sector
to fall t o its lowest position, bringing l\I for .Monday into the
printing line. The minutes type wheel is fixed on a Fpindle,
which is set t o make one complete revolution each hour,
)IAN),
I
I
control of the workman. All the h oles are covered up except
the proper h ole for the day, which determines the position
on the cn.rd where the printing is t o be dono. The cards arc
made with a. slight projection on one side at the t op; in the
sketch the card is sh own placed in the recorder with the
projection to the right ; the slide is also sh own to t he right.
The card would therefore clear the slide and pass down with
the carrier. S hould it, however, be placed in the recorder
the wrong way about, that is, with the projection to the left,
the card would not pass into the interior of the recorder; the
card-carrier would descend without it, leaving it suspended
by the projection upon the slide; thus pushing th~ slide,
which is n ot under control of the workman, t o the r1ght or
to the left . determines which side of the card is t o come in
contact with the type. J. J. Stockall and Sons, of 10,
Clerken well-road, London, a re the makers of the abovJ
described recorder.
A KEW SPEED COUNTER.
Fie . t - T HE STOCKALL TIME RECORDER
of the printing pad. Fig. 7 is an enlarged view of the printing
lever pivot and pad.
Fig. 8 is an elevation of the printing lever-card carrier
guides omitted- and slide for reversing card . The act ion is
as follows :-The workman drops his t ime card into the slot,
which falls into tho card carrier t o tho position indicated in
drawing ; in this position it will be observed that the bottom
of the card is above the printing line. H e then raises the push
WE have just had brought to our notice by 0. Berend and
Co. a n ew form of speed counter. This apparatus appears t o
embody everything which could possibly be required in connection with counting the number of revolutions d u ring a
given time. It bas two faces, one at each side, the one dealing with the revolutions, the oth er with the time. The
revolution face has three dials. The first, which occupies
the whole face, is for recording the separate revolutions up
t o 100. The second dial is very much smaller, and is cc ntained on the right-band side within the large dial. This
second dial is divided into ten divisions, each division represen ting 100, or on e complete revolution of t he pointer on
the large dial. It can, therefore, record up to 1000 revolutions. A third dial, also small in size, occupies a position
on the left-band side similar to that on the r ight already
described. This dial also is divided into ten divisions, each
one of which represents a complet e revolution of the second
dial, or a t otal of 10,000.
As in former instrumen t s
of a similar character mane by this firm, there is an arrangement by which it can be seen at a glance in which direction
the pointers have been m oving on the dials, and hence
which readings to take-in other words, the apparatus works
equally well n o matter in what direction the machine, the
revolutions of which are being counted, is revolving. The
means employed are t o have a small opening in the dial ; if
the revolutions are in one direction a red disc appears beneath
this opening ; if in the other, a black disc. T he dials are
provided with both black and red fi gures, so that readings are
quite easy. A small lever placed at the rim on being touch ed
sends the pointers of the two smaller dials back t o zero, a nd
the pointer of the big dial can be ad justed by means of a
small band screw which is also connect ed t o the pointers of
the smaller dials, so that all three dials may be set at any
required point.
On the other side of the apparatus are two dials. One, the
larger, is exn.ct.Jy sim ilar to a centre seconds watch, one com plete revolut ion of the pointer equalling one minute. The
other dial is small, and is divided into thirty divisions, each
one representing one minute. In this case also a ~ mall
lever ~ends the pointers of both dials back to zero. The
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T HE ENGir;iEER
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DETAILS OF THE RECORDER
through the medium of a shorter vertical r od geared thereto
at the bottom with a c rown wheel, and at the t op by another
crown wheel gearing with the clock m ovement ; this spindle
and type wheel a re shown in Fig. S. The type wheel for the
h our type, with driving ratchet attached, is loose upon the
spindle, a nd is driven by means of the locking escapement
as sh own in l!'ig. 4. The spindle in Fig. S is identical
with that shown in Fig. 4. This type wheel is provided with
type den oting every h our of the day and n ight, distinguished
by a P for p.m. and an A for a.m., and is required t o bring a
fresh number into the printing line every h our. This is
A.ccomplisbed in the following manner : -A snail cam fixed to
the Fpindle revolves cn ce every h our, lifting the locking
handle, or exposed extremity of the printing lever , till the
peg comes opposite one of the boles in the casing. he then
presses the push han dle h ome, the effect being to force the
printing pad against the back of the card, which forces the
front of the card against the type-the printing ribbon intervening- thus printing the time shown on the clock. It will
be observed that the bottom of the card carrier rests upon
a projection on a lever which is suspended by links
h ooked to a prolongation of the printing lover ; it is
then that when the knob or push handle and peg
a re raised t o come opposite one of the h oles, the opposite
end of the printing lever falls, and allows the card carrier to
fall, also taking the card into the machine out of sight and
clockwork is a ctuated by means of a spring, which can l 0
wound up by turning a small thumb screw. The driving
spindle, unless pressed well h ome against the revolving shaft,
the revolutions of which it is d esired to take, is simply
carried round without doing anything. At the instant, h owever, that it is p ressed against the shaft the watch mechanism
starts and the counting begins, and, of course, at the instant
the a pparatus is withdrawn all motion ceases again. This
enables the driving rubber attachment, or whatever other
arrangement of the kind is employed, t o be put in position
at the end of the shaft before counting begins. We understand tba.t the mechanism has been constructed with a. view
t o tA.Icing speeds u p t o 6000 revolutions per m inute.
DEc. 27, 1901
THE ENGINEER
BA TTER Y OF
B. AND S.
~lA
'EY.
D R OP S T AM PS
~fAXCtn;.'\n:R,
A BATTEHY OF l>ROP STAMPS.
WE reproduce above a photograph of a set of Brett drop stamps,
recently constructed by B. and S. Massey, of l\Ianchester, for
the East Indian Railways. The illustration shows a battery
of three stamps, 7 cwt., 15 cwt., and 25 owt. respectively, and
is to form part of the plant in the locomotive repair shops.
These drop s ta n• ps can bo worked either by steam or compressed air, and tho power directly applied. Amongst their
a':lvantagcs are fewness of working parts and great s peed of
working. As will bo seen, the lifting mechanism is carried
by long iron girders, supported by end stanchions, independently of tho base ulock, and is thereby protected from shock
and vibration. The lilting mechanism is one of the special
features of the stamp, and in its construction the shaft,
levers, and pis ton are fastened together so as to form practically one solid piece, which is the only working part, and is
free to rotate about three-quarters of a revolution in the
cylinder. The cylinder contains a division piece, which is
securely bolted to ono side. The bearings in which the shaft
runs are long, to give ample wearing surface, and are made
steam-tight by ordinary stufling-boxes. Packing strips are
placed in grooves in three sides of tho piston and in the
division pieces, and are pressed outwards by springs to keep
the piston steam-tight.
The pulley is strongly made of
wrought iron, and turns freely on the shaft between the levers.
The outer ends of the arms, which reach just beyond the rim
of the pulley, are connected by a cross bar, to which the lifting
belt is connected. Whe n steam is admitted between the
division piece in the cylinder and the piston, the shaft and
the tup arc lifted, and when the exhaust is opened the
hammer falls with its full weight, and the shaft returns to its
former position. Tho guide bars of the stamps are made exceptionally strong, with accurately planed \' slides. Tho
lower ends, whic h a re adjusted by screws, rest in tapered
recesses in the base block, and being free to move vertically,
cannot transmit vibration to the lifter. The upper ends are
adjusted by wedges. The lower die is held and adjusted by
four strong poppet screws, or, if required, is arranged to be
held in a dovetail opening in the base block. The base block
is of massive construction, generally about fourteen times the
weight of the tup. The stamp is single-acting, the tup being
lifted by the belt attached to the lifter, and falling freely with
its full force , the blows given being of the elastic nature best
suited to s tamping and under perfect control, as in a kick
f'tamp, but much quicker. Tho valve gear is hand-worked,
the length of ~;troko being variable at will by the movement
of. the band lover, and a. boy can operate even the largest
lilamp
ft:N(l(NEERS
RECENT Al>l\£IRALTY SURY1C:YS.
659
Shannon in various places to determine whether any alterations of importance had taken place since the date of Lbe
original survey of 18H. With one exception the result was
very satisfactory, as the changes discovered were of a trifling
amount. The exception consisted in the appearance of a
shoal in the channel above Foynes, which had not been previously recorded and charted. At Kinsale the ~>u rvcy of the
harbour was completed on tho Gin. Ordnance scale, and the
triangulation aloug tho Kenmare River. Lines of soundings
were run across the river, intersecting those of an earlier
survey, to detect any changes that might have occurred. On
the whole, the discrepancies were unimportant; but a couple
of small and dangerous t;hoals were located, previously unregistered, which suHiciently indicate the necessity of further
close and continual research in hydrographical surveying
operations.
There is nothing particular to note respecting the vi1>it to
the east coast of England. It may be mentioned that at
D over, where great pier and barbour extensions are in progres!l, an examination was made of the depths between the
Ad mi ralty and tho East piers, with observations on the tidal
streams. A deposit of silt, resulting from the stage reached
by the advancing works, was found between the ends of tho
two piers. As the Admi ralty Pier is prolonged seawa.rds this
deposit will probably cease; if not, it is an llasy matter to
remove it. At Plymouth, by tho completing of the dredging
at Cremill, a. depth of 30ft. was obtained, and this improvement, together with the removal of the Vanguard and Rubble
shoals, materially facilitates the entrance to the Hamoaye.
A re-sounding of tho river Tyne proved that great changes had
taken place in the depth of the ri ver, after the dredging operations by the Tyne Improvement Commission, which are still
being proceeded with. A general depth of 22ft . to 28ft. was
reached at low-water ordinary springs, and connections were
established between the Ordnance bench marks and the tide
gauges of the Improvement Commission.
Turning to the second, or " Foreign '' division, of the
surveys, it will be observed that under the heading of
Australia are included the north-west and south-west
coasts a.nd (~ueensland. During the voyage of tho Penguin,
at the beginning of the year, some deep-sea soundings were
obtained at regular intervals, 130 miles apart, a nd a maximum
depth obtained of 18,240ft. Groat as this depb'h is, it bas
been surpassed by the soundings of the Tuscarora, which
registered 28,000ft. In the neighbourhood of the island of
Tonga, in the Pacific Ocean, ?.!J,OOO(t. have been reached,
and the gl'eatost sea depth ever obtained has been put at
31,000ft. No indication of shallow water could be traced in
the Gulf of Carpentaria, and a search made for the "Indus
Reef " was ineiTectual, though carried over an area of 120
square miles. In this locality many n ew shoals, dangerous
to navigation, were discovered, and the observation s have
verified or disproved many shoals which have long been
doubtful. The whole of the operations constitutes a very
important, valuable, and careful piece of work. After determining the latitude of the North-west Cape and the
meridian distance between it and Ashburton Roads, tho
survey was commenced of the Recherche Archipelago,
for the purpose of rendering the navigation safe to
vessels approaching Espe rance Bay from the eastward.
This survey covers an area of 1500 square miles, and its
execution revealed many new and hidden dangers. Advantage was taken of the passage from Albany to Esperance Bay
to obtain many additional lines of soundings, and to connect
the work of the previous year with that of the Recherche
Archipelago. In Queensland the survey of Princess Cbarlot~e Bay w~s finished, and that of Bathurst Baz continued,
wb1le the sh1p proceeded to search for the" Wikengen Reef."
A shoal having three fathoms least water at L.W.O.S., and
four to five fathoms general depths, was found in almost an
identical position with the five and a half fa~homs reported
by H. M.S. Patuma. Although situated further north, this
appears to be the" Wigengen Reef," already searched for unsuccessfully on two previous occasions.
T he surveying operations in China comprised the con
tinuation of the triangulation of Hong Kong to the westward
toward~ Canton, and the sounding of the shallows of tho
N orthern Channel into tho Yangtso, as the Southern Channel
bad lately shoaled so considerably as to render it unsafe to
bring large ships through it. 'C'ltimately a very good channel
was selected, carrying a minimum depth of 26ft. at lowwater springs, and the course for vessels was marked out by
buoys. In Africa, the west coast of Cape Peninsula was laid
down on a scale of one inch to the mile. This is an
undertaking which bas been a desideratum for a good
many years. The existing plan of Simon's Bay was thoroughly
revised and brought up to date. Durban was visited with a
similar object in view, and a survey of tho Pungue River, near
Beira, was put in hand. This work has been very muc h
needed, as the port bas rapidly developed since the discovery
of the navigability of its c-ntrance, some fifteen years ago, and
is a.t present of j:(reat importance in connection with the trade
of Rhodesia. The next work in these waters was the preparation of a plan of the barbour of Zanzibar, as well as of the
narrows of the Southern Pass, where several coral bends
were found, one with only 14ft. of water, in a. very dangerou b
position in tho channel. A chain of magnetic obscn·ations
for variation was made at sea on tho east coast of Africa, ofT
Durban, Boira, l\1o:.~ambique, /:;;\nzibar, Guardafni, and the
Arn.bian coast. These fully demonstrated that considerable
alterations bad taken place of Jato years in tho rate of chango
of this important magnetic element. A work which bas also
for some time been much called for was undertaken. It was
a survey of the Arabian coast from the Island of Perin, eastwards to Ras ]{aan, to enable a larger scaled chart to be
published of the muc h frequented Strait of Bab el :\laodob
and its approaches. Hecont events have undoubtedly brought
strongly into notice the future possibilities of all African
ports, and tho maritime importance of its great coast line.
The useful and important information relating to all
quarters of the globe, which the Admiralty receives from the
hydrographical departments of foreign Governments, from
the Indian, Colonial, and other authorities, and from the
British consuls, and captains of tho Royal as well as of the
merc hant Navy, materially conduce to the success of its
cfiorts. Ono of tho robults of this information, combined
with its own field and office work, is t o be found in the fact
that tho number of charts printed by tho .\.dmiralty for tho
reC')uiroments of tho Royal Navy, for Government departments, and to moot tho demand of tho general public, has
during tho year 1000 nmountod to 580,207.
lN England, as in all important maritime nations, of which
s he is admittedly the chief, the study of hydrography, or that
particular branch of physical geography which treats of the
natural features of rivers, seas, and oceans, is a matter of
State culture. An accurate account of the configuration of
land and water in all parts of the world, a reliable record
of all soundings, shoals, currents, and rocks, which beset
s hips on their voyages, is essential to the safety of those whom
they bear over the deep. In addition, the preparation and cons truction of tho numerous plans and charts is of inestimable
service to the sailor and the navigator. .\n official account of
the hydrographical surveys which have been in progress
during last year has been recently issued from the Government
Press, • and will well repay perusal. The surveys are classed
under the two beads of ·•nome" and "Foreign." Of these,
the former comprises the coast-line, estuaries, and rivers of
the T; nited J<ingdom; and the latter relates to the same
physical features in Africa., Australia, China, Newfoundland,
and North America.
Ou tho south coast the bar of Portsmouth Harbour was
partially re-sounded, and the general depths were found to be
about 2!Jft., which is from l~ft. to l!ft. greater than that indicated by the survey of three years ago. There were also some
very remarkable deep boles discovered, with as much as 35ft.
of water in them. There was, therefore, not only during this
interval of time a total absence of all shoaling and silting up,
as is so frequently and so annoyingly evident in subsequent
surveys, but good testimony to the force of the current and
the scour of the tide, and also to the movable character of
the material forming tho bed of the wate rw.ay. This bar is
principally composed of shingle, and was dredged out in 1894
to a depth o£ 20ft. About a couple of years a fterwards it had
shoaled to 27ft. This diminution in the depth was probably
due to the enfiltration or washing in of the shingle from the
s ide slopes of tho excavation. The present depth, h owever,
points out that the strength of the stream is mainly directed to
and working upon the lower part of the bar. It will be interesting to learn from future surveys what the eventual result
bas been. In tho neighbouring entrance to the channel a
considerable area was closely searc hed in endeavouring to
discover a reported new sandbank. No indication of any kind
of the re po rted obstruction could be found, although the
submarino sentry wall kept continuously towing at a depth
varying from JO to 45 fathoms. Before leaving for the west
coast of I reland tho s urveying \CSsoJII.l\f. ·.Research proceeded t o t:'bhant. The object of the visit was to carry out,
at the request of the Royal Society, a series of zoological
experiments and investigations in deep water about 150
miles south-westward of that island. The purport of the
observations was to ascertain by moans of eelf-closing
Tu~t. Midland Ha.ilway ()owpany bas appointed Mr. nets the vertical limits at which various forms of marine
R. M. Deeley, of the locomotive department, to succeed .Mr. John life exist.
Lane as works manager of that department at Derby, and Mr.
Several test lines of soundings were run across the river
Cecil Paget baa boon selected as asaistaot-manager. Mr. lAne has
held the poet since the death of Mr. Holt some ten years ago, and
Hxs Majesty tho King, who already possesses two
• Roport by tho Hydrographer of tho Admlmltyor the work porformed
retired in accordance with tho company's regulations in r<Spoct of under
tbe dlrocUoo of lbo Lords CommU.elooors CICtho Admiralty durlog 12 borec-powor Daimler motor carl', hilt', we undel"iitand ordered a
tbe age limit. Mr. Deeley baB boon asaociated with the locomotive tho yoo.r 1000, lu tbo oxumlnntlnn nntl t'hnrtlng of the ~ca.~~ aud cu\~ts 111 2'l horso-po"Wor car of the 1111me build. It -will embody n' n•1mhnr of
department aoout twenty-five yeart!.
nrlrm• pl\rt~ nf lht> gh h(•.
special features.
-
•
•
Ttl:E
660
AMERICAN BRIDGE SPECIFICATIONS.
WE conclude the reprint of a.n American bridge specification, the first part of which appeared in our last issue.
DETAil} ! o~· CONSTJltl(,"''ION.
(52) All truss bridges shall bo given a prope r camber.
{53) All sections shall preferably be made symmetrical, and the
pine placed in the lino of tho neutral uis.
(54) Adjustable members in a ny parts of structures shall p referably bo avoided.
(55) All through spans shall br.ve stiff end vertical suspenders.
(56) 'l'be heads of eye-bars shall not be less in strength than the
body of the bar.
(57) All nuts must bo of hexagonal shape.
(58) All lateral and sway bracing shall preferably be made of
shapes which can resist compression as well as tension.
(59) All through spans with top lateral bracing shall have portals
at each ond of span, connected rigidly to end ~sts. They shall
be as deep as the specified head room will allow, and provision
shall be made in tbe end posts for the bending strains produced by
the wind pressure.
(60) Deck bridges shall have diagonal braces at each panel, of
sufficient strength to carry half the maximum strain increment due
to wind and centrifugal force, if any.
(61) Pony t r usses and through plate g irders shall he stayed by
knee braces or gusset plates at the ends, and at each floor beam or
transverse strut.
(62) Provision shall be made for a free expansion and contraction
of all parts, corresponding to a variation of 150 deg. Fah. in
temperature.
(63) All bridges exceeding 100ft. in length shall have binge
bolsters on both ends, and at one end nests of turned friction
rollers, running between planed surfaces. Rollers will not be lees
than 3in. in diameter ; and the pressure per lineal inch of roller,
including impact, shall not exceed 1200 d for steel rollers between steel surfaces (cl = diameter of roller in inches).
(64) For bridges less than 100ft. in length, one end shall be free
to move upon smooth surfaces.
(65) Bed-plates shall be so l?roportioned that the pressure upon
masonry, including impact, w1ll not exceed 400 lb. per square inch.
(66) 'fbe pitch of rivets in the direction of the strain shall never
exceed 6in., nor 16 times the thickness of the thinnest outside
plate connected, and not more than 50 times that thickness at
right angles to the strain.
(67) At thll ends of compression members the pitch shall not
exceed four diameters of tbe rivet, for a length equal to twice the
width of the member.
(68) The distance from the edge of any piece to the centre of a
rivet bole must not be less than l~ times the diameter of the rivet,
nor exceed 8 times the thickness of the plate ; and the dist.ance
between centres of rivet boles shall not be less than three diameters of the rivet.
(69) 'l' be butt joints of compression members shall be connected
by splices to hold them truly in position ; all other joints in
riveted work, whether in tension or compression, must b9 fully
spliced.
(70) All segments of compression members connected by latticing
only shall have tie plates placed as near the ends as practicable.
They shall have a length of not lees than the greatest depth or
width of the member, and a thickness not less than 1.l.a of the
distance between the rivets connecting them to the compressed
members.
(71) Single lattice bars shall have a thickness of not less than
fer, and double bars connected by a rivet at the intersection of not
less than -(tr of the distance between the rivets connecting them
to the member; a nd their widtb shall be in accordance with
ENGlNE~R
DEc. 27, 1901
(81) When members are connected by bolts which transmit
shearing strain!!, such bolts must have a driving fit.
(82) The several pieces forming one built member must fit
closely togetber1 and when riveted shall be free from twietl',
bends, or open Joints.
(83) All portions of the work exposed to view shall be neatly
fimsbed.
(8.J) All s urfaces in contact shall be painted before they are
put tclfl'etber.
(85) 'l'be heads of eye-bars Phall be made by upsetting, rolling, or forging into shape. Welds in the body of the bar will
not be allowed.
(86) 'l' be bars must be perfectly s traight before boring.
(87) 'l'he boles shall be in the centre of the bead and on the
centre lino of the bar.
(88) All eye-bars shall be anneo.led.
(89) All abutting surfaces in compression members shall be
truly faced to even bearings, so that they shall be in such contact
throughout as may be obtained by such means.
(90) 'f he ends of riveted floor girders shall be faced true and
square.
(91) Pin holes shall be bored truly plrallel with one another,
and at right angles to the axis of the member, unless other wise
shown _in .the. drawings ; and. in pieces not adjustable for lengt~,
no vanat1on of more than 'lf.rlD. for every 20ft. will be allowed 1n
the length between centres of pin boles.
(92) Bars which are to be placed side by side in the structure
shall be bored at tbe same temperature, and shall be of such equal
length that, upon being piled on each other, the pins shall pass
through the holes at both ends at the same time without driving.
(93) All pins shall be 1\ccurately turned to a gauge, and shall be
straight and eroootb.
(9~ ) The clearance between pin and pin bole shall be t;\in. for
pins up to 3!in. in diameter, which amount shall be gradually
10creased to "'in. for pins 6in. in diameter and over.
(~b) All P!DS shall be supplied with s teel pilot nuts, for use
dunng erect1on.
(96) All workmanship shall be first-claes in every particular.
STEEL.
(97) All steel must be made by the open·heartb process, and if
by acid proce39, shall contain not more than ·08 per cent. of
phosphorus, and if by basic process, not more than ·05 per cent.
of phosphorus, and must be uniform in character for each
specified kind.
. ~98) The finished bars, plates, and shapes must be free from
IDJun ous seams, flaws, or cracks, and have a clean, smooth finish.
(99) The tensile strength, limit of elasticity and ductility, shall
be determined from a standard test piece, cut from the finished
material, of l t least ; square inch section. All broken samples
must show a silky fracture of uniform colour.
(100) Material which is to be used without annealing or further
treatment is to be tested in the condition in which it comes from
tbe rolls. When material is to be annealed or other wise trea.ted
b.ef?re use, the specimen .representing such material is to be
similarly treated before test10g.
(101) Every finished piece of steel shall be stamped with the
blow number identifying tho melt.
(102) Steel shall be of t.h ree grades: Rivet, soft, and medium.
(103) Rivet steel shall have ultimate strength, 48,000 lb. to
58,000 lb. per square inch ; elastic limit, not lees than one-half the
ultima~ streng:th ; elongation, 26 per .cent. ; bending test, 180 deg.
flat on 1tself, Without fracture on outs1de of bent portion.
(104) Soft steel shall have ultimate strength, 52,000 lb. to
62,000 lb. per square inch ; elastic limit, not lees than one-half the
ultimat.e streng.tb; elongation, 25 per .cent.; bending teet, 180 deg.
flat on 1tself, Without fracture on outstde of bent portion.
(105) Medium etoel shall have ultimate s trength, 60,000 lh. to
SMo.ring and Bw.ri1tg Value of Rivtts i1~ P ound1.
Diam. of rivet.
A r ca
Slnglo
Bearing value for dltieront thicknesses of plate in inches at 22,000 lb. per square inch.
10
Inchos.
I!Qnaro
t~hoar at
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Fraction.! Decimal inches. 11,000 lb i
- -1- - -1--- !'- - -l- - -ll- - - -i - -'· - - -·'- - ••
f
.876 ·1104
1210
2060 J 2680
8090
,- --~-- I
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·625
·8068
8870
8440
4300
6160
6020
6,880
7,740
8,000 _
1
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- 7 o --8
60 ~0
- - -I---~--,2•
6100 l·---l---"
7220
8 0_ _ 9_,2_8o_ 10,820 n,B40 12,s8o
4' _
• 5_ ·441
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,. 5160
1
i
·875 ·6018
6610
4810
6020
7220
8480
9,680
10,840 1_12,040 j18,240 14,440 1 15,6t0 1 16,s4o 1 18,050
- - - ---1 --l---1---·1---· !----~l---11 --l
1·000
·78114
8640
5500
6880
8250
9680 11,000
12,880 18,760 116,180 1 16,600 1 17,880 10,260 1 20,680 22,000
I
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All bearing values above or to right of upper Zigzag Lin es aro grontcr than double shear.
Values below or to left of lower Zigz'g Lines arc less than elog1o shear.
American Bridge Company's standards generally : For 16ln. channels or buUt sections Zlln. (j in. rivets).
with Slln. and 41n. ant_~·
For 12ln., lOin., and 9!n. c
nell! or 2lin. (f in. rivets).
built sections with Sin. angle11.
For 8lo. and 71o. channol.s or built 2ln. (i ln- rivets).
sections with 2~ln. angles.
For 6ln. and 6ln. cbannols or bunt 1ain. (~ln. rivets).
sections with 2ln. angles.
'
!I
(72) All pin boles shall be re-enforced by additional material
when neceesary, eo as not to exceed the allowed pressure on the
pins. These re-enforcing plates must contain enough rivets to
transfer the proportion of pressure which comes upon them, and
at least one plate on each side shall extend not lees than 6in.
ber:ond the edge of the tie plate.
(73) Web plates of gi rders must be spliced at all joints by a
plate on each side of the web capable of t ransmitting the full
strain through splice rivets.
{74) The Oange plates of all girders must be li~ited in width
so as not to extend beyond the outer lines of ri vets connecting
them with the angles, more than 5in. or more than eight times the
thicknees of the tirst plate. Where two or more plates a re used
on the flanges they shall either be of equal th1cknees or shall
decrease in thickness outward from the angles.
\\'ORIOIA KSHII'.
(75) All riveted work shall be punched accurately with boles
1'Jin. larger than the ei~.o of the rivet, and when the pieces for mIng one built member are put together, the boles must be t r uly
opposite ; no drifting to distort the metal will be allowed ; if the
bole must be enlarged to admit the rivet, it must be reamed.
(76) All holes for fiold rivets in floor beam and stringer connections and splices io tension members shall bo accurately drilled to
an iron templet or reamed while the connecting parts are temporarily put together .
(77) In medium steel over yin. thick, allshelred edges shall be
rlaned, and all boles shall be drilled or reamed to a diameter of
"in. larger tban the punched boles eo aa to remove all the ~beared
surface of the metal.
(78) Tho ~vet be~ds must bo of app~ovecl_ bemisvherical shape,
and of a un1form s1ze for the same BJ1l& nvots throughout the
work. 'l'bey must be full and neatly finished throughout the
work, and concentric with the rivet bole.
(79) All rivets wbon driven must completely fill the boles, the
heads be in full contact with the surface, or countersunk whon so
reguired.
(80) Wherever possible, all rivets shall be machine driven.
Power ~vetere shall be direct-actio~ machine!!, worked by steam,
hydraulic pressu re, or comprel!t cd tur.
70,~ lb. per square inch ;, elastic limit, not
ult•ma~strength; elonga~JOD, 22 per .cent.;
lees than one-half the
bending test, 180deg.
to a d1ameter equal to tb1ckness of p1ece tested, without fracture
on outside of bent portion.
(106) Full size teet of steel eye-bars shall be required to show
not !ess than 10 per cont. elongation in the body of the bar, and
tens1le strength not more than 6000 lb. below the minimum tenaile
etr~ngtb required in specimen tes?' of the $ rade of stoel from
wb1ch they are rolled. The bars w1ll be reqwred to break in the
body, b.ut should a bar break in the bead, but develop 10 per cent.
elong~tio~ and tb~ ultimate strength specified, it shall not be cause
for reJection, prov1ded not more than one-third of the total number
of .bars tested break in the bead ; other wise the entire lot will be
reJected.
(107) P ins made of either of the above-mentioned g rades of steel
shall, on specimen teet pieces cut from finished material fill the
requirements of the ~rade of steel from which they a;e rolled
exceptio~ t he elongatiOn, which shall be decreased 5 per cent. froO::
that spec1fied.
(108) Punched rivet boles, pitched two diameters from a sheared
edge, must stand drifti~ until the diameter is one-third larger
than the original hole, w1thout cracking the metal.
(109) The slabs for rolling plates shall be rolled from ingots of at
least t wice their cross-section.
(110) Pins up to 7in. diameter shall be rolled.
(111 ) Pins exceeding 7in. diameter shall be forged under a steel
hammer striking a blow of at least 5 tons. Tbe blooms to be used
for this pur pose shall have at lea.<~t three times the sectional a rea of
the finished pins.
(112) A variation in cross-section or weight of rolled material of
D_IOre than 2i per cent. from that specified, may be cause for rejection.
(113) Steel caatings shall be made of open-hearth steel containing
from ·25 to ' 40 per cent. carbon and not over ·08 per cent. of
phosphorus, and shall be practicallr free from blow boles.
(114) Except wbero chilled iron J.S specified, all castings shall be
of tough, gray iron1 free from inj.urious. cold shuts or blow boles,
trne to ,Pat~rn, anct of workmanbke fimsb. Test bars lin. square,
loaded 10 m1ddle between supports 12in. apart shall bear 2500 lb
or over, and deflect 0 ' 15in. before rupture.
'
'
TWBER.
(116) The t!mber shall be et~ctly first-cl_nss spruce,, white pine,
Douglas fi r, Southern yellow pme, or wh1te oak bndge timber·
sawed true and out of wind, full size, free from wind shakes, larg~
or loose knots, decayed or sapwood, wormholes or other defects
imparing its strength or durabiilty.
PAINTI I\0 .
(116) All ironwork before leaving tho shop shall be thoroughly
cleaned from alllooso scale and r ust, and be ~iven one good coating
of pure boiled linseed oil, well WOrked into all JOints and open sraces.
(117) In riveted work, the surfaces coming in contact ebal each
be po.inted before being riveted together.
(ll8) Pieces which are not accessible for painting after erection
shall have two coat. of paint.
(119) The paint shall be of good quality of oxide of iron paint,
mixed witb pure linseed oil, or such as may be specified in contract.
(120) After the structure is erected, the ironwork shall be
thoroughly and evenly painted with two additional coats of paint,
mixed with pure linseed oil, of such quality and colour as may be
selected.
(121) Pins, pin boles, screw threads, and other finished surfaces
shall be coated with wbito lead and tallow before being shipped
from the abop.
I NSPECTION.
(122) All facilities for inspection of material and workmanship
shall be furnished by the contractor to competent inspectors, and
the engineer and his inspectors shall be allowed free access to any
part of the works in which any portion of tbe material is made.
(123) 'l' be contractor shall furnish, without charge, such specimens
- prepared-of the several kinds of material to be used as may be
required to determine their character.
TESTINO.
(124) Full sized parts of the structure may be tested at the
option of the purchaser ; but, if tested to destruction, such
material shall be paid for at cost, lees i ts scrap value, if it p roves
satisfactory.
(125) If it does not stand the specified tests, it will be considered rejected material, and be solely at the cost of the contractor,
unless be 1s not responsible for the design or the work.
The specification is accompanied by tables of uniform
live load , maximum moments, maximum end reactionR,
&c. They are too bulky for reproduction here. We give,
however, one.
THE INSTITUTION OF CIVIL ENGINEEHS.
MOTIVE POWER FROM BLAST-FUR NACE GASJ:!S.
AT the ordinary meeting on Tuesday, the 17th of December, 1901,
Mr. Charles Hawksley, president, in the chair, the paper read waa
"Motive .Power from .Blast-furnace Gases," by Bryan Donkin,
M. lost. C.E.
The author considered fi rst the importance of the discovery
made within the last few years, that power could be produced
economically and effectively by utilising tbe gases from blast
furnaces to drive gas engines. Afl tbe annual p roduction of iron
from blast furnaces throughout tbe world was 40 million tons, this
new application of motive power was capable of immense development. 'fhe gaaes given oft· from theRe furnaces during the process
of smelting iron were practically the same as weak producer-gas.
Till within about bali a century they bad all been wasted. A part
was next utilised under boilers to generate steam to drive the
blowing en sines, and part to beat tbe air-blast; but after supplying
these reqrurements, 11. considerable surplus was available. l:)uccessful effor ts bad been made, first to use this surplus in gas-engine
cylinders, to obtain power, and next to d iscard steam engines,
boilers and chimneys entirely, and utilise all the gas in this way.
The chemical constituents of the gases produced by smelting
iron ore in blast furnaces varied according to the ores and fluxes
used, the fuel burnt, and the temperature of the furnaces. They
contained, however, on an average, about one-third by volume of
combustible gases, chiefly C 0, the remainder being inert C 0 ..
and N: The. ratio of the C 0 2 to the C 0 varied in every furnace:
Tbe btgber 1t was- that was the more C 0., the gases containedthe better the efficiency of the furnace~ More gas would be
produced, but it bad a poor beating value, and if the percentage
of C Oz was very high, the gas would not ignite in an engine. It,
however, the ratio was low, and the percentage of C 0 high, the
gas would have a relatively higher heating value. A table was
given, showing the composition of the gases from six blaat
furnaces in England and on the Continent.
With the present methods of utilising these gases, about 10 per
cent. was lost by leakage, 2S eer cent. was applied to heat the
air blast, 40 per cent. to the boder1 and 22 per cent. was wasted.
I~ the latter_percentage were ut1lised in gas engines, it would
y1eld about 1~ horse-power hour per ton of iron melted, while if
. gas engine c~li~ders to produce P?Wer
a 11 th e gases were b urnt 10
about 28 horse-power hour per ton of p1g 11on would be avadable
after deducting the power required for compressing the air,
When burnt under boilers they gave a very poor heat efficiency
because the C 0 was of comparatively little value as fuel. At
least fou r times as much power could be obtained when the gases
were t reated in a n engine cylinder, the method of utilising them
being more suitable. The store of power thus available bad been
calculated for English and Scotch furnaces at 2! million horsepower per annum. The poornees of the gases was counteracted
by diluting them with a smaller proportion of air tban was
required for richer gases. About one volume of air to one of
blast furnace gases gave the best working mixture in an engine
cylinder.
Other disadvantages were the variations in pressure and compofi·
t ion of these gases, their low beating value, and the dust witll
which they were charged. The first two difficulties were overcome
by passing them into a holder before sending them to the engine
cylinder, while t he quantities produced were eo large that these
Buctuatione were practically annulled. Their low heating valne
did not give rise to the difficulties at first anticipated, because
they could be compressed to a b i~ber degree, previous to igrution
t han was per~iesible with other kmds of gas, when used to produc~
power. A h1gh thermal efficiency was thus obtained, which compared favourably with that of other types of internal-combustion
engines. Compressions of between 7! and 11 atmospheres were
u.sed, an~ the lower the beating value the higher was tbe compressiOn requ1red.
Tho dust with which t he gases were charged was of t wo kinds
the heavy me~llic dust de,P?sited io the long and large gas mains'
and ~be fino bgbt dust wb1ch w~ partly re~oved by washing and
cleamng, and partly blown out Wlth the engme exhaust. At first
elaborate and costly systems of washers and purifiers bad beon
employed, but ttxperience bad shown them in most cases to 'to unnecessary, and the gases were seldom subjected to any further
ol~ning when burn~ in engine cylinders t han when used under
boders ; the same p1~s often served both systems. Sometimes
they were washed Wit~ water, sometime:' they were treated by
dry proccsse~. Such ltght dust as re~amed after cleaning was
forced out w1th the exbau.st by the act1on of the piston, and was
not allowe~ to be deposited and clog the cylinder and valves.
Among pur1fiers a new form of rotary washer had so far proved
one of the most satisfactory. It was said to clean the gases effectually, and took up much loss space and cost less than the usual
array of pipos. The methods of cleaning the gases at Seraing in
Belgiu.m, !o ~edon~hUtte, H orde, and Donnersmarck in Germany,
and D1fferd1Dgen 10 Luxemburg, were described.
Two ?ther difficulties were. ~leo considered, the production of
g e.s engmeelarge.eno.u~h to ub~ll!& the v~t etor~s of power avail·
able, a~d the dea1rabJh~y of dnVlDg the a1~-bloW1ng cylinders from
them direct. A great impetus had been gtven to the construction.
of large m?tore by the, d iscovery that blas~furnace gases could be
used to dr1ve them. 'I hey were now made m sizes up to 1000 horsepower a~d 1600 ~10ree -po~er, and still larg.er powers wero in con·
templat1on ; wblle the difficulty of starting these large engines
bad been successfully overcome. To connect them direct to the
b!o~ing oyl~nd ers, .which ran at _a lower speed, was sometimes
dJfhoult. 'I he subJect was eugagmg the attention of scientitic
bEe. 21 , 1901
men and _enl{ineers, and ouccess had already been partly, and
d oubtless m t tme would be fully, attained.
A ~ble of nine tests of blast-furnace gas engines was added;
and tn an addendum to the paper mention was made of what
appeared at _present to. be the_ best way of getting rid of t he
troublesome hght dust, VJz., passmg the gases successively through
two centrifugal fans provided with water jets.
LETTERS TO THE EDITOR.
T1t.€
~NGINEER
It is further a fact as acknowledged as the above that piston valves
are not and cannot be so well adapted for superheated steam as
poppet valves.
My fi r m guarantees for a 300 horse-power compound en~ine with
moderate superheating a steam consumption of 4·4 ktlos. per
indicated horse-power a n hour.
Mr. Vanderstegen would
most likely meet with surp rises with such guarantees for piston
valve engines.
(Pro FRANce TOSI)
L egnano, December 20th.
G. B ONEn.
( We do not hold our1~lve1 ruporuible j01· tht opinion~ of our
WATER·TUDE LOCOMOTI VE BOILERS.
corr~.)
Silt -You illustrate on page 603 of the current issue a watertube locomotive boiler, d esigned by Mr. D. Drummond, M.I.C.E.,
for the London and South-Western Rail way.
It may interest your readers to know t hat a water-tube boiler
having cross tubes in a cylindrical Rue, as shown in your illustration,
was patented in 1870 by the late Mr. Isaac Watt Boulton, who was
p robably the first t o build a locomotive having a water-tube boiler.
I n Mr. Boulton's boiler the or dinary square locomotive fire-box
was dispensed with, and the cylindrical flue was attached to the
shell wttb faced joints and bolts at each end, so that the flue could
ea~ily be withdrawn for re-tubing. Several locomotives with
cylinders J2in. by 18in. were built at Mr. Boulton's works having
this type of boiler, and were very r apid steamers. One of these
was used by the late Mr. Charles Sacre, locomotive superintendent
Manchester, Sheffield, and Lincolnshire Railway, at London-road
S tation, Manchester, for shunting ; they were also used at the
Marquis of Bate Docks, C. Cammell and Co.'s works Wbitland
and 'faff Vale Railway, &c. A locomotive wa.s also built at the
London and Nor th-Western Crewe Works, having a cross-tube
boiler, but in this case the Roe was sq uar e, with ita diagonals
vertical and horizontal respectively. Por table and semi-portable
engines were built with cross-tube boilers by the late Mr . B oulton,
and a 28 horse-power semi-portable, with Mr. Boulton's patent
boiler, was fnlly illustrated in '£RB ENOJNEER for 1876, page 261.
Wembley, December 18th.
Banow W. Bo u LTON.
FIRE·THROWI NG FROM: LOCOlllOTfV.I!:S.
Stn,-1: am very sorry to see you intend to close this discussion
but. feel I. must write and endeavour to clear up some of the diffi~
culttes wbtcb your correspondents seem to think lie in the use of
the fan as I suggest. l think I may say that it is almost proved
that the one chief cause of tire-lifting is the jumping action p roduced by the. blast ll:S used at present. Take the_engines i n use on
t he Metropohtan_R~tlway; they are worked by a Jet of live steamor the blower as tt ts called- and the exhaust turned into t he tank
and as far as fire-lifting is concerned it ceases to exist but th~
use of live steam is a remedy which is as bad as th~ disease.
W~at I suggested was an attempt to substitute some contrivance
wbtcb l>hould ~ave the same r esults as the jet of steam wi thout the
waste as ~enttoned above. Mr. A. Cotton asks, why use air and
w_by heat tt ? In reply I should like to ask him, if the fan was used.
dtrect to exhaust the gases out of fire-box, bow long does he think
the fan would last if it were re volving in the smoke-box as be
sugg ests. I don't think for lone-. It was to overcome this difficulty
that I sugge~ted to use air, as m this case the fan would be away
from the action of the Hames, and consequently not so likely to
collapse.
Take Mr. Cotton's next question : I think there is no doubt that
hot air has greater lifting power than cold, and it was for t his reason
I suggested bot air. He seems to think that it would entail a large
percentage of Ievert~ and taps and such-like complications, but I fail
to see how that could be. The draught as it is at present is regulated not by t he exhaust, but by the dampers on the ash pan and
why it would not answer in connection wttb my theory do~s not
appeal to me at all. Regarding low-pr essure exhaust, as in the
c~e of compound engines, I think it soes to prove my point-they
bemg ~oted fire th_rowers-becau~e m the majority of CILSes the
bre~k m the blast ts more acute tn a compound than in a simple
engme, as you only get two coughs per revolution instead of four,
and on the above class I have seen some good-sized pieces of live
coal come out when on an up grade with a good load behind, which
t o me seems to point to no other remedy but by abolishing the
oxbl\ust entirely. I think it would not be difficult to gear the fan
so as to get practically the same pressure as is p roduced by the
~x haust ;_ if_so, it m~~t a~~wer as well, _wit~ the addition of p r eventmg fire hftmg. "lyro seems to tbmk tt would not answer in an
e mergency, such as when standing in the shed to raise steam
quickly, but he forgets that steam is not raised in the shed by the
exhaust, but by the blower or jet of live steam, and which could
still remain. In connection with the above theory what I wish to
make clear is that I do not advocate a fan in the smoke-box or
chimney base at all, but that t he fan should be outside away from
t he ~eat, and only to be the means of creating the constant stream
of atr to replace the exhaust, and by so doing, to obtain the same
results as are derived by the pre~ent system without the waste.
J. C. W <\TSON.
5, Upper Belsize-terrace, Harupstead, N. W.,
December 23rd.
LAROE MINERAL WAGONS.
Sm, - It seems to be waste of time to o.uswer Mr. 'l'win ber row 's
letter. He has not g rasped the bare element-8 of the problem on
which he claims to be an authority. His references to what be
bas already written, and which T have read, are quite beside the
mar k. I write now without much hope that he will receive
enlightenment.
I want some practical information as to bow I can get my noals
conveyed to a seaport, a few miles away from the pits, at the
cbeo.pest possible r atll. I understand Mr. Twinherrow t o say that
I can effect the necessary saving by doing as they do in America, and
putting my coal in 30-t on or even 50-ton wagons. The only saving
that I can see is the reduction in tare; the locomotive will have
less non-paying load to haul. In return for this I shall have a
la~e capital outlay on wagons, to say nothing of .trouble at the
statthes. But now Mr. Twinberrow tells me that the saving in
tare is hardly worth considering, and that it is to be effected in
some other way.
I will have nothing to d o with other ways. I have to deliver my
coal alongside the ship, some of it, and alongside furnaces-mor e
of it. Can I do this more cheaply by using a 30-ton w~on than a
10-ton wagon 1 The wit of man cannot find bow any saVJng is to be
secured to me by using the bigger wagon, save the reduction in tare.
The r ailway compan.ies or the shipping people may find some other
advantage; the bi.g wagon might suit the London coal merchant
better tiia_n the small one. _About these t hings I a m not competent to Judge. But there ts my coal, t housands of tons of it, to
be moyed- great part of it in my own trucks, part of it in those of
the rat! way company. It costa me so much now. I ask Mr. Twinbarrow to t ell me tn what way I myself personally-or, if be
pleases, my company-by selling or breaking up all my existing stock
of wagons, and investing several t housands of pounds in iron tubularframed wagons of three times the size will gain. I do not wan.t to
know how the nation would be en.riched. I do not care two straws
whether the b~ wagons would increase railway dividends or not.
I want Mr. Twmberrow to tell me where I would come in, and be
first asks me to write to him direct, and when I r efase this he
dir ects me to his past writings, in which I find nothing whatever to
ap~ly to my case.
'I he impression left on my mind is that Mr. 'l' winberrow cannot
see, any more than I do, where I should come in.
December 23rd, 1901.
COLLIEHY OWNER.
VALVE OEAR.
Sw, - 1 have been reading the article on page 588 of your issue,
December 6th, in which you gave a translation of a dissertation on
valve gears delivered by Mr. Vanderstegen, and according to
which it would seem that he claims for his fi r m t he merit of having
invented or produced for the first time engines with four piston
valves and trip gear.
This is by far not the oase, as my fi rm began already ni nelears
aso to build engines with exactly the same piston valves, an bas
smce supplied such engines for about 40,000 horse-power, among
which four units of 2000 horse-power each.
At that time it seemed risky to take the double-beat valves, t hen
used for slow speeds only, also for higher speeds as required for
driving dynamos; but intrinsical improvements introduced since in
the valve gear and the adoption of multiple-seat valves have
allowed us to use now poppet valves for any desirable speed without
any inconvenience.
If Mr. Vanderstegenbas visited t he Paris E)l.hibition, it. is surprising
that he speaks of hammering of the seat valves ; be must entirely
have overlooked the Sul~er, Toei, and Car ets engines.
It is a well-known fact that these valves, even after having
worked for thirty years day and night, are just as good, if not
better, than new ones, and keep constantly and perfectly steamtight without any idea of "leakage which increases daily unt il it
i11 perceived by the large consumption of steam, " as Mr. Vand er.stegen s~p.
HERACLEE COAL.
MESStEtms,-Nous lisons, dans votre numero du 13 courant, u ne
note sur les r6sultats obtenus par l' Amiraute Anglaise dans l'essai
d e charbons du bassin d 'H eraclee. Nous attirons votre attention
sur le fait qu'il y a plusieurs exploitations de cbar bons d ans le
bassin d'Heraclee. Les conclusions de l'Amir aute, signa16es par
vous, ne peuvent s'appliquer aux charbons d e notre So<:iete. qui
seule dans ce bassin prod!de a un criblage soigne, et l\. un
triage a la main ou & u n lavage mecanique de ses cbarbons.
Les qualites livrees au commerce ne donnent pas plus de 7 a
9 % de cend res. Nos expeditions se font d e notre Por t de
Zoogouldak ou de nombreux navires E uropeans viennent char bonner reguli~rement et ou nous avons ins tal16 des lavoirs, fours a
coke, Usine a Briquettes et moyens ~ecar?ques de cb_argement.
Au surplus, nos charbons n'ont Ja.mats 6te soumts 1l. l'examen
de l'Amiraute Anglaise, dont les essais d rJivent Sl'l r apporter aux
produits de petites exploitations d'afHeurement.
Nous attendons de votre courtoisie et de votre impar tialite
!'insertion de cc.tte lettre, et nons vous prions d 'agreer, Messieurs,
l'assur~nce de notre consideration tres distinsuee.
C. A. NA YJLJ.E, l'Admmistrateur De!egue.
Socie te d ' H eracle a, 21, r ue de Londres,
Paris, December 18th.
INSANITARY ANGLES.
Sm,-I have read Mr. Mark H. Judge's letter in your specially
valuable issue of 13th inst., and sympathise with him. J would
respectfully draw his attention to my letter in your issue of May
25th, 1900, page 545-vol. lxxxix., No. 2317. l bad recently a
similar case at Pernbridge-gardens, where 1 was anxious not to
interfere unduly with the ground adjacent to and at lower level
than the foundations of two high buildings. The d rain bad a
regular fall throughout, and as the following brief description may
be suggestive, l beg your space. I car efully excavated boles,
planked and str utted and tunnelled under, and then threaded the
pipes through, which were heavy cast iron coated with Dr. Angus
Smith's solution caulked with blue lead. Before doing this work,
I carefully affixed plaster strips across the several slight cracks and
noted the directions thereof, and I am glad to say after fifteen
months no trace of further settlement can be found. I should
like to see the subject of house drainage t horoughly treated in
your practical journal.
A. Emit.' NO PA HNACOTT.
"Gernsbach," Penge, S.E, December 23rd.
.
ON RECENT PRACTI CE IN LOCOMOTIVE ENGINEERI NG IN
ENGLAND AND I N OTHER COUNTRIES.
Sw,- On reading the letter re above in your issue of the 13th
inst., I note where it states t he increase of engine power in recent
years, giving particulars of some of t he latest engines, that the
express engines for the South-Eastern and Chatham R!!.ilwaydesigned by Mr. Wainwright- the beatin~ surface and grate area
given is practically correct, but the adhestve weight is incorrectly
given as 27! tons. This should be 33 tons, which is a considerable
difference. I would call your correspondent's attention to t he
general drawin~ and principal particulars of these engines published in your lSsue of July 19th, 1901, where be will find t he
beating surface, grate area, and adhesive weight correctly given.
December 19th, 1901.
ROCKET.
AMERICAN ENGINEERING NEWS. '
(From our own Con·uponrkt~t.)
Cornpre&&ed air 1iveting.- For r epairing and st rengthening bridses
on one of the divisions of the Balttmore and Ohio Railroad there t.s a
por table compr essed air plant, which is placed on a siding near the
bridge and connected up to a lin. pipe line, haviogvalves and connections for He:xible hose to the pneumatic tools. The plant, all mounted
on a 35ft. railway wagon, consists of an air compressor with a
capacity of 95ft. of free air per minute, a 25 horse-power boiler, an
air receiver of 150 lb. capacity, and a water tank holding 300
gallons. This air is used to operate a drill 6xed on the wagon,
riveting hammers, a yoke riveter, chipping hammer, and r ivet
forges. Wire-bound india-rubber hose is used for the flexible connections. Some similar plants have gas or gasoline engines. I n any
case a small portable pump is used, being set on the bank of t he
stream to pump water through a lin. pipe to the water tank and to
the water jackets of the a ir compressor cylinders and gas engine
cylinders. The plant is sometimes operated half a mile from a
bridge. The cost of such a plant complete is o.bout £320. Two
men can drill five to six holes with the air drill in the same time
it would take them to drill one by hand, while in riveting, two men
with the air hammer will do as much work a.s three men with hand
tools. Ooe advantage is that auy intelligent helper can soon learn
the use of the pneumatic hammer, while for hand work skilled
riveters al'e required. With ri vets up to ~ in. diameter the method
is both effectual and economical. The foreman must look out for
loose rivets, whether hand or ai r hammers are employed. The foreman can usually see to the tiring of the boilers o.nd t he running of
the compr essor, and can assist o.t all work that is done a t t he d rill
on the car. About a quar ter of a ton of coal is used per d ay.
.!Jfarine note~.-In addition to continued activity in new construction, several of the American shipyards are carrying out i mprovementa and alterations to old steamers. The Clyde Line has had two
ofitscoastingsleamers, the Comanche and I roquois, lengthened 48ft.
'l 'be I requois was built in 1888, o.nd was 280ft. long, 46ft. beam,
66 1
and 28~ft. deep, 2944 tonnage gross. It will now carry 2000 more
bales of cotton. The work on this vessel was all d one in 21 days.
The Oceanic Steamship Company, operating in the Pacific, bas had
the Alameda, built in 1883, fitted with new engines. She originally
had compound engines of 2500 horse-power, giving an average ·
speed of 13t knots on 65 tons of coal per day. She now bas t riplee.xpaMion engines of 3000 horse-power, with cylinders 29in., 17in.,
and 78in. diameter and 58in. stroke. Steam is furnished by th ree
Scotch boilers, carrying 180 lb. pressure. This equipment will give
an average speed of 15 k nots on 66 tona of coal per day, and will
increase the dead-weight car rying <'apacity by 1000 tons. The
Ward Line is having its New York and Cuba mail steamer Niagara
fitted with new boilers, the old ones having been in use for twentyfour years, or since the veasel was built in 1877. A slipway of
3000 tons capacity, with quad r uple chain hauling gear, has been
built for ship repair wor k at San F r ancisco. It can take vessels up
to 300ft. lon.g and 74ft. wide. A new car-ferry steamer, t o carry
trains acro11s Lake Michigan, is to be built for the Vlun Arbor
Railway. It will be similar to other vessels now in service, but
with engines of 5000 horse-power. She will cost £ 60,000. The
Mallor y Line will soon put in service between New York and
Galveston the new steamer Denver, 368ft. long, 48ft. beam, 35ft.
deep, 3000 tons dead- weight capacity, 1260 tons bunker capacity,
250,000 cubic feet of cargo space. She will be driven at 15; knots
by a triple-expansion engine with cylinders 33in., 54in., and 87in.
diameter and 54in. stroke. A new Lake cargo steamer recently
altered will have quadruple-expansion engines, with cylindersl9in.,
27~in., 40in., and 58in. diameter and 40in. stroke. This steamer
wifl be 345ft. long, 44ft. beam, and 28ft. deep. Her Scotch boilers
will carry 210 lb. press ure. Many of the large Lake steamers now
have engines of this type. The Cramps' shipyard will soon be
ready to launch the Finland and Kroonland for the New York,
Southampton, and Antwerp ser vice of the American Line. 'l'hey
will be 580ft. long, 7Qft. beam, a nd 30ft. deep ; of 12,000 tons
g ross register.
Tlte Atcltilon, T!Fpeka, and Santa FeRailtPay.-One of the la.r gest
of the railway systems of the United States is that of the Atchison,
Topeka, and Santa Fe Railway, extending from Chicago, on Lake
Michigan, to San Francisco, on the Pac1fic Ocean, and Galveston on
the Gulf of Mexico. This system comprises 7810 miles of railway.
For tre year ending with June, 1901, the gross earnings were nearly
£11,000,000, with working expenses £6,900,000, or 59·23 per cent.
of the ear nings. Many new and powerful locomotives were substituted for older and Lighter engines, and several engines were
converted to the use of oil fuel at a cost of £ 60 per engine. The
maintenance of way and structures averaged £165 per mile, and
the total working expenaes £826 per mile. Gradients are being
red uced to a maximum of 1 in 250, except in the mountain divisions.
At San Francisco new terminals are being established by reclaiming
fifty-two acres of land, and the im,Provements here will cost
£150,000.
The rolling equipment mcludes 1174 locomotives,
717 carriages, 29,229 goods wagons, and 739 wagons, &c., i n rail way
ser vice. The following figures are of interest::Miles run by passenger ongit:!CS
. . . . . . 11,948,050
,
, goods engil1CS.. .. .. .. ..
,
,
shuntinl!' engi~es .. .. .. ..
,
, on mixed trains . . . . . . • . .
,.
{' by work engines . . . . . . . . .
Total mi. es run by C[\gines.. .. .. .. ..
Cost per mile run of engines, fuel . . . . . .
Oil and wa.etc .. .. .. .. .. .. .. ..
:Miscellaneous supplies.. .. .. .. .. ..
Wag-ea .. . . . . . . . . . . . . . . . . . . .
Xngine repairs.. .. .. .. .. .. .. ..
Total .. .. .. .. .. .. .. .. ..
Miles run per ton of coal . • . . . . . . . .
,
,
pint of oil .. .. .. .. ..
,.
,
, lubricating oil.. . . . .
Coal, cost per ton . . • . . . . . . . . . . .
Wood, cost per cord
.. .. .. .. .. ..
Passengers carried .. .. .. .. .. .. ..
Po.ssenger earningg.. . . . . . . . . . . • •
Passenger-miles, passengers carried ono mile
Goods carried .. .. .. .. .. .. .. ..
Goods earni.ngg.. .. .. .. .. .. .. ..
Goods-miles, tons carried one mile . . . .
u
21,077,424
4,8ll,383
1,644,478
814,954
89,796,248
5 ·lld.
0 ·15d.
0 ·lid.
4 ·24d.
4. 10d.
18·7ld.
18 · 48
IO. 92
16· 82
7s. 9d.
7s. 2d.
51 664.811
,t;2,885,60S
514,087,047
11,112,614 tons
£7,810/>12
88,760,798,344
Electric tramuays power plant.- The electric t ramways system of
St. L ouis, U.S.A., has about 450 miles of line, all operated from
two main power-houses, and one sub-station or transformer bouse.
The main station bas engines of 23,500 horse-power, capable of
developing a maximum of 36,000 horse-power. There are four
cross-compcund engines of 3400 horse-power each, directly
connected to four generators of 2250 kilowatts capacity ; three
cross-compound engines of 2300 horse-power directly connected to
as many generators of 1500 kilowatts, and three tandem
compound engines of 1000 horse-power directly connected to
three generators of 650 kilowatts capacity. Steam is supplied by
thirty water-tube boilers, sixteen being O'Brien boilers with straight
tubes slightly inclined, and fou.r teen being Sterling boilers with
ver tical tubes. All have chain grate automatic stokers, coal being
delivered to the fires by an endless conveyor from a storage bouse
of 3500 tons capacity. There are fifteen feed-water purifiers and
seven heaters. All the bot and cold water is measured by Wor thington piston meters and Hersey dlsc meters. T he sixteen boilers
have one steel chimney 200ft. high and 14ft. diameter. The four teen
have four 6ft. chimneys 160ft. hish. T here are two 36in. and 48in.
jet condensers, and the condensmg water is cooled in twelve cooling towers with fans. The smaller station bas seven engines,
developing 14,000 horse-power normal, or 21,000 horse-power
maximum. There are two cross-compound engines of 3400 horsepower .with two 2250-kilowatts generators ; two cross-compound
engines of 1800 horse-power with two alternators of 1200 kilowatts
and t~ree engines of 1200 bo;se-powe~ with three generator3 of
800 k1lowatts. All these umts are dtrect connected. Steam is
supplied by 16 O'Brien water-tube ooilers, with chain grates, and
there are eight purifiers, four feed-water beaters, and four boiler
feed pumps. Surface condensers a re used, and the condensing
water is cooled in towers supported above the roof, the air currents
through the towers bein.g forced by fans driven by electric motors.
There is a complete system for weighing the coal, measuring the
water, and handli ng the coal and ashes.
P aper and 7)11lp wor·ks in tlte United Statu.-The U nited States
census bulletin on the paper and paper pulp industry shows that
this h.as attained to great tmp:>rtance witbi~ recent years, and paper
pulp 1Blargely exported. A large proportion of the spruce timber
used for wood pulp comes from Canada, but 598,229 cords of
domestic spruce were used, valued at £671,175. Out of 763 pulp
works, only 134 used domestic spruce for g round p ulp, while 46
used it for sulphite pulp. The report shows that there are 763
pulp and paper-making establishments, with a combined capital of
£33,501,540, paying £900,200 per year to 2935 salaried employ~s,
and £4,150,000 per year in wages to 49,646 employes. Of these
e~ployes, 41,54! were men, 7930 were women, and 169 were
chtldren under St.xteen years. The valne of the materials used was
£14,106,000; this included a bout 2,000,000 cords of domestic and
Canadian spr uce and poplar, 234,514 tons of rags, 356,193 tons of
old paper, 99,301 tons of rope, thread, bagging, &c., and 367 305
tons <?f straw. Besides this, there were 644,006 tons of ground 'and
cbemtcal wood fibre pulp purchased ready-made. The total product was 3,342, 156 tons, valued at £25,460,000, for the year 1900.
The average value was £7 per ton for newspaper, £14 per ton for
book . pape~, and £9 per ton . f<?r wrapp~ng paper. The paper
mn.cbmery mcluded 663 Fourdnmer machmes, with a totnl width
of 661436in. j 569 cylinder machines, 38,860in. ; and 1049 wet
macbmes. Also 373~ beatin_g engines, 9q<l washing engines, and
1167 Jordan or refimng engmes. The mtlls making sulphite a nd
so~a fibre pulp bad 426 digesters of 3813 tons capacity, and 307
botlers_ of 45,?10 horse-power, makin~t 4926 "cooks" per week •
The mt~ls makmg ground wood pulp bad 1168 grinding machines.
The mills aggregated 764,847 horse-power, and had an annual
capacity of 2,782,219 tons of paper and 1,536,431 tons of pulp.
Oas engilus.-'l'be pumping machinery for t he fountains of the
662
THE ENGINEER
DEC.
27, 1901
electric. tower at tb~ Pan· American Exhibition at Buffalo, U.S.A., tube boiler, the increased cir culation more than compensating for limited output and barene.ss of stock kept up prices throughout
was. dnven by a 1\ash gas engino of 125 horse-power. These the decrease in beating surface. The ratio of heating surface August, when there was almost a famine in respect of deliverie11,
e~mes are of the four·oycle, vertical, inverted, enciosed, self· to grate su rfnce must be variable according to fuel and and foundry iron, in particular, rose 2s. 6d. per_ton, Nortb~mpton
ollmg type, with one, two, or three cylinders, according to the draught, grate nod draught enough being provided to burn a s~tti ­ foundry pigs being quoted 56a., and Derbysh1res 58s., w1th the
power of the engine. All the cylinders are identical in construe· cient quantity of the p articular coal to be used. 'l'he best bitu- prospect of further advance.
Lincolnshire pigs early in September touched 553. 7d. per ton
tion, independent of each other, and mounted on tbe casing whicl) minous coal will give lOt unite of evaporation per pound, and we
encloses the connecting· rods, &c.t the lower part of the chamber Lurn 24 lb. per aquare foot of grate ; anthracite egg coal, 9~ units delivered S taffordshire for No. 3 iron, and 52s. 7d. for No. 4, but
f?rming an oil bath. ~be cylinrters a re water· jacketed on the and 20 lb.; pea coal, ~ units and 18~ lb.; buckwheat coal, 7! units iu the boom period of eighteen months to two years before the
s1des, beads, and valve cases, and the single-acting trunk pistons nnd 1~ lb. ; rice coal, 7 units and 15 lb. Putting these together, same iron reached the great height of BOa. to 81e. per ton.. The
act as crossbeads. The crank shaft is cut from a solid blank of and taking the old horse-power r ating, we find that we can count number of furnaces blowilljl in the S taffordshire and 1\11dland
forged opon-bearth steel, and runs in adjustable bronze boxes, each on 7 · 1 horse-power per square foot of grate for best bituminous coal, districts combined during September was returned at 91 out of
crank having a bearing on each side. A single cam shaft, driven 5 · 8 horse-power for egg, 4 · 4 horse-power for pea, 3 · 6 horse-power a total of 180 erected. At the closing quarterly meeting of tho
by a pair of spur gears, operates all the valves through a system for buckwheat, and 3 horse-power for rice coal. As there is a prac- year- October-makers had entire control of tho pig iron ma1 ket,
of levers and rollers. Each cylinder bas its gas valve, admission tical limit to t he length of grate which a fireman can manage, t he and sellers had to give just what was asked.
valve, and exhaust valve. Speed is regulated by missing ignition width of furnace becomes the important point, and in placing the
when the normal speod is exceeded, the governor then closing the proper amount of heating surface over 1t we come t o a low broad
gas valvo. When a charge is misaod the admission valve still boiler for low-grade anthracite, and a high narrow boiler for high·
permits air to enter, which, beinll compresaod, expanded, and grade bituminous coals. A~ttomatic stokers can handle grates 2ft.
NOTES F.KUM' LANOASHIRE.
exhausted, cleans the cylinder. The valves a re of drop·fOf!led or 8ft. longer than can be operated with ha'nd, and accomplish a
steel, with guides and long stems to secure accurate seating. The combustion of 22 lb. They present the possibility of permanent
(From our 01M Chrrupo~.)
valves are usually ground soon after tho engine bas been put at adoption of the cheaper fuels without increase or complete change
Ma nchtl ltr. - Holiday stoppages, stock-takings, and other special
work, and may then run without any attention for a year or more. in tbe boiler plant."
conditions peculiar to the season are just now more or less inter·
Electric igniters are used, and the Hy-ball governor is driven by
A 11e1o oi l gru.- Gas is now very largely used, not only for light- fering with industrial operations. Generally, however, and apart
bevel gearing from tho cam abaft. Tbe 125 horse-power engine ing, but for manufacturin~ processes- especially forging and
has throe cylinders, 13~in. diameter and 16in. str oke, and the welding, and also for domest1c and laboratory purposes. In view from circumstances that are temporary, the engineering trades of
nor mal speed is 225 revolutions per minute. For starting com· of the advantages, endeavours have been made to produce a gaa this district are scarcely closing tbe year with very satisfactory
pressed air from a reservoir is used in one cylinder. As soon as cheap enough for use in regions where natural gas is not obtainable. surroundings, and the prospects for the ensning year are certai nly
speed is attained, and the other cylinders are working gas, the Tho Acme gas now being introduced in the United States is in- not of the most promis1ng character. Outside electrical engineer·
starting lover is thrown over and the air mechanism disconnected, tended for use in towns, factories, and dwellings, the proce88 ing and tho special b ranches to which it is closely allied, and the
locomotive building trades, the general report is that new orders
when tbo cylinder at once begins to work again as a gas engine.
making a fuel and illuminating gas at a cost of 6d. to 7!d. per 1000. are not by any means plentiful, and there are anticipations of a
.I lt~rge central boiln- plant.- As the result of a consolidation of cubic feet. The gas is made from petroleum, two g allons being suffi· quiet time next year, w1tb the probability of a considerable number
electric light and electric tramway companies at Baltimore, U.S. A., cieot to make 1000 cubic feet. It is of hi~b calorific efficiency, and of workmen thrown out of employment.
the power-generating plants now installed in a dozen different gives a soft penetrating light. The spec1al feature of its manufac·
The past twelve months bas, however, not been an u.nsatisfactory
stations are to be concentrated in one largo central station. 'l'be ture is the converting of petroleum into a tixed gas by forcing air period for the general engineering trades of Lancashire, although
first step has been to provide tho boiler plant for this station. Tbe at 3lb. pressure by a blower through tho oil and through perforated the situation bas varied considerably in different sections of
new boiler -bouse is on the water front, and is a steel skeleton build- diaphragms and a porous material. This prO<'ess is continued industry. As already intimated all branches of electrical engineering
ing with brick walls and a slate roof. It is 94ft. hy 130ft. in plan. through a series of generators, the number depending upon the have been fully engaged. The greatest pressure has been in connecThere will eventually be a boiler capacity of 16,000 horse-power, volume required. No residuum is left in the g~;nerators. 'l' be tion with traction work, municipalities having apparently allowed new
and thtire are now boilers of 4000 horse-power already installed. apparatus works automatically, and the productiOn of gas varies lighting installations to remam somewh!lt 10 abeyance, preferring
The boilers are of the Babcock and Wilcox water-tube type, of automatically with the number of burners lighted. '!'be gas is a to push forward the numerous developmentl! of electric tramway
500 horse-power each, and ara arranged in batteries of two. 'l' bere light, free gas, with no unassimilated hydrocarbons, It is being systems tbat are now in progress in different districts. 'fhis
will be four batteri~s on each side, making eight on each floor. used for street lighting, and fhows advantages over gasoline and activity in electrical engineering has also had its effect upon
'l'he chimneys are in the centre line of the building, each connected coal gas in operating gas engines . It is also being extensively used allied branches of industry, such as the building of high-speed
with four batteries, two on the lower and two on the upper boiler· for tempering, weldmg, and forging metals, and for smelting. ln engines suitable for dynamo driving, and most of the Lancashire
room floor, or 4000 horse-power to each chimney. Each boiler has the U nited :Stat.es navy yards it is used for making gun forgings, firms who make engines o f this type have been very full of orders
216 tubes, 4in. diameter and 18ft. long, laid twelve high and and in some of the large factories for agricultural machinery it is aU through the year. 'l'bere is, perhaps, not quite so large a
eighteen wido, with two 42in. drums, 22ft. long. The Roney used for welding up iron wheels.
weight of wC'rk in prospect for tho ensuing year, but more tban
automatic stokers are u11ed, driven by eight Westinghouse engines
Electric tra11wuy operation..- Tbe question as to the respective sufficient to keep most of the electrical engineering and high·
of 6 horse-power. SP.ecial drip pans, with water, are placed to catch merits of direct-current and alternating-current motors for speed engine-building firms well engaged for a con.s iderable time
the fino coal which stfts through the stokers and is usually wasted electric traction!. which h as been recently under dircussion in ahead.
with the ashes. There will be eight vertical compound feed pumps, regard to the London underground railways, has also been
In the other branches of industry already r~>forrod to- locomo·
two to each 4000 horse-power, the plant being in duplicate. The discussed by American engineers. 'l'ho consensus of opinion, tive and railway carriage and wagon building- which have been
feed -water from the city mains p~tsaes round the engine bearings, however, is that the field for th e alternating-current motor is exceptionally brisk, most of the Lancashire firms have orders on
and then through two sets of heaters heated by the exhaust from limited strictly to maintain lines or to long-distance railways their books that will carry theru well through the next twelve
the maio and auxiliary engines. It is delivered t o the boilers at \vith very few stops.
Not only is it less efficient on the months, but here also the new business offering is not so pressing
208 d eg. The steel chimneys are 200ft. high and 131ft. inside whole, but it is ill-adapted to the varying speeds and variable as it h as been of late. During the past twelve months locomotive
diameter, and are lined with brick. Coal from railway wagons or power which are characteristic of railway work ; while it requires builders in this district have been compelled to allow a good deal
ships is unloaded by two coal-handling plants with a capacity of greater care in its maintenance and repairs. Under the p re· of work to pass by them, owing to their inability to entertain fur50 tons per hour each. The boom for hoisting is 52ft. long, and sent system, electric railways of large exten~ usually have ther engagements for anything like early delivery ; but it is unlikely
the hoists are operated by electric motors. The buckets carry alternating current generated at the central stat1on and stepped that any further important orders, such as the one for the Indian
one ton of coal each, and deposit the coal-which is first crushed up by transfor mers to high tension. It is then sent out to sub· Railways, secured by German locomotive builders, will be allowed
to siz9- in two rows of bins above the boilers. Tho ashes fall by stations along the line, where it is stepped down to lower potential, to pass into foreign hands.
gravity into a conveyor, which delivers them into an elevated tank and then used in rotary converters which deliver the direct currentat
Musiness in t.be boiler-making trade has Ouctuated, but the
or bin, from which they are loaded by gravity into carts or ships. low potential to the overhead wire or the third-rail cond uctor. If principal firm s have Lad not at all a bad year. Makers of gas
The .A mtriccm E :rhibit ion of 1903.- To celebrate the "Louisiana alternating-current motors wore used on the cars the converters engines have been full of orders, and one feature in this depart.Purchase, " by which in 1803 the U nited States purchased from could be dispensed with, but when a balance is struck between the ment is their adaptation to higher pow«>rs, and the utilisation of
.France the grel}t territory extending from the Gulf of MoJico to advantages of this current for distribution and its disadvantages waste furnace and other cheap gases. The much lower prices of
the British possessions, then styled Louisiana, an International for motors, it does not appear able to compete with the direct iron and steel have also had tbe effect of bringing for ward a good
b:xhibition is to be held at St. Louis, U.S.A., in 1903. The pre- current in any ordinary electric system. The only apparent chance deal of heavy structural work that was temporarily suspended
liminaries are well in hand, large resou rces aro available- including for its introduction in railway servic~ is for lines with very light during the boom of high-priced materia!, and firms engaged on
liberal grants from the Government, and work bas been com- gradients or uniformly ascending gradients, or railways on which this class of engineering have generally been fairly well employed.
menced. The site will be mainly the west half of Forest Par k, the trains make long runs with few stops. As to fuel economy as
In some other branches, however the results of the year's
reached by electric tramways and a local belt railway, and the compared with steam locomotives, an analysis shows that with the operations are scarcely so favourable. Amongst machine too
site includes two plateaus separated by a slope, the muimum numerous losses in transmiesion, conversion, &c., the final efficiency makers, although actual slackness has not been at all general, the
difference in elevation being 60ft. The lower plateau h as an area at the car wheel would be only 50 per cent. of that at the engine weight of new work coming forward has steadily fallen off, orders
of some 400 acres, and here will be the main buildings, the lakes, cylinder, which is about the same as a well-designed steam loco- run ning out more rapidly than they were being replaced, not only
and the principal constructive and decorative features of the motive. The first cost, however, for electric plant would be dispensing with overtime, which bad previously been prevalent,
E xhibition. The main avenues will be 300ft. wide, radiating equivalent to £17,000 per electric locomotive, or ten times that of a but in some instances rendering it difficult to keep shops even
ordinarily engaged, and necessitating a considerable reduction in
from a central court in the form of a fan, and the prin· steam locomotive for the same service.
the number of men employed. Textile machine makers have
cipal entrance will have a monumental gateway with towers
paESed through a period of exceptional depression, from which
400ft. high. The principal buildings are as follows, all designed by
there baa '.>een no indication of any early recovery, and builders of
different architects, but conforming to a ~eneral scheme prepared
the heavier types of engines for mil! driving have been only inby the Board of Architects, and each deSJgn was submitted to the
criticism of all the other architects before acceptance, so as to THE IRON, COAL, AND GENERAL TRADES differently supplied with orders.
Shipbuilding on the Mersey of any importance is confined to tho
ensure harmony in the general effect :- Art building, 300ft. by 900ft.,
OF BIRMINGHAM, WOLVERHAMPTON, AND
operations of Laird Bros., Limited, of Birkenhead, and during the
with two pavilions each 200ft. square; Agricultura1 Building, 700ft.
OTHER DISTRICTS.
past twelve months they have launched the following vessels:by 2000ft. the largest structure in the country ; Manufactures
(From
our
01cm Oorr~)
B. M.S. Exmouth, steel twin-screw, 14.,000 gross tons register Buildi!l~· 6oof~. ~Y I 200ft.; Liberal Arts. Building, 600ft. by 550_ft. ;
Electn01ty Bulldmg, 600ft. by 550ft.; Mmes and Metallurgy Build- UPON the week there is little alteration of consequence in the displacement not measured-fitted with triple-expansion engines,
ing, 600ft. by 1200ft. ; Transportation Building, 600ft. by 1300ft.; state of trade. Quotations keep at £8 lOs. for marked bars, and 18,000 indicated horse-power, with a speed of 19 knots ; two
Government Building, 400ft. by 250ft., with separate pavilions for £9 2s. 6d. for Eul Dudley's b rand. Second g rade bars are £7 lOs.; torpedJ boat destroyers for foreign Governments, of 821 gross tons
Fisheries and Ordnance ; Social Economy Building, 550ft. by 750ft. ; common unmarked bars, £6 lOa. to £6 15s.; and North Stafford· register, with triple-expansion engines, 6250 horse-power, and a
Education Building, 550ft. by 750ft. Tbe buildings will be mainly shire bars, £6 16s. to £7 per ton. Angles are £6 15s. to f:l ; h oopa, speed of 30 k nots ; and a twin-screw steamer for the British
of timber construction, clothed with the now familiar "staff " f:/lOs.; gas tube strip iron, £6 15s.; and rivet iron, f:l 5s per ton. Government, of 1400 gross tons register, with triple engines, 3250
Steel is active at the local works, notwithstanding all the indicate:i horse-power, and a speed of 16 knots. 'l'he machinery of
plaster. This is partly on account of the less liability to delays
German competition. But the explanation is that the Stafford· H.M.S. Implacable- 15,000 horse-power- has been completed at
mcident to strikes or other troubles with the steel mills.
shire works do not lay themselves out for the tin bar and billet
CO<tl l•nning macltinn"JJ.- The use of coal-cutting machinery in trade, and never did ; hence the foreign importations do not much Devenport Dockyard, and the vessel has carried out her trials and
the bituminous coal mines of the U nited Stat es is steadily trouble them. Bessemer billets a re quoted £4 15s. to £5; Siemens been commissioned. The machinery of B. M.S. Montagu- 18,000
increasing, and a number of different styles of machinea are ditto, £5 to £5 5s.; mild steel bars- locally made-£6 15s. to f:l 6s.; horse-pcwer- is now being erected on board at Devenport. New
in use, most of them being operated by electricity. T he Morgan plates- the stron$hold of the Staffordshire works- f:/ to £710s. for water-tube boilers for H.M.S. Blonde have been delivered at
Devonport Dockyard.
and Gardner machine has a frame lOft. long and 24in, wide, on su perior sorts ; guders, £6 to £6 5s.; and angles, £6 to £6 5s. also.
An incident during the past year which has created a good deal
which rune a truck or troller, carrying the chain-driving gear and
A review of th o pig iron mar ket during the past year shows that of discuS.!ion has been the placing out by the Manchester Corpora·
motor, the chain being earned by a supplementary frame, which at the January quarterly meeting the market favoured buyers,
is fed forward by a gear operated by the same motor and engaging and notwithstanding the extraordinary dearness of fuel, pig iron tion of a very large contract for electrical plant with the German
with a rack on the ruain frame. The total height is only 2!ft. prices were weak. Among consumers the belief existed that Electrical Company, Limited. This b as given rise to some heated
The width over the cutter head is 12in., and 45in. over the prices would decline as the year advanced, and they withheld discussion both in the Council and the local Press generally, and
bits. The weight is about 2400 lb. aud the machine will orders. Producers, however, declared that prices wer e wholly but for the fnct that electrical engineers in the district are so
cut to the full stroke of 6ft. in
to 4~ minutes, accord· unlikely to go lower, considering tbe high costs attending p ig heavily pressed with other work, the matter would, no doubt, have
iog to the character of the coal, backmg out again in iron producfton, and they urged that buyers would early realise come in for even stronger criticism. I have previously given the
particulars of this contract in my Lancashire notes, and need only
ao to 45 seconds. The chain is made up of malleable cast iron this position. Rates were as follows :- Staffordshire cinder mention
here that the plant required was two 6000 horse-power
links, fitted with forty -eight straight bits, and the speed of travel forge 57s. 6d. to 60s.; part-.mineJ.. 60s. to 65s. ; servicea ble
engines and three-phase generators and motor generators and the
1
of tho chain is 275ft. per minute. The number of gear wheels is all-rome,
1
62s. 6d. to 75s.; supenor, liOs. to 95s.; foundry, l OOs.; tender of the German fi rm amounted to £113,000, wnich
was
reduced to a minimum, the armature having a vertical shaft with and cold blast, 120s.; Northamptons, 52s. 6d. to E5s. ; Derby·
a pinion engaging directly with the chain drive wheel. A worm shires, 53s. 6d. to 57s. 6d. Most of these quotations were 15s. to £36,000 under the lowest purely English tender. A nother corporation contract indirectly connected with engineering, which b as also
~ear operates the feed. The motor is of the multipolar type, with
20s. less than was being asked at the October quarterly meetings been successfully competed for by a foreign ti rm, was one for
mternal fields. The armature makes 750 revolutions per minute, of 1000, a circumstance alone which will sufficiently show that the
with a current of 220 volts at the machine, or 500 volts for large year opened with a period of depression. Blast furnaces were 650 tons of steel rails, which a Belgian concern has contra cted to
machines in heavy work. For transportation from place to place being blown out here and there owing to the high price of coal supply to the Salford l:orporation at £6 per ton, or £1 less than
tho machine is carried on an ordinary mine truck. [n the shear· and cokes, and the number of furnaces in the South Stalfordshir·e the lowest English quotation.
The important developments of engineering enterprise thnt have
ing machine the chain belt works in a vertical plane, between top and the East W orcestershire districts in blast was reduced to
been goin~ on in this district since the settlement of the great strike
and bottom fram es, the armature in this case having a hori ~.ontal eighteen out of a total erected of fifty,
have dunng the past year been pushed forward with unabated
abaft. The 1\lorgan·Gardner electric locomotives, of five to twentyAt the April quarterly meetings pig iron deliveries, owing to the vigour, Tbe most notable is that in the neighbourhood of the
five tons weight, have heavy cast iron frames and two axles, each blowing out of furnaces, were much limited, and in consequence
driven by its own motor. 'l'he wheels are not coupled but when prices were well upheld at 46s. to 48s. for Staffordshire cinder Manchester Ship Canal, at Trafford Park, which is rapidly becoming
pulling loads the motors are run in parallel, driving both axles. forge qualities; 48s. to 50s. for part-mines ; medium, 52s. 6d. to one of tho leading engineering centr es in England. The extensive
works of the British Westingnouse Company are getting ve11y near
When running light only one motor is used.
60s.; and best all· mine hot.air, 85s. Derbyshire forgo pig iron was to completion, whilst other smaller but still important establishBoiln- problmu.- At a meeting of the New England Cotton 4&. 6d. to 50s., and Lincolns 5ls. In May there was a distinct ments have either boon completed or their erection commenced.
Manufacturers' Assooiation.l.. U.S.A., a paper on modern boiler improvement in trade, accompanied by a great willingness of con· Another important addition to the engineering industries of the dis·
vroblems waa road by Mr. l!i, D. Me1er. He advocated abolishing sumers to operate, a nd Northampton forge pigs rose to 4.7a. and 49s., trict is the large works of Sir W. G. Arm!ltrong, Whitworth and Co.,
the rating of boilers by horse-power, and rating them instead by and Derbyshire 49&. to 51s. June showed a further strengthening of Limited, at Openshaw, for the manufacture of armour plates, where
the nnits of evaporation- or the number <'f pounds of water demand, and prices rose la. to l s. 6d. per ton!. Lincolnshire pigs Government orders have already been secured. In other directions
evaporated from and at 212 deg.- which the boiler is to fumieh as being quoted 50s, 7d. at stations, and North ~:Staffordshire forge also the erection of new or extension of existing engineering works
ita normal work, with tho one-third margin recommended by the pigs 49s. 6d. to 50s. 6d. At the July quarterly meeting supphea has been going on, and amongst these I may mention the new
American Society of Mechanical Engineers. " The greatest poeeible were still sh ort, and prices of Northampton forge pigs were works of Craven Brothers, Limited at Reddish, and Royles,
beating surface is not tho only consideration, but circulation of well upheld at 47s. to 48s. 6d.:J Derbyshir e& 48s. 6d. to 50s., and Limited, at I alam, near the Ship Canal, together with J~e nddigases and water is of great importance, especially in water-tube Lincolna in proportion. Stattordshire cinder pigs were quoted tions to the works of Crossley Brothers, Limited ; Galloways,
boilers, and in many cases the steaming capacity bas been improved 45s. to 46s. j po.rt-mine, 493. to 523. 6d. j all· mme, o2s. 6d, and Limited ; Hulse and Co., Limited ; and J06eph Adamson and Co.
Ly the removal of no entire row of tubes from a hori t.ontal water- upwa r ds to 6Ua. ; best ditto, ; 5a.; cold-blast, 95s. to 10:i3. 'l'be
The workmen have little ground for complnint as to tho state of
a!
DEO.
27, 1901
emp~oyment during th~ past year. There bas, perhaps, been
cons1derably less ovort1me ; but for tho greater portion of the
past twelve months the {>Orcentage of unemployed members on the
books of the trade umon3 baa r emained comparatively low.
Toward~ the clos_e the number bas substantially increased, and in
t~e text1le macbtne trades tho propor t ion of unemployed is heavy.
S~ady e~pl~yme~t baa, however, been the r ule, and the trade
~ruon soc1et1es Wll_l co~mence ~be new year wit h a continued
tmprovement both 10 the1r financial and numerical position.
So far aa labour and wages questions a re concer ned the position
~aa been compar atively quiescent dur ing the past tw~lve months.
The ter ms of settlement drawn up as the result of the g reat strike
ba~e wor~ed exceedinglr well on t he whole, and prevented further
ser:ous d1sputes, any d 1 ffer~n.ces havi ng for the most par t been
am1cably sett~ed. _Some rev1~1on of t he _agreement bas, however,
been und er d tsousston, and shght alterations in detail made which
will. leave the relations of employers and workmen on a satis'factory
basts.
Am_erican methods, and the bystems of worksh op organisation,
both m the States and on _the Con t inent, a r e, however, being
bro~~bt to ~be fron~, as a~ 1mpor tant element in the keen compet1t1on wbteb Enghsh engmeers have now to face and t heir introd~c~ion into ~nglish wor~sbops and enter prise is perht~.ps the most
cnttcal quest1on that w11l engage serious atten tion 1n t he near
future. An object lesson in this direction is likely to be fur nished
by the large Br1tish Westinghouse works in Traffor d Park when
t hey get into full opo~at}on, as is anticip!'-ted, during the e~suing
year . T~ese '!Vorks, 1t IS under~tood, '!Ill be conduct ed entirely
~m Amenc~n lines, ~nd Lancasbtre engmeering firms are keenly
mterested m the attttude tho trade u nion organisations may take
up on the matter. If the British Westinghouse Company can
l'OC~ as ~any Englis~ operat_ives as they requi re to work on
Amencan hne~, to wb tch s? much objection bas been raised
by the English t rade umons, other firms will, of course,
argue that they see no reason why they should not be able to
carry on these operations under the same conditions as this may
lead to a keen struggle with the trade unions.
'
Tbe monthly returns of the Amalgamated Society of Engineers
show a further increase in t he number of unemployed members
throughout the organisation, which now represents nearly 3f per
cent., and a special appeal is made to t he members that as trade
remains q uiet " it beho_ves all to be car eful in behaviour, so as to
keep the unemployed hat down to the lowest possible limits." In
the Manchester district, however, wher e there was last month a
substantial increase in the number on benefit, there has been no
further material addition to the list, the propor tion being still about
5 ~e~ cent. The local_delegate, in commenting on t h e present
p_osttton, states that, tak1ng the season of the year into consider ation, when usually the society bas an excessive number on donation
owi ng to circumstances over which t h e members have no cont r ol'
tb~re is per haps little nee~ of appr ehension, seeing that t hey ar~
eVld ently r-retty well holdmg tbetr own, so far as employment is
concerned.
Briefly_ alluding to t he operations of the society during the year
now ccm1ng to an end, the general secretary obser ves that it has,
on t he whole, been a l.'rosperou.s one in the engineering trade, and
the Amalgamated Soc1ety of Engineers bas again done well. T here
had been no expenditure of a n abnormal character, and the
members had paid all demands upon them with the loyalty which
had always characterised them. If a special effort were made to
r educe the amount of arrears before the end of the year, the
anoual statement would show a very considerable improvement in
the position of the society, both absolutely and r elatively to other
trade unions.
ltecently I referred to tho vote of the men t hat is to be taken
on the revis.ed terms of agreement drawn up at the recent joint
~nferen~e m London. It is now announced that a special circular
w1ll be 18Sued to the members of t he Amalgamated Society of
Engineers on the matter in the course of a few days. In t he
meantime, the general secretary states that t he fresh ter ms will be
found to be, in some respects, sli~btly amended. The organising
d elegate for the Manchester distrtct, in a short reference to t.be
question, remarks that the workmen's repr esentatives bad made
every effort to r ender the ter ms more acceptable, and in conformity with the wishes and desires of the members generally. How
far they bad succeeded was left to the judgment of the members.
'rhe Liver pool delegate expr esses tho opinion that the new arrangement will be found to be much more satisfactory than tbeoneatpresent
existing, and the London delegate observes that the terms have
been r e-drafted, and in t ome instances improved, though not to
the extent t he workmen's representatives desired and endeavoured
to obtain. A good feeling was, however, shown, and any com·
plaints they might ha ve to make from time to time would be dealt
with more expeditiously by conference than for mer ly.
I understand that the question of com pensation for outworkers
was a lso brought forward, and that th is matter will be fully gone
into as quickly a.s possible.
Business in the iron and steel t rades is also just now to a considerable extent thrown out of ita ordinary course by the holidays,
and but few inquiries are coming on the market, which has been
further unsettled by the collapse in Scotch warrants wi t h the close
of l~t week, this, of course, having put a n additional check upon
buytng where merchants or consumers have no pressing necessity
to cover. The sudden drop in Scotch warrants, wh ich r epresented
a fall of fully 7s. per ton on tho week, and from which t here bas
since been a slight recovery, baa not appreciably affected other
brands, unless possibly it may bavo indirectly tended to bring
about a further gi ving way on the part of Lincolnshire makers,
who have again reduced their foundry qualities ls. on No. 3
and 6d. No. 4, without, however, touching forge numbers.
Their quotations for Nos. 3 and 4 found ry a nd No. 4 forge on
t r ucks are now precisely the same, and delivered Manchester,
Lincolnshire found ry is now 49a. 6d. net, with forge qualities,
delivered Warringt on, unaltered, and firm at 50s. 2d. net. Lancashire and Der byshire brand11 remain without q uotable change from
last week.
Midd lesbrough, if anything , is perhaJ?S a shade stronger, and
51s. lOd. net baa been got r eadily for dehvery by rail Manchester.
Scotch makers' quotations a re generally maintained , but have
varied, Glengarnock being sUgbtly stronger, wit h EA:linton, if anything, easier, and delivered docks, Eglin ton could be 'bought a t 57s.,
wit h Glengarnock quoted up to 60d. net.
There baa been a considerable arrival of Canadian iron in t he
Mersey, a por tion of which is going into tLe Warrington district,
whils t parcels a re also, it is stated, being taken by consumers in
the Midlands. 'l'ho reported prices for delivery Warrington r emain
ab:~ut 49s. to 49s. 6d. net.
Jo~or finished iron only very slow inquiry is coming for ward. The
minimum association basis for Lancashire bars remains £6 l &s., a nd
North Staffordshire £6 15s. delivered here, but there a re lower
quotations in the open market. Sheets are weak at about £8,
Hoops a re unchanged at the recent list r ates.
The business in the steel t rade is also anything but brisk.
llematites are weak in price, 65s. 6d. to 66s. 6d. net being now
about the quotations for No. 3 foundry, delivered here, with sellers
p repared to take less to secure busineu. Local made billets remain
about £4 158. War rington, and £4 16s. 3d. Manchester net. Steel
bars range from £610s. to £6128. 6d; common plates average £6
12s. 6d., with f:/10s. lesa ~. still the association basis for boiler
plates, but outside se1
lers at under this 6gure.
In t he manufactured metal market the drop in raw materi al has
b rought about a reduction of ~d. to ~d. l.'er lb. in list rates, seamless brass tubes being now on the baste of 7d. seamless copper
t ubes 9d., brazed copper tubes 8fd., brazed brass tubes 8~d.,
r olled brasa 6~d., brass wire 7d., copper wire 9d. per lb. deliver ea in
t his district.
A n extreme pressure is r eported for all descriptions of f uel, and
owing to difficulties of delivery from collieries, both over the r ailways, by canal, and by r oad, and there is for t he moment a sbortnosa of supplies to meet req uirements. '!'his is causing a stiffen-
T R)·-E E N G I N E E R
ing in tho open market, with special prices quoted wher e
C<?nsumors a re compelled to get prom pt deliveries. So fa r aa the
p tt-quoted rates a ro concerned, they remain without official alter ation, but a re ver y ti rm at 15~. to 15s. 6d. best Wigan Arley ; 13s.
to 13s. 6d. Pemberton 4ft. and seconds Arley; lls. to lls. 6d.
common bouse coal ; 9J. to 9s. 6d. steam and forgo coal; 6s. 6d .
to 6s. common, and 7s. to 7s. 6:i. best slacks, at tho pit. Steam
coal delivered .Mersey ports averages about lOs. 6d. to lls. per
ton.
Coke is unchanged at late rates.
BUI7'0ic.- Thore is practically no change in the condition of tho
hemAtite pig iron trade. The trade is well employed, there being
tb~ rty-sAven furnaces in blast, and makers are well off for orders,
be10g sold for ward to some extent. Not a deal of business baa
been d one during t he paat week, tho demand of late having
quieted down. Stores at p resent stand at a lower level than ever
before, but with t he stoppage of steel works in th is and other
districts, iron will probably r on into 11tock. P rices are much the
same 110 fa r as makers are concerned, and they ar e quoting58s. 6d.
~ 60s. per ton net f.o. b. for par~els of mixed numbers of Bessemer
tron. I n tho warrant mar ket prtcos are much easier, and sellers
are quoting 55s. 6d. per ton not caab.
T he steel t rade is stopped for t he t ime being on account of the
holidays, and little bostne88 is being done or will be until after t he
New Year. Many inquiries a t·e to band for heavy and light classes
of steel. Heavy sections of rails a re quoted at £5 lOs. per ton, with
the heavy tram section at about £8 lOs. per ton. Steel ship-plates
of average weight are at £6 2a. 6d. per ton. Quotations, however,
at p resent, a re to a very great extent mer ely nominal.
S hipbuilders and engineers a re also stopped for about ten days.
At the Barrow yard new orders are wanted in some of the d epartments. The Japanese battleship Mikasa leaves Barrow t his week
for Portsmouth.
]ron ore is i n good demand at from lls. to 16s. per ton net at
mines. Spanish ores a re quoted at 15s. ver ton for t he best sorts.
Coal and coke a re in good d emand at late rates.
THE SHEFFIELD DISTRICT.
(Prom our 01m Oorr~. )
T HE work of the year ia now ended. The Christmas hoUdays
began on Tuesday afternoon, a nd will be continued until the new
year is in. I n the colliery districts an effort is being made to got
the men to return to work on Tuesd ay, December 31st, but it is
not likely to be successful, while in our heavy local trades ther e is
ver y little need for curtailing ''play" time. T he sudden advent
of severe weather baa bad t he effect of increasing t he demand for
house coal, but as the winter stocks were laid in a considerable
ti me ago, t her e has been nothing like the " r ush " which would
otherw ise have taken place. Still, t ho result will be to clear off
accumulations and to g ive a fi r mer tone to t he h ouse coal t rade in
the beginning of the year. Heavy deliveries a re being made on
contract account for locomotive and gn.s coal. Most of the gas
coal in the South Yorkshire d istrict being fully contracted for, such
gas companies as a re holdi ng out for ea.eier terms will have to go
elsewhere for supplies.
The coal trade closes for t he year with values much below what
were looked for, except in the case of manufacturing a nd house
fuel. In 1900 coalowners commanded tho market, and could get
whatever price they pleased to ask ; 1901 found business t r ending
downward s, and this feature was accentu.ated as the year wen ton.
Possibly the South Yorkshire coalfield suffered less severely than
other districts, although the Northumberland and Durham coalowners succeeded in displacing a good deal of work by taking
foreign contracts which have usually come to South Yorkshi re.
Tbe imposition of the coal tax was another incident which
caused considerable an xiety, but it cannot be said to have bad
fZrave prejudicial inHuence in the South Yor kshire district.
Rllilway companies have now a rranged their new contr acts at
9d. per ton, against 14s. per ton for last year. I n gas coal the
reductions are about th e same. Railway managers have done
extremely well in r enewing t heir contracts at 9a. per ton, as a
shilling a t on more is freely obtained in the open market, and
there is every prospect of higher values ruling before tho
summer of 1902.
I n t he coke t rade t he year's business opened unsatisfactorily.
Nine months ago foundry coke fetched from 20s. to 22s. per ton;
steel mel tin~ coke, 25s. to 26s.; blast furnace, lls. to 12$. 6d. per
ton. P rices continued to stiffen up to October, but ordinar y coke
is now only making from lOs. 6d. to 10:~. 9d. per ton. The t rade
for the year bas been le88 than usual, the hopes entertained of
imp roving business growing weaker.
Jn the iron t rade West Voast h ematites opened in January at
82:!. 6d. per ton, dropping in April to 69d. 6d., in July to 6&. 6d.,
and risin~ again in October to 7ls., and closing on December 24th
at 69s. These values show a considerable fall on those for the
corresponding periods of 1900, when West Coast hematites opened
at 93s. 6d. per ton, went up in April to 97s., fell in J uly to 96s., in
October to 92s., and on December 24th to 82s. 6d. 'fo get the
equivalent values of North-East coast i rons, 2:J. 6d. per ton should
be taken from the foregoing q uotations. I n common forge iron the
opening value for this year was 67s. 6d. per ton, d ropping to
458. 6d. in April, at which price 1t continued until October, when
the value was 47s. 6d.; at th is price it still remains. 'l'hese quotat ions compar e with 70s. per ton on January 1st, 1900 ; 70s. remained the price up to April ; in July it fell to 6Ss., in October
to 60s. 6d., and in December to 57s. 6d.
Steel values do not call for much comment. The steel trade has
been p ractically in a state of collapse all t he year, not merely in
the case of the Bessemer and Siemens steels, which ar e dependent
upon the heavy trades, but also in regard to crucible steel. After a
{all of 5s. per ton about the middle of the year, a slight improve·
ment took place in the autumn, but values are again lower, Bessemer
fetching £7 per ton, and Siemens steels £7 10d. to £ 14 per ton, according to quality and temper. In the h igher grad es of steel th e
demand bas been very weak, more par ticularly the f.>reigo
demand, tho Gorman market, wh ich takes the g r eatest value in
the dearer steels, having shru nk to about one-tbird of its usual
average. Wbile the Ger mans h ave been taking less from us, they
have been delivering t heir own makes of steel in constantly increasing weights. At this moment for eign-made basic steel is
being delivered in Sheffield, and pr etty largely used, at £1 per ton
less t han it \:1\n be bought in the city. Much h eavier weights a re
being sent into the Black Country.
In military material the year has been anything but satisfactory.
The plateR for only two battleships and six tirst-class cruisers
have been ordered this year. T he battleships were H.M.S. Queen
and II. M.S. Prince of Wales. 'I'h e cruisers belonged to the County
class, viz. : -Ber wick, Cornwall, Cumberland, Donegal, Lancaster,
Suffolk. The battlosbipe are being built at Devonportand Chatham,
the cruisers at Glasgow, Pembroke, Elswick, and Ports mouth. La.st
year the armour wor k in Sheffield was for nine battleships
and eight first-class cruisers. A good deal of that work overlapped
into 1901, when, in accordance with the urgent r equest of the
Government, the orders were pushed forward with all possible
expedition. Very soon, however, the whole were completed, and
for a considerable time now operations in the melting furnaci)S,
the rolling mills, and other places where t he .Preliminary processes
aro done, have been suspended, a nd oo~y tn ~be planing shops
havo the men been employed. Much dtsappom tment has been
expressed locally over the lack of orders to keep the costly plant
and skilled staffs employed ; but t he year closes w~th. some pro·
spect of fresh orders betng placed very soon. A s1m1lar remark
applies to ordnance and h eavy project iles, in bot h departments
the acti vity with whioh the year opened having changed to
languor .
I n railway material the year bas been quiet. Hailway
663
managers find oxpondituro increasing in all directions, while t raffic
has been unsatidactory. They have tbuR been compelled to restrict their orders to immediate r equirements. A little "spurt" in
t he middle of tho yea r, when fuel became cheaper, led to better
business, but the orders then received, chiefly on foreign account,
have not been followed by others, and all departm&nts of the
railway t rade a re dull, not excluding local wagon builders, wh?
have been affect.:d by the adoption of steel wagons, and the
preference shown by railway companies to the larger wag~ns
used on the American Jines. The Lancashire and Yorksb1re
Hail way are reported to be constructin~, at their Newton Hea~b
works a number of these bigh-capac1ty wagons, to be used tn
certain desor iptions of their goods and mineral traffic. When
empty the wagons weigh 14 tons 15 cwt., and they are to carry
a load of 32 tons, or more than equal to the loads of t hree. standard
.
four-wheeled wagons.
In the lighter t rades of the city the year h as been unsatts·
factory, except with r egard to specialities r equired on South
African account. These have formed a considerable feature of the
local cutlery and 11il ver-platiog trades. Two circumst ances a r e
looked for ward to with hope by local manufacturers. One is the
ear ly olosc of the war, which will at once vit alise many industries
now almost dor mant ; another is tho succession of fest ivities
expectod during tbe VoroMtion year. The new year, however,
will find manufactu rers with very little work on thei r books, and
the men will consequently have indiffer ent employment when wor k
is renewed.
NORTH OF ENGLAND.
(From ovr ovm (}qrrupo711knt.)
ALL business is very quiet now on account of the boUdays, which
are to be more prolonged than they have ever been at <.:hristmas
in recent years- an indication of a marked slackening in trade.
Near ly all the shipyards and engineering establisbmenta closed on
Saturday, and they mostly will remain 1dle u.ntil the Monday after
nex t-a full fortnight-as the pressure for deliYery bas gone off
very considerably, 1>eeing that freights are extr emely low as a rule,
and that employment cannot be found for anything like the
number of vessels offering, and a good n umber ar e laid up in our
ports. And the outlook for next year is not encour aging, so that
owners are generally not in a burry for their new steamers. This
month, altogether, work at the shipyar ds has been mor e irregular
than for some years past, because before the holidays the weather
interfered a good deal with operations, and the workmen would
have preferred shorter holidays. The holidays at tho tinisbed iron
a nd steel works, partly on account of t he stoppage of deliveries to
the shipyar ds, will be more extended than usual, a nd as the blast
furnaces have to be k ept going as at or dinary times, some increase
of the stock of pig iron must be looked for.
Considering tbe collapse of the pr ice of Scotch pig iron war r ants,
tho position in this district is very well maintained ; in fact, t he
value of makers' iron has not been at all affect ed. There was,
however, no good reason why it should be, for it must be remembered t hat the price of Cleveland warrants, in8uenced by the
slackening t rade, bas been steadily falling for a long time, whereas
that of Scotch war rants has been artiticially maintained. The
Scotch pig iron warra nt market bas been bolstered up mainly by a
" ring • of London specula\ors, and has for long enough aJl'or ded
no criterion ef tho actual condition of t rade. That bas been
shown more by tho tl uctuations in t he value of Cleveland warrants.
The drop in Scotch war rants, when the collapse occurred a few
days ago, only represented what bas been going on in regard
to Cleveland warrants for several months, and brings down Scotch
t o nearly the nor mal figure above Cleveland. This latter is about
4s. 6d. ; but over most of the year the dtfference has been 88. per
ton ; in November it waa 13s. 6d., and for the greater part of this
month baa been over 12d. Some levelling dow n became necessary,
as trade did not favour any advance in Cleveland iron. Such a
collapse as has occurred was quite e xpected, and this bas been pr ecipitated by the report of the death by his own bands of one of the
London speculators. In two days after that report there was a fall of
7s. 7d. per ton ; and though there has since been a slight reaction,
it is not likely tbat there will be any material recovery, tho time
of the r,ear and tho condiLion of trade being ~ainst t hat. The
"bulls • will find that task insurmountable. The collapse will,
however, tend to make the pig iron market more stable and
healthy. All the weakening that the d rop of 7s. 7d. per ton
caused in the Cleveland mar ket, so far as warr ants wer e con cerned, was 6d., and that bas been r ecover ed since,
Sellers of Cleveland No. 3 pig iron, both makers and merchants,
have all th rough t he disorganisation of the market held fi r mly to
43s. 6d., as their figure was not a fictitious one, like the Scotch warrant price bad been. .Besides, 43s. 6d. per ton is not a price that
will cover cost of product ion ; in fact, makers generally should be
realising 46s. 6d. at least to enable them to do that, seeing that
they have to pay 16s. 9d. per ton for coke alone, delivered on Teesside, which mean11 that the coke used per ton of p~ iron made will
cost not less than 20s. per ton. No. 4 foundry is at 43s. 3d., and
g rey forge at 43s. 6d. An increase in the stock of the latter will
not be unwelcome, because for some considerable time there bas
been much difficulty in satisfying the req11irements of consumers.
East Coast hematite pig iron bas not further declined, and
mixed numbers are still at 58s. per t on, which is a price that will
barely cover the cost of product10n, chiefly on account of th o dear·
ness of coke, as other items of expenses have been reduced pretty
nearly as much as the pig iron prices themselves. The West Caast
competition is keener than it has been for some years, and makers
here have had to reduce their p rices to meet it. Spiegeleisen is at
87s. 6d. per ton, and ferro silicon at 82J. 6 j, R:1b1o ore it~ at
15s. 9d. per ton, delivered at wharf Tees or Tyne.
Manufactured iron and steel p rices are weak ; indeed, steel plate
makers have reduced their quotations 2:i. 6d. per ton, and iron
plates are also down as much.
Angles have also been r educed,
and now steel ship plates can be got at £5 17ll. 6d. ; iron ship
plates at £6 7s. 6d.; steel ship angles at £5 12s. 6d.; and iron
ship angles at £6 17s. 6d. per ton, allies!' ~ per cent. <.:ommon
iron bars a re steady at £6 6s. per ton, less ~ per cent., a figur e
which has ruled for more than half a year . rleavy steel rails are
at £5 lOs.; steel railway sleepers, £6 5s.; and cast iron chairs,
£3 7s. 6d. per ton, all not at works.
Gjers, Mills and Co., Ayresome Ironworks, Middlesbrougb,
and l:>pa Ironstone Mines, Guisbrough, have converted their business into a p rivate limited company, the shar es being all held
by the }Jartaers and their co-signatories. The new company takes
over the concern on January 1st next, and it will be managed as
hitherto, under the personal supervision of Mr. Laurence 1'' . Gjors
and Mr. J. \'ernon Cooper. Mr. John Mills, who, with the late
Mr. John Gjers, founded the concern, will be the chairman of tho
company, and the other directors a re Messrs. L. F. Gjers, J. V.
Cooper, and Cha rles K .Mills.
One of tho results of tho visit of tho North-Eastern Railway
C<lmpany to the United States h as been the determination to
install tho B ull automatic electric signals on a sh ort section near
York for experimental pur.P<>ses. Automatic signalling is extensively adopted i n the Uruted S tates. The com pany will also
follow the Americans in compiling pa rticulars aa to the passenger
mileage, ton mileage, and train-load results.
'l' be closing year baa been ~enerally an unsatisfactory time-in
fact, th o extent of the t rade 10 this dist rict bas been smaller than
in any year since 1895. l n 1899 our trade waa the most extensive
ever known, while last year was distinguished for the excellence
of the prices obtained, those in the first half being the best that
bad ever been repor ted for more than a q uarter of a century. Tho
first year of the new century has, however, been a period rema.rkablo for tho falling off both of demand and prices. 'l'he downward
movement commenced in t ho summer of 1900, and baa been going
on ever since. Prices, wh ich went up so r apidly in 1899 and t he
664
THE ENG I NEER
tint half of 1900, have, during the year now cloeing, fallen with
equal celeri~y ; deliveries of pig iron to oversea countries have been
the worst smce 1894 ; local consumption bas also declined and
though the pig iron production was reduced considerably- 10 per
~ent. at least-yet stocks in the public warrant stores b&ve been
mcreaaed over 89,000 tons. Wages of ironstone miners have been
red~ced 29. per cent.; wages of blast furoacemeo, 29~ ~r cent.;
foreagn ore 1m ports have been reduced 25 per cent.; ilmtbed iron
an_d steel workers' ~ages have been reduced 17i per cent. Pig iron
sbtpments to countnes abroad fell off 37 per cent.; quotations for
~o. 3 Cleveland pig iron fell off 35 per cent. If we compare the
figu~eR ? f production and shipment in 1901 with those for 1899 the
dechne 1s much greater. The exports of pig iron, in fact, this year
have been 20 per cent. less than those of 1899, and the deliveries
oversea were 40 per cent. less.
Foreign competition bll.S troubled the traders o' this district
more thm ever before. Canadian pig iron bas not come into the
North of England, but it baa been received in Scot!and to the
extent of over 30,000 tons, and that will have taken the placo of
so much Cleveland iron. Scotland bna this year t aken about
427,000 tons of Cleveland pig iron, or more tbnn was ever before
known, but probably 450,000 tons would have been sent if the
Canadians bad not stepped in. Germany bas sent into Middlesbrough some cargoes of basic pig iron, and not only that, butsteel
plates, bars, and billets. On Tyneside also German steel plates
have been imported. One reason gi ven for these imports was that
local auppl.ies were abort, and deliveries of foreign material could,
at the ~me, be_ more promptly obtained than could materinl from
the neaghbounng works. Thus, the competition of continental
manufacturers bad not bad such a disquieting influence on producers here as might hnve been expected.
It is to be noted that during the year the success of the manufacture of steel from Cleveland iron suitable for all purposes bas
been &sSured. It can now be worked up into any form for which
acid steel from hematite pig iron baa hitherto been solely used.
A~!lt 100,000 tons have now been made by Messrs. Bell Brothers,
Lim1ted, and Messrs. Dorman, Long and Co., Limited, Middlesbrough, all of which bas been rolled into angles, girders, bulbs
tees, &c., which have been satisfactory in all respects, and tb~
cost compares favou rably with acid steel. The process is a modi fica·
tion of the basic open-hearth process.
'l'he coal trade 1s quiet this week on account of the holidays
and. the great curtailment of consumption ; but up to this week
busmess was very ac_tive, and prices show no sign of declining,
though they are relat1 vely a good deal dearer than the prices most
of the consumers can get for their produce. Rest steam coals are
12s. per ton f.o.b., and gas coals 12s. 6d. 1\ledium furnace coke
is at 16s. 9d. per ton, delivered at the Teesside furnaces.
'l'be following is a list of the marine engineering firms on the
Tyne, Wear, Tees, and the Hartlepools, with the i ndicated horsepower of the engines they ha.ve constr ucted this year:-
superior bar made here to counteract the rivalry, and I find tliat
the demand for Welsh make is tolernbly good. Rails are a.lso in
evidence, nearly 2000 tons going to Alexandria on Saturdny last,
and some of the mills in the Bee.~emer district were busy at the
close of the week upon a subst antial steel rail for ~ the Great
Western Railway. This rail is about 76!, in weight, and 46 .6 in
length, a precui'B<Ir, as I stated lately, to tbe 100 lb. rail which may
be expected soon to come into use. Barrow bas beeu shipping pig
iron and ingot moulds to the Swansea district, and Newport received
at the close of the week 1050 tons pig iron from Barrow, 1460 tons
German billets, and 100 tons iron billets from Sweden. A good
cargo of steel rail baa just been shipped to Cork from Ne wport.
lt is understood in the Dowlaia di!Jtrict tb&t one immediate
result of the amalgamation of the Dowlais and Patent Nut and Bolt
Works will be n change in the medical officer's arrangements. UP._
to the present the doctor's fees are kept back from the workmen B
wages m the odice. 'l'be future plan is to be irrespecti ve of the
compa.ny, and will be an arrangement between tbt~ workmen and
the medical staff. This is now being debated over a wide radius,
as, if carried out at one works, the probability iK the adoption elsewhere, and the ending of the old works' d octor monopoly.
The sheet iron trade between Newport, Mon., and Bristol is well
ma.intained. In one day last week 610 tons wer e forwarded .
An important meeting of the Tin-plate Trade Wages Dispute
Board was held in Swan.s ea last week, when various matters of
interest were discussed. One of these was the statement tha.t a.t
the Avondale and Tynewydd Works plates were worked at 12! per
cent. below the 1874 list. The result of this, it was stated, was
these works secured all orders for a particular size, After a discussion it was resolved, that application should be made to the
secreta.ry to demand that similar rates be paid to those a.t other
works.
The Tin and Sheet MiUmen's Union, I understand, have practically decided to bold a.loof from amalga.ma.tion with the Steel
Smelters' Union, and pay off the remaining debt of £300 on the
old union.
Liverpool is q uoting this week tin-plate in Wales at following
prices :-Black plates, £9 15s. per ton, with drooping tendency;
Bessemer cokes, per box, 12s. 9d. to 13s.; squares and odd sizes,
13s. 6d.; basic, Siemens coke, 14 by 20, 13s.; char coal tins, 14s.
and upwards; ternes, 24s. 3d.
No quotations issued from Exchange, Swansea., in time for
d espa.tch.
P rice, with one exception in the iron and steel trade, may be
regarded as unchanged.
The exception is Glasgow pig iron
warrants, which were q uoted in my last from the notification issued
by the Swansea :&xcbange as 56s. 3d. Owing to the sudden "collapse
of the rig " which baa ta.ken place, the quotation is now 48s. 9d.
Glasgow. On 'Cha~e Ca.rdiff, this week holiday intluences were
perceptible, and httie business done. Coa.lowners were q uite
content with the outlook, and buyers who expected to ge~ forward
business done for the first, and some the second month of the New
Tym .
Year, were unable to do so except at firm prices. Coalowners stated
Indicated
on 'Cha.nge that they were quite satisfied with the booking done for
horse-power. January. The close of the week saw some heavy shipments for
North-Eastern Marine Enlrineering Company, Limited. . 86,086
coaling stations, Port Said being the destination of over 20,000 tons.
H. and W. Hawthorn, Les1io and Co.l. Limited . . . . . . 69,500
Swansea coal quotations were not issued in time for despa.tcb.
Wallsend SUp way and Enlrinooring uompe.ny, Limited.. 46,650
Trade fairly brisk, chiefly to F rance.
Palmer's Sbipbullding and Iron Company, Limited.. . . 99,050
P itwood at Cardiff is rather weak in tendency, but this is not
J. Wlgham, Rlchardeon and Co., Limited .. .. .. .. 20,200
J . Headhead and Sons.. .. .. .. .. .. . . .. .. 12 800
likely to last, as there are stron~ indications of atormy wea.ther.
R. l:itephenson and Co.
. . . . . . . . . . . . . . . . r/ 500
Prices are now from 16s. 9d. to 17s. 8d.-a. "drop " of 3d. SaturG. T. Grey
. • . . . • . • • • . • • • • • • • . • . . 4:874
J . P. Rennoldllon and Bona
.. .. .. .. .. .. .. 8,887
atest coal prices obtainable Cardiff are as follows :-Best steam
Shields Engineering Company.. . . . . . . . . . . . . 1,950
coal, 16s. 3d. to 16s. 9d.; good ordina.ries, from 16s.; other kinds,
J. T. Eltringham and Co. .. .. .. .. .. .. .. .. 1 940
Hcpple and Co. . . .. .. .. . . .. .. .. . . . . 1
from 15s. 6d.; drys, 16s. 9d. to 16s. 6d. Best Moumoutbsbire,
Hedley and Boyd .. .. .. .. .. .. .. . . ..
540
large coal, 15s. 3d. to l os. 9d.; seconds, 13s. 9d. to 14s. 9d., both
11id. Cardiff. Best bollSe ~a.ls, 16s. to 17s.; seconds, 14s. to 16s.;
Wear.
No. 3 R bondda, 16s. 6d. to 17s. ; through a.nd through, 13s. 6d. to
George Clark and Co.• Limited.. . . . . . . . . . . . . 48,770
14s. 6d.; smalls, 11s. to 12s.; No. 2 R bondda, 13s. 6d. to 14s.;
J ohn Dickln.&on and !:lone, Limited .. . . . . . . . . . . 81,044
through, lOa. 6d. to 11s. 6d.; smalls, 93. to lOs.
James Lang and Sons, Limited .. .. .. .. .. .. 21,858
Best sma.ll steam prices keep up well ; la.test fi~ures are lOs. 9d.
Wm. Dox.ford and Sollll, Lhuited . . . . . . . . . . . . 18,100
to U s. 3d, though good ordina.ries are obtamable at lOs. to
HacColl and Pollock .. .. .. .. .. .. .. .. .. 10,000
lOs. 6d., and inferior from 8s. 6d.
Patent fuel is at 14s. 6d. to 16s. 6d.; fair demand. Newport is
Teu and llattlepools.
sending away ~ood cargoes.
Richardsons, Woatgarth and Co., Limited .. .. .. . . 120,150
Coke quota.t10ns a re maintained 16s. to 23s. Freights to Mar·
Blair and Co., Llwlted.. . . . . .. .. .. .. . . . . 62,000
seilles remain about 5flf.
Contra! Marine Engine Workl!, Limited . . . .
.. 47,700
· Details of the Rbymney i{ailway Bill have now been d eposited
for next session. Powers have been previously obtained, I note,
but not exercised, and in consequence of their having lapsed, permission is again to be sought. One is for a junction with the
NOTES FROM SCOTLAND.
private railway of the Powell Duffryn Company, another in connection with the Tredegar Iron and Coal Company, other lines will
(From our ~on. Oun·upondent.)
•
form junctions with the Walnut Treo Branch, one forming a link
'I'Hl: pig iron market of Glasgow has been completely de- with the Barry. The Barry Railway Bill contains an important
moralised by the failure of a. firm of brokers, who were largely clause in this BiJI, which is chiefly for extension of time. This
interested in Scotch warra.nts. Subsequently to the announcement clause is, briefly, that in the case of all steam vessels t ouching at
of the failure, prices gave way to a considerable extent, and after- a.ny of the ports of the company, the net register tonnage shall in
wards there was a very s mart drop, the entire fa.U being as much no case be reckoned a.t less than 40 per cont. on the gross tonnage.
as 7s. Bd. per ton. This extraordma.ry fall in price naturally put a Brecon Railway Compa.ny bas put in n Bill to capitalise arrenrs of
atop to regular dealing, and now tba.t the holidays a.re upon us outsta.nding interest on its d ebenture stock, a.nd the liquidation by
there is very little business doing.
the issue of an equa.l nominal amount of its debenture stock.
The fall in Scotch warrants was from 658. l~d. to 48s. 7Ad. per
The h ydraulic equipment at Llanelly Docks on Saturday met
ton. Cleveland pigs have been comparatively steady. with bilsiness with a. serious accident, the la~e accumulator falling, and loading
from 43s. 3d. to 43s. 6~d., buyers latterly offering to sell at43s. Hd. to a complete congestion of busmess at tbe docks.
per ton. There is very little doing in Cumberland hematite pigs,
In reference to the notice, given in my last, of t he intention of
which have been q uoted from 56s. 5d. to 66s. 8~d. per too.
the colliers to take four da.ys' holiday this week, the Tredegar
Pric~s of Scotch makers' pigs a.re nomina.lly uncba.np;ed. G. M.B., Company issued on Monda.y a. notice respecting the McLaran
No. 1 1s quoted at Glasgow, 54s. 6d.; No. 8, 51s.; Govan, No. 1, Collieries, that the only Christmas holidays which would be permitted
56s.; No. 3, 61s.; Cambroe, No.1, 67s.; No. 3, 63s. ; Clyde, No. 1, would be Christmas Da.y and Boxing Day. The Powell Duffryn
66s.; No. 3, 56s.; G&rtsberrie No. 1, 67s.; No. 3, 66s. 6d.; Calder, Company worked overtime on Monday and Tuesday.
No. 1, 67s.; No.3, 56s. 6d.; Langloan, No. 1, 70s.; No.3, 69s.;
The im~ression _in the district is that the .n otice by the 'l'redeg~r
Summerlee, No. 1, 70s. 6d.; No. 3, 68s.; Coltneaa, No. 1, 71s. 6d.; Company l8 practically that of the Federat1on, and that at thetr
No. 8, 68s. 6d.; Glengarnock, a.tArdrossan, No.1, 66s.; No.3, 668.; meeting, which will take pla.ce this week, a general notice to the
~linton, at Ardrossan or Troon and Dalmellington at Ayr, No. 1, same effect will be issued.
6&.; No. 3, 63s. per ton.
At the quarterly meeting of the Miners' Provident F und, held
The dem.l\nd for Scotch bema.tite pigs baa been fa.ir and prices in Cardiff on Saturday, it was shown tba.t the number of members
are a. sba.de firmer. Meroba.nts quote 6ls. per ton for delivery in up to September 30th was 81,627. Durio~ the quarter there bad
r a.iJway trucks at the steel works.
been twenty fa.ta.l accidents, resulting m the death of twenty
'fhe shipments of pig iron from Scottish ports in the pat~t week members. At the p resent 923 widows and 1164 children are in
ha.ve been&3792, tons against 4067 in the corresponding week of last receipt of relief.
year. The total shipments to date are 267,263 tons, showing a
The Mount Stuar~ new dry dock, which ba.s now been completed
decrease of 63,011 tons compared with those of last year. The and equipped with the lntest appliances, received its first steamer
arrivals of l\liddlesbrougb pigs a.t Oraogemoutb were 6599 tons, on Saturda.y. Mr. James Allan was the constructor, under the
being 3094. more than in the corresponding week, a.nd there is a superintendence of the able resident engineer, Mr. Evan Jones.
totaf increase in arrivals for the year of no less than 166,131 tone.
1 have boon favoured with a well-got-up brochure, issued by Mr.
There is a fair amount of activity in the ma.nufacturiog depart- C. D. Phillips, of the Emlyn Works, Newport, whose works at the
mente of the iron and steel t rades. The works will be kept going villit of the Junior l,<;ngineers, on the occasion of their South Wales
in Scot la.nd practically the whole of the p resent week, but will be trip, mad e a very favoura.ble impression.
closed the following week for the New Year holidays. There is
The Taft' Yale Railway Bill baR just been deposited. By it, the
naturally no fresh development in business. 'l'be dema.nd for both promoters seek power to construct a new ra.ilway and to acquire
finished iron and stool 1s quiet at the moment, and prices are lands, to obta.in running and other J><>Wers, and for vesting in the
nomina.lly without change.
Taft' Vale Railway the undertakmg of the Aberdaro l{.e.ilway
'l'be coa.l trade bas been active throughout the past week. Company.
Household sorts are in specially good dema.nd, owing to the very
cold weather. · Manufacturing consumers have also been taking
good supplies hitherto, but there will be lees doin~ on their part in
NOTES FROM GERMANY.
the next few days. The coa.lsbipmente show a coOSlderable decrease
(From. our oum Oorreqmuknt.)
compared with the corresponding week, Prices of all kinds of
coals are quoted without alteration,
TwmE is no change whatever to report with regard to
t_he_ iron trade over here. Home dema_nd continu~s extremely
lim1ted, and bas generally shown a falling off &galOSt previous
weeks. Denmark, Norwa.y, and R oumania, ba.ve been pretty good
customers lately, b&ving bought rather freely on the German
WAI ,EB AND ADJOINING COUNTIES.
market ; also to ~ypt some sales have been effected, whereas
(FroJft our oum ~.)
Russia. is but a ~oor buyer now. At a recent tendering for the
Tll~:u~: is a strong belief amongst fronm.re that the steel bars Dutch State Uatlways three German works, the Machine Works,
nnd billets now belng imported into Walos from Germany are Augsburg the Machine Building Company, Niirnberg, and the
being sold under prime cost. The only effect upon quotations bas Dortmund U nion, tendered ; the last-named fi rm, offering lowest at
been to lower Welsh bars 28. 6d. lronmastera rely upon the 8700fl., vbtained the contract, the other two works having asked
dat.
:oso
•
DEC.
27, 1901
10, 700.8. The continued underquoting among the different iron·
works, which, in many instances, leads to a reduction in p rices,
has recentlYI compelled the Berhn dealers to go do wn with their
prices, and they aro now sellin~ plates atM. 2 · 50 a.nd sheets at
M. 1 p.t. less than formerly. Sora~;> iron bas been in improving
request, especially in Silesia ; foreagn demand wa!l particularly
strong during the past few weeks, and tbis baa caused a fa ir decrease
in stocks, and quota.tions have moved upwards, M. 6 ·50 per
100 kilos. having 1n some cases~been rea.lised ; the price generally
paid is, however, M. 4 · fiO per 100 kilos.
Business comes:(forward only very 'slowly on the AustroBungarian iron market. Many works have been forced to dismiss a large~{number of their men, '!and ironmnaters consider
themselves very fortuoa.te ifl tbe:orders: they secure are sufficient
to keep the shops and forges partiaJJy engaged. Prices are the
~:ame as in prev1ous weeks; the fact:'ltbatlthey have not changed
need not be considered as a favourable symptom-on the contrary,
it is rather because makers have hardly bad an opportunity of
reducing them, as the number of inquiries received upon the week
baa been so rid iculously s mall.
The .commercial f~ature in Be~i~m is, like t~at in m~st other
countnet>, very unsa.tl8factory. Activtty at tbe va.rtoue establishments
is moderate, and the feeling in all industries ha11 shown much
weakness of la.te. The locomotive and wagon shops have contracts
for some months ahead in a number of instances, but the majority
of the mills and foundries complain of the scarcity of fresh work
and of the almost total absence of forward orders. The want of
enterprising spirit a.nd the genera.! feeling of distrust with regard
to the future become more marked every week, and makers of iron
and steel do not think it at all likely that a better tone will be felt
till, perhaps, in early spring. 'l'bero may be a slight improvement
noticeable for some a.rticles now and then, but anything like a
sound trade is out of the question until the revival baa become
more general and the German iolnnd demand baa again become
healthy and stro~, so that German ironmaaters need not compete
so fiercely on fore1gn markets.
1'he extraordinary quietness in all departments of the iron a.nd
steel industry could not fail to have a. most depres..oing influence
on the Belgian coal mar ket. In engine fuel quota.tions have shown
much weakness ; the r ough weather of the last few weeks was,
however, favoura.ble to the business in bouse coal, and a good
number of contracts have been booked. Prices are inclined to
stiffness, and they are even expected to move upwards if severe
frosts set in. Coking coal is also fi r m, and so is coke.
Some ironworks are busy in France, but the greater part of the ironproducing establishments can only be kept going very moderately,
consumers, as a r ule, buying only small lots. But manufacturers
expect to do a. better business nfter New Year ; even if the eagerly
wished-for improvement does not set in, there is sure to be a. better
inquiry coming forward for some a.rticles of steel1 such as girders
and general railway rolling stock, and the shops engaged in the
manufacture of these articles consider the outlook by no means
dull, and some are even said to entertain quite a hopeful view of
next year 's trade.
It is reported from St. Petersburg that the Russian l\linister of
Finance bas refused to grant tbe request of the manganese works
concernio~ the reduction of the tariff for manganese ore on the
Tschiatunan br anch of the Kaokaisian railways.
•
LAUNCHES AND TRIAL TRIPS.
EPSOM, steamer ; built by, Ropner and Son, Stockton-on-Tees ;
to the order of, Britain Stea.msbip Company, Limited; dimensions,
383ft. 7in., 60ft. 6in., by 31ft.; to carry, 7100 tons on Lloyd's
summer freeboa.rd i engines, tri{>le-expansion, p ressure 200 lb.;
average speed, 11! Knots ; trial tnp, December 20th.
TllESl'l ~, steel screw stea.mor; built by, Sir Raylton Dixon and
Co., Limited · to the order of, Lamport a.nd Holt, Liverpool;
dimensions, 300ft., 50ft., by 29ft. 6in.; to ca.rry, 6540 tons deadweight ; engines, triple-expansion, 27iin., 46in., 74in., by 54in.
stroke, pressure 200 lb.; constructed by, Ricbardsons, Westgarth
and Co., Limited; trial·trip, December 23rd.
B UROEMBESTER J~C:OB, steel screw steamer j bnilt by, Ropner
and Sons ; to the order of Scbeepvaa.rt Maa.tscbappy N eptuns, of
.Rotterdam; dimensions, 3S6ft., 48ft., 24ft. 3in. ; to carry, 5200 tons
deadweight ; engines, t riple-expans ion, 24in., 38in., 64in. by 42in.,
pressure 160 lb.; constructed by, Richardsons, Westgarth and Co.,
Limited ; launch, December 24th.
. M_IN.~S, steel screw steamer.; built by, Craig, Taylor and Co.,
L1m1ted ; to the order of, Soc1edad Espanola de Minas, of Bilbao ;
dimensions, 278ft., 40ft. Sin., 20ft. 6in. ; to carry, 3000 tons dead·
weight ; engines, triple-expansion, 20in., 33in., 5-lin. by 39in.,
pressure 160 lb.; constructed by, North-Ea.stern Ma.rine Engineer·
1ng Co., Limit.ed ; la.uncb, December 24th.
Gn~NTLEYUALL, steel screw steamer ; built by, Irvine's Ship·
building and Dry Docks Co., Limited ; to the order of, West
Hartlepool S~am Navi~ation Company, Limited ; dimensions,
3~~ft. , 47ft. ~1n., 30ft. ~m.; engines, triple-expansion, 25in., 40in.,
6nn. by 45m., pressure 165 lb.; constructed by, Ricba.rdsons,
Westgarth and Co., Limited; launch December 24th.
AKuo, mail and passenger steamer ; built by, Xir Raylton D ixon
a.1_1d ~. , Limited ; to the ord er of, Elder, Dempster and Co.;
dtmens10ns, 364ft., 44ft., 26ft. ; engines, triple-expansion, 27in.,
43in., 72in. by 48in.; constructed by, Richardsons, Westga.rtli a.nd
. Co., Limited; for the African trade; launch, December 24th.
SoctE'l'Y o~· ARTS, SES~:~lON 1901-1902.- Tbe following are the
arrangements for meetings during Januar y and February, 1902:Wednesday, Jnnuary 1st a.nd 8th, 6 p.m.-Juvenile Lecture- :-lir
Henry Trueman Wood, M.A., "Photography and its Applica·
tions." Monda.y, January 13th, 20th, 27th, and J;'ebruary 3rd,
8 p.m.-Cantor Lecture-Samuel Rideal, D.Sc., "The Sterilisation
?f Water." Wednesday, January 16th, 8 p.m.- Ordinary ~eet·
1ng- Frank J . Gray, A.M. Inst. C. E., "Elliptographs." Tuesday,
January 21st, 8 p.m.-Applied Art Section-Halsey Ricardo,
"The Use of E namelled Tiles from an Architect's l'oint of Yiew."
Wednesday, January 22nd, 8 p.m.- Ordina ry Meoting- Rev. J.
M. Bacon, "Scieutific Observations at High Altitudes.'' Thurs·
d ay, January 23rd, 4.30 p.m.- Indian Section-lo'. H • ."krine,
" Benga.l: The Land and 1ts People.'' Tuesday, January :l8tb,
4. 30 p.m.-Colonial Section-Commander B. Whitehouse, R.N.,
"Mombasa. to Uganda by H.ailway and Lake.'' Wednesday
J!'-nuary 29~, 8 p.m.-<?rdinary Meeting-Clayton Beadle, "Tech~
weal Education as appbed to Paper 1\laking." Tuesda.y, J;'ebruar y
4th, 4 .30 p.m.-Applied Art Section-Rev. Herbert Thurstan
S.J ., "The History of the Rosary in all Countries." Wednesday:
J;'ebruary 6th, 8 p.m.-Ordinary Meeting-Her bert T. 'l'homas,
" J a.maica." Thursday, February 6th,__4 . 30 .f.m.-Indian Section
-Professor Wyndham R. Dunstan1 F . .tt.S., The Conl Resources
of India..'' Monda.y, February lutb, 17th, and 24th1• 8 p.m.Ca.nto_r L~ot~e-Cynl Davenport, "Personal Jewouery from
Pre·b1etono. Times.' . !\'ednesday, February 12th, 8 p.m. -OrdiD!lry. M~eti~ - Wllliam Leonard Madgen, "Industrial RediStr_Jbution.
Tuesday, February 18th, 4 .30 p.m. - Colonial
Sect10n-W. T. R. P reston, "The F rench-Canadian Relationship
to tb_e Crow~.'' Wednesday, February 19th, 8 p.m.- Ordinary
Meeting- Erie Stuart Bruce, M. A., "The Use of Balloons in War.''
Wednesday, ~'obruary 26t~l 8 p.m.- Ordinary· Meeting- Professor Roberts Beaumont, m.I. Mech. E., "R~ent Inventions
in W~aving b~achine~y.'' 1'hursday, J;'ebruary 27th, 4. 30 p.m.
- Indmn Section- N1lkanth B. Wagle, B.A., 11 'fhe Industrial
Development of Inrlia.''
•
•
•
f>Eo. 27, 1961
fltE ENGINEER
CATALOGUES.
THE PATENT JOORNAI.•
Cu.&.nLEs E. Sl'HW MI' Bit, Colchester.-New
catalogue of the Reliance d onkey pump.
BBRLIN· A :-.1ULTI!>CU8 M .\SCIIJN8~ 1Mt'· At'TIEN·
Gsss~LSCtt.\H, Desaau. Catalogue No. ~65 of
shaft1~ f:Dd J?Uileys, hangers, bracket&, couplings,
&c. - 1 h1s little book, although produced in
Uermany, is {>rioted in good English, and contaius
much useful Infor mation. The London agent is
Mr. W. P. Goodale, L'3adenhall·street, E .C.
CoTHIAS ALun· UO~II 'ANY, lvrf . sur . Seine
}'rance.- Catalogue o f finished castings made i~
various h.ard alloys of high tensile Rtrengtba. These
are caat m metal moulds, are useful for repeti tion
W?r~, as i~ is .olaim~d .that they can be caat t o
mtb 1n 1 ~lrm. m var1at10n. The English agent&
are Messrs. Norman and Young, a6, Camomilestreet, London.
CLYDE STRUCTURAL I RON (.:OMI'A<
'<Y, L:rnited,
~cotetoun, Glasgo w. Catalogue of structural
1ron and s teel work.-Tbe illustrations a re made
from photogra.Phs of actual structures which have
~en erecte~ 10 many parts of the world, and
~elude ~noultur~l buildings, gold mine bnildtn~s, ratlway stat1ons, grand-stands, iron foundnes, boiler shops, &c. &c.
Tuos. W. W AIID, Albion W orks, Sheffield.Uatalogue of constructional iron and steel work,
roofs, bridges, piers, rolled steel joist&, columns,
nod stanchions, of rolled steel sections, plate,
lattice, and compound girders, steel wor k for
colliery pit bead frames, cages, hoist&, staircases,
&c. &c. T his is something more than a trade
catalogue. It is i ntended to &88ist nrcbi tects
buil~ers, .engineers, &~., in selecting suitabl~
sections mthout searcbmg for the desired d ata
am.on~ a ml\88 of tables and geneml information.
It 181• I? fact, a !D~el from which the compilers
of stmt lar pubhcat1ons may find something t o
learn.
U NJON. EL~ECTntCAL Co~t i'Al\ r, Limited, 151,
Que~n Y1~tona-street, London, E. C.-List No. 22,
dealing w1tb 8-pole dynamosnnd motors, covering
a range of from 75 to 405-kilowatt generators nod
from 95 t.o 520 horse-power motors. Each machine
iH constructed upon a principle that allows the
s~me machine to be supplied at from fi vo to seven
d tfferont speeds without any variation in the
price. 1'bia is due to a systematic standardisation
in the windings, and enables the generators to be
applied to standard engines of any power, and
the motors for drivine by direct -coupled machines
running at any desJred speed. Beyond that,
ea.cb machine is so constr ucted that it can be
finished in five different manners : (1) With belt
or rope driving ; (2) with two bearings, 11 bedplate and halt couplina ; (3) with one bearing,
bed-plate and half coupling ; (4) with one bearing, the outer one, and no bod-plate ; (5) without
bearing or bed·p lal;e or shaft. In this case the
armature is intended to be pressed on the ab aft
which drives it, or which it drives.
ALMANACS, CALENDARS,
~·c.
T HE Hunslet Engine Company, Leeds, has
conformed to it11 usual custom in the matter
of design, wb~oh ?a as neat as can be d esired.
'l'he calendar 18 pnnted on monthly slips .
o~· a more ornate character is the calendar from
Wyckoff1 Seamans an~ Benedict, t he makers of
the Remmgton typewnter. The central colour ed
plate is very attractive, and the calend nr itseU is
neat and legible.
}'noM E. R . and .lt'. 'l'urner, Limited, Ip swich,
there bas come to band n small calendar for next
year of this firm 's usual typo. It is of the block
pattern, with daily tear-off slips, on each of which
is printed a motto.
THE Clter~lUxd Trade J oumal bas issued a wall
calendar in which the dates are clearly printed,
but the general effect of which is marred by a
crowd of advertisements, by which the usefnl
portion of the calendar is surround ed.
Mn. JOHN ErHBRJNOTo.N, of 39A, King Williamstreet, London, baa published a calendar in which no
attempt is ~ade at the picturesque. It is simply
a clearly p nnted monthly block calendar, the back
of which has been modestly utilised for calling
attention to his engineering specialities.
T H& firm of McCorquodale and Co., Limited, is
issuing the annual sbilli n~ ,PUblication known as
the Railway Diary and OfticJ&ls' Dire<:tory. T his
book contains much infor mation of use in r ailway
managemen~ and the d iary for notes.
The
H.1il way Wall Almanac is produced in the same
offices.
WE have received from ~he Electricnl Power
Storage Company, Limited, an acceptable blotting
pad and diary which carries mtb it a free
Insurance for £6'oo againat railway accident&. The
blottine pad and diary form an excellent idea,
and it 18 surprising that it does not meet with
more general adoption by engineeri ng firma.
TJU: Gloucester Railway Carriage and Wagon
Company, Limited, bas sent us a copy of tho
Gloncester Diary and Directors' Calendar for
1902. This is tho seventh year of issue, and the
features which have become familiar are retained.
'fbe litUe book will be found highly usefnl by
railwa,r. men. Perhape it wonld be an improvement 1f black ink bad been used intstead of blue.
TRADE AND BUSINESS ANNOUNCEMENTS.
SIR
ALBXANJJBn 1t. BmNUl, M. !nat. C. E.,
25,257. BRAKI, W. .A Mercer, London .
251258. Wumow dASB&J, J . B. Lc Maitro, Blrmlng-
·
~ /'N1'IIt " llw m,.,trGUd OJ!ciol INf'Ml of 25t~59. Caoaa1No M.t.CHIH.S, T., R., and W. Lee.,
PcaUY\u."
.ltlancheeter.
25,200. CUt'F PROHOT011.81 C. F. Eogland, Dri.etol.
AppUoatton fol' Lette... Patent.
25,261. R.t..fli·WATaR TIIOOOO'NO fvr 8 0ILDIII08, W.
Whalley, Burnley.
• • • When inventions tmve been " communicated" the 26,262. NC\K·Atrroauno CooPLfliO fvr RAILWAY WAOOII81
namo lloDd addrosa of the oommunlcatin( puty are
.A. E . Dlbb, London.
printed 1n it&lica.
25,2~3. O.t..LL&YS fur .lilOIIOTYP& MACUINII8 1 J . Eeaou,
London.
26,264. LATB&·DOO, K. G. Holllt, KJngeton·on-Thames
lOth Dcctm.bcr, 1001.
25 265. Et.IICTBIO Aac L!.M P8, Tho tirltlllh Thom110n·
25,179. WtNDINO MAOHJNa lor SILK, J . B. \ oung,
Houston Company, Ltmlted.-( W. C. 1'1111, United
London.
Stcatu. )
25,180. IMOA.NDISCIHT G.t..1 Bu&N&M, E. W. Phelps and 26 266. KL&CTBIO AAo LAM PS, Tho Britlllh 'J'homeon·
T. Nadeau, London.
Houston Compan y, Llmltod.- (8. Tho111.10n, Unatcd
25,181. FILLUIO CBOOOLATII MOOLDII1 A Rolcho,
Stcatu)
London.
26,267. LocKING Bca&w NuTS on 80R1 W BOLTS, F . H.
25, 1$Z. EI&Cl'BIO MOT088, G. Browor.-(8. lt. Taylor,
Lloyd, W. U. J ookson, and H. Batton, London.
Uniud Stcate1. )
26,268 • .AOTOIUTIO W&tOBINO :MACIIUfJtB, o. F. w.
25,183. H&AT ExOBANOlNOAPPARATUs, C. W. Rlmatodt,
Schultze, London.
London.
26!!69. .APPAJUTOB for l i txiNO M.t.nsuLB, A. "E.
25~184. FlLLnw tho TANKs of V&HIOLU, W. B. M!18on,
Hodder and G. Payne, London.
LOndon.
26~70. BL&OTRIO GAS LIOBTaaa, H. Btlader and E.
25,185. U&rA<'BAIILII HALF·SOU fot· BOOTS, G. H. Tillor
& u, London.
and F. 8. Yntea, London.
25,271. R&ND&RlNO So&FAOIE8 CoNDOOTUIO In ELwra o·
25,186. .AOO&LDOMIT&I\8, The Brltlllh Tho•neon·Hous·
TYPINO, H. J. Sheldon, Harrow.
ton Company, Limited.-( F. B. Corey, U•lited Strttu.) 26,272. SLIDINO WUJ DOWd l or 0ARRIAO&d 1 F . D. Blrd,
25,187. Cll8oauo SILICON tiTU L, A. 0. Brookos.Stn.nmore, Middlesex.
(C. Ca&ptr cand F. Otrtd, Otrmany.)
26,278. RaoouTUIO the T.&MPIIBA.TtTRII of RooMs, C. E.
25~188. AlrrH'OO LINO COMP081TI01fl 1 J . C. Roblnaon,
.Andoreon, London.
LOndon.
26,274. Coaan .A.TTACIDl&NTS, D. Kope, London.
25,189 t!TB&NOTBINUIO PAPID MACID, A. Johu~n, 25~275. ToY for ADv&aTI8JliO P oaPOall8, J. tlharp,
London.
LOndon.
25,l ro. PHOTOOBAPBIC .Al'PA8.U U81 H. C. Braun lloDd B. 25l276. ll.t.m~noroa& or RACitJ:T8 and BATa, F . BrylloD,
.B'srlaUo, London.
LOndon.
2!',191. D18PLA.VJIIO ]l!ovtlfO PIOTVBII8, H. C. Braun and 25,277. EQOlLJBBitTX SLID& VALV&S, W. Krun techak,
.1!:. Ksdaile, London.
London.
25!.192. J AQOA..8D8 !ar Wu v111o Looxs, H. Mllckintosb, 25,278. SOBWAYS, M. W. Smith, London.
Liverpool.
25,270. P&IHTUIO M.t.clilNII8, H. H. Lake.-(C. B. Cot·
25,193. UTtLI&IliO G.u ENOl~ HuT, G. .Andrews,
trdl cand &nu Compcany, United Stcatu.)
Liverpool.
25,280. AnDBUIIliO .ATIA.CDXIJIT8, J . P. Bryan,
25,194. 8TOD3, R. Bentham, Liverpool.
London.
25, 195. BOTTL.·OLa&llliiNO MAOUUI'ICJI1 C. ll, Loow, 26,281. .ATiotOSPII&.BIC GA..8 Bua:s&u , r. B. PMl!more,
Liverpool.
London.
25,196. SAF&TY Dav1ou lor SwiTOHIE81 S. Hogozca, 26,282. G&NIIAATION of ELIICTBIC Cuaalllf1'8, F. E.
Liverpool.
Elmore.-(/. 0. S. Elm~Wt, Indio.)
251197. ROTARY EN0111111 A. M. &go and D. H. Fair· 25,283. AUTOMATIC CooPLI.Nos, J . Will leon, London.
oanks, London.
251284. TU CBUIO DBAWUIO from ldODIIL8 1 J . T. Need·
25,198. BoRLA.L C.t..~ttn Lowo1110 Davtc&, W. B.
nam, London.
Wheatley.-(Tht BoiiiQCIT<lntl' Lotrtrinu De vice Colli· 25,285. DOM&IJTIC Ful&·OOABD1 J . Guthill, London.
pany, United S tcaU1.)
26,286. PLOOOB, B. S. Nunn, LOndon.
25,199. EXPLOSION ENOINU1 0. Lord. junJ London.
26,287. MI LLlNO MACBIIB, F. ll:. V. Baines, London .
25.200. M&NSTBOAL R&o&PrAOL•, &o., . R. Lang, 26,288. CooPL111081 W. Radermacher and B . J . Ether·
London.
ington, London.
25,201. R&eOBDINO DIVIC£81 P . A . Newton.-(/. D. 25,289. FIB&·ABM&, J . Gaut, London.
Kei.ley, United Sto.tu.)
26,200. STIIA.M GaN&BATOBS, J . .A. Cox and A.. M. Chanco,
25 202. tiTBA.ll SOBt'AO& CoND&NSIII\8, W. C. Brown,
London.
London.
25,_201. U&AB · OO'ITINO ldAOBIN&!, J , Audc!'llon,
25,208. E!rVIILOPIE8 nnd POSTAL W8APPIIM1 R. Rose,
LOudon.
London.
251292. VA.Lvu of EMOIIBS, K. J. and J . A. Mcllullon,
25,204. b!PBOVKD CotN·YBIIID A.PP.t..a.t.Tos, F. 18aac,
LOndon.
London .
25t298. D&VIOII lor PICKING or D..t..LL8, T. G. Fulkoe,
25,205. LATTICE or EXTKN8111La DOOM, D. Doyen,
London.
London.
2\294. S&etiBlNO PI VOT to Gos .Axt.&, 0 . Ehrhardt,
25,200. CoPYING M.t.na1.u..a E . Aumont London.
LOndon.
26!.207. LIOUTJNO PIPU, J . Walton tu1d J. D. Btu1nab, 26,296. PB.&aKBVATION o! Boos, A. F. S. Kent aud W.
LOndon.
G. Barnfield, London.
251.~08. ELZOTBIC W&LDUIO APP.I.JUT081 B . Boeahard, 25,206. VALVII8, B . Borg, London.
LOndon.
25,297. INRIUUTTIDIT ROTARY MOTIO~ 1 A. Jif yall,
25,209. SIURTS, G. Schadler, London.
London.
25,210. FIU·BUIITINO CoVKBUIO for WooD, A. Bell· 25,298. PtTxP, W. P. Thompson.-(0. iit•·tri, Italy. )
chambers, London.
25,299. UTILISATION of CBLOBm& of CALOIOM, J .
25,211. TA BU TllNlflB, C. F. J . Lock, London.
J effreys, Liverpool.
25,212. Sca ooL DIIS K.S, A. Embretaen London.
25,800. Roor111oa, S. Hau.saen, Liverpool.
25~,218. Mll.t.SOBINO IMSTBtTK&NT, T. P. B . Forgueon, 26,801. CA.DDI&S, E. E. Roberts, Liverpool.
LOndon.
25,802. ROTARY CoTTIBO TooL&t W. P. Tbompeon.25,214. TtTBa lor R.u>uroaa, J . Tarpin and H. Boyer,
(P. D. Chambtrl, UniUd Stc&tu.J
London.
25,808. CIITI'UIOTooLS, F. D. Chambore, Liverpool.
25,215. T&LJ:raon R•c&IV&R, F. J. Orr, London.
25,804. 8TBUOTBJI!r11D Bn<>N FLOOBIIIOS, w. P .
25!.216. ID&NTIJ'YUIO COHTDTS or GLA88118, J . Lyons,
Tbompeon. - ( The Ytrtinigte Me~~chintf\fu.brik
LOndon.
..tlugwurg 1tnd Me~~cllintnbaugtltll~eha.ft N iirnbtrg,
25,217. lf ETBOD O{ STOPP&RINO BOTTLU , J . Tall8ley,
A a., Germany.)
London.
25.305. MACHIN• FUD M&eBANI6M1 F. W. VIckery,
26,218. Rat&TANOI Cou.-, 0 . W. J (Jhoson.-(The
London.
Electric Controlltl' an<l Supply Company, United 25 1806. RAI81110 LIQOID8 by menna of STI.AM, .A. Scholl,
Stau1. )
London.
25,210. CONTBOLLINO EL.&CTRIC MOTORS, G. W. J ohn· 25,807. ROLLINOMILLS, R. Mengelblor, London .
son -(The Blecl!·ic Contl•oller and Su]Jply C:01llJJany, 25l308. MOWINO ldACUillll.fl, N. P. J unkowekl,
Unitccl Stcalea.)
London.
25!.220 . .APPABATOS for CouHTlNO CoiNS, B . Gmopel, 25,809. CvcLJts, C. 8. Ware, London.
London.
26~8 10. .A.8CJtRTAiliiNO the L&v&L of LNOIDS, C. May,
25 2~1. ALTIIRNATII COBRII:NT ldOTOJI.8 1 .A. Hoyland,
LOndon.
London.
25,811. INDIOAT.:>JI.S lor CALLUIO CA!!B, C. T. .Austin,
25,222. GBINl>STONu, H. W. and R. Phipps, London.
London.
251.228. PBOTOORAPBIO WASHIIIO .AJ'PABATU8 1 Q, Klein, 26,812. IHT&BNA.L CoM BUSTION ENOINU, W. Langdon·
LOndon.
Davies and A. Soamcs, London.
2.\224. TABLII TONti! A.PPARAT081 J . B . Cband.lor , 25,818. .AJNIBIPS, .IJ.J J. Boult.-(P. Lit'rtlli cand U.
LOndon.
Myard, Jlrcanct.)
25,225. TBAXCAaa, J. Duclmctlbro, London.
25,814.. LocKa for RAI LWAY CABBlAOII DooM, '1'. W.
25,226. CARBUBltTI'Jn\81 C. Raney, London.
Wllkcs, London.
25,227. Euora1c 1!18T.u.LA.TION F1TTIN08, J . Meehan, 25,815. INOA.H.D&SCPT E Laci'RIC L.ufp BOLD&I\81 W.
London.
Defries and V. I. Feeny, London.
25,228. RoT.&..BY ENOm.s, W. Foggo, London.
25,816. TIL& lor FLOOJUJ, G. H . Bennett, London.
25,817. MoTOB·DBivJ:N Cvcu s, R. T. Monk, London.
25,818. EL&CTRICITY Mn•BS, W. E. Evane. -(T/11
11 tit Dcctrnbtr1 100l.
25!.229. PA.PIIR CA1'80L.&S for BOTTLES, F. Healey,
LOndon.
25,280. P&ODOortON of CARBIAOa W.Ml'8, F. Goodwin,
Birmingham.
25,281. STLUJ BorLna, G. J . Olb~ \'vrk.
25,282. LU'.&·SAVIII\8 for TRAMWAY u.t.M, A. J . Daweon,
Dundee.
251.283. CoMPOUNDS lor BLABTJNO PosPOaltS, W. Bate,
LOndon.
25!.284. Ftxlllo PaOTOOBA.PBIC F1Llll81 S. G. Llvet t ,
LOndon.
25~86. DosT ExoLOD&R lor Hroaos, B. Lord and E.
w. Collier, Loyton, Essex.
25,286. RAILWAY WAGON BBA.u, J . Houghton 11nd W.
J ones, MlloDchester.
26,287. BALL VA.Lv118 lloDd L&VIIRS, P. 0. J ones,
OuUdlord.
25,288. TooL B OLDIIM for L.t.nru, C. Soharonborg,
Manchester.
25.289. PORTLAND ClllUNT, 0. Honp and T. Oddy,
ldtu1chestcr.
25,240 . .AI>vs&TIBINO ,ll!.t.CBI!fll, J . B. Loathoroo.rrow,
ldlloDchester.
25~41. DBrLLINO MAORI!fA, R. ScaUo and S. Ride,
.!juroJey.
25,242. MAciDNr.a for FOLDIIIO PAP.IJ\ 1 E. Hirst, Brad·
ford.
25~4.8. TBAWOA..Il S&ATa, J . Bentloy and D. Bottomley,
.!jradJord.
25,2«. CANS, J . ld. Munro, Limited, and R. ldcKlrdy,
GI.Mgow.
251245. S&ALINO liiTOPPIII\81 0. Cbambcl'll, Blrmlng·
nam.
25~~!;. ATTACHM&NT for 'l'Al'8, C. Cllawbcra, Binning·
25,247. V&l'll'lLATUto CowL B&I..D, A. W. Stewart,
Gl&l!gow.
25 248. PUVliNTUio LooAL PliODOCTION of COLOUR, E.
Knecht lloDd P. Spenco lloDd Bone, Limltod, M11n·
cheater.
25,249. PI:DA.U lor VaLOCinnu, W. StArlcy,
Coventry.
26,260. WIP&·DBY for 8&AT8, R. Pello()ock and J . J . Rider,
MlloDcheetor.
26,251. Ne<:Knu, J . W. Needham, Sheffield.
25,252. Cu .unlfo Ft.OUR·MI LLINO M.t.cmlfa, .B. Rrun·
eb.aw lloDd W. Batley, Shomold.
25~:!. STUDe lloDd 80LITAIRU, T. H . Shiner, Birmlng.
intimates that in future his address will be 9,
Great George-street, W estmin.eter, S. W.
Tus Electric Lighting Boards English Com pany announces that it.e French repr esentatives
were able at three days' notice to instal the
ent ire electric lighting ayatom of the numerous
stalla at the gr eat automobile e.abibition in the
!:rand Palais of th o Cbampe Elysee, the number
of light& applied in tbia limited t ime being no less
than six thou.aand. Both tho teohnic~l and the
daily Prosa of }Jnris corurid er tho ncbiovemont a 261254. OYoLa CBANKII, A . W. NlghUngalo, Edlu·
ourgh.
remarkable one1 and above nny .lt'roncb time
SuR.rAca CONDIIN8111.8, W. Shoro, Hanley,
record, even 10oluding the compnn7's rapid 26,255.
Stalls.
installation11 at Compi~ne on the OCC881on of the 26,256. CBUIPLED FABIUOS, F. B . Gorn&ll llnd w. A. B.
<.:ur 'e viait.
Cromblo, London.
naru.
665
261349. 'f AP lor WAT&B SUPPLl', J . Shankl tu1d R.
Burobldo, Olnagow.
25,850. SroPP&RJNo. D&' lC& lor BoTTLU, 0. Ounner,
London.
2S!.851. WOOD·\\OBIUHO lti&CUU!Il1Bl' 1 J . W. Wt.dkin,
LOiccater.
25,Sb2. M •CHIN& for M.t.KIJfO Loca:ltuTa, P . J . 11'Utoo,
Sheffield.
25~Sb8. GAS N. PPLII8 lor lJONI>D DUBNIIAI, J . llocllcr,
LOndon.
25,85i . Ftxlllo T·L&8 to WALL8, W. !bomlllJD t.lld J
'fuohoy, Ncwcl).tltle·on·Tyoc.
26,355. ~PINDL&f Jr SPUOIUIO Jll.t.CHUIJt81 C. W. J oneN,
.Manchester.
25,8!10 WI ND WB&&L1 .A. 8ohDIIbel, Berl in.
25,857. BRAO&R and To& LA..&T&a, A. Tlm01.8, North·
ampton.
26, 8~11. .AUTOMATIC FlR&·PBOTKOI'UOO SB01T&B8, T
Obno, G!Mgow.
26,850. BAT llRI.M 'l'AUIM&a, C. A. Alll.eon.-(J . R.
OrijJdh cand H. Mortloo~e. UniUd Stcatu )
261800. VALV.& MIIOBANIBMfor EliOINU1 .A. W. t.nd Z .
Dnw, Loudon.
26,861. P18TONI for Sru M ENOIN&S, D. K 11tWoaon,
GI.Mgow.
261862 . .APPAR.t.Ttl& for P.aoP&LLINOVIIIIIIILS, 0 . WlJ11(111 1
London.
26,868. LIIV&B .A..woarw &.IIT, 0. B . Lambert, 'J'horLton
Heath, Surrey.
25,864. MANOLIIIO llACIIIlfU, W. R. l.ayco~k, Sheffield.
25l~65. MILUfl lor Kx r&AOCISO .A.Lo&, D. a. Choki!O.f,
Manchester.
26,800. Pa&PA.BINO FJliROOS JilATII.BU I.~, T. A. B· yd a · d
J. an d T. Boyd, Limited, Shcttleeton, .Lamuk·
shire.
251.867. IIAlfUYACTO B& of ToBITLA.B Cou.a, J . G l! eid,
LOndon.
25~368. GVBA.fOBY C&t'8BIIIO IIACB11f11, H . \\'nlkcr ,
LOndon.
26,869. li.uJO&·ItJ:&PlNO TllLUCOPIC l;ON81( II •, T. \' .
Baker, London.
25,870. EDUCATIONAL .APPLJA.lfOU , C. B. King, London.
2S,871. BATTLimOOB, J . B . Hally, London.
25t.8i2. DRI VUIO G&AB for CYCLL", J . B. Foretcr,
LOndon.
25,878. STENCIL P&JliTINO .APP.&.BA.TOB, D. 006tctLcr,
London.
26L874. Euora1c TuB.PIJ:Cu, &c., R. K . Lt.wnc,
LOndon.
26,375. NoN·B&t'JLLA.BL& BOTTLv, B. Do J'ai!S. - (S.
Lou, /1. L. Jlcaynard cand T. J. Wool, United etaltl)
26tS76. C&.HTBU'UOAL .lii.ACtHII.&a, F. .A. " LOlluy,
LOndon.
25~877. l'R&86ES for TcWcs&as, !'' . W. Oster m1111,
LOndon.
26,878. B OLDALL81 J. M . King, London.
26,879. STRAP ATTAOnM.&NT for BAOB, l . K . Klug,
London.
26,880. .ATTACHINO LrouT SBADu to SoPPOBTB, S. D.
Jhuh&ll, London
25,881. BoLTl:l lor SICtTBINO Dooaa, W. Bile:.. r ,
London.
26,882. TvP&WBITl.NO M.I.CHINU, J. C. Fcll .-(Tht
Yo1t lf ritinu Jto.cltim CQIIlpany, UniUd Statu.)
25t888. RACit&T8 lor TABLII TI:Nlll.S, B . E . Hughes,
London.
26,884. ELICTtu o HAJro LAM P, L. B. Killer, London.
26,885. PACK UJO BAlli N&TS, R. White, London.
25,88G. TIOUTUli'IO W18U1 8. W. Bmdbu ry, Londc;n.
25 887. E~Jo R.t..u.wAYS The British Thomson·
Houston Company, Lim.i~.-(P. Farml/iortlt, Unt tcd
S tatu)
25,888. ltLacra1c Fosu, 'lbe British TbotDBOn-Houston
Company, Limited.-(H. 0Ne71ltoner, UniUd Statu.)
25 880. EL&OTa lo R.uLWAYS Tho British ThomaonHouston Company, Llmiic;d.- (F. W. H'ald and S. B.
Ste~&e~rt, jun., UniUd Stcatu. )
25 800. E L.c:TRIO RII&OSTATS, 'lbe Britlllh 'I homeon·
Houston Company, Limited.-(F. M cu:kinto.h, Uni ted
S tatu )
25,891. aaAitiNO SYST&MS, The Briti.sh 'lbomaon-B OUII·
ton Company, Lim.ited.-(1'. B. Celie, UniUd Sto.tu )
PuT VIOOUIO M.t.cum., C. P. Schlick cyeen,
LOndon.
26,898. CoLOOBiliO II .~onus, C. D. .Abel.- (..Cctit!lgutll·
25,_89~.
achoft fiir Anilin Fabrikcatiml, Otrmany.)
25,804. ltaooLA.Tl NO the PaliiiSott• of GAS, 0. Jmray.(H Coppte, Btl[tit•l•t.)
26,805. .lllANOPOTOB& of SODA, E. Gei.Benbergor, London.
P&Rt'OBATINO T&LIIOBAPRJO TAP&, F. G. Crood,
LOndon.
251897. STJ:A.M OUI!.RATUIO PLANT, M . and ::1. Samuel,
London.
251 898. RoLL•R BIIA.RiliOS Cor C..t..RPln' Sw•.r:P&RS, T. 11.
Bedell, London.
25,80il. .AOTOIIIATIO WBIOBINO .APPARATUS, M. E.
Rolllort, London.
25,400. BolLIIBS lor .A.sPB.A.LT, A. J , Boult.-(A. Ba u·
25~806.
mann, Fran rt. )
26,401. FoLDIIIO TA BLa, J. Jansen, London.
2$,402. AUTOMATIC BBA.KIS, A. Bolzanl, London.
25,403. Et..&orRIO EN&ROY M&TIItt, W. P. Thompeon.(L. Deccmtbt , .Frcanct.)
26,404. Dn1110 \'&88&L8, J . W. lloDd J . H. Peet, London.
25, 405. ldlliCUIO MACHINES, J . 0. Sp<.ug, London.
25~406. SIUA.l\8 for B oli.Sa nor.a, W. E. Kimber,
LOndon.
25,407. CoosJNO APPLJANCJ:, J . C. Wcgcrll, Loudon.
26,408. HAND·LltVD BBAKU for RAILWAY WAGONS, E.
AUgc•••cint Eld:tricitiiu·ge~dllcl.a,Jt , OtrmCiny.)
J . Hill, London.
2SL310. CHKCKUIO tho SHOCKS upon HORSIS In l'OLLI~O
LOAD&D V&nrcLu , 0. Burberg and F • .M.llchler, Gor · 25,409. BOTTu SroPP&BS, J. S. .Alston, London.
25,410. MOD· OOARDS lor V&BJCL&i1 T. Cochran e,
lll(lny.
London.
25,820. Wa u cB.&S, E. Fischer, Germany.
25,411. 8T.&AM To&Bil!118, J. Stumpf, London.
25,821. Boamo .APPABATOB, J . L6wonatein, Germany.
25t412. Com>Ue&BS lor STJ:A.X TtTBBIN&S, J . Stumpf,
LOndon.
121/i Dtcem/Jcr, 1001.
26l418. Com>us•a for STLUJ ToB.II!N&S, J. Stun1pf,
25,322. T&&TOTOM8, A.. E. Laing, Leedl!.
LOndon.
25,828. PBEPAYMJ:!>'T GAS Mn&BS, H. O'Connor, Kdin· 26~.,414. Gov&.RNINO D•vio& for ST.&.t.M 1'0RBINII:8, J .
burgh.
1::1turupf, London.
25,824. CoMPOOlfl) Snu BNOilfA, F., G., t.nd R. 25,415. NoN·SLlPPI~tO ST.UBCA.S.&a, .A. Garstln, Londun.
Goodfellow, ld.lloDchestcr.
2(il416. MACUIN& for ROLLUIO AATICLII:8, B . N. Ctilion,
25,826. K.la.& COVBR11108 1 J. Mathil.\81 Ll vorpool.
London.
25,826. OAMB TABL.&a, J . H . B owell, Liverpool.
25,417. ld&A.liOBINO TAPIE81 .A. L. Rutter, London.
25,827. .AoruATUIO BBAK&S of CvcLa, A.. B. Stowart, 26,418. 0 BDNANCII 1 W. L. Wiae.- (Skodcaortrk. Arltcn·
Oll.\8gow.
lftullacha.ft, Au1tria.)
26,828. KDPlNO tho SuTS of 1'BAMOAB8 DaY, A. Barr, 25,410. BOBS& CoLLAB8, H. Zictkn, London .
Glaegow.
26,420. OIL FILTII81 T. Noumy, London.
25,829• .ADJosriNO li&JOUT of BuTS, A. 0. Wlnd.eor, 26~2 1. .AUTOMATIC FJBJ:•A.LABM TBANSIU68ION, 0. F .
Birmingham.
HowoU, London.
25d'80· PR&SS MsnllANlSM, F., L., and A. Swoonoy, 26~22. DBAUOilT AJ\BANOhl&NT for rLOuonP, H. u .
ulrmlngham.
Yowlor and W. Turner, L" ndon.
26t~81 . PoBTABLII VAPOUB Bun 0AliiN&TB, Ji. Frood, 26,428. ENTR&NOBIIIO TooLS, 0. S. McDowell, Londm•.
Mtulchester.
25,424. STIIA..M R.o&N&.RATI\ & AOCUMUI.Af0" '1• A.
26l~S2. l!tT&.RNA.L CO)JJ)O&TION IIOTOII.S, H . G. B lllll,
ltatcau, London.
Manchester.
25,426. Ex rBACTINO 0 11. from Ftan, F. V. Spollle,
26l8SS. BRAOit&T8 for B1ovou LutPS, .A. Pa•JUlor,
London.
.>~lanchoetor.
2$,426. CoHTROLLINO ELIICTBIC ClliCUIT81 ~. X do F, r .
25,884. MINBBs' SAr&TY W ;)lFI!1 L. N. WUUame,
rantl, Loudon.
Bristol.
25,~27. SOJ'PORTS for TROLLEY 1\Dd TBA.CK WIBMII, H .
25.885. S&COBUIO BvTTLa SroPP&I\81 W. Brook, Slnlr·
M. Barding, Loudon.
foot .
25,428. SP&&JHNDICA11110 M&ellA NI&:11 1 J. W. Darluy ,
25,880 MJ.N&RII' Co.u. Boa111o MACUIJSIS, G. S. Waterjun., London.
fall. Sheffield.
25~29. STOPP&M !ur PUVIDI'TlNO the IUYJLLUIO of
25,88i. Cun B oLD&&, E. Bunce, Dradford.
HOTrL.&a, E. Crutchloe lloDd S. Kemp, London.
25,888. BLJ:A.CBINO FAllRI08, J. W. W. Shaw, Bradford. 25,480. STANDI lor FOOT·POW'&.R llAcw~BB, K . Slotkiu
26l889. INC.LNDISC&NT OIL G.t..l BORN~, D. W. Hood,
tu1d J . Praglln, Loodou.
LOndon.
25~_8 1. AOTOM..t.TIC G.JO PLJ.NO for R.t..u.WAY \'&UICLJt8,
25,840. DBIVINO Gu B for BIOYCLU, A.. L. Bayay, Blr·
w . Rohr, London.
mlngham.
26,482. PuOTOOBAJ'IUC ALB01l8, E. Osborne, London.
25,841. WASBrNo .APP.I.RATU8, L. B. Barbe, Liverpool.
25t488. SPtu:D·BEOOLA.TUIO D&vtcaa, H. M. H&dlvg,
261.842. Pa•vr:N't'l NO RATTLtNo of DooM, J . Eshelby,
London.
Liverpool.
25,484. Su&P.&!JDIIIO Eur rRIC LIOJJT8, W. J . Cbe kr·
25!.848. SLAT&·DB&881NO MAOIJI!fll, F. K. Roopor,
ton, Birmingham.
Liverpool.
26~4~. MOTOR CAR, E. Vandonlleedo nud A. Martin,
261844. LONCBIION BA..8KIIT81 &c., F. .Audlnwood,
LOndon.
Bradford.
26,480. 'l'aous&M STB&TCUP , G.<.:. Lldsl<.>no, wan~CI,,
26l845. VALV&S lor BTDRAJml, 1•'. Greenwood nud 8. 26l~8i. V&NTINO CAIJK8 and BARRALS, J . MMon,
LOo, Liverpool.
Mt\lvonl.
26,840. Jti018TII!!UIO 0 UHMIIV SVRFAOIII, Jl. M.
1St/t lhccut&a·, 1001.
Champion, Llvorpool.
ll5,847. MA88AOa .AP.PLIANO&, J . T. Schillberg, Olnagow. 2:0,4:l8. Oo\IIRNINO lNTIIBNAL CoiiJl u&TIOII MoTOM, J,
25,848. AUl'OMATIC ExPA..N8tON Gua, J . o. Barclay,
W. Newall, London.
GJ.asa'ow.
2J 1489. ToY .A.Ntuu.a, 0. Pow.Uio1 London .
'
TBE
666
25,«0. E«V&LOPa and Oc'aoa CoMBUfATION1 W. Ward,
London.
25,441. AOTOlUTio Ftaa ExTIMGOI.8B&u, 0. Hoffmann,
Manchestur.
25, 442. CooLUfG WATitR, J . T . Peareon, Burnley.
25,448. Aov&Tl&INO, W. M. Eckorsloy, Mancb08tcr.
25 444. R aoovaav of ARII~o, J. E . Riley and J.
Daroet, Manch08tor.
2.S,~5. WIIUL Ruu and T1au, M. Dawson, Livor-
pool.
25, 446. RIITABDINO tho BACil·BOMNING of TBUIOAJUI 1 C.
H . l:lponcor, Bradford.
25,447. M01'08.8, P. R. do F . d'Humy and R. J.
Urquhart. Liverpool.
2S,44~ ~IIOU BlHG \JORil& to BCflTLJ:S, J. W. Maddison,
Wakofiold.
25.449. WUfDrNo SWIIT HA.n:aJA.LII into PLP118, W.
Lovo, London.
25 4>0. CLtA.NL"o GoN Bn:am.a. A. C. Drummond and
T. W. Laymon, Kingt~ton-oo-Thamce.
25,451. OtHTM&NT r.,r lt&LJ&r of Toouu.coa, C. B. H .
Ooro, ~windon.
26,452. Bu AJ'PLJANO&S, W. J. Sheppard and J . B .
H owald, Potorborough.
25, 468. A UTOMATIC W.a.ua Tux, J . WiUlams, Llantrlsant, Glamorgao.
25,464. Sraua GIUI&JUTOM, 8. M. Cockbum, Lonrloo.
2.> 455. PRIIPAilATION for H oT and TIRII:D ll'mc-r, E. C.
Cox, London.
25,45tl. WI NDOWS, J . Proctor, Shlploy, Yorke.
25,457 CoNo&NBATION of VAJ>Ooa, J . Hargreaves, Farow.,rth-in· Widoes.
25L458. Coa&DT·OONVDTINO AJ'PA.R.ATIJ!I, G. B. Batton,
LOndon.
2~.459. V&aiOL& 8TUIUNG GIU.lt, J. and J . Field,
Penrlth, Cumberland.
26l~60. " Ft..uK.& " for CA8TLNO MITALII, J . R owley,
Manch08ter.
26,461. H oou AND E va, A. W. White, Man·
ch08tor .
25,462. CONVIIBTIBLII: Taa.u> for VEBIOLa, F . Wilkins,
Southsoa.
25,468. Fll:llDINO·BOTTLII H oLDu , C. Ashford, Bir·
wlngham.
25,461 lil AONin'l81NG WATCBJ:S, W. Routledge, Blaydooon-Tyno.
25,465. PJIJUMBOL t.TOB H oou, C. Ashford, Bir·
minRham.
25,466. DIT&alUNllfG Sun>a' Mt.ONin'L&M, G. H ook ham,
London.
25l~67. JOINT C.>NnCTIONB for BeLTS, M. Foggarty,
Jllanchester.
25.468. AHUl.U. TaAPB, H . Meyer and C. Nie mann,
Berlin.
26,469. FRAOTION.U. Dl8TLLLATION AJ'PA.R.AT080 J . H .
MUUer, London.
25,470. tf o\OBIN&&Y for WABBINO SAND, J , Clarkson,
Glasgow.
25,471. CI)OI'LIN08, J . C. P·.~tta, 0. H. H emming, and G.
W. Robertson , Gla8gow.
25,472. BuotNG K.a.c BUfu, 1;1. 0. Bennie, Cardooald,
n ear Gla8gow.
25,478 TBKOTTL& and Rataua V.u.vu, W. Boby,
London.
26,474. LAMPa, F. R. HJll and T. B amUton-Adama,
London.
25,476. Csocx, T. Kay.-{J. Kay and c. T. Wearne,
Canada.)
25,476. M.t.NOFACTIJBING BruL, W. B. Johnaoo.-{N.
McConnell, UniUd Sto.tu)
26,477 AU'fOM.t.TIO CooPLUIOII, J. J . Smith. London.
26~7<1. AO'f<llot.t.TJO RAILWAY Pou~rs, 0. F. Simpson,
l'lafstow, E88ex.
26,479. Vsl!fDINO IIACBI.NI:S, E . Shaw, London.
26,480. P.LANl NO MACBIN&s, E . Andrew and A. W.
llletcalf.,, BeUast.
25,481. RBOISTDlNO DaVJoa Jo 8oALu, C. A. Carlaon,
London.
2.).482. CoNvorrata B &D3TIIADII, E . K. Menzies, West
Ferry, Forf..nhlre.
25L488. BRAK.U for V&LOOlPED&S, Rudge-Whitworth,
Llmited, and J . V. P ugh, London.
25,484. Davtoa Cor tnABTUfO B oase RAou, C. A. Chap·
mao, London.
25L485. Davtoa for PLt.VllfG PllfG PoNo, J . Cutler,
LOndon.
25,486. B OTTLII: OP&nR, W. Boden, Sheffield.
26L487. APPLUNO& for OL&.UUNO B oor&, J . J . E ckert,
LOndon.
25.4.88. H voaoCABBON INc.umUO&HT LUJPS, E . A.
Boivi n, London.
26,489. Oa&·OIWSBtNO MAcanms, B . J . Rcott, London.
25L49J Et.&erRIO ABO LAMPS, T. RamUtoo-Adams,
LOndon.
26,491. B LKOTIUCt.L SrARTIBO Rl8l8TANoa, R. Way·
good and Co., Limited, and B . C. Walker, London.
26,492. M&ANS for ~TURUIG SHIPS, a . A. &wyer,
London.
25,458. KXTllAOTINo TAR from GAB, E. D. H olmea.(0. N. C/tddin, United Statu.)
25,494. GAtt Po&BliiRB, E . D. Bolmes.--{0. N. Guldin,
Uniud Beata )
25,495. LLD8 for GAS B&TOBTa, E . D. H olmee.--{0. N.
Guldin, U7l1ted Statu. )
26,496. TIILt.UTOOIUPB8, F. Ritchie, London.
25,497. H ANUil'AOTORII of LINOR08TA1 &c., F. Walton,
London.
:45,498. MANUYACTOB&of Voua RoDS, H . H . Lake.(G. &.ndbtrg, Germany.)
2.'i,499. WABP.STOP .MoTIONS for Looa~s, J . V. and E.
Ounolff, London.
26,000. CoLLAR·f'OLDJNG MACHIN&, H . H. Lako.-{ W.
Beallil and Son, UniUd Sto.tu.)
25,501. TanamG PAD&, F . W. Ingram and J. 0. W.
.Kofe, London.
25,602. CLOTHES H OLD&BS, A. J . Donlt.--{.4. Dilck,
France)
26,608. TABLII TaNNls R4CQO itt'8, J. A. Baker, London.
26,504. TABLII: T&N NL8 Rt.c~O&Td, A. B..roos and a .
L uff, London .
25,605. MAN OifAOTOB& o( TILa, R Btauloy, London.
25,600. CoATS, A. M. Burberry, London.
25,607. 80PPORTING 'J.' WO·WBII:LJID V&BlCLa, R. S.
WUllame and J. R. H aodysido, London.
25,508. TIOK&T&, W. H . Sanders, London.
25,609. Booc-M'I'I'CRUfO MAcn rtra, W, L . Wlae.-{The
A ctWv.JudllcliiJft cormal• F. Martini and Co , Switurland.)
25L510. Dav1oa for FA81'&1JINO Oon<J, E . Apporloy,
LOndon.
25,5ll. 8UAPING or flLOOKlNO BooTS, R. B enz. London.
25L612. ARTIFICIAL SroN& M.urorAOTOBII:1 E. Rutt,
LOndon.
25,618. CoBitlliO and Saumo BoTnu, a . 8. P ago,
London.
25,514. VOT&·RI COBDUif. -tAPPAJU.TtJ& 1 W. Lako,
London.
DEc. 27, 1901
ENGINEER
25,515. A.o.l oSTA.BLII Dooa lltNG&, A. Chrtstcll880n,
~tockholm.
25L616. GonutoN of AC&TYL&NJI, W. P . Warren,
LOndon .
25,517. S ~:ouBINOTIR•Co\'&M, W. P. Thompson.-(J. P.
u 9 ran<l, FI-ance. )
25,618. PIPD, &c., W. P. Thompeoo.-(C. Rudolph,
Prance.)
25,619. APPARATUS for CoM&OMINO SMOKII:, 0. Fnllor,
Liverpool.
26,620. S.u·a, C. W8llner, London.
~5,62 1.
GAS • DBN811'YING APPARATUS, A. Scholl,
London.
25,522. PACitlMG Loos& 8oBSTANoa, F . T. Pleetcr,
London.
25,5!8. ~LlDLNG H.ulnu for SrAJaoua, F. RUdiger,
London.
25L624. CLIP or JoLHT Cor CvoLa, W. R . H eighton,
Limited, W. R. H eighton, G. Knighton, and f:l. Ball,
London.
25,525. MA.Ntooaa Or&RA.TIONs, F. Whit • Oould,
London.
25,626. lHOMID&SO&NT EL&OTRlC L AMPS, a . H ogge and
E. Pulsf.,rd, London .
25,527. SooP CooHTEBII, M. Green fieldt London.
26,628. BALL CASTORS, 1:1. Peace, Lonaoo.
26,529. lLLOMINATINO Dav1011, A. Jarvis, London.
25,580. DCTMlBABL& CONDIMINT HoLDEa, W. J. Charstone, Londou.
2S,58l. COMBINATION SwOKJ:M' DJ:vlo&, 0. B. R elph,
London.
25,582. CoMBIN&D 0PAQO& TA.BLin', A. Smith and A.
Browne, Gla8gow.
14th DecemM', 1901.
25,688. ILLOMrNAT10N8, W. J . Short, Birmingham.
25,584. WAsaaa, F. C. Whitfield, Manchester.
25,585. BPBUIO MATT:B&S8&9 0 I. Chorltoo and C. S.
Lloyd, Manchester.
26,586. S&eUBINO Coaxs to BoTTLES, C. ParsoDB, Ma nchester.
25,587. Oa&MATOBIOM FUBNAOIS. J . J . Meld.r um aod
Meldrum Bros , Limited, Manchester.
25,588. DRAOOBT Jl:XOLODJ:M for DOOM, R, Taylor,
Mancheeter.
25,589. MATOH•8T:BIKLNO SIJBFACII:S, s. Orlffith, Birmingham.
25,640. PILLAR for 80PPOBTING C.t.BLa, A. W. Turner,
Binniogham.
25,541. Tvnw&JTING MAOBIN£8, F. W. Shields and R .
P. Link. Newca.stle-oo-Tyne.
25,542. A UTOMATICALLY K&GULt.TINo SoPPLI&S of
WAn :a, J. W• .Martin, Nottingham.
25~48. AJ'PARt.TO& for P oat FYING WATJtB, A. G. Brown,
Jjradford.
25,544. PAPIIR R&IILIR BAR, G. E . Cleg~r. Man cho11tor.
25,645. OOILINO Wta &, 0. Edwards, A. V. MUtoo, and
C. H olland, Manchester.
25,546. GABMJIHT·PR&881NO APPARATUS, R. F. Jackson,
Manchester.
25,547. UL081NG DIINTAL VIJLOANJSING FLASXB, w. P .
Scott, Glaagow.
25,1>48. CoM:BLNATION Box, K. J. B edlngfeld, King's
Lynn.
25,549. ll!fDOC&D DRAIJOBT Cor FuRNAca, L. Prat,
Glallgow.
26,560. TllAMOAR Boola, A. S. Nelson, A. Stewart,
and P. F. Foster, Glasgow.
25.551. Bua TRAP, P . Anderson, Edinburgh.
25,552. GAS Coox, G. H. McKay, Glasgow.
25,568. PROTJ:OTl NO SoLa of BoOT&, W. C. Jackson
Leeds.
,
25,654. Puv&NTING TaoLLn Wa&&L8 from LuvxNo
the WIUJ in EL&OT&IO T RACTION, M. F. T. Denno,
Dublin.
26,555. liiAOBJn for 8&'1'TLNO BAND·II.1W81 W. Challis,
London.
25,656. Tho GRI P MONO RAIL 8YSTJM 0 R. J . Baldrey,
London.
25~57. E XILt.OST BftAM OB&A&K 8J:PABATOB8, 8. w.
Jjaynes, London.
25,558. GAB COMDOIT1 R. W. Pollard and J. L. D4vle,
Brighten.
25 569. STOPPDLNO BonLu, A. E. Mitten, Blrm.Jng.
ham.
95,660. EL&OTRIO M01'0B COin'BOLL&R, A. J. B oult.( IV. J. Ricllari.U, United Statu )
26,5111. VAtltABLJ: 8P&an MIIOBANISM, A. Herbert and
P. V. Vernon, London.
25,562. M01'0a PLOUGH, E . Maxwell, London.
25,668. APPABATUII for PRLNTING LA.BIIUI, T. H awlt1na,
London.
25,564. lllo nv BaLTe, B. Cope and B. Copo and Sons,
Limited, London.
25,561>. GAS RIIOOLATOB80 A. B. Cuff.-{J. C. Cu.ffo
Bingap.,-t.)
25,566. Ac nYL&N& GAS MAoBJNa , J. W. Mackenzie.
-{B. 8. Titu• UniUd Statu.)
25,667. N&TII for fA BL& TII:JfflJB, E. J . Durham,
London.
25,568. M&A.Ns for Ssumo J ooa, A. Reynolds,
London.
25,569. Ta.w c. NsTS, W. McCann, London.
25.570. Lt.ONOlliNO SHIPS' B OATS, a . R. Mortoll,
London.
25,571. SP&IID INDIOATOa, T. W. Flory and C. P . R elngpach, Coloh011tcr.
25,672. L.a.sTtNo HAOBIN11, C. A. Harvey and B. R.
Graves, London.
25,578. STDRINO MOTOR V&BJOL&80 E. J . RtLult,
London.
26,574. RAL8LNG L1QIJJD8 from DuP WII:LLII, R . Stirling,
London.
2S,675. BAOOLNO POTATOa, J . Forshaw Liverpool.
2S,576. CAToaa for 8LLDING WINDOws, E . DJckJDSon,
Liverpool.
25,577. B oOK·NS&DLa, F. B. Reuther , Ltvorpool.
25,578. MAOBIN&&Y for F oaL, J . H . Darby and A. J.
Stevens, Liverpool.
25,579. MowtNG MACHrNa , D. Bugbee, Liverpool.
25,680. TROLLIIY STANDA.BD8, A. K. B~ylor, London.
25t.681. Soauoa CoNDD 811:B80 J . R. Richmond,
LOndon.
25 682. SHAM Bo:auoa CoNDIINBIUUI, J . R. Richmond,
London.
25.588. HAND FDD E L&OTlliC ABo Lt.KPS, E. S. Shephetd, London .
25,584. B YDBOOABBON M01'0B8, F. DUrr. London.
25,685. S aoan for OaDNANOII:, L K. ~tt, London.
26,586. L~~:nauB&LTS, E . F . Sargeant and B. T. Smith,
London.
25,587. Paav&NTLNG FIBS ln KUf&lUTOOB.A.PBS, L. E.
GranJcbataedten, London.
25L588. LIGDT&as for LIGHTING CIOAM, J . H . McLean,
LOndon.
25,689. Cov&RING for FLOORS, G. E. Zschlodrl.llch,
London.
25,-SOO. I NOA~J:le&NT O.u BoaN&M, A. J. Boult.(J. Brau.mttin, Ge•»&any. )
25,691. bBOTTLII CILUIOINO U&v loa, 0. Co&&erat,
London.
26,592. W.a.na 8 or1•LY of U&NilAATOM, T. Clarkson,
Loudon.
25 598 TANKS for MoToR Vaotou :s, T. Clarkson,
London.
26,694. Roooa -aooN DtNO and CuANtoriiLLINO MAOHLHa,
A. J. Boult.-(U1,itea Shoe /olarl<inCT'IJ Company,
knife, and operative connections between tho stem
and tho knifo. (2) Tho oombiuatloo of a ~drel
formed with a l ongitudloal chamber and wtth a
tran sverse slot extending through tho wall of tho
chAmber, a radially-movable knifo block m ounted in
tho mandrel. a rocking member d etachably eng,.Pog
tho knilo block. a rotatable stem mounted fo the
chl\mber and detachably orgeglng tllo rocking m em-
Unitltl Statu.)
251695. MBANtl for Er~·&OTI NO LOOO&IOTION, F. E.
Blaledell, London.
25t600. F u as.a.oas, C. I. Rade r and E. E. Bmcoth,
Li verpool.
25 697. MII:All8 for CoNVII:YLNO P&JUION8 1 F. E . BlaledcU,
London.
25~598,
MIXINO and KNBADINO Doooa, J . Lee,
LOndon.
26t599. MAN orAc.-ruaLNo CocoA 8uasTITUT11:8, J. Molnl,
LOndon.
26,000. F oe& DII:VIOI8, A. T. Dawson and L. 811 verm:1n,
London.
26L60l. RIIOOLATINO SP&J:D of PRIM& Movii:RB, R. Bibard,
LOndon.
26.602. M.a.oaura for MIX INO and KNeADING Dooo a, J.
Lee, London.
·
25,608. BLLNDJ, Sa un&as, 8oRIIIIN8, &c., H . Straker,
London.
25L604. AJ'PAJ<.ATU& for P uatYYINO GAs, G. J . Bnolue,
LOndon.
25,605. MILLS, R . A. H adfield and A. G. M. J ack,
London.
25,606. FILTitM, C. E . Chamberland, London.
25L607. CoNTROLLINO 8PJ:.&D of MAOBLHa, A. RodJti,
LOndon.
25L608. Pa&PABINO CowoM for P&IHTLNU, P. Jochum,
LOndon.
25L609. 0ANJ.STD 8, D. Cook and T. L. Spoocor,
London.
261.610. Davtoll for Ue11 fl)r AovilaTI&IN0 1 G. Davie,
LOudon.
25L6ll. CofN·IfRDI> MIT&R M&oBANIIIM, W. 0 . Green,
LOndon.
25,61 2. R&e&Pl'AOL& for H oLDLNO FLUIDS, H . T.
StcpheDB, London.
25,618. M&A&OBING INBTllOllii:NTS, F . W. Schneider and
A. Strauss-Collin, London.
25L614. TB.J:RM06TA.Tl0 INDICATOB80 0. RoDDert,
LOndon.
25L615. Ct.x.J:NDAM or DATil INDIOATOM, R. Gr&Dt,
LOndon.
26L616. MANIJPACTORINO PuT BRIQOin'Ta, E. H olblog,
LOndon.
bor, and a remo vable atop pln caniod by the atom and
cnll&lrlng in tho slot ; whereby said pin serves tho
d ouble function of a stop and ae a means for holding
tho parts in operative relations (8) In a tube cutter
tho combination with a mandrel provided with a
cham ber of a radlally-movablo knife, a rotatable
operating atom m ounted io tho chamber, a transmitting m ember en~ed by tho stem and engaging tho
knife and an enc u cliog ring adj ustably mounted on
said ~ember and form«>d to fit w ithin the chamber,
said ring forming tho fulcrum on which the member
rocks.
679,6 78. DBIVJ: C:tLt.tN, L. Scltildkntdtt, A• to1'ia., 11'. Y
-Filed May 6th 1901.
Ctaim.- A d.rivo cba1o comprleing 11imllar links in
alternate and intermediate pairs with eyes at their
l s791 6 7SJ
SBLBCTBD AMERICAN PATENTS.
IJ'(IM CAc UniUd Beata PokftC-o6fcl 06f.rial,liordU.
•
679,491. CoNooua. H. D. Baragwanatlt, Clticaoo,
Jtl,-FiJ.ed June 25th, 1900.
Ctaim.--{1) In a coodeDScr, tho combination w ith
the condensing chamber having water supply and
discharge porte above and below said chamber , and a
steam inlet port opening into said chamber, of a
stationary valve chamber within said condensing
chamber CODDectod with the water supply port 1\Dct
opening into the condonait•g chamber between tho
exhaust steam inlet and tho discharge port, said valve
chamber having a numbor of circumfereotlal series of
valve-controlled porte leading therefrom into the
exhaust chamber, substantially as desc ribed. (2) In
a syphon coodeoaor, tho combination with tho con ·
deDBing chamber having water supply and dlschargo
l679, 491 l
•
ends and pivot pins for h olding tho pairs of link.e
together and rings between the opposing (aces at the
ends of tho links fitting !p'OOVOII in tho lloke &llcl upon
which rings tho Unka turn, eublltantlally as set forth.
679,716. CoHPR&880B All» PUMP, A . G. B.,.ock, Willu dm, Bngland.-Fi.led Jan uary 18111, 1901.
craim.-{1) In pumps and compreesora, the combloatloo ol a crosshead and pletco-rod, a projection
on the ci'088head having a eocket into which tho end
of the piston-rod fits, a collar m ounted on tho pistonrod, a spring embracing the pletoo-rod and confined
between tho collar aoct projection. a cage secured on
the projection ancl surrounding tho spring, and ao
inwardly-projecting flange on tho cage adapted to
,
S.
porta above and below the sumo and a stean1 inlet
opening therein, of a cylindric val ve chamber coo occtlog with tho inlut port and extending into tho
coodooaing chamber to a point between tho steam
in lot port and the dlechargo port, I\ number of clreumforentlal seri~ of porttl ln the sides of said valve
cylinder near tho lower ond thereof, a cylindric trunk
valve worlt1ng Jo said cyllndor and adapted to succossivoly close tho sorl08 of porte therein, a valve work·
ing in the lower contracted ood of tho coodooeiog
chamber adjacent to tho dlscharge port, a valve rod
upon which both tho supply and dl&chargo valves are
rigidly mounted, and moans for reciprocating eald
rod, substantially as deacribed.
679.483. TI1B&·OIJTriiR, L . W. Siplt , CM-rokte, lou:a. Pi.led December 18th, 1900.
Claim.-(1) The com bination with a mandrel formed
with a cylindrical longitudinal cham ber, and with a
traoevorso slot extending through tho wall of tho
chamber, of a stem rotl\tablo in said chamber, a atop
on tho stem oxtondJog lu tho slot, a radially-mo vable
engsgo the collar, substantially a.s desc ribed. (2) In
refrigeratlog compre8110rs the combination of a crOM·
head 8, a cage 4 carried by said ol'088hoad and pro .
vtded with srots 11. a sp.ring 6 contained tn r.aid ~o
and always subjected to the n ormal temperature of tho
oogine-room, a collar 8 on the pleton-rod adapted to
bear 1\galnat said spring and to receive tho thrust of
tho croashoad during the working &troko, and a flange
12 on tho cage adapted to cngago with tho collar 8
during tho return stroke, substantially as d08Cribed.
'
I
•
END
•
•
•
OF V 0 L. XCII